JP2004346781A - Power output device, its control method, and automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent over-charging of a storage device such as a secondary battery caused immediately after starting an internal combustion engine, and to smoothly perform start of the internal combustion engine. <P>SOLUTION: In a hybrid vehicle outputting power from an engine to a drive shaft connected to a drive wheel by performing torque conversion by a planetary gear mechanism and two motors connected to a rotation element thereof, when the engine starts while the vehicle is running with only the power from the motor, relatively small prescribed power Pset is set to target power Pe* of the engine, and motoring of the engine starts (S170). When a torque command Tm1* of the motor performing motoring is reversed from positive to negative, the target power Pe* is increased within a range of upper limit power Prt (S180, S190). As a result of that, since the engine is not operated with high load immediately after starting the engine, the over-charging of a battery caused with the high load operation can be suppressed. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a power output device, a control method thereof, and a vehicle, and more particularly, to a power output device that outputs power to a drive shaft, a control method thereof, and a vehicle.
[0002]
[Prior art]
Conventionally, as a power output device of this type, an engine, a planetary gear in which an output shaft of the engine is connected to a carrier and a ring gear is connected to a drive shaft mechanically connected to an axle, and a sun gear of the planetary gear are connected. A hybrid vehicle equipped with a generator having a power generator, a motor that inputs and outputs power to and from a drive shaft, and a battery that is charged with power generated by the generator and supplies power to the motor has been proposed (for example, Patent Document 1). In the device mounted on the hybrid vehicle, when the remaining capacity of the battery is higher than the reference capacity (for example, 50%), the target rotation speed when starting the engine is set to a rotation speed higher than the rotation speed at the time of normal startup. Thus, overcharging of the battery due to surplus energy of the output from the engine is prevented.
[0003]
[Patent Document 1]
JP 2001-82203 A (page 4, FIG. 3)
[0004]
[Problems to be solved by the invention]
However, in such a power output device, when the required power required for the drive shaft is large, the battery may be overcharged. If the required power is large, the target power of the engine is also set large, so that the engine immediately after starting is operated under a high load. At this time, the generator generates a large amount of electric power because it is necessary to take a reaction force against the output torque of the engine. If the remaining capacity of the battery is large, the battery is overcharged.
[0005]
A power output device, a control method thereof, and an automobile according to the present invention have an object to prevent an overcharge of a power storage device such as a secondary battery that can occur immediately after the start of an internal combustion engine. Another object of the present invention is to smoothly start an internal combustion engine.
[0006]
[Means for Solving the Problems and Their Functions and Effects]
The power output apparatus, the control method thereof, and the vehicle according to the present invention employ the following means in order to achieve at least a part of the above objects.
[0007]
The power output device of the present invention,
A power output device that outputs power to a drive shaft,
An internal combustion engine,
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and outputting at least a part of the power from the internal combustion engine to the drive shaft with input / output of power and power;
An electric motor capable of inputting and outputting power to the drive shaft,
Power storage means capable of exchanging power with the power motive input / output means and the electric motor,
When the internal combustion engine is in an operation stop state with respect to the required power required for the drive shaft and the power from the electric motor is being output to the drive shaft, an instruction is given to start the internal combustion engine. From the start until the internal combustion engine reaches a predetermined operating state, the power to be output from the internal combustion engine is limited, and the internal combustion engine and the electric power are output so that power corresponding to the required power is output to the drive shaft. Start-up control means for controlling the power input / output means and the electric motor,
The gist is to provide
[0008]
In the power output device of the present invention, the start instruction of the internal combustion engine is issued while the internal combustion engine is in the operation stop state in response to the required power required for the drive shaft and the power from the electric motor is output to the drive shaft. In some cases, the power to be output from the internal combustion engine is limited from the start of the start until the internal combustion engine reaches a predetermined operating state, and the internal combustion engine, the electric power, and the power are output so that the power corresponding to the required power is output to the drive shaft. And a motor for controlling electric power input / output means for outputting at least a part of the power from the internal combustion engine to the drive shaft together with the input / output. Therefore, it is possible to prevent the internal combustion engine from being operated at a high load immediately after the start, and it is possible to prevent overcharging of the power storage unit that may occur based on the internal load engine being operated at a high load immediately after the start. Further, power corresponding to the required power can be output to the drive shaft.
[0009]
In such a power output device of the present invention, the power output device further includes a storage amount detection unit that detects a storage amount of the storage unit, and the start-time control unit determines that the storage amount of the storage unit detected by the storage amount detection unit is a predetermined storage amount. When the amount is equal to or more than the amount, it may be a means for restricting the power to be output from the internal combustion engine until the internal combustion engine reaches a predetermined operating state after the start is started. This makes it possible to control the start of the internal combustion engine in accordance with the amount of power stored in the power storage means, and to more reliably suppress overcharging of the power storage means.
