JP2005348585A - Power output unit and automobile carrying the same, and control method of the power output unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent an excessive driving force from acting on a drive shaft due to the inertia of a motor while suppressing a decrease in torque to the drive shaft caused when a speed change gear which gears the driving force from the motor and outputs it to the drive shaft is switched to a Hi gear from a Lo gear. <P>SOLUTION: When the speed change gear is switched to the Hi gear from the Lo gear, a torque command Tm2* is set so as to control the motor so that power outputted from the motor is kept constant, and when the output torque Tmr to the drive shaft exceeds torque Tset outputted to the drive shaft, adjusting the torque ΔTm2 corresponding to an exceeding portion is calculated, the torque command Tm2* of which the torque is reduced by the adjustment torque ΔTm2 is set to control the motor by which the decrease of torque to the drive shaft caused when a speed is changed is suppressed by making use of the inertia of the motor, and the excessive torque upon the drive shaft is prevented from acting by the inertia. As a result, the sense of the incongruity of a driver at changing speed is prevented. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a power output device, an automobile equipped with the power output device, and a control method of the power output device, and more particularly, a power output device including an electric motor that outputs power to a drive shaft via a transmission, and a drive shaft equipped with the same. The present invention relates to a method of controlling a vehicle and a power output device that travel with an axle connected thereto.

Conventionally, in this type of power output device, an output shaft of an internal combustion engine, a generator rotation shaft, and a drive shaft are connected to each rotating element of the planetary gear mechanism, and an electric motor is connected to the drive shaft via a transmission. Those mounted on hybrid vehicles have been proposed (see, for example, Patent Document 1). In this device, by changing the gear position of the transmission according to the vehicle speed, the power from the electric motor is changed to the power according to the vehicle speed and output to the drive shaft.
JP 2002-225578 A

  In the above-described power output device, for example, when the gear position is switched to the speed increasing side, the driving force acting on the drive shaft from the electric motor is reduced due to energy loss due to engagement of the necessary clutch, and then the rotational speed of the electric motor is reduced. In some cases, the inertia of the rotating shaft of the electric motor may cause an excessive driving force to act on the driving shaft and cause the driver to feel uncomfortable. Such excessive drive force on the drive shaft can be prevented by reducing the drive force output from the motor so as to completely cancel the inertia part of the rotating shaft of the motor. However, if the inertia part is completely canceled, the clutch engagement Recovery from a drop in driving force at the time is delayed, which also gives the driver a sense of discomfort.

  The power output device of the present invention, the automobile equipped with the power output device, and the control method of the power output device prevent the occurrence of a sense of incongruity due to the shift while suppressing the drop of the drive force to the drive shaft during the change of the gear ratio. One of the purposes is to do. The power output device of the present invention, the vehicle equipped with the power output device, and the control method for the power output device are also provided to the drive shaft by shifting while suppressing a drop in the driving force to the drive shaft during changing the gear ratio. One of the purposes is to prevent an excessive driving force from acting.

  In order to achieve at least a part of the above object, the power output apparatus of the present invention, the automobile equipped with the power output apparatus, and the control method of the power output apparatus employ the following means.

The power output apparatus of the present invention is
Control means for driving and controlling the electric motor such that a required driving force is output to the driving shaft;
When switching of the transmission gear ratio in the transmission is requested while the driving force is being output from the electric motor, the transmission is controlled to switch to the requested transmission gear ratio, and the transmission gear ratio is switched. Driving force adjustment control for controlling the driving of the motor so that a driving force applied from the motor to the driving shaft is adjusted in a direction coinciding with the required driving force by an inertial force of the rotor of the motor generated during And a driving shift control means for performing the above.

In the power output device of the present invention, when a change of the gear ratio in the transmission is requested while the driving force is being output from the electric motor, the drive of the transmission is controlled so as to switch to the requested gear ratio. The motor is driven and controlled so that the driving force acting on the drive shaft is adjusted in a direction that matches the required driving force by the inertia force of the rotor of the motor generated while the ratio is being switched. Therefore, it is possible to suppress a drop in the driving force during the change of the gear ratio as compared with the one that completely cancels the inertial force of the rotor of the electric motor, and it is possible to prevent a sense of incongruity due to the shift.

