JP2000102109A - Power output equipment, and control method thereof and hybrid vehicle mounting the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent generation of lack of driving torque without decreasing driving torque outputted from a driving shaft, while the number of revolution of a prime mover increases, when demand power to the prime mover rapidly increases. SOLUTION: When demand power to an engine as a prime mover increases rapidly, a target number of revolution ngtag to a motor MG1 is larger than the actual number of revolution ng of the motor MG1 (S108), and the number of revolution (ng) or the motor MG1 is increasing (S114), a control unit clears torque-up demand of the engine to an EFIECU 170 (S118). The control unit so controls the motor MG1 that torque tg of the motor MG1 becomes equal to the torque of precedent revolution (S120). As a result, the torque tg of the motor MG1 is kept almost constant while the number of revolution (ne) of the engine increases.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power output device used for a hybrid vehicle and the like, and more particularly, to a power output device having a three-axis power input / output means such as a planetary gear, a hybrid vehicle equipped with the power output device, The present invention relates to a method for controlling a power output device.

[0002]

2. Description of the Related Art In recent years, a hybrid vehicle using an engine and an electric motor as power sources has been proposed, and there is a so-called parallel hybrid vehicle as a kind of the hybrid vehicle. In the parallel hybrid vehicle, a part of the power output from the engine as the prime mover is transmitted to the drive shaft by the power adjusting device. The remaining power is converted to power by a power regulator. This electric power is stored in a battery or used to drive an electric motor as a power source other than the engine. With this configuration, the parallel hybrid vehicle can output the power output from the engine to the drive shaft at an arbitrary rotation speed and torque. Since the engine can be operated by selecting a driving point with high driving efficiency, the hybrid vehicle is more excellent in resource saving and exhaust purification than the conventional vehicle using only the engine as a driving source.

[0003] As a power adjusting device, for example, a motor generator having a rotating shaft, a three-shaft power motor having three shafts respectively coupled to a drive shaft, an output shaft of an engine, and a rotating shaft of the motor generator are used. A mechanical distribution type power adjustment device using a planetary gear as an input / output means, and an electric distribution type power adjustment using a pair rotor motor including a rotor coupled to an output shaft of an engine and a rotor coupled to a drive shaft. A device or the like can be applied.

Among these, in the case of the mechanical distribution type power adjusting device, the planetary gear has a property that, as is well known, when the rotational speed and torque of two of the three shafts are determined, the rotational speed and torque of the remaining rotary shaft are determined. are doing. Based on such a property, for example, a part of the mechanical power input from the first shaft connected to the output shaft of the engine is output to the third shaft connected to the drive shaft while the remaining second power is output to the third shaft. The remaining power can be extracted as electric power by a motor generator coupled to the shaft. Further, another motor generator is provided on the third shaft or the first shaft, and power is supplied to the motor generator, so that the power output from the engine is increased and transmitted to the drive shaft. It is possible.

[0005]

In a parallel hybrid vehicle using such a mechanical distribution type power adjusting device, for example, when the driver depresses an accelerator pedal to request rapid acceleration while the vehicle is running, Since the required power to be output to the drive shaft of the vehicle increases, the required power for the engine also increases rapidly. At this time, conventionally, by increasing the torque of the motor generator coupled to the second shaft, the number of revolutions of the engine is increased, and the power output from the engine is increased. It was controlled to be equal to the required power.

However, as described above, conventionally, when sudden acceleration is required, the torque of the motor generator coupled to the second shaft is increased in order to increase the engine speed. , The increase in that torque,
There is a problem that the torque output from the drive shaft (that is, the drive torque) decreases and the drive torque becomes insufficient.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to solve the above-mentioned problems of the prior art, and to provide a drive output from a drive shaft while the rotation speed of the prime mover is increasing when the required power for the prime mover is rapidly increased. An object of the present invention is to provide a power output device that does not cause a shortage of driving torque without reducing torque.

[0008]

In order to achieve at least a part of the above-mentioned object, a power output device of the present invention is a power output device for outputting power to a drive shaft. A drive shaft coupled to the third shaft, and a first shaft to a third shaft;
Three-axis power input / output means for inputting / outputting power determined based on the input / output power to / from the remaining one axis when power is input / output to any two of the axes; A motor having a rotating shaft coupled to a first shaft and capable of outputting power to the first shaft; and a motor having a rotating shaft coupled to the second shaft and having a power coupled to the second shaft. A first motor / generator capable of inputting / outputting the third shaft or the first shaft, the rotation shaft of which is coupled to the third shaft or the first shaft;
A second motor / generator capable of inputting / outputting power to / from the shaft, required power deriving means for determining required power for the prime mover based on predetermined parameters, and based on the determined required power. Control means for controlling at least the first motor generator so that the power output from the prime mover is substantially equal to the required power, the control means comprising: In the above, when the rotation speed of the first motor generator or the rotation speed of the prime mover is increasing, the first motor generator is controlled so as to substantially maintain the torque of the first motor generator. The point is to control.

Further, the control method of the power output apparatus according to the present invention has first to third shafts, wherein the drive shaft is coupled to the third shaft, and the first to third shafts are connected. A three-axis power input / output means for inputting / outputting power determined based on the input / output power to / from the remaining one axis when power is input / output to any two axes; A prime mover having its rotary shaft coupled to the first shaft and capable of outputting power to the first shaft, and a prime mover having its rotary shaft coupled to the second shaft and receiving power to the second shaft. A first motor generator capable of outputting power, and a rotating shaft coupled to the third shaft or the first shaft, for inputting and outputting power to and from the third shaft or the first shaft; A second motor generator capable of
A method for controlling a power output device comprising: (a)
Determining a required power for the prime mover based on a predetermined parameter; and (b) determining at least the first power so that a power output from the prime mover is substantially equal to the required power based on the determined required power. Controlling the first motor generator. The step (b) includes the step of increasing the rotation speed of the first motor generator or the rotation speed of the prime mover when the calculated required power increases. In the meantime, the gist of the present invention includes a step of controlling the first motor / generator so as to substantially maintain the torque of the first motor / generator.

As described above, according to the power output apparatus or the control method of the present invention, when the required power for the prime mover increases, the rotational speed of the first motor generator or the rotational speed of the prime mover is increasing. Then, the first motor generator is controlled so that the torque of the first motor generator is substantially maintained. Note that there is a predetermined correlation between the rotation speed of the first motor generator and the rotation speed of the prime mover by a three-axis power input / output means. Rises, the other rises.

Therefore, according to the power output apparatus or the control method of the present invention, when the required power for the prime mover increases, the torque of the first motor generator is substantially maintained while the rotation speed of the prime mover is increasing. So that the drive torque output from the drive shaft does not decrease,
There is no shortage of driving torque.

Further, in the power output apparatus according to the present invention, the control means may be arranged such that when the required power is increased, the rotational speed of the first motor generator or the rotational speed of the prime mover is not increasing. It is desirable to control the prime mover to increase the torque of the prime mover.

By performing such control, the rotation speed of the prime mover can be reliably increased even when the rotation speed of the prime mover is not increasing.

Further, in the power output device of the present invention, the control means may increase the rotational speed of the first motor generator when controlling the motor so as to increase the torque of the motor. It is desirable to control the torque of the first motor generator.

By performing such control, the rotation speed of the prime mover can be more reliably increased.

Further, in the power output apparatus according to the present invention, when the prime mover comprises an engine, the operating point control means adjusts the opening degree of a throttle valve of the engine or the opening / closing timing of an intake valve. It is preferable to increase the torque of the prime mover.