[0010]
Further, in the power output device of the present invention, the start-time control means limits the power to be output from the internal combustion engine until the internal combustion engine reaches a stable operation state from the start, and After the vehicle has reached a stable operating state, it may be means for controlling so that power according to the required power is output from the internal combustion engine. In this case, the internal combustion engine can be started smoothly and power can be obtained.
[0011]
In the power output device according to the aspect of the present invention, in which the power to be output from the internal combustion engine is limited until the internal combustion engine reaches a stable operation state, the start-time control unit controls the power until the internal combustion engine reaches a stable operation state. Alternatively, the control means may be a means for controlling the predetermined power to be output from the internal combustion engine regardless of the required power. Thus, the internal combustion engine can be started under certain conditions.
[0012]
Further, in the power output device according to the aspect of the invention, in which the power to be output from the internal combustion engine is limited until the internal combustion engine reaches a stable operation state, the start-time control unit includes: Thereafter, the control means may be a means for controlling the internal combustion engine to output power adjusted in a direction in which the required power is output within a range of upper and lower limits of a power change per unit time. . This makes it possible to smoothly change the power output from the internal combustion engine immediately after the start, so that it is possible to suppress a sudden high load operation of the internal combustion engine.
[0013]
Further, in the power output apparatus according to the aspect of the present invention, in which the power to be output from the internal combustion engine is limited until the internal combustion engine reaches a stable operation state, the start-time control unit includes a control unit that controls the power input / output unit based on a drive state of the electric power input / output unit. Means for determining whether or not the internal combustion engine has reached a stable operating state, and controlling based on the result of the determination. This is based on the fact that the power / power input / output means outputs power from the internal combustion engine to the drive shaft together with input / output of power and power. In this case, the start-time control means determines that the internal combustion engine has not reached a stable operation state when the power / power input / output means is in a driving state involving power consumption, and the power / power input / output means involves power generation. In the drive state, the internal combustion engine may be a means for determining that the engine is in a stable operation state. This is a state in which the internal combustion engine is still being motored when the power / power input / output means is in a driving state with power consumption, that is, a state in which starting is not completed, and the power / power input / output means is in a driving state with power generation. Is based on the state in which the start of the internal combustion engine is completed and power is output from the internal combustion engine.
[0014]
In the power output apparatus according to the present invention, the electric power input / output means is connected to an output shaft of the internal combustion engine, the drive shaft, and a third shaft, and inputs and outputs to any two of the three shafts. A three-axis power input / output unit for inputting / outputting power to the remaining shaft based on the obtained power, and a generator including a generator for inputting / outputting power to / from the third shaft, The power / power input / output means includes a first rotor attached to an output shaft of the internal combustion engine, and a second rotor attached to the drive shaft. The motor may be a rotor motor that outputs at least a part of the power from the internal combustion engine to the drive shaft together with the input and output of power by electromagnetic action with the rotor.
[0015]
The vehicle according to the present invention is a power output device according to any one of the above-described embodiments of the present invention, that is, a power output device that basically outputs power to a drive shaft, comprising: an internal combustion engine; Power power input / output means connected to a shaft and the drive shaft for outputting at least a part of power from the internal combustion engine to the drive shaft with input and output of power and power, and inputting and outputting power to the drive shaft An electric motor, an electric power input / output means, an electric storage means capable of exchanging electric power with the electric motor, and a power from the electric motor, the operation of the internal combustion engine being stopped for a required power required for the drive shaft. When the start instruction of the internal combustion engine is issued while outputting to the drive shaft, the power to be output from the internal combustion engine until the internal combustion engine reaches a predetermined operating state after starting is started. Limit and the required power A power output device including the internal combustion engine, the power power input / output means, and a start-time control means for controlling the electric motor so that the corresponding power is output to the drive shaft, wherein the drive shaft is mechanically driven. The point is that the vehicle runs while connected to the axle.
[0016]
According to the vehicle of the present invention, since the power output device of the present invention is provided in any one of the above-described embodiments, the effect of the power output device of the present invention is achieved. That the overcharging of the power storage means, which can occur due to the high load operation of the internal combustion engine immediately after the start, is output to the drive shaft according to the required power. The same effects can be obtained as the effects of being able to obtain power by smoothly starting the internal combustion engine and of smoothly changing the power output from the internal combustion engine immediately after starting.