  In such a power output apparatus of the present invention, the drive speed control means may be means for performing the drive force adjustment control when a change in speed ratio from the deceleration side to the speed increase side is requested. it can. In this aspect of the power output apparatus of the present invention, the driving speed control means outputs the driving force for maintaining the power output from the electric motor while the gear ratio is being switched. When the driving force of the motor is controlled and the driving force is output from the motor, when the driving force acting on the driving shaft exceeds the required driving force due to the inertial force, the driving force corresponding to the excess portion is adjusted to be reduced. It can also be a means for driving and controlling the electric motor. In this way, it is possible to more reliably prevent an excessive driving force exceeding the required driving force from acting while suppressing a drop in the driving force during changing the gear ratio.

  In the power output apparatus of the present invention, the internal combustion engine, the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft are connected to three axes, and the power is input / output to / from any two of the three axes. 3 is provided with a three-axis power input / output means for determining the power input / output to / from the remaining one shaft and a generator capable of inputting / outputting power to the third rotating shaft. And having an internal combustion engine, a first rotor connected to the output shaft of the internal combustion engine, and a second rotor connected to the drive shaft, and the first rotor by electromagnetic action. It is also possible to provide a counter-rotor motor capable of generating electric power that relatively rotates the rotor and the second rotor.

The automobile of the present invention
The power output apparatus of the present invention according to any one of the above-described aspects, that is, a power output apparatus that basically includes an electric motor that outputs power to the drive shaft via a transmission, wherein the required drive force is the drive shaft. When the change of the gear ratio in the transmission is requested while the driving force is being output from the motor, the control means for controlling the drive of the electric motor so that the motor is output is switched to the requested gear ratio. The direction in which the drive force applied from the motor to the drive shaft by the inertial force of the rotor of the motor generated while the transmission gear ratio is being switched coincides with the required drive force. And a power output device having a driving speed change control means for performing a driving force adjustment control for controlling the electric motor so that the electric motor is adjusted to be adjusted, and traveling with an axle connected to the driving shaft. .

  Since the vehicle of the present invention is equipped with any of the power output devices of the present invention described above, the same effect as the power output device of the present invention, for example, driving while changing the gear ratio An effect that can prevent a sense of incongruity due to a shift while suppressing a drop in force, and an excessive drive force acts on the drive shaft by a shift while suppressing a drop in drive force during changing the gear ratio. It is possible to achieve effects such as an effect that can be prevented.

The method for controlling the power output apparatus of the present invention includes:
A method for controlling a power output device including an electric motor that outputs power to a drive shaft via a transmission,
(A) driving and controlling the electric motor so that the required driving force is output to the driving shaft;
(B) When switching of the transmission gear ratio in the transmission is requested while the driving force is being output from the electric motor, the transmission is driven and controlled to switch to the requested transmission gear ratio, and the transmission gear ratio is changed. The gist of the invention is to drive and control the electric motor so that the driving force acting on the drive shaft is adjusted in a direction that matches the required driving force by the inertial force of the rotor of the electric motor generated when the motor is switched.

  According to the method for controlling a power output apparatus of the present invention, when a change in the transmission gear ratio is requested while the driving force is being output from the electric motor, the transmission is switched to the requested transmission gear ratio. Drive control is performed so that the drive force acting on the drive shaft is adjusted in a direction that matches the required drive force by the inertial force of the rotor of the motor generated while the gear ratio is being switched. Therefore, it is possible to suppress a drop in the driving force during the change of the gear ratio as compared with the one that completely cancels the inertial force of the rotor of the electric motor, and it is possible to prevent a sense of incongruity due to the shift.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an 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 power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire drive system of the vehicle.

  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 receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to 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 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the motor MG2 is connected to the ring gear 32 via the transmission 60. The motor MG1 generates power. When the motor MG1 functions as a motor, the power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine 22 input from the carrier 34. And the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32. The ring gear 32 is mechanically connected to driving wheels 39a and 39b of the front wheels of the vehicle via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.

Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the electric power balance is balanced by the motor MG1 and the motor MG2. 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 driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to be able to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of the double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on / off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as the Lo gear state), the brake B1 is turned on and the brake B2 is turned off to turn the rotation shaft 48 of the motor MG2 off. The rotation is reduced at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). When the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited.

The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 has a signal necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor installed between terminals of the battery 50, a power line connected to an output terminal of the battery 50, although not shown. The charging / discharging current from the current sensor attached to 54, the battery temperature from the temperature sensor attached to the battery 50, and the like are input, and the electronic control unit for hybrid is communicated by communicating data on the state of the battery 50 as necessary Output to 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 in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 detects the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and the accelerator opening corresponding to the depression amount of the accelerator pedal 83. The accelerator opening position Acc from the accelerator pedal position sensor 84, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, etc. are input via the input port. ing. Further, the hybrid electronic control unit 70 outputs drive signals and the like to actuators (not shown) of the brakes B1 and B2 of the transmission 60. 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. Is doing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so as to be torque-converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation 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.

  Next, the operation of the hybrid vehicle 20 of the embodiment, mainly the operation when changing the gear ratio of the transmission 60 will be described. FIG. 3 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

When the drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first sets the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the motors MG1 and MG2 from the motor ECU 40. A process of inputting data necessary for control, such as the rotational speeds Nm1 and Nm2, the charge / discharge required power Pb * of the battery 50 from the battery ECU 52, is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The charge / discharge required power Pb * is the remaining capacity (SOC) of the battery 50
Using a map that is set in advance so that the power for discharging increases as the value is larger than the reference value, and the power for charging increases as the remaining capacity (SOC) is smaller than the reference value. What is set by the battery ECU 52 is input from the battery ECU 52 by communication.

  When the data is thus input, the required torque Tr * and the required power Pr * to be output to the ring gear shaft 32a as the drive shaft are set based on the input accelerator opening Acc and the vehicle speed V (step S102). 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, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map. The required power Pr * can be calculated by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k.

  When the required torque Tr * and the required power Pr * are set, the engine required power Pe * to be output from the engine 22 is calculated by adding the required power Pr *, the charge / discharge required power Pb *, and the loss Loss (step) S104), based on the engine required power Pe *, the target rotational speed Ne * and the target torque Te * of the engine 22 are set (step S106). This setting is performed by setting the target rotational speed Ne * and the target torque Te * based on the operation line for efficiently operating the engine 22 and the engine required power Pe *. FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained by the intersection of the operating line and a curve with a constant engine required power Pe * (Ne * × Te *).

  When the target rotational speed Ne * and the target torque Te * are set, the motor MG1 is expressed by the following equation (1) using the target rotational speed Ne *, the rotational speed Nr of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30. And the torque command Tm1 * of the motor MG1 is calculated by the following equation (2) based on the calculated target rotation speed Nm1 * and the current rotation speed Nm1 (step S108). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. In FIG. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 (ring gear shaft 32a) obtained by multiplying the number Nm2 by the current gear ratio Gr of the transmission 60 is shown. The target rotational speed Nm1 * of the motor MG1 can be easily derived by using the rotational speed relationship in this alignment chart. Therefore, the engine 22 can be rotated at the target rotational speed Ne * by setting the torque command Tm1 * so that the motor MG1 rotates at the target rotational speed Nm1 * and drivingly controlling the motor MG1. Expression (2) is a relational expression in the feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In the expression (2), “k1” in the second term on the right side is the gain of the proportional term, and the right side The third term “k2” is the gain of the integral term. Note that the two thick arrows on the R axis in FIG. 6 indicate that the torque Te * output from the engine 22 when the engine 22 is steadily operated at the operation point of the target rotational speed Ne * and the target torque Te * is the ring gear shaft 32a. (Hereinafter, referred to as direct torque Ter) and the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the transmission 60.