As described above, by adjusting the opening of the throttle valve or the opening / closing timing of the intake valve, the torque of the prime mover (engine) can be quickly increased to a desired torque.

[0018] A hybrid vehicle according to the present invention is a hybrid vehicle equipped with the above-described power output device, wherein the gist of the invention is to drive wheels by the power output to the drive shaft.

According to the hybrid vehicle of the present invention, for example, even when the driver steps on the accelerator pedal to request rapid acceleration while the vehicle is running, the rotation speed of the prime mover is increased without reducing the driving torque. Therefore, power substantially equal to the required power can be extracted from the prime mover, so that the vehicle can be rapidly accelerated as required by the driver without causing a shortage of driving torque.

[0020]

DESCRIPTION OF THE PREFERRED EMBODIMENTS (A) Configuration of Embodiment First, the configuration of an embodiment of the present invention will be described with reference to FIG. FIG. 1 is a configuration diagram showing a schematic configuration of a hybrid vehicle equipped with a power output device as one embodiment of the present invention. This hybrid vehicle is a parallel hybrid vehicle using a so-called mechanical distribution type power adjustment device.

The structure of this hybrid vehicle is roughly as follows:
The driving system includes a power system for generating driving force, a control system for the driving system, a power transmission system for transmitting driving force from a driving source to the driving wheels 116 and 118, a driving operation unit, and the like.

The power system includes a system including an engine 150 as a prime mover and motors MG1 and MG1 as motor generators.
The control system includes an electronic control unit (hereinafter, referred to as EFIECU) 170 for mainly controlling the operation of the engine 150, and a motor MG.
1, a control unit 190 for mainly controlling the operation of MG2
And various sensor units for detecting and inputting / outputting signals necessary for the EFIECU 170 and the control unit 190.

Although the internal configurations of the EFIECU 170 and the control unit 190 are not specifically shown,
These are one-chip microcomputers each having a CPU, ROM, RAM, etc.
Are configured to perform various control processes described below according to a program recorded in the ROM.

EFIECU 170 and control unit 1
The power from the engine 150 is received by the control by 90, and further, the power of the engine 150 is
A configuration in which the power of the motors MG1 and MG2 or the power adjusted by power generation is output to the drive shaft 112 will be described below.
Called power output device 110.

Engine 15 in power output device 110
A value of 0 inhales air from the intake port 200 via the throttle valve 261 and injects gasoline from the fuel injection valve 151 to generate a mixture of the inhaled air and the injected gasoline. At this time, the throttle valve 261
It is opened and closed by a throttle actuator 262. The engine 150 supplies the generated air-fuel mixture to the intake valve 153.
And converts the motion of the piston 154 depressed by the explosion of the air-fuel mixture into the rotational motion of the crankshaft 156. This explosion is caused by the mixture being ignited and burned by an electric spark formed by the spark plug 162 by the high voltage guided from the igniter 158 via the distributor 160. Exhaust generated by the combustion is exhausted to the atmosphere through an exhaust port 202.

The engine 150 includes a mechanism for changing the opening / closing timing of the intake valve 153, a so-called continuously variable valve timing mechanism (hereinafter, referred to as VVT) 157. The VVT 157 adjusts the opening / closing timing of the intake valve 153 by advancing or retarding the phase with respect to the crank angle of an intake camshaft (not shown) that drives the intake valve 153 to open / close.

On the other hand, the operation of the engine 150 is based on the EFIE
It is controlled by the CU 170. For example, based on a detection signal obtained by a throttle valve position sensor 263 for detecting the opening (position) of the throttle valve 261, feedback control is performed by the EFIECU 170 using the throttle actuator 262 to obtain a desired opening. I have. Further, the advance and retard of the phase of the intake camshaft in the above-mentioned VVT 157 are also fed back to the target phase by the EFIECU 170 based on the detection signal obtained by the camshaft position sensor 264 for detecting the position of the intake camshaft. Control is exercised. In addition, the ignition plug 162 corresponding to the rotation speed of the engine 150
And the fuel injection amount control according to the intake air amount.

In order to enable such control of the engine 150, the EFIECU 170 includes various types of information indicating the operating state of the engine 150 in addition to the above-described throttle valve position sensor 263 and camshaft position sensor 264. Sensor is connected. For example, a rotation speed sensor 176 and a rotation angle sensor 178 provided in the distributor 160 for detecting the rotation speed and the rotation angle of the crankshaft 156, a starter switch 179 for detecting the state of an ignition key, and the like are connected. . Illustration of other sensors, switches, and the like is omitted.

Next, a schematic configuration of the motors MG1 and MG2 shown in FIG. 1 will be described. The motor MG1 is configured as a synchronous motor generator, and includes a rotor 132 having a plurality of permanent magnets on an outer peripheral surface, and a stator 133 around which a three-phase coil that forms a rotating magnetic field is wound. Stator 133
Is formed by laminating thin sheets of non-oriented electrical steel sheets, and is fixed to the case 119. This motor MG1
Operates as an electric motor that rotationally drives the rotor 132 by an interaction between a magnetic field generated by a permanent magnet provided on the rotor 132 and a magnetic field formed by a three-phase coil provided on the stator 133. As a result, it also operates as a generator for generating an electromotive force at both ends of the three-phase coil provided in the stator 133.

The motor MG2 is also configured as a synchronous motor generator like the motor MG1, and includes a rotor 142 having a plurality of permanent magnets on the outer peripheral surface, and a stator 143 around which a three-phase coil for forming a rotating magnetic field is wound. Is provided. Motor M
The G2 stator 143 is also formed by laminating thin sheets of non-oriented electrical steel sheets, and is fixed to the case 119.
This motor MG2 also operates as a motor or a generator similarly to the motor MG1.

These motors MG1 and MG2 are electrically connected to battery 194 and control unit 190 via first and second drive circuits 191 and 192 each including six switching transistors (not shown). Connected. The control unit 190 outputs a control signal for driving the transistors in the first and second drive circuits 191 and 192. Each drive circuit 1
The six transistors in 91 and 192 constitute a transistor inverter by being arranged in pairs, two on the source side and the other on the sink side. The control unit 190 sequentially controls the ratio of the on-time of the source-side and sink-side transistors by a control signal, and the current flowing in each phase of the three-phase coil is converted into a pseudo sine wave by PWM control. , A rotating magnetic field is formed,
These motors MG1 and MG2 are driven.

In order to enable control of the operating state of the hybrid vehicle including control of the motors MG1 and MG2, various other sensors and switches are electrically connected to the control unit 190. The sensors and switches connected to the control unit 190 include an accelerator pedal position sensor 164a, a brake pedal position sensor 165a, a shift position sensor 18
4, a water temperature sensor 174, a remaining capacity detector 199 of the battery 194, and the like.

The control unit 190 inputs various signals from the operation unit and the remaining capacity of the battery 194 through these sensors, and controls the engine 150.
Various types of information are exchanged with the FIECU 170 by communication.

As various signals from the operation section, specifically, an accelerator pedal position (depressed amount of the accelerator pedal 164) from an accelerator pedal position sensor 164a, a brake pedal position (a brake pedal position) from a brake pedal position sensor 165a. 165
), And the shift position from the shift position sensor 184 (the position of the shift lever 182). The remaining capacity of the battery 194 is detected by a remaining capacity detector 199.

The driving force from the driving source is applied to the driving wheels 116, 11
The configuration of the power transmission system that transmits the power to the motor 8 is as follows. Crankshaft 156 for transmitting the power of engine 150 is connected to planetary carrier shaft 1 via damper 130.
27, this planetary carrier shaft 127,
The sun gear shaft 125 and the ring gear shaft 126 that transmit the rotations of the motors MG1 and MG2 are mechanically coupled to a planetary gear 120 described later. Damper 130
Is provided for the purpose of connecting the crankshaft 156 of the engine 150 and the planetary carrier shaft 127 to suppress the amplitude of the torsional vibration of the crankshaft 156.