[0017]
The control method of the power output device of the present invention,
An internal combustion engine, and power / power input / output means connected to an output shaft of the internal combustion engine and the drive shaft and outputting at least a part of power from the internal combustion engine to the drive shaft with input / output of power and power. A control method of a power output device including: a motor capable of inputting and outputting power to the drive shaft; and a power storage unit capable of exchanging power with the power power input / output unit and the motor,
When the amount of power stored in the power storage means is greater than or equal to a predetermined amount of power storage, the internal combustion engine is stopped in response to a required power required for the drive shaft, and the power from the electric motor is being output to the drive shaft. When an instruction to start the internal combustion engine is given,
(A) determining whether or not the internal combustion engine has reached a stable operating state since starting the start;
(B) limiting the power to be output from the internal combustion engine and determining that the power corresponding to the required power is output to the drive shaft until it is determined that the internal combustion engine has reached a stable operation state; And the power / power input / output means and the electric motor, and after it is determined that the internal combustion engine has reached a stable operation state, power corresponding to the required power is output from the internal combustion engine and the required power Controlling the internal combustion engine, the electric power input / output means, and the electric motor such that power corresponding to the power is output to the drive shaft.
That is the gist.
[0018]
According to the control method of the power output device of the present invention, the internal combustion engine is stopped for the required power required for the drive shaft when the amount of power stored in the power storage means is equal to or greater than the predetermined amount of stored power, and the power from the electric motor is supplied to the drive shaft. When the start instruction of the internal combustion engine is issued during the output to the internal combustion engine, it is determined whether or not the internal combustion engine has reached a stable operation state from the start of the start, and it is determined that the internal combustion engine has reached a stable operation state. Until determined, the power to be output from the internal combustion engine is limited, and the internal combustion engine, the electric power input / output means, and the electric motor are controlled so that the power corresponding to the required power is output to the drive shaft. After it is determined that the driving state has been reached, the internal combustion engine, the electric power input / output means, and the electric motor are connected so that power corresponding to the required power is output from the internal combustion engine and power corresponding to the required power is output to the drive shaft. Control From, it is possible to suppress the internal combustion engine immediately after the start is a high-load operation, can be an internal combustion engine immediately after the start to suppress the excessive charging of the power storage means it can occur on the basis that the high load operation. Further, power corresponding to the required power can be output to the drive shaft.
[0019]
In the control method of the power output device of the present invention, the step (a) determines that the internal combustion engine is not in a stable operation state when the power / power input / output unit is in a driving state involving power consumption, When the power input / output means is in a driving state involving power generation, the internal combustion engine may be a means for determining that it has reached a stable operating state. This is a state in which the internal combustion engine is still being motored when the power / power input / output means is in a driving state with power consumption, that is, a state in which starting is not completed, and the power / power input / output means is in a driving state with power generation. Is based on the state in which the start of the internal combustion engine is completed and power is output from the internal combustion engine.
[0020]
In the power output device control method according to the present invention, in the step (b), after the internal combustion engine has reached a stable operating state, the request within a range of upper and lower limits of a power change per unit time. The step may be a step of controlling so that the power adjusted in the direction in which the power is output is output from the internal combustion engine. This makes it possible to smoothly change the power output from the internal combustion engine immediately after the start, so that it is possible to suppress a sudden high load operation of the internal combustion engine.
[0021]
BEST MODE FOR CARRYING OUT THE INVENTION
Next, embodiments of the present invention will be described using examples. FIG. 1 is a configuration diagram schematically showing the configuration of a hybrid vehicle 20 equipped with a power output device according to one embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and a power distribution integration mechanism. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution integration mechanism 30, and a motor MG2 connected to the reduction gear 35; A hybrid electronic control unit 70 for controlling the entire power output device.
[0022]
The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that inputs signals from various sensors that detect the operating state of the engine 22. ) 24, operation control such as fuel injection control, ignition control, intake air amount adjustment control, and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 according to a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data on the operating state of the engine 22 to the hybrid electronic control unit. Output to the unit 70.
[0023]
The power distribution and integration mechanism 30 includes a sun gear 31 of an external gear, a ring gear 32 of an internal gear arranged concentrically with the sun gear 31, a plurality of pinion gears 33 meshing with the sun gear 31 and meshing with the ring gear 32, A carrier 34 that holds the plurality of pinion gears 33 so as to rotate and revolve freely is provided, and is configured as a planetary gear mechanism that performs a differential action by using the sun gear 31, the ring gear 32, and the carrier 34 as rotating elements. In the power distribution and integration mechanism 30, the carrier 34 is connected to the crankshaft 26 of the engine 22, the sun gear 31 is connected to the motor MG1, and the ring gear 32 is connected to the reduction gear 35 via a ring gear shaft 32a. When functioning as a generator, the power from the engine 22 input from the carrier 34 is distributed to the sun gear 31 and the ring gear 32 according to the gear ratio. When the motor MG1 functions as an electric motor, the engine input from the carrier 34 is used. The power from the motor 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.