Nm1 * ＝ Ne * ・ (1 + ρ) / ρ−Nr / ρ (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * −Nm1) + k2∫ (Nm1 * −Nm1) dt (2)

  When the torque command Tm1 * of the motor MG1 is calculated, the required torque Tr is calculated by the following equation (3) based on the required torque Tr * of the ring gear shaft 32a, the torque command Tm1 * of the motor MG1 and the gear ratio ρ of the power distribution and integration mechanism 30. Of the *, the motor sharing request torque Tmr * to be shared by the motor MG2 is calculated (step S110).

  Tmr * = Tr * + Tm1 * / ρ (3)

  Then, it is determined whether or not a transmission request (transmission ratio change request) for the transmission 60 has been made (step S112). The shift request of the transmission 60 is made based on the vehicle speed V, the required torque Tr *, and the like, for example. When no speed change request is made, the motor share request torque Tmr * is set to the gear ratio Gr of the transmission 60 (the gear ratio Ghi of the Hi gear when the transmission 60 is in the Hi gear state, and the gear ratio Ghi of the Lo gear when the transmission 60 is in the Lo gear state. A torque command Tm2 * as a torque to be output from the motor MG2 is set by dividing by the gear ratio Glo) (step S114).

  When the target engine speed Ne *, the target torque Te *, the torque command Tm1 * of the motor MG1, and the torque command Tm2 * of the motor MG2 are set in this way, the target engine speed Ne * and the target torque Te of the engine 22 are sent to the engine ECU 24. * And torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S116), and this routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control, ignition control, etc. so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. To do. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  On the other hand, if it is determined that a shift request for the transmission 60 has been made, it is determined whether or not the shift request is a request for switching from the Lo gear state to the Hi gear state, that is, an upshift request (Step S1). S118) When it is determined that the request is an upshift, the upshift execution process illustrated in FIG. 7 is executed (step S120). When it is determined that the request is not an upshift, that is, a downshift is requested, A downshift execution process is executed (step S122), a process of transmitting each set value to the engine ECU 24 and the motor ECU 40 (step S116), and this routine is finished. The downshift execution process is a process for switching from the state where the brake B1 is ON and the brake B2 is OFF to the state where the brake B1 is OFF and the brake B2 is ON. This can be done by turning on the brake B2 when Nm2 coincides with the rotational speed Nm2 * of the motor MG2 after the change of the gear ratio. Hereinafter, the upshift execution process of FIG. 7 will be described in detail.

  In the upshift execution process, the values of the flags F1 and F2 are checked (step S150). Here, the flags F1 and F2 are flags indicating the execution stage of the upshift, and the value 0 is set as an initial value. In the upshift execution process, there is also a flag F3 indicating the end of execution of the upshift, and when a value 1 is set in this flag F3, it is determined that a shift request is not made in step S112 of FIG.

  When the flags F1 and F2 are both 0, the rotational speed Nm2 * of the motor MG2 after the upshift is calculated from the current rotational speed Nm2 of the motor MG2 by the following equation (4) (step S152), and the brake B2 is turned off. At the same time (step S154), the brake B1 is frictionally engaged (step S156).

  Nm2 * ＝ Nm2 ・ Ghi / Glo (4)

  Subsequently, the motor share required torque Tmr * calculated in step S110 of FIG. 3 is set to the stored value Tset (step S158), and the set stored value Tset is divided by the gear ratio Glo of the Lo gear of the transmission 60. Then, a torque command Tm2 * to be output from the motor MG2 is set (step S160), a value 1 is set in the flag F1 (step S162), and the process ends.