The ring gear 122 has a power take-out gear 128 for taking out power, and the ring gear 122 and the motor MG.
1 is connected. This power take-off gear 1
28 is a power receiving gear 11 by a chain belt 129.
3, and power is transmitted between the power take-out gear 128 and the power receiving gear 113. The power receiving gear 113 is connected to a power transmission gear 111 via a drive shaft 112.
The power transmission gear 111 is further connected to the left and right drive wheels 11 through a differential gear 114.
6, 118 so that power can be transmitted to them.

Here, the crankshaft 156 and the planetary carrier shaft 1 are combined with the configuration of the planetary gear 120.
27, a sun gear shaft 125 which is a rotation shaft of the motor MG1,
The coupling of the ring gear shaft 126, which is the rotation shaft of the motor MG2, will be described. The planetary gear 120 includes three coaxial gears, a sun gear 121 and a ring gear 122, and a plurality of planetary pinion gears 123 disposed between the sun gear 121 and the ring gear 122 and revolving around the sun gear 121 while rotating. . The sun gear 121 is connected to a rotor 132 of the motor MG1 via a hollow sun gear shaft 125 penetrating the center of the planetary carrier shaft 127, and the ring gear 122 is connected to a rotor 142 of the motor MG2 via a ring gear shaft 126. . Also, the planetary pinion gear 123
The planetary carrier shaft 127 is connected to a planetary carrier shaft 127 via a planetary carrier 124 that supports the rotation shaft. The planetary carrier shaft 127 is connected to a crankshaft 156. As is well known in mechanics, the planetary gear 120 includes the sun gear shaft 125 and the ring gear shaft 126 described above.
When the rotation speeds of any two of the three axes of the planetary carrier shaft 127 and the torques input / output to / from these shafts are determined, the rotation speeds of the remaining one shaft and the torques input / output to / from the rotation shafts are determined. Is determined.

(B) General Operation Next, the general operation of the hybrid vehicle shown in FIG. 1 will be briefly described. When the hybrid vehicle having the above-described configuration is running, the power corresponding to the required power to be output to the drive shaft 112 is output from the engine 150, and the output power is subjected to torque conversion as described below to drive the drive shaft 112.
To communicate. In the torque conversion, for example, when the crankshaft 156 of the engine 150 is rotating at a high rotation speed and a low torque with respect to the required rotation speed and the required torque to be output from the drive shaft 112, the output is from the engine 150. A part of the motive power is recovered as electric power by the motor MG1, and the electric power drives the motor MG2.

Specifically, first, the power output from engine 150 is transmitted to motor MG 1 coupled to sun gear shaft 125 in planetary gear 120 and to drive shaft 112 via ring gear shaft 126. Power and is distributed to. This power distribution is performed under the condition that the rotation speed of the ring gear shaft 126 matches the required rotation speed. The power transmitted to the sun gear shaft 125 is
Regenerated as electric power by the motor MG1. On the other hand, the motor M coupled to the ring gear shaft 126 using this power
By driving G2, torque is applied to the ring gear shaft 126. This torque addition is performed so that the required torque is output to the drive shaft 112. By adjusting the power exchanged in the form of electric power via motors MG1 and MG2 in this manner, the power output from engine 150 is set as desired rotation speed and torque to drive shaft 1.
12 can be output.

Conversely, when the crankshaft 156 of the engine 150 is rotating at a low rotation speed and a high torque with respect to the required rotation speed and the required torque to be output from the drive shaft 112, the output of the engine 150 is reduced. A part of the motive power is recovered by the motor MG2, and the motor MG1 is driven by the power.

A part of the electric power recovered by the motor MG1 or MG2 can be stored in the battery 194. Further, it is also possible to drive motor MG1 or MG2 using the electric power stored in battery 194.

On the basis of such an operation principle, during steady running, for example, the vehicle runs using the power of the motor MG2 while using the engine 150 as a main drive source. As described above, by running both engine 150 and motor MG2 as drive sources, engine 150 can be operated at an operating point with high operation efficiency according to the required torque and the torque that can be generated by motor MG2. As compared with a vehicle using only the engine 150 as a drive source, it is excellent in resource saving and exhaust purification. On the other hand, the rotation of the crankshaft 156 can be transmitted to the motor MG1 via the planetary carrier shaft 127 and the sun gear shaft 125, so that the engine 150 can run while generating power with the motor MG1.

The following relationship is known for the rotation speed of the planetary gear 120 used in the torque conversion. That is, for the planetary gear 120,
Assuming that the gear ratio between the sun gear 121 and the ring gear 122 (the number of teeth of the sun gear / the number of teeth of the ring gear) is ρ, the rotation speed Ns of the sun gear shaft 125, the rotation speed Nc of the planetary carrier shaft 127, and the rotation speed Nr of the ring gear shaft 126 are obtained. In the meantime,
Generally, the relationship of the following equation (1) is established.

Ns = Nc + (Nc−Nr) / ρ (1)

In this embodiment, the rotation speed Ns of the sun gear shaft 125 is a parameter equivalent to the rotation speed ng of the motor MG1, and the rotation speed Nr of the ring gear shaft 126 is a parameter equivalent to the vehicle speed or the rotation speed nm of the motor MG2. And
The rotation speed Nc of the planetary carrier shaft 127 is the engine 1
This is a parameter equivalent to 50 revolutions ne.

Therefore, the following relationship is established from the equation (1) between the rotation speed ne of the engine 150, the rotation speed ng of the motor MG1, and the rotation speed nm of the motor MG2.

Ne = ρ · ng / (1 + ρ) + nm / (1 + ρ) (2)

(C) Control Processing for Motors MG1, MG2 and Engine 150 Next, control processing for the motors MG1, MG2 and the engine 150 in this embodiment will be described. First, control processing for motor MG1 will be described with reference to FIG.

FIG. 2 is a flowchart showing the flow of a control processing routine for the motor MG1 by the control unit 190. This routine is executed by the CP of the control unit 190.
U (not shown), which is repeatedly executed at predetermined time intervals.

When the control processing routine shown in FIG. 2 is started, first, control unit 190 performs processing for calculating required power spv for engine 150 (step S100). The required power spv is calculated by the following equation (3).

Spv = spac + spchg + spAC (3) Here, each term on the right side of Expression (3) is as follows.

Spac: power (value converted into power generation amount) when all of the driving torque for running the vehicle is covered by the output of engine 150. It is determined from a map using the amount of depression of the accelerator pedal 164 and the vehicle speed as parameters. As described above, control unit 190 obtains the depression amount of accelerator pedal 164 from accelerator pedal position sensor 164a, and obtains the vehicle speed from a sensor (not shown) that detects rotation speed Nr of ring gear shaft 126. I have to.

Spchg: required power for charging and discharging the battery 194. It is determined from the remaining capacity of the battery 194.
In general, when the remaining capacity is low, the demand for charging is high. When the remaining capacity is about 60%, the demand for charging and discharging is zero, and when it is more than that, the demand for discharging is zero.

SpAC: A correction amount when an air conditioner (not shown) is driven. Since the air conditioner consumes a large amount of power, the power consumption of the air conditioner is corrected separately from other auxiliary equipment.

After calculating the required power spv for the engine 150 in this way, the control unit 190 uses the calculated required power spv to calculate a target rotational speed ne for the engine 150 from a preset steady-state operation line.
The tag is obtained (step S102).