[0024]
Each of the motors MG1 and MG2 is configured as a well-known synchronous generator motor that can be driven as a generator and can also be driven as a motor, and exchanges power with the battery 50 via the inverters 41 and 42. Power line 54 connecting inverters 41 and 42 and battery 50 is configured as a positive bus and a negative bus shared by inverters 41 and 42, and supplies power generated by one of motors MG 1 and MG 2 to another. It can be consumed by a motor. Therefore, battery 50 is charged and discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If it is assumed that the electric power balance is balanced by the motors MG1 and MG2, the battery 50 is not charged or discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for controlling the driving of the motors MG1 and MG2, for example, signals from rotation position detection sensors 43 and 44 for detecting the rotation positions of the rotors of the motors MG1 and MG2 and detection by a current sensor (not shown). The motor ECU 40 outputs a switching control signal to the inverters 41 and 42, for example. The motor ECU 40 communicates with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 according to the control signal from the hybrid electronic control unit 70, and outputs data on the operating state of the motors MG1 and MG2 as necessary. Output to the hybrid electronic control unit 70.
[0025]
The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. A signal necessary for managing the battery 50, such as a voltage between terminals from a voltage sensor (not shown) provided between terminals of the battery 50, a power line 54 connected to an output terminal of the battery 50, The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. If necessary, data on the state of the battery 50 is communicated to the hybrid electronic device. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor to manage the battery 50.
[0026]
The hybrid electronic control unit 70 is configured as a microprocessor having a CPU 72 as a center. In addition to the CPU 72, a ROM 74 for storing a processing program, a RAM 76 for temporarily storing data, an input / output port (not shown) Port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects an operation position of a shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of an accelerator pedal 83. , The brake pedal position BP from a brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85, the vehicle speed V from a vehicle speed sensor 88, and the like are input via input ports. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.
[0027]
In the hybrid vehicle 20 of the embodiment configured as described above, the required torque to be output to the ring gear shaft 32a as the drive shaft is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the amount of depression of the accelerator pedal 83 by the driver. Then, the operation of engine 22, motor MG1, and motor MG2 is controlled such that the required power corresponding to the required torque is output to ring gear shaft 32a. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is transmitted to the power distribution integration mechanism 30. And the torque conversion operation mode for driving and controlling the motors MG1 and MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a. The operation of the engine 22 is controlled so that the corresponding power is output from the engine 22, and all or a part of the power output from the engine 22 with the charging and discharging of the battery 50 is partially or completely converted to the power distribution and integration mechanism 30, the motor MG 1, and the motor The required power accompanies the ring gear shaft 32 with torque conversion by the MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are drive-controlled so as to be output to the motor drive mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.
[0028]
Next, when the driver depresses the accelerator pedal 83 from the operation of the hybrid vehicle 20 of the embodiment configured as described above, in particular, the state in which the motor MG2 is running with the motor (motor operation mode), the engine 22 is started and the engine is started. The operation at the time of shifting to a state in which the vehicle travels with the power from the motor 22 (torque conversion operation mode or charge / discharge operation mode) will be described. FIG. 2 is a flowchart illustrating an example of a startup processing routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every 8 msec). In the illustrated start-up processing routine, control during motor running is also shown for ease of explanation.
[0029]
In the control during motor running, the CPU 72 of the hybrid electronic control unit 70 firstly reads the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotation speed Nm1 of the motors MG1, MG2. , Nm2, etc., is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are calculated from the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44, and are input by communication from the motor ECU 40. can do. The required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V, and the required torque for the vehicle. The required power P * is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map. Is given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map. The required power P * can be calculated as a value obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a, and adding a required charge / discharge amount Pb * of the battery 50 and a loss. Note that the rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by a conversion coefficient k, or by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35. The required charge / discharge amount Pb * can be set by the remaining capacity (SOC) of the battery 50, the accelerator opening Acc, and the like.
[0030]
When the required torque Tr * and the required power P * are set, the set required power P * is compared with a threshold value Pref (step S120). Here, the threshold value Pref is used to set the range of the motor operation mode in which the operation of the engine 22 is stopped and the vehicle runs only with the power output from the motor MG2, and is set based on the performance of the motor MG2, the capacity of the battery 50, and the like. can do. Since the motor running is now considered, the required power P * is determined to be equal to or less than the threshold value Pref, the engine 22 is stopped to execute the motor operation mode, and the torque command Tm1 * of the motor MG1 is set to the value 0. Is set (step S130), and the torque command Tm2 * of the motor MG2 is set to a value obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 (step S140). Then, a control signal for stopping the operation of the engine 22 is transmitted to the engine ECU 24, and a torque command Tm1 * of the value 0 of the motor MG1 and a torque command Tm2 * of the motor MG2 are transmitted to the motor ECU 40 ( (Step S150), this routine ends. The engine ECU 24 that has received the control signal for stopping the operation of the engine 22 holds the state of stopping the operation of the engine 22, and the motor ECU 40 that has received the torque command Tm1 * and the torque command Tm2 * outputs the torque from the motor MG1. The switching control of the switching elements of the inverters 41 and 42 is performed so that the torque of the torque command Tm2 * is output from the motor MG2 so as not to be performed. By such processing, it is possible to travel only with the power from the motor MG2 while the operation of the engine 22 is stopped.