  If it is determined in step S150 that the flag F1 is the value 1 and the flag F2 is the value 0, the rotation speed Nm2 of the motor MG2 is changed to the rotation speed Nm2 * of the motor MG2 after switching to the Hi gear calculated in step S152. It is determined whether or not they match (step S164). When it is determined that the rotational speed Nm2 of the motor MG2 still does not match the rotational speed Nm2 *, the current rotational speed Nm2 of the motor MG2 is divided by the rotational speed Nr (= k · V) of the ring gear shaft 32a. The gear ratio Gsft is calculated (step S166), the provisional motor torque Tm2tmp of the motor MG2 is set by dividing the stored value Tset of step S158 by the calculated gear ratio Gsft (step S168), and the temporary motor torque Tm2tmp of the motor MG2 is set to Hi. A torque obtained by subtracting a value (= I · d (Nm2) / dt) obtained by multiplying a value obtained by multiplying the gear ratio Gh of the gear (= Tm2tmp × Gh) by a time derivative of the rotational speed Nm2 of the motor MG2. The output torque Tmr is compared with the stored value Tset (the stored value of the motor share required torque Tmr *) (step S). 70). When it is determined that the output torque Tmr is larger than the stored value Tset, the following equation (5) is set based on the stored value Tset, the output torque Tmr (= Tm2tmp · Gh−I · d (Nm2) / dt), and the gear ratio Ghi. ) To set the adjustment torque ΔTm2 for adjusting the value of the temporary motor torque Tm2tmp (step S172), and when the output torque Tmr is determined to be equal to or less than the stored value Tset, the value 0 is set as the adjustment torque ΔTm2 (step S174). ). When the adjustment torque ΔTm2 is thus set, the adjustment torque ΔTm2 is added to the temporary motor torque Tm2tmp (step S176), and the process is terminated. On the other hand, when it is determined that the rotational speed Nm2 of the motor MG2 matches the rotational speed Nm2 * after switching to the Hi gear, the value 1 is set in the flag F2 (step S178), and the process is terminated.

  ΔTm2 = (Tset− (Tm2tmp · Ghi−I · d (Nm2) / dt)) / Ghi (5)

Here, the product of the moment of inertia I and the time differential of the rotational speed Nm2 of the motor MG2 corresponds to the inertia torque of the motor MG2, and this inertia torque acts on the ring gear shaft 32a via the transmission 60. FIG. 8 shows how the transmission 60 is changed from the Lo gear to the Hi gear. When the transmission 60 is switched from the Lo gear to the Hi gear, the torque acting on the ring gear shaft 32a may drop even if the power output from the motor MG2 is kept constant due to energy loss due to the switching of the brakes B1 and B2. Thereafter, the torque drop recovers with a decrease in the rotational speed Nm2 of the motor MG2. As described above, since the inertia torque acts on the ring gear shaft 32a via the transmission 60 when the rotational speed Nm2 of the motor MG2 decreases, the torque drop is rapidly recovered by this inertia torque. Thereafter, an excessive output torque Tmr exceeding the stored value Tset (motor share required torque Tmr *) may act on the ring gear shaft 32a due to inertia torque. On the other hand, if the torque output from the motor MG2 is reduced so as to completely cancel the inertia torque, the torque will be excessively reduced and the recovery from the drop of the torque on the ring gear shaft 32a will be delayed. Gives a sense of incongruity. Therefore, when the output torque Tmr exceeds the stored value Tset (the motor share required torque Tmr * immediately before the shift), the torque corresponding to the portion exceeding is calculated as the adjustment torque ΔTm2, and this adjustment torque ΔTm2 is added to the temporary motor torque Tm2tmp. By setting the torque command Tm2 *, excessive torque is output to the ring gear shaft 32a by the inertia torque at the end of the shift while minimizing the torque drop to the ring gear shaft 32a using the inertia torque during upshifting. It is preventing it.

  When both the flags F1 and F2 are set to the value 1, that is, when the rotational speed Nm2 of the motor MG2 matches the rotational speed Nm2 *, the brake B1 is completely turned on (step S180), and the stored value Tset is set to the gear ratio Ghi of the Hi gear. The torque command Tm2 * of the motor MG2 is set (step S182), the value F1 is set to the flag F3 (step S184), and this routine ends. As a result, the execution of the upshift is completed, and when the routine of FIG. 3 is executed next time, it is determined in step S112 that no shift request has been made.