FIG. 3 is a characteristic diagram showing a steady running operation line for the engine 150 used in this embodiment. 3, the vertical axis represents the torque te of the engine 150.
, And the horizontal axis indicates the rotational speed ne of the engine 150. Further, a curve Ll is an operating line during steady running used in the present embodiment, and a curve Lh is a maximum torque line of the engine 150. Here, the maximum torque line Lh is defined by the relationship between the engine 150 rotation speed ne and the torque te.
It is a curve obtained by plotting the maximum torque temax for each rotation speed ne.

On the other hand, the power Pe output from the engine 150 is expressed as the product (ne × te) of the rotation speed ne and the torque te of the engine 150, as is well known, so that the power Pe from the engine 150 is constant. When plotting the so-called equal output lines on FIG. 3, for example, Pe1, P
It becomes like e2.

Therefore, for example, if the required power spv for the engine 150 calculated in step S100 is Pe1, in FIG. 3, if the intersection d1 between the equal output line Pe1 and the steady running operation line L1 is obtained, Point d
The rotation speed at 1 becomes the target rotation speed netag for the engine 150 to be obtained.

Actually, for each power Pe from the engine 150, the engine 1
The rotational speeds ne of 50 are obtained in advance, and they are stored in a ROM (not shown) inside the control unit 190.
The map is stored, and for the obtained required power spv for the engine 150, a target rotation speed netag for the engine 150 is obtained from the map.

Next, the control unit 190 calculates a target rotation speed ngtga of the motor MG1 from the target rotation speed netag for the engine 150 obtained previously (step S104). That is, as described above, the engine 150
Has a relationship as shown in Expression (2) between the rotation speed ne of the motor MG1 and the rotation speed ng of the motor MG1, and in Expression (2), the rotation speed nm of the motor MG2 has already been set in Step S10.
At 0, the vehicle speed is obtained from a sensor (not shown) for detecting the rotation speed Nr of the ring gear shaft 126.
Using the expression (2), the target rotation speed ngta of the motor MG1 is calculated from the target rotation speed netag for the engine 150.
g can be easily obtained.

Next, the control unit 190 controls the motor MG
The actual rotational speed ng of the sun gear shaft 125 is
s is obtained from a sensor (not shown) that detects s (step S106).

Subsequently, the control unit 190 determines whether or not the previously obtained target rotation speed ngtag is higher than the obtained rotation speed ng (step S108). And
The target rotation speed ngtag is the actual rotation speed n of the motor MG1.
If the value is equal to or less than g, the control unit 190 performs the following processing. That is, if a request to increase the torque of the engine 150, which will be described later, has already been set to the EFIECU 170, the request is cleared (step S110), and then the control unit 190 sets the rotation speed ng of the motor MG1 to NG. The torque tg of the motor MG1 is controlled so as to reach the target rotation speed ngtag (step S
112). Specifically, this control is performed by so-called proportional integration control (PI control). That is, the motor MG
A proportional term obtained by multiplying a deviation between the target rotational speed ngtag and the actual rotational speed ng by a predetermined proportional constant, and an integral term obtained by multiplying a time integral of the deviation by a predetermined proportional constant. From the sum, the target torque tgt for the motor MG1 is obtained.
Ag is obtained, and control is performed so that the torque tg of the motor MG1 becomes the target torque tgtag.

In this way, by controlling the torque tg of the motor MG1 so that the rotation speed ng of the motor MG1 becomes the target rotation speed ngtag for the motor MG1, the actual rotation speed ne of the engine 150 is also reduced.
The operation is performed so as to approach the target rotation speed netag for 50. Because it can be assumed that the vehicle speed is substantially constant during steady running, from the equation (2), if the rotation speed ng of the motor MG1 approaches the target rotation speed ngtag for the motor MG1, the engine 150 This is because the rotation speed ne approaches the target rotation speed netag for the engine 150.

On the other hand, in step S108, if the target rotation speed ngtag for the motor MG1 is higher than the actual rotation speed ng of the motor MG1, the control unit 19
0 further determines whether or not the rotation speed ng of the motor MG1 is increasing (step S114). And
When not increasing, that is, when the rotation speed ng of the motor MG1 is constant or decreasing, the control unit 19
0 sets a request to increase the torque of the engine 150 to the EFIECU 170 (step S116).
This request is transmitted to the control unit 1 by the communication described above.
90 to the EFIECU 170.

That is, as described above, since the vehicle speed can be assumed to be substantially constant during steady running, the target rotational speed ngtag for the motor MG1 can be assumed, as is apparent from equation (2).
Is higher than the actual rotation speed ng of the motor MG1, it means that the target rotation speed netag for the engine 150 is also higher than the actual rotation speed ne of the engine 150. Similarly, the fact that the rotation speed ng of the motor MG1 is constant or is falling means that the engine 15
This means that the rotation speed ne of 0 is also constant or falling. Thus, a constant or descending engine 150
The rotational speed ne of the target rotational speed netag
In order to increase the rotation speed of the engine 150, a request for increasing the torque of the engine 150 is set, and the torque te of the engine 150 is temporarily increased suddenly.

Then, the control unit 190 controls the torque tg of the motor MG1 so that the rotation speed ng of the motor MG1 becomes the target rotation speed ngtag for the motor MG1 (step S112). Accordingly, the engine 150 operates so that the rotation speed ne of the engine 150 also approaches the target rotation speed netag for the engine 150.
The rotation speed ne of 50 starts to increase.

On the other hand, in step S114, when rotation speed ng of motor MG1 is increasing, control unit 190 performs the following processing. That is, similarly to the above, from the equation (2), the rotation speed ng of the motor MG1 is obtained.
Is rising, the rotation speed ne of the engine 150 is
If the torque increase request of the engine 150 has already been set to the EFIECU 170, the control unit 190 first clears the request (step S118).

Then, the control unit 190 controls the torque tg of the motor MG1 so that the torque tg of the motor MG1 becomes substantially equal to the torque of the previous rotation (step S120). As a result, the rotational speed ne of the engine 150
Is increased, the torque tg of the motor MG1 does not change and is maintained at a constant value. Note that, as described above, the control processing routine of FIG. 2 is repeatedly executed at predetermined time intervals.
The pre-rotation torque of the motor MG1 used at 0 indicates the torque tg of the motor MG1 in the pre-rotation in this repeatedly executed control processing routine.

Next, control processing for motor MG2 will be briefly described. Generally, the motors MG1 and MG2
The sum of the power (ie, electric power) input / output to / from the battery 1
The power (ie, power) input / output to / from the power supply 94 is limited as follows. That is, as is well known, the power input to the motors MG1 and MG2
The product of the rotation speed ng of G1 and the torque tg (ng × tg),
The product of the rotation speed nm of the motor MG2 and the torque tm (nm ×
tm), where Bh is the limit value of the power that can be brought out from the battery 194 and Bl is the limit value of the power that can be brought into the battery 194, the following expression (4) is used.

Bl ≦ ng · tg + nm · tm ≦ Bh (4) Here, the direction in which power is taken out from the battery 194 (discharge direction) is positive, and the direction in which power is brought into the battery 194 (power storage direction) is negative.

The control unit 190 controls the motor MG1
Motor MG so that the sum of the powers input to and output from MG2 is a predetermined value Bo within the limit range of equation (4).
2 is controlled.

Specifically, the rotation speed ng of the motor MG1 is obtained in step S106 in FIG. 2, the torque tg of the motor MG1 is obtained in step S112 or S120, and the rotation speed nm of the motor MG2 is S1
At 00, a rotation speed Nr of the ring gear shaft 126 is obtained from a sensor (not shown). Based on these values, the sum of the powers of the motors MG1 and MG2 is determined by a predetermined value as shown in the following equation (5). The torque tm of the motor MG2 is controlled so as to be Bo.