[0031]
When the driver depresses the accelerator pedal 83 during the operation in the motor operation mode and the required power P * set in step S110 becomes larger than the threshold value Pref, the value is set when the routine was last executed. It is determined whether torque command Tm1 * of motor MG1 is a positive value (step S160). While the vehicle is traveling in the motor operation mode, the value 0 is set in the torque command Tm1 * of the motor MG1 in step S140. Therefore, when step S160 is executed immediately after traveling in the motor operation mode, affirmative. (Tm1 * ≧ 0) is determined. Here, whether the torque command Tm1 * of the motor MG1 is positive or negative is determined in the embodiment when the torque command Tm1 * is positive in a state where the engine 22 is being motored by the motor MG1, that is, the engine 22 is still in a stable operation. When the torque command Tm1 * is negative, power is output from the engine 22, that is, the engine 22 is in a stable operation state. Is determined.
[0032]
When the previous torque command Tm1 * is 0 or positive, it is determined that the engine 22 is in a state of starting to start or that the engine 22 is not yet in a stable operation state, and the target power Pe * of the engine 22 is determined. Is set to a predetermined power Pset. (Step S170). Here, the predetermined power Pset is set as the power to be output from the engine 22 when the engine 22 is started. In the embodiment, the predetermined power Pset is set as a relatively low power among the powers that can be output from the engine 22. I have.
[0033]
When the target power Pe * is set in this way, the target rotation speed Ne * and the target torque Te * of the engine 22 are set based on the set target power Pe * (step S200). In this setting, the target rotation speed Ne * and the target torque Te * are set based on the operation line for efficiently operating the engine 22 and the target power Pe *. FIG. 4 shows an example of the operation line of the engine 22 and how the target rotation speed Ne * and the target torque Te * are set. As shown in the drawing, the target rotation speed Ne * and the target torque Te * can be obtained from the intersection of the operating line and a curve having a constant target power Pe * (Ne ** × Te *). Now, it is considered that the predetermined power Pset is set to the target power Pe *, and therefore, as shown in FIG. 4, the target rotation speed Ne * is set to the rotation speed Nset, and the target torque Te * is set to the target rotation speed Neset. The torque Tset is set.
[0034]
Subsequently, using the set target rotation speed Ne *, the rotation speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotation speed Nm1 of the motor MG1 is calculated by the following equation (1). *, And a torque command Tm1 * of the motor MG1 is calculated by the equation (2) based on the calculated target rotation speed Nm1 * and the current rotation speed Nm1 (step S210). Equation (1) is a dynamic relational expression for the rotation element of the power distribution and integration mechanism 30, and Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotation speed Nm1 *. In 2), “k1” in the second term on the right side is the gain of the proportional term, and “k2” in the third term on the right side is the gain of the integral term. FIG. 5 is an alignment chart showing a dynamic relationship between the rotation speed and the torque of the rotating element of the power distribution and integration mechanism 30. In the figure, the left S axis indicates the rotation speed of the sun gear 31 which is the rotation speed Nm1 of the motor MG1, the C axis indicates the rotation speed of the carrier 34 which is the rotation speed Ne of the engine 22, and the R axis indicates the rotation speed of the motor MG2. The rotation speed Nr of the ring gear 32 obtained by multiplying the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. In the figure, the solid line shows a collinear chart at the start of the start of the engine 22, and the broken line shows the target rotational speed Ne * such that the predetermined power Pset is set to the target power Pe * and the engine 22 outputs this target power Pe *. And an alignment chart when the vehicle is operated at an operation point of the target torque Te *. Equation (1) can be easily derived using a dashed alignment chart. In the embodiment, the engine ECU 24 starts the engine 22 by fuel injection such that the target torque Te * is output from the engine 22 when the rotation speed Ne of the engine 22 reaches the target rotation speed Ne * from the stopped state. This is performed by starting control and ignition control. Now, it is assumed that the engine 22 starts to be started and the engine speed Ne of the engine 22 has not reached the target engine speed Ne *. Therefore, the engine 22 is stopped as shown by the solid line alignment chart. Or the middle of the process from the solid line dashed line to the broken line tangent line. Therefore, the torque command Tm1 * of the motor MG1 changes the rotation speed Ne of the engine 22 against the target rotation speed Ne against the friction torque of the engine 22. The torque (positive value torque) in the direction for rotating the motor MG1 in the forward direction is set so as to indicate *. That is, the engine 22 is motored by the motor MG1. The two thick arrows on the R axis indicate the torque acting on the ring gear shaft 32a by motoring the engine 22 with the motor MG1 and the torque Tm2 * output from the motor MG2 via the reduction gear 35 via the ring gear shaft. 32a.