  FIG. 9 illustrates the time variation of the rotational speed Nm2 of the motor MG2, the torque command Tm2 * of the motor MG2, and the output torque to the drive shaft (ring gear shaft 32a) when the transmission 60 is switched from the Lo gear to the Hi gear. FIG. As shown in the figure, when upshift execution processing is started at time t1 due to a shift request, energy loss due to switching of the brakes B1 and B2 when the torque command Tm2 * is set so as to keep the power from the motor MG2 constant. As a result, the output torque to the drive shaft (ring gear shaft 32a) decreases. Thereafter, when recovering from the drop in the output torque to the drive shaft as the rotational speed of the motor MG2 decreases at time t2, the drop in the output torque to the drive shaft is relatively abrupt using the inertia torque of the motor MG2. To recover. After the time t3, when the output torque exceeds the stored value Tset (the motor share required torque Tmr immediately before the shift) due to the inertia torque, the torque command Tm2 * is set by reducing the torque of the excess portion, and thus driving Excessive torque does not act on the shaft (ring gear shaft 32a).

  According to the hybrid vehicle 20 of the embodiment described above, when the transmission ratio of the transmission 60 is switched from the Lo gear to the Hi gear, the torque command Tm2 * (= temporary) for maintaining the power output from the motor MG2 constant. By driving and controlling the motor MG2 with the motor torque Tm2tmp), the output torque Tmr to the ring gear shaft 32a that has fallen due to energy loss due to the switching of the brakes B1 and B2 using the inertia torque generated by the decrease in the rotation speed Nm2 of the motor MG2 When the output torque Tmr exceeds the stored value Tset (motor share required torque Tmr * immediately before shifting), the excess adjustment torque ΔTm2 is calculated, and this adjustment torque ΔTm2 is calculated as the temporary motor torque Tm2tmp. With the torque command Tm2 * added to Since the motor MG2 is driven and controlled, it is possible to prevent excessive torque from acting on the ring gear shaft 32a while quickly recovering the drop in the output torque to the drive shaft (ring gear shaft 32a) during upshifting. As a result, it is possible to prevent the driver from feeling uncomfortable at the time of shifting.

  In the hybrid vehicle 20 of the embodiment, when the transmission 60 is switched from the Lo gear to the Hi gear, the output torque Tmr to the ring gear shaft 32a as the drive shaft is the stored value Tset (the motor share required torque Tmr * immediately before the shift). When exceeded, the adjustment torque ΔTm2 is calculated and the torque command Tm2 * is set so that the output torque Tmr completely matches the stored value Tset. However, if the output torque Tmr is in the direction that matches the stored value Tset, it is not necessarily completely. There is no need to match.

  In the hybrid vehicle 20 of the embodiment, the rotation shaft of the motor MG2 is connected to the drive shaft connected to the drive wheels 39a and 39b via the transmission 60, but the hybrid vehicle 120 of the modification of FIG. As illustrated, the rotation shaft of the motor MG2 may be connected to the drive shaft connected to the drive wheels 39c and 39d different from the drive wheels 39a and 39b via the transmission 60.

The hybrid vehicle 20 according to the embodiment is applied to one that outputs power from the engine 22 to a ring gear shaft 32a as a drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30 to which the motor MG1 is connected. However, as illustrated in the hybrid vehicle 220 of the modified example of FIG. 11, a drive that outputs the power from the engine 22 to the inner rotor 232 and the drive wheels 39 a and 39 b connected to the crankshaft 26 of the engine 22. An outer rotor 234 connected to the shaft, which transmits a part of the power of the engine 22 to the drive shaft and outputs the remaining power to the drive wheels 39a, 39b via a pair-rotor motor 230 that converts the power into electric power It can also be applied to.

  The hybrid vehicle 20 according to the embodiment is applied to one that outputs power from the engine 22 to a ring gear shaft 32a as a drive shaft connected to the drive shafts 39a and 39b via a power distribution and integration mechanism 30 to which a motor MG1 is connected. However, the engine 22 may be connected to the drive shaft via the transmission 330 as illustrated in the hybrid vehicle 320 of the modified example of FIG.