Ng · tg + nm · tm = Bo (5)

For example, when the vehicle is traveling normally, the battery 1
The predetermined value Bo is set to substantially zero (ie, Bo ≒ 0) so that both the power taken out (ie, output) from the battery 94 and the power taken (ie, input) into the battery 194 become zero. , The torque tm of the motor MG2
Control.

Therefore, as described above, the battery 194
Since the direction in which power is taken out from the
Is the value of the power output (taken out) from the battery 194.

Next, a control process for the engine 150 will be described with reference to FIG. FIG. 4 is a flowchart showing a flow of a control processing routine for the engine 150 by the EFIECU 170. This routine is EFI
This processing is executed by a CPU (not shown) of the ECU 170, and is repeatedly executed at predetermined time intervals.

When the control processing routine shown in FIG. 4 is started, first, the EFIECU 170 obtains the actual rotational speed ne of the engine 150 from a sensor (not shown) for detecting the rotational speed of the crankshaft 156 (not shown). Step S1
30). It should be noted that it may be obtained directly from the rotation speed sensor 176 provided in the distributor 160.

Next, the EFI ECU 170 determines whether or not the request for increasing the torque of the engine 150 is set by the control unit 190 (step S1).
32). As a result, if the request to increase the torque of the engine 150 is not set and is cleared,
The FIECU 170 determines the target opening / closing timing VTtag of the intake valve 153 by the VVT 157 and the throttle actuator 262 based on the detected rotation speed ne of the engine 150 such that the operating point of the engine 150 is on the above-mentioned steady running operation line Ll. , The target opening SVPtag of the throttle valve 261 is obtained. Then, the obtained target opening / closing timing VTta of the intake valve 153 is obtained.
g, the actual opening / closing timing V of the intake valve 153
So that T becomes the target opening / closing timing VTtag.
By controlling the VVT 157, the throttle valve 261 obtained
The throttle actuator 262 is controlled such that the actual opening SVP of the throttle valve 261 becomes equal to the target opening SVPtag based on the target opening SVPtag (step S134).

Generally, in the VVT 157, the intake valve 1
When the phase of the intake camshaft is controlled to the advanced side as the opening / closing timing of the engine 53, the stroke of compressing the air-fuel mixture sucked into the combustion chamber 152 is correspondingly increased.
It is known that the torque te output from 0 increases. In the throttle valve 261, the throttle actuator 262 controls the throttle valve 261.
It is also well known that when the opening degree SVP is increased, the torque te output from the engine 150 increases.

Therefore, the VVT 157 controls the intake valve 15.
3, the opening / closing timing VT of the throttle valve 261 is determined by the throttle actuator 262.
Are respectively changed, so that the engine 150
Can be directly changed. The change range of the torque te based on the opening / closing timing VT of the intake valve 153 is the throttle valve 26
The change range of the torque te based on the opening degree SVP of 1 is relatively narrow.

Therefore, the target opening / closing timing VTtag of the intake valve 153 and the target opening SV of the throttle valve 261 are determined.
Ptag can be obtained from the actual rotational speed ne of the engine 150 and the steady-state operation line Ll as follows. That is, the rotation speed of the engine 150 is n
e, a point on the steady running operation line Ll at the time of e is derived,
The torque te of the engine 150 at that point is
The target torque of 0 is obtained as tetag. Then, the opening / closing timing VT of the intake valve 153 required for actually outputting the target torque tetag from the engine 150 is obtained. If the torque output from the engine 150 is not enough to meet the target torque tetag by merely changing the opening / closing timing VT of the intake valve 153, the throttle valve necessary to output the insufficient torque from the engine 150 is required. 261 is determined. The opening / closing timing VT of the intake valve 153 and the opening SVP of the throttle valve 261 thus determined are respectively changed to the target opening / closing timing VTtag and the target opening SVPtag.
And

In practice, the desired opening / closing timing of the intake valve 153 and the desired opening degree of the throttle valve 261 are obtained in advance for each rotation speed of the engine 150 using the operating line Ll during steady running. E
A map for calculating the target opening / closing timing and a map for calculating the target opening degree are stored in a ROM (not shown) inside the FIECU 170, respectively, and the obtained rotation speed ne of the engine 150 is stored in the ROM. The target opening / closing timing VTtag and the target opening SVPtag are respectively obtained from the map.

In the processing in step S134, only the opening / closing timing VT of the intake valve 153 is changed.
If the torque output from the engine 150 is less than the target torque tetag, the throttle valve 2
The control is to maintain the opening degree SVP of 61 as it is.

On the other hand, if the request to increase the torque of the engine 150 is set in step S132, the EFIECU 170 sets the operating point of the engine 150 to the above-described maximum torque line based on the detected rotation speed ne of the engine 150. Lh, the target opening / closing timing VTtag of the intake valve 153 and the throttle valve 26
1 target opening degree SVPtag, and based on the obtained target opening / closing timing VTtag of the intake valve 153,
The VVT 157 is controlled such that the actual opening / closing timing VT of the intake valve 153 becomes the target opening / closing timing VTtag, and the throttle valve 261 is determined based on the obtained target opening SVPtag of the throttle valve 261.
The throttle actuator 262 is controlled such that the actual opening degree SVP of the throttle valve reaches the target opening degree SVPtag (step S136).

The actual rotation speed ne of the engine 150
A method for deriving the target opening / closing timing VTtag of the intake valve 153 and the target opening SVPtag of the throttle valve 261 from the maximum torque line Lh and the maximum torque line Lh is the same as that in the case of step S134, and therefore the description is omitted.

Therefore, by executing the above-described control processing routine, when the request for increasing the torque of the engine 150 is set, the engine 150 is set so that the operating point of the engine 150 is on the maximum torque line Lh.
Of the engine 150 suddenly increases,
Give rise to a rise. When the torque increase request is cleared, the operating point of the engine 150 moves along the steady running operation line Ll.

In this embodiment, the engine 15
When the torque increase request of 0 is set, the operating point of the engine 150 is moved to the maximum torque line Lh in order to surely increase the rotation speed ne of the engine 150. As long as it can trigger the rise of several ne, the engine 150
Is not necessarily moved to the maximum torque line Lh. That is, for example, an operation line having a lower torque than the maximum torque line Lh and a higher torque than the steady-state operation line Ll may be set in advance and moved to the operation line.

Now, assuming that the torque output from the drive shaft 112 (ie, the drive torque) is to, the drive torque to is expressed by the following equation using the torque tg of the motor MG1 and the torque tm of the motor MG2. It can be expressed as (6).

To = tm−tg / ρ (6)

Therefore, when this equation (6) is modified, the following equation is derived.

Tm = (1 / ρ) · tg + to (7)

Thus, when the relationship between the torque tg of the motor MG1 and the torque tm of the motor MG2 is plotted in accordance with the equation (7) using the driving torque to as a parameter, FIG.
It becomes as shown in.

FIG. 5 is a graph showing equal drive torque lines. In FIG. 5, the vertical axis represents the torque tm of the motor MG2.
And the horizontal axis represents the torque tg of the motor MG1. Each straight line represented by a broken line in FIG.
Is a constant drive torque line where is constant. The inclination θt of these equal driving torque lines is 1/1, as is apparent from equation (7).
ρ, each of which is constant.

The intercept of each equal drive torque line is to, as is clear from the equation (7). Accordingly, as each equal drive torque line goes to the upper left direction, the drive torque to
Becomes larger, and the driving torque to becomes smaller toward the lower right direction.