[0035]
(Equation 1)
Nm1 * = Ne * · (1 + ρ) / ρ−ρ · Nm2 / Gr (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * −Nm1) + k2∫ (Nm1 * −Nm1) dt (2)
[0036]
When the target rotation speed Nm1 * of the motor MG1 and the torque command Tm1 * are calculated in this manner, the motor obtained by multiplying the output limit Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotation speed Nm1 of the motor MG1. By dividing the deviation from the power consumption (or generated power) of MG1 by the rotation speed Nm2 of the motor MG2, the torque limit Tmax as the upper limit of the torque that may be output from the motor MG2 is calculated by the following equation (3). (Step S220), using the target torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30, calculate the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 by equation (4) (Step S230). ), Comparing the calculated torque limit Tmax with the provisional motor torque Tm2tmp. Setting the had way as the torque command Tm2 * of the motor MG2 (step S240). By setting the torque command Tm2 * of the motor MG2 in this manner, the torque acting on the ring gear shaft 32a by the motoring of the engine 22 by the motor MG1 is canceled by the torque output from the motor MG2, and the torque is output to the ring gear shaft 32a. The target torque Tr * to be output can be set as a torque limited within the range of the output limitation of the battery 50. Expression (4) can be easily derived from the alignment chart of FIG. 5 described above.
[0037]
(Equation 2)
Tmax = (Wout−Tm1 * · Nm1) / Nm2 (3)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (4)
[0038]
When the target rotation speed Ne * and the target torque Te * of the engine 22 and the target rotation speed Nm1 * and the torque command Tm1 * of the motor MG1 and the torque command Tm2 * of the motor MG2 are set in this manner, the target rotation speed Ne * and the target The torque Te * is transmitted to the engine ECU 24, and the target rotation speed Nm1 * of the motor MG1, the torque command Tm1 *, and the torque command Tm2 * of the motor MG2 are transmitted to the motor ECU 40 (step S250), and the startup routine is ended. I do. The engine ECU 24 that has received the target rotation speed Ne * and the target torque Te * controls the fuel injection so that the engine 22 outputs the target torque Te * when the rotation speed Ne of the engine 22 reaches the target rotation speed Ne *. And controls such as ignition control. Further, motor ECU 40 having received target rotation speed Nm1 *, torque command Tm1 *, and torque command Tm2 * operates inverter 41 such that motor MG1 is driven by torque command Tm1 * and motor MG2 is driven by torque command Tm2 *. , 42 are controlled.
[0039]
In this manner, motoring of the engine 22 by the motor MG1 is performed, and when the rotation speed Ne of the engine 22 reaches the target rotation speed Ne *, fuel injection control, ignition control, and the like are performed by the engine ECU 24, and the engine 22 performs the target torque Te *. Will be output. At this time, a relatively small predetermined power Pset is set as the target power Pe *, so that a relatively small torque is output from the engine 22. The alignment chart in this state is shown in FIG. In this state, since the torque command Tm1 * of the motor MG1 is set by the above equation (2), the positive rotation of the motor MG1 acting on the sun gear 31 based on the output of the target torque Te * from the engine 22 Based on the torque in the direction, a direction in which the rotation speed Nm1 of the motor MG1 is prevented from increasing beyond the target rotation speed Nm1 *, that is, a torque having a negative value is set. As described above, since the torque command Tm1 * is set to a positive value when the engine 22 is motoring, a negative value is set immediately after the fuel injection control or the ignition control in the engine 22 is started. Is set. If it is determined in step S160 that the torque command Tm1 * has been inverted from a positive value to a negative value, the engine 22 is determined to have reached a stable operation state, and the upper limit power Prt is added to the previous target power Pe * to temporarily The engine target power Petmp is set (step S180). Here, the upper limit power Prt is set as an upper limit value of a change in the target power Pe * per the start interval time of the start-time processing routine in order to smoothly increase the target power Pe * of the engine 22. It can be obtained from the performance of the engine 22, the performance of the motor MG1, and the like. After the torque command Tm1 * of the motor MG1 becomes a negative value, the temporary engine target power Petmp is set by adding the upper limit power Prt to the previous target power Pe * every time this routine is executed. Then, the smaller one of the set provisional engine target power Petmp and the required power P * is set as the target power Pe * (step S190). That is, the target power Pe * is set within the range of the upper limit power Prt in accordance with the required power P * so that the target power Pe * does not increase rapidly.
[0040]
When the target power Pe * of the engine 22 is set in this manner, the target rotation speed Ne * and the target torque Te * of the engine 22 are set using the target power Pe * and the operation line illustrated in FIG. 4 (step S200). The target rotation speed Nm1 * and the torque command Tm1 * of the motor MG1 are set by the above equations (1) and (2) (step S210). Immediately after the torque command Tm1 * of the motor MG1 is inverted to a negative value, a relatively small predetermined power Pset is set as the target power Pe *, so that the torque acting on the sun gear 31 is also small. Therefore, the absolute value of the torque set in torque command Tm1 * is relatively small, and the power generated by motor MG1 is also relatively small. That is, generation of excessive electric power can be suppressed.