  In the hybrid vehicle 20 of the embodiment, a so-called parallel hybrid vehicle including an engine 22 capable of outputting power to the drive shaft and a motor MG2 is used, but the power from the motor is output to the drive shaft via a transmission. Therefore, it may be applied to a so-called series type hybrid vehicle or a simple electric vehicle.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. 2 is a configuration diagram illustrating an example of a configuration of a transmission 60. FIG. It is a flowchart which shows an example of a drive control routine. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. 4 is an explanatory diagram showing an example of a collinear chart for dynamically explaining the rotation speed and torque of each rotary element of the power distribution and integration mechanism 30. FIG. It is a flowchart which shows an example of an upshift execution process. It is explanatory drawing which shows an example of the collinear diagram for demonstrating dynamically each rotation element of the transmission 60 at the time of switching the transmission 60 from Lo gear to Hi gear. It is explanatory drawing explaining the mode of the time change of the rotation speed Nm2 of motor MG2, the torque command Tm2 * of motor MG2, and the output torque to the drive shaft when switching the transmission 60 from the Lo gear to the Hi gear. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.

Explanation of symbols

20, 120, 220 320 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 Carrier, 37 gear mechanism, 38 differential gear, 39a, 39b 39c, 39d drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 48 rotational shaft, 50
Battery, 52 Battery electronic control unit (battery ECU), 54 Electric power line, 60 Transmission, 60a Double pinion planetary gear mechanism, 60b Single pinion planetary gear mechanism, 61 Sun gear, 62 Ring gear, 63a First pinion gear, 63b
Second pinion gear, 64 carrier, 65 sun gear, 66 ring gear, 67 pinion gear, 68 carrier, 70 electronic control unit for hybrid, 72 CPU, 74
ROM, 76 RAM, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 230 Counter rotor motor, 232 Inner rotor 234, outer rotor, MG1, MG2 motor, B1, B2 brake.

Claims (7)

A power output device including an electric motor that outputs power to a drive shaft via a transmission,
Control means for driving and controlling the electric motor such that a required driving force is output to the driving shaft;
When switching of the transmission gear ratio in the transmission is requested while the driving force is being output from the electric motor, the transmission is controlled to switch to the requested transmission gear ratio, and the transmission gear ratio is switched. Driving force adjustment control for controlling the driving of the motor so that a driving force applied from the motor to the driving shaft is adjusted in a direction coinciding with the required driving force by an inertial force of the rotor of the motor generated during A power output device comprising: a drive speed change control means for performing   2. The power output apparatus according to claim 1, wherein the driving speed control means is means for performing the driving force adjustment control when a change of the speed ratio from the deceleration side to the speed increasing side is requested.   The drive speed control means drives and controls the electric motor so that a driving force that maintains the power output from the electric motor is output while the gear ratio is being switched, and the driving force is Means for driving and controlling the motor so that when the driving force acting on the drive shaft by the inertial force exceeds the required driving force when output from the motor, the driving force corresponding to the portion exceeding the required driving force is adjusted to a reduced driving force. The power output apparatus according to claim 2. The power output device according to any one of claims 1 to 3,
An internal combustion engine;
Connected to the output shaft of the internal combustion engine, the drive shaft, and the third rotation shaft, and when the power input / output to / from any two of the three shafts is determined, input / output to the remaining one shaft 3-axis power input / output means for determining the power to be
A power output device comprising: a generator capable of inputting / outputting power to / from the third rotating shaft. The power output device according to any one of claims 1 to 3,
An internal combustion engine;
A first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the second rotation by electromagnetic action A power output device comprising: a counter-rotor motor capable of generating electricity that relatively rotates the child.   An automobile mounted with the power output device according to any one of claims 1 to 5 and having an axle connected to the drive shaft. A method for controlling a power output device including an electric motor that outputs power to a drive shaft via a transmission,
(A) driving and controlling the electric motor so that the required driving force is output to the driving shaft;
(B) When switching of the transmission ratio in the transmission is requested while the driving force is being output from the electric motor, the transmission is controlled to be switched to the requested transmission ratio, and the transmission ratio is The motor is driven and controlled so that the driving force applied from the motor to the drive shaft is adjusted in a direction coinciding with the required driving force by the inertial force of the rotor of the motor generated while the motor is switched. Output device control method.

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