On the other hand, as described above, the sum of the powers input to and output from the motors MG1 and MG2 is expressed as shown in equation (5). Therefore, when this equation (5) is modified, the following equation is obtained. Is derived.

Tm = − (ng / nm) · tg + (1 / nm) · Bo (8)

Therefore, the torque tg of motor MG1 is set using power Bo output from battery 194 as a parameter.
FIG. 6 or FIG. 7 is a graph plotting the relationship between the torque and the torque tm of the motor MG2 according to the equation (8).

FIGS. 6 and 7 are graphs each showing an equal battery output line. Among these, FIG.
FIG. 7 shows a case where the torque nm of G2 is positive (nm> 0) and the torque tg of the motor MG1 is negative (tg <0), and FIG. 7 shows that the torque nm of the motor MG2 is positive (nm> 0) and the motor MG1 is Is also positive (tg> 0). 6 and 7, the vertical axis represents the torque tm of the motor MG2, and the horizontal axis represents the torque tg of the motor MG1, as in FIG.

Each straight line represented by a solid line in FIGS.
This is an equal battery output line in which the power Bo output from the battery 194 is constant.

The inclination θB of these battery output lines is − (ng / nm), as is apparent from equation (8).
Of these, it can be assumed that the vehicle speed is substantially constant during steady running, so assuming that the rotation speed nm of the motor MG2 coupled to the drive shaft 112 is substantially constant, the rotation speed ng of the motor MG1 increases. Accordingly, the inclination θB of the equal battery output line becomes smaller, and therefore, each equal battery output line has an intersection (tg, tm) with the vertical axis = (0, Bo / n).
The clockwise rotation about m) is performed, for example, the state of FIG. 6 shifts to the state of FIG.

The intercept of each equal battery output line is Bo / nm, as is apparent from the equation (8). Therefore, the output power Bo of the battery 194 increases as the equal drive torque line goes upward, and the output power Bo of the battery 194 decreases as it goes downward. However, the upper limit of the electric power Bo output from the battery 194 is limited to the limit value Bh and the lower limit thereof is set to the limit value Bl according to the equation (4). 6 and FIG. 7, the upper limit is only up to Bo = Bh. The equal battery output line of Bo = Bh is hereinafter referred to as a battery output limit line.

Now, comparing the slope θt of the equal drive torque line shown in FIG. 5 with the slope θB of the equal battery output line shown in FIG. 6, the slope θt of the equal drive torque line is more equal to the equal battery output line. Is always larger than the inclination θB of Because the rotational speed ne of the engine 150 is always positive (ne>
0), the following relationship is derived from the above-described equation (2).

Ne = ρ · ng / (1 + ρ) + nm / (1 + ρ)> 0 ρ · ng + nm> 0 ρ · ng> −nm− (ng / nm) <1 / ρ∴θB <θt (9)

Therefore, for example, when FIGS. 5 and 6 are superimposed on the same coordinate system, as shown in FIG. 8 described later, the inclination θt of the equal drive torque line becomes equal to the inclination θB of the equal battery output line.
It will be drawn to be larger.

Based on the above, if the required power spv for engine 150 increases rapidly during steady running, motors MG1 and MG2 and engine 1
How the device 50 operates will be described by comparing the case of the prior art with the case of the present embodiment.

Now, the vehicle is running normally and the engine 150
Is the value Pe1, the operating point of the engine 150 is the intersection d between the equal output line Pe1 and the steady running operation line Ll in FIG.
Exists in one. At this time, the rotation speed ne of the engine 150
Is almost constant. Thereafter, when the driver depresses the accelerator pedal 164 and requests a rapid acceleration, the spacc increases as is apparent from the equation (3).
Assuming that the required power spv for the engine 150 also increases rapidly and that the required power spv is a value Pe2, the engine 1
The operating point 50 is the intersection d on the equal output line Pe1 in FIG.
It is necessary to move from 1 to the intersection d2 of the equal output line Pe2 and the steady running operation line Ll.

On the other hand, assuming that there is no input / output of power to battery 194 during steady running, power Bo output from battery 194 is zero (Bo = 0).

FIG. 8 shows motors MG1 and M2 according to the prior art.
FIG. 9 is an explanatory diagram showing a change in an operating point of torque of G2. FIG. 8 depicts FIGS. 5 and 6 described above in the same coordinate system. However, it is partially modified.

Therefore, during steady running, the motor M
As shown in FIG. 8, the operating points of the torques of G1 and MG2 are
It is on the equal battery output line at o = 0.

Therefore, when the driver depresses the accelerator pedal 164 to request rapid acceleration, the control unit 190
Immediately increases the torque tm of the motor MG2 using the limit value Bh of the power that can be taken out of the battery 194. As a result, the operating point becomes Bo = from the equal battery output line of Bo = 0, as indicated by the dotted arrow in FIG.
It immediately moves on the battery output line of Bh, that is, to the battery output limit line. At this time, the rotation speed ne of the engine 150 is kept constant.

Then, the control unit 190 increases the rotation speed ne of the engine 150 while using the limit value Bh of the power that can be brought out of the battery 194,
The torque tg of the motor MG1 is increased. As a result, the operating point moves on the battery output limit line as indicated by the solid arrow in FIG. As a result, engine 1
The rotation speed ne of 50 gradually increases.

As described above, when the operating point moves on the battery output limit line, the operating point sequentially crosses the equal drive torque line shown by the broken line in FIG.
That direction crosses the direction in which the drive torque to becomes smaller.

Therefore, in the prior art, the engine 1
When the required power spv for the motor 50 is rapidly increased, the motor MG
Since the torque tg of 1 is increased, there is a problem that the drive torque to decreases accordingly.

In the prior art, the engine 150
As shown by the dashed-dotted arrow K2 in FIG. 3 described above, the operating point from the intersection d1 along the steady running operation line Ll from the intersection d1 between the equal output line Pe2 and the steady running operation line Ll
Move to 2.

In the present embodiment, the following operation is performed by the above-described control processing for the motors MG1 and MG2 and the engine 150, in contrast to the above-described prior art.

FIG. 9 shows motors MG1 and M2 in this embodiment.
FIG. 9 is an explanatory diagram showing a change in an operating point of torque of G2. FIG. 9 also shows FIGS. 5, 6 and 7 shown above in the same coordinate system. However, it is partially modified.

During steady running, as in the prior art,
As shown in FIG. 9, the operating points of the torque of the motors MG1 and MG2 are on the equal battery output line of Bo = 0.

As described above, since the required power spv for the engine 150 does not increase during the steady running, the target rotational speed for the engine 150 and the motor MG1 is also determined in the control process for the motor MG1 shown in FIG. nettag and ngtag have not increased. Therefore, in step S108 of FIG.
Since the target rotation speed ngtag is not larger than the actual rotation speed ng of the motor MG1, the processing of steps S110 and S112 is repeated every time the control processing routine shown in FIG.

When the driver depresses the accelerator pedal 164 to request rapid acceleration during such a steady running, the control unit 190 first takes out the battery value 194 from the battery 194 as a voltage value Bo output from the battery 194. After setting a limit value Bh of the power to be obtained, motor MG2 is controlled such that the sum of the powers input to and output from motors MG1 and MG2 is equal to limit value Bh. Specifically, control is performed so as to increase torque tm of motor MG2.
Thereby, the operating points of the torque of the motors MG1 and MG2 are from the equi-battery output line of Bo = 0 to the equal-battery output line of Bo = Bh (that is, the battery output limit line) as shown by the dotted arrow in FIG. Move, instantly.
At this time, the rotation speed ne of the engine 150 is still maintained constant.