[0041]
When the target rotation speed Nm1 * and the torque command Tm1 * of the motor MG1 are set in this way, the torque command Tm2 * of the motor MG2 is set within the range of the output limit Wout of the battery 50 by the processes of steps S220 to S240 described above. Then, the set target rotation speed Ne * and the target torque Te * are transmitted to the engine ECU 24, and the target rotation speed Nm1 *, the torque command Tm1 *, and the torque command Tm2 * are transmitted to the motor ECU 40 (step S250). To end. Control of the engine 22 by the engine ECU 24 receiving these set values and control of the motors MG1 and MG2 by the motor ECU 40 have been described above.
[0042]
According to the hybrid vehicle 20 of the embodiment described above, the target power Pe * of the engine 22 is set as a relatively low power among the powers that the engine 22 can output from the start to the time when the engine 22 reaches a stable operation state. Since the power is controlled as the predetermined power Pset, it is possible to prevent the engine 22 from being operated under a high load immediately after starting. As a result, it is possible to prevent the torque command Tm1 * of the motor MG1 from being set to a negative torque whose absolute value is an excessive value, and excessive electric power is generated by the motor MG1 immediately after the start of the engine 22. This can prevent overcharging of the battery 50 based on the above. Moreover, after the engine 22 has reached a stable operation state, the target power Pe * of the engine 22 is controlled to be increased within the range of the upper limit power Prt, so that the power output from the engine 22 can be smoothly increased. . As a result, the engine 22 can be started smoothly and the power output from the engine 22 can be smoothly increased. In addition, a torque corresponding to the required torque Tr * requested by the driver can be output to the ring gear shaft 32a as a drive shaft.
[0043]
In the hybrid vehicle 20 of the embodiment, when starting the engine 22, a relatively small predetermined power Pset is set to the target power Pe * of the engine 22, and the torque command Tm1 * of the motor MG1 is inverted from a positive value to a negative value. After that, the target power Pe * is set within the range of the upper limit power Prt. However, such processing is performed when the remaining charge (SOC) of the battery 50 is overcharged such as 90% or 95%. It may be executed only when there is a possibility. In this case, the determination may be made by comparing the remaining capacity (SOC) with the threshold using a threshold at which the battery 50 may be overcharged. In this case, when there is no risk of overcharging of the battery 50, the required power P * may be set to the target power Pe * of the engine 22 when the engine 22 is started.
[0044]
In the hybrid vehicle 20 of the embodiment, the target power Pe * of the engine 22 is set to the predetermined power Pset from the start of the start until the engine 22 reaches a stable operation state. If so, the target power Pe * is not limited to the predetermined power Pset, but may be changed over time.
[0045]
In the hybrid vehicle 20 of the embodiment, the target power Pe * of the engine 22 is increased within the range of the upper limit power Prt after the engine 22 reaches the stable operation state, but the upper limit power Prt is a fixed value. It is not necessary and may be a variable value.
[0046]
In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 7) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).
[0047]
In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modification shown in FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. May be provided with a pair rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power.
[0048]
As described above, the embodiments of the present invention have been described using the examples. However, the present invention is not limited to these examples, and may be implemented in various forms without departing from the gist of the present invention. Obviously you can get it.
[Brief description of the drawings]
FIG. 1 is a configuration diagram schematically showing the configuration of a hybrid vehicle 20 equipped with a power output device according to one embodiment of the present invention.
FIG. 2 is a flowchart illustrating an example of a start-time processing routine executed by a hybrid electronic control unit 70 according to the embodiment.
FIG. 3 is an explanatory diagram showing an example of a required torque setting map.
FIG. 4 is an explanatory diagram showing an example of an operation line of the engine 22 and how to set a target rotation speed Ne * and a target torque Te *.
FIG. 5 is an explanatory diagram showing an example of an alignment chart for mechanically explaining rotating elements of the power distribution and integration mechanism 30 at the start of starting of the engine 22.
FIG. 6 is an explanatory diagram showing an example of an alignment chart of the power distribution and integration mechanism 30 when the engine 22 reaches a stable operation state.
FIG. 7 is a configuration diagram schematically illustrating a configuration of a hybrid vehicle 120 according to a modified example.
FIG. 8 is a configuration diagram schematically showing a configuration of a hybrid vehicle 220 according to a modification.