Further, when the driver depresses accelerator pedal 164, the required power spv for engine 150 sharply increases. Therefore, in the control process for motor MG1 shown in FIG.
The target rotation speeds netag and ngtag for 1 increase. As a result, in step S108 of FIG. 2, the target rotation speed ngtag of the motor MG1 becomes larger than the actual rotation speed ng of the motor MG1.
0, the process goes out of S112 and moves to the process of step S114. In step S114, as described above, since the rotation speed ne of the engine 150 is maintained substantially constant, the rotation speed ng of the motor MG1 is also maintained constant. Therefore, until the rotation speed ng of the motor MG1 (in other words, the rotation speed ne of the engine 150) increases, the processes of steps S116 and S112 are repeated for each revolution of the control processing routine shown in FIG.

That is, the control unit 190 first operates as shown in FIG.
In step S116, a request to increase the torque of the engine 150 is set to the EFIECU 170. Thereby, EFIECU 170 performs the process of step S136 in the control process for engine 150 shown in FIG. 4 described above. That is, EFIEC
U170 controls VVT 157 and throttle actuator 262 to increase torque te of engine 150 as shown by thick arrow K1 in FIG.
From the intersection d1 on 1 is shifted to the maximum torque line Lh.

As described above, the torque te of the engine 150
Is temporarily increased so as to bring the operating point of the engine 150 on the maximum torque line Lh.
A trigger for an increase in the number of revolutions ne of 0 is given.

Then, control unit 190 determines in step S112 of FIG. 2 that rotation speed ng of motor MG1 is ng.
By controlling the torque tg of the motor MG1 so that the target rotation speed ngtag, the actual rotation speed ne of the engine 150 also approaches the target rotation speed netag for the engine 150.
The rotation speed ne of 50 starts increasing with the rotation speed ng of the motor MG1.

When the rotation speed ng of the motor MG1 starts to increase in this way, the inclination θB of the equal battery output line in FIG. 9 becomes smaller, so that the equal battery output lines including the battery output limit line Intersection with the axis (tg, t
m) = Start rotating clockwise around (0, Bo / nm).

When the rotation speed ng of the motor MG1 starts to increase, the rotation speed ng of the motor MG1 is increasing in step S114 of FIG.
In step 90, the process goes out of the processes of steps S116 and S112 and shifts to the processes of steps S118 and S120, and thereafter, the processes are repeated every time the control process routine shown in FIG.

That is, the control unit 190 first operates as shown in FIG.
In step S118, the request for increasing the torque of the engine 150 set to the EFIECU 170 is cleared. Thereby, EFIECU 170 performs the process of step S134 in the control process for engine 150 shown in FIG. That is, EF
The IECU 170 controls the VVT 157 and the throttle actuator 262, and the heavy arrow K in FIG.
As shown by 1, the operating point of the engine 150 is shifted from the maximum torque line Lh to the steady running operation line Ll.
After that, as the rotation speed ne of the engine 150 increases, the operating point of the engine 150 is changed along the steady running operation line Ll to the equal output line Pe2 and the steady running operation line Ll.
Is moved to the intersection d2 with.

Further, the control unit 190 determines in step S120 of FIG. 2 that the motor MG1 is controlled so that the torque tg of the motor MG1 becomes substantially equal to the torque in the previous rotation.
Is controlled.

As a result, the torque tg of the motor MG1 is maintained at a constant value without changing. Therefore, the operating point of the torque of the motors MG1 and MG2 is determined by the torque t of the motor MG1 as indicated by the solid arrow in FIG.
While maintaining g at a constant value, it moves upward in parallel with the vertical axis.

At this time, since the control process for the motor MG2 by the control unit 190 is maintained as it is (that is, the motor is controlled so that the sum of the power input to and output from the motors MG1 and MG2 becomes the limit value Bh). MG2), and the operating point of the torque of the motors MG1 and MG2, while moving upward in parallel with the vertical axis,
The motor MG1 is always located on the battery output limit line (Bo = Bh) that rotates as the rotation speed ng of the motor MG1 increases.

As described above, when the operating point of the torque of the motors MG1 and MG2 moves upward in parallel with the vertical axis while maintaining the torque tg of the motor MG1 at a constant value, the operating point becomes In FIG. 9, the driving torque sequentially crosses the equal driving torque line indicated by the broken line, but the direction crosses in the direction in which the driving torque to becomes larger, contrary to the case of the prior art.

Therefore, in this embodiment, the engine 1
By controlling the torque tg of the motor MG1 to be substantially maintained while the rotation speed ne of the motor 50 is increasing, the drive torque to does not decrease. Moreover, the motor MG
The drive torque to gradually increases with an increase in the torque tm of FIG.

In FIG. 9, in order to increase the driving torque to, it is possible to control so as to decrease the torque tg of the motor MG1. However, if the torque tg of the motor MG1 is set too small, the rotation speed ne of the engine 150 decreases, which may cause engine stall. Therefore, if the motor MG
In the case where control is performed to reduce the torque tg of one, it is necessary to stop the torque tg to such an extent that engine stall does not occur.

Next, the motors MG1, MG1,
Conventionally, how the torques tm and tg of the motors MG2 and MG1, the drive torque to output from the drive shaft 112, and the rotational speed ne of the engine 150 change over time by the control process on the MG2 and the engine 150 are described. While comparing the technology and the present embodiment,
This will be described with reference to FIG.

FIG. 10 shows how the torques tm and tg of the motors MG2 and MG1, the drive torque to and the rotational speed ne of the engine 150 change with time, by comparing the prior art and the present invention. It is a timing chart shown. In FIG. 10, each horizontal axis represents time. Therefore, (a) shows the time change of the torque tm of the motor MG2, (b) shows the time change of the torque tg of the motor MG1, and (c) shows the drive. Time change of torque to,
(D) shows the change over time of the rotational speed ne of the engine 150,
Each is shown. In FIGS. 10A to 10D, the solid line represents the case of the present embodiment, and the dashed line represents the case of the prior art. Note that an arrow A shown in FIG. 10A indicates a required power spv for the engine 150 when the driver depresses the accelerator pedal 164.
Is the timing at which the number has rapidly increased.

In the case of the prior art, when the required power spv for the engine 150 sharply increases, as shown in FIG. 10B, the torque tg of the motor MG1 is increased as shown in FIG. , The rotational speed ne of the engine 150 is increased. Therefore, while the torque tg of the motor MG1 is increasing, as shown in FIG. 10C, the driving torque to decreases by an amount corresponding to the increase in the torque tg, and the driving torque to becomes insufficient.

On the other hand, in the case of the present embodiment, when the required power spv for the engine 150 suddenly increases,
As shown in FIG. 3 (b), without increasing the torque tg of the motor MG1, as shown in FIG. 3, the torque te of the engine 150 is rapidly increased by controlling the VVT 157 and the throttle actuator 262. This gives rise to an increase in the rotational speed ne. Then, as shown in FIG.
10B, the torque tg of the motor MG1 is maintained at a substantially constant value as shown in FIG. 10B, so that the drive torque is increased as shown in FIG. The shortage of to does not occur, and the drive torque to gradually increases with an increase in the torque tm of the motor MG2 shown in FIG.

Therefore, as described above, according to the present embodiment, when the required power spv for engine 150 increases, torque tg of motor MG1 is substantially maintained while engine speed ne increases. Therefore, the drive torque to output from the drive shaft 112 does not decrease, and the drive torque to does not become insufficient.

The power output apparatus to which the present invention is applied may have various configurations other than the configuration shown in FIG. In FIG. 1, the motor MG2 is connected to the ring gear shaft 126
Motor MG2 is connected to the engine 150
Of the planetary carrier shaft 127 directly connected to the crankshaft 156 of FIG. First
FIG. 11 shows a configuration as a modified example of FIG. In FIG. 11, the state of coupling of the engine 150 and the motors MG1 and MG2 to the planetary gear 120 is different from the embodiment of FIG. 1 in that a motor MG1 is connected to a sun gear shaft 125 related to the planetary gear 120 and a crankshaft 156 of the engine 150 is connected to a planetary carrier shaft 127. In FIG. 11, the motor MG2 is not the ring gear shaft 126, but the planetary carrier shaft 1
27 is different from the embodiment of FIG.

In this configuration, for example, the motor M
By driving the motor MG2 coupled to the planetary carrier shaft 127 using the electric power regenerated by G1, additional torque can be applied to the planetary carrier shaft 127 directly connected to the crankshaft 156, and this torque addition Is performed such that the required torque is output to the drive shaft 112. Therefore, similarly to the embodiment of FIG. 1, by adjusting the power exchanged in the form of electric power via the motors MG1 and MG2, the engine 15
The power output from 0 can be output from drive shaft 112 as the desired rotation speed and torque.

Therefore, even in such a configuration, when the required power for engine 150 increases, motor MG needs to be increased in order to increase engine speed ne.
If the torque tg of the drive shaft 112 is increased, the drive torque to output to the drive shaft 112 is reduced, and the same problem as in the related art described above arises. It is possible to solve the problem by controlling the torque tg of the motor MG1 to be maintained at a constant value while the rotation speed ne is increasing.

The present invention is not limited to the examples and embodiments described above, but can be implemented in various modes without departing from the scope of the invention.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing a schematic configuration of a hybrid vehicle equipped with a power output device as one embodiment of the present invention.

FIG. 2 is a flowchart showing a flow of a control processing routine by a control unit 190 for a motor MG1.

FIG. 3 shows an engine 15 used in the embodiment of FIG.
FIG. 9 is a characteristic diagram showing a normal running operation line for 0.

FIG. 4 is a flowchart showing a flow of a control processing routine by an EFIECU 170 for the engine 150.

FIG. 5 is a graph showing equal drive torque lines.

FIG. 6 shows that the torque nm of the motor MG2 is positive and the motor MG1
4 is a graph showing an equal battery output line when the torque tg of the battery is negative.

FIG. 7 shows that the torque nm of the motor MG2 is positive and the motor MG1 is
4 is a graph showing an equal battery output line when the torque tg is also positive.

FIG. 8 is an explanatory diagram showing a change in the operating point of the torque of the motors MG1 and MG2 in the related art.

FIG. 9 is an explanatory diagram showing changes in the operating points of the torque of the motors MG1 and MG2 in the embodiment of FIG.

FIG. 10 shows torques tm and t of motors MG2 and MG1.
g, drive torque to and rotation speed ne of engine 150
7 is a timing chart showing how the conventional technology and the present invention change with time.

FIG. 11 is a configuration diagram showing a schematic configuration of a hybrid vehicle equipped with a power output device as a modified example of the present invention.

[Explanation of symbols]

 110 power output device 111 power transmission gear 112 drive shaft 113 power receiving gear 114 differential gear 116 drive wheel 119 case 120 planetary gear 121 sun gear 122 ring gear 123 planetary pinion gear 124 planetary carrier 125 sun gear Shaft 126 ... Ring gear shaft 127 ... Planetary carrier shaft 128 ... Power take-off gear 129 ... Chain belt 130 ... Damper 132 ... Rotor 133 ... Stator 142 ... Rotor 143 ... Stator 150 ... Engine 151 ... Fuel injection valve 152 ... Combustion chamber 153 ... Intake valve 154: piston 156: crankshaft 157: VVT 158: igniter 160: distributor 162: spark plug 164: accelerator pedal 164a: accelerator Dull position sensor 165 ... Brake pedal 165a ... Brake pedal position sensor 170 ... EFIECU 174 ... Water temperature sensor 176 ... Rotation speed sensor 178 ... Rotation angle sensor 179 ... Starter switch 182 ... Shift lever 184 ... Shift position sensor 190 ... Control unit 191,192 ... Drive circuit 194 ... Battery 199 ... Remaining capacity detector 200 ... Suction port 202 ... Exhaust port 261 ... Throttle valve 262 ... Throttle actuator 263 ... Throttle valve position sensor 264 ... Camshaft position sensor Lh ... Maximum torque line Ll ... Operation line MG1 ... Motor MG2 ... Motor Pe1 ... Equal output line Pe2 ... Equal output line

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification FI FI theme coat ゛ (Reference) // B60K 6/00 B60K 9/00 Z 8/00

Claims (6)

[Claims] 1. A power output device for outputting power to a drive shaft, comprising a first to a third shaft, wherein the drive shaft is coupled to the third shaft, and the first to the third Three-axis power input / output means for inputting / outputting power determined based on the input / output power to the remaining one axis when power is input / output to any two axes among the three axes; A prime mover, the rotary shaft of which is coupled to the first shaft and capable of outputting power to the first shaft; and a rotary shaft of which is coupled to the second shaft, A first motor generator capable of inputting / outputting power, a rotary shaft coupled to the third shaft or the first shaft, and inputting power to the third shaft or the first shaft. A second motor generator capable of outputting, and a required power for the prime mover are determined based on predetermined parameters. Required power deriving means, and control means for controlling at least the first motor generator so that the power output from the prime mover is substantially equal to the required power based on the determined required power. The control means may control the torque of the first motor / generator when the rotation speed of the first motor / generator or the rotation speed of the prime mover is increasing when the required power demand is increased. A power output device for controlling the first motor generator so as to substantially maintain the following. 2. The power output device according to claim 1, wherein the control unit increases the rotation speed of the first motor generator or the rotation speed of the prime mover when the calculated required power increases. A power output device that controls the prime mover to increase the torque of the prime mover when it is not in the middle. 3. The power output device according to claim 2, wherein the control unit increases the rotation speed of the first motor generator when controlling the prime mover so as to increase the torque of the prime mover. A power output device for controlling the torque of the first motor generator as described above. 4. The power output device according to claim 2, wherein when the prime mover is an engine, the control means adjusts an opening degree of a throttle valve of the engine or an opening / closing timing of an intake valve. Thereby increasing the torque of the prime mover. 5. A hybrid vehicle equipped with the power output device according to any one of claims 1 to 4, wherein wheels are driven by power output to the drive shaft. And a hybrid vehicle. 6. A motor having a first shaft to a third shaft, wherein the drive shaft is coupled to the third shaft, and power is input to any two of the first to third shafts. A three-axis power input / output means for inputting / outputting power determined based on the input / output power to the remaining one axis when output, and a rotation axis coupled to the first axis; A prime mover capable of outputting power to a first shaft; and a first motor generator capable of inputting and outputting power to and from the second shaft, the rotary shaft being coupled to the second shaft. A second motor / generator having a rotating shaft coupled to the third shaft or the first shaft and capable of inputting / outputting power to / from the third shaft or the first shaft; A method for controlling a power output device comprising: (a) calculating a required power for the prime mover based on a predetermined parameter; (B) controlling at least the first motor / generator based on the determined required power so that the power output from the prime mover is substantially equal to the required power. The step (b) includes: when the requested power increases, the first motor generator or the prime mover is increasing the rotation speed of the first motor generator when the rotation speed of the first motor generator is increasing. Controlling the first motor generator so as to substantially maintain the torque of the power generator.