[Explanation of symbols]
20, 120, 220 Hybrid vehicle, 22 engine, 24 Engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integrated mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35,135 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotation position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 Power line, 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b drive wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever Chromatography, 82 shift position sensor, 83 accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, 230 pair-rotor motor, 232 an inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (13)

A power output device that outputs power to a drive shaft,
An internal combustion engine,
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and outputting at least a part of the power from the internal combustion engine to the drive shaft with input / output of power and power;
An electric motor capable of inputting and outputting power to the drive shaft,
Power storage means capable of exchanging power with the power motive input / output means and the electric motor,
When the internal combustion engine is in an operation stop state with respect to the required power required for the drive shaft and the power from the electric motor is being output to the drive shaft, an instruction is given to start the internal combustion engine. From the start until the internal combustion engine reaches a predetermined operating state, the power to be output from the internal combustion engine is limited, and the internal combustion engine and the electric power are output so that power corresponding to the required power is output to the drive shaft. Start-up control means for controlling the power input / output means and the electric motor,
Power output device comprising: The power output device according to claim 1,
The power storage device includes a storage amount detection unit that detects a storage amount of the storage unit,
The start-time control means is configured to start the internal combustion engine until the internal combustion engine reaches a predetermined operation state when the stored power of the power storage means detected by the stored power detection means is equal to or more than a predetermined power storage amount. A power output device that is a means for limiting the power to be output from the engine. The start-time control means limits the power to be output from the internal combustion engine until the internal combustion engine reaches a stable operation state after starting the start, and after the internal combustion engine has reached a stable operation state. 3. The power output device according to claim 1, wherein the power output device is means for controlling a power corresponding to the required power to be output from the internal combustion engine. 4. The power output according to claim 3, wherein the starting control means controls the predetermined power to be output from the internal combustion engine regardless of the required power until the internal combustion engine reaches a stable operation state. apparatus. After the internal combustion engine has reached a stable operating state, the start-time control means controls the power adjusted in a direction in which the required power is output within a range of upper and lower limits of a power change per unit time. 5. The power output device according to claim 3, wherein the power output device is means for controlling output from the internal combustion engine. 4. The start-time control means determines whether or not the internal combustion engine has reached a stable operation state based on a drive state of the electric power input / output means, and performs control based on a result of the determination. 6. The power output apparatus according to any one of claims 5 to 5. The start-time control means determines that the internal combustion engine is not in a stable operation state when the power / power input / output means is in a drive state with power consumption, and determines that the power / power input / output means is in a drive state with power generation. 7. The power output device according to claim 6, wherein the power output device is means for determining that the internal combustion engine has reached a stable operation state. The power / power input / output means is connected to the output shaft of the internal combustion engine, the drive shaft, and a third shaft, and outputs the remaining shaft based on the power input / output to any two of the three shafts. The power output device according to any one of claims 1 to 7, further comprising a three-shaft power input / output means for inputting / outputting power to / from the power generator, and a generator for inputting / outputting power to / from the third shaft. The power / power input / output means includes a first rotor attached to an output shaft of the internal combustion engine, and a second rotor attached to the drive shaft. The power output device according to any one of claims 1 to 7, wherein the power output device is a paired rotor motor that outputs at least a part of power from the internal combustion engine to the drive shaft together with input and output of power by electromagnetic action with the rotor. . An automobile, comprising: the power output device according to claim 1, wherein the automobile travels with the drive shaft mechanically connected to an axle. An internal combustion engine, and power / power input / output means connected to an output shaft of the internal combustion engine and the drive shaft and outputting at least a part of power from the internal combustion engine to the drive shaft with input / output of power and power. A control method of a power output device including: a motor capable of inputting and outputting power to the drive shaft; and a power storage unit capable of exchanging power with the power power input / output unit and the motor,
When the amount of power stored in the power storage means is greater than or equal to a predetermined amount of power storage, the internal combustion engine is stopped in response to a required power required for the drive shaft, and the power from the electric motor is being output to the drive shaft. When an instruction to start the internal combustion engine is given,
(A) determining whether or not the internal combustion engine has reached a stable operating state since starting the start;
(B) limiting the power to be output from the internal combustion engine and determining that the power corresponding to the required power is output to the drive shaft until it is determined that the internal combustion engine has reached a stable operation state; And the power / power input / output means and the electric motor, and after it is determined that the internal combustion engine has reached a stable operation state, power corresponding to the required power is output from the internal combustion engine and the required power And a power output device for controlling the internal combustion engine, the power input / output means, and the electric motor such that power corresponding to the power is output to the drive shaft. In the step (a), it is determined that the internal combustion engine is not in a stable operation state when the power / power input / output means is in a driving state with power consumption, and the power / power input / output means is in a driving state with power generation. 12. The control method for a power output device according to claim 11, wherein the means for determining that the internal combustion engine has attained a stable operation state. In the step (b), after the internal combustion engine has reached a stable operation state, the power adjusted in the direction in which the required power is output within the range of the upper and lower limits of the power change per unit time is the power. The control method for a power output device according to claim 11 or 12, wherein the control is a step of controlling output from the internal combustion engine.

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