JP2006014387A - Power output unit, automobile mounting it, and control method of power output unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent a motor drive system from deteriorating by enhancing energy efficiency and power performance of a power output unit. <P>SOLUTION: In a hybrid automobile, the sun gear, carrier, and ring gear of a planetary gear mechanism are connected with the rotary shaft of a motor MG1, the output shaft of an engine, and the ring gear shaft 32a as a drive shaft, respectively, and the rotary shaft 48 of a motor MG2 is connected with the ring gear shaft 32a through a speed change gear 60. Direct traveling mode for traveling only with a driving force being outputted from an engine 22 to the ring gear shaft 32a through the planetary gear mechanism is set when abnormality occurs in the motor MG2 or its driving inverter or during high speed cruising operation, and both brakes B1 and B2 are turned off to disconnect the rotary shaft 48 of the motor MG2 from the ring gear shaft 32a. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a power output device, a vehicle equipped with the power output device, and a control method for the power output device, and more particularly, a power output device capable of outputting power to a drive shaft, and an axle connected to the drive shaft. The present invention relates to a method for controlling a traveling automobile and a power output apparatus.

Conventionally, this type of power output device is mounted on a hybrid vehicle, and an output shaft of an internal combustion engine, a rotating shaft of a generator, and a drive shaft are connected to a sun gear, a carrier, and a ring gear of a planetary gear mechanism, respectively, and two stages. There has been proposed one in which an electric motor is connected to a drive shaft via a transmission (see, for example, Patent Document 1). In this device, the transmission is switched to either the Lo gear or the Hi gear based on the vehicle speed, so that the driving force from the electric motor is converted into one corresponding to the vehicle speed and output to the drive shaft.
JP 2002-225578 A

  In recent years, in a power output device, particularly a power output device mounted on a hybrid vehicle, it has been considered as one of important issues to improve energy efficiency and power performance. In the power output device described above, the driving shaft can be driven by directly outputting the power from the internal combustion engine to the driving shaft while taking the reaction force from the generator, so the driving shaft is driven with the motor stopped. You can also. At this time, in the state where the transmission is connected to the Lo shaft or Hi gear and the rotating shaft and the driving shaft of the motor are connected, the motor is driven along with the driving shaft, so the stopped motor drives the driving shaft. Acts as a driving resistance when

  It is an object of the power output apparatus, the automobile equipped with the same, and the control method for the power output apparatus of the present invention to further improve the energy efficiency of the apparatus. Another object of the power output apparatus of the present invention, a vehicle equipped with the power output apparatus, and a method for controlling the power output apparatus is to further improve the power performance of the apparatus.

  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
A power output device capable of outputting power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power;
An electric motor,
Connection means capable of connecting and disconnecting the rotating shaft of the electric motor and the drive shaft;
When a predetermined condition for outputting power to the drive shaft with only a direct drive force output from the internal combustion engine to the drive shaft via the electric power power input / output means is satisfied, the rotation shaft of the electric motor, the drive shaft, And a direct drive control means for driving the internal combustion engine and the power power input / output means so as to drive the connection means so that the connection is released and to output power to the drive shaft. The gist.

  In the power output apparatus of the present invention, when a predetermined condition for outputting power to the drive shaft with only direct drive force output from the internal combustion engine to the drive shaft via the power power input / output means is satisfied, the rotating shaft of the motor And driving control of the internal combustion engine and electric power drive input / output means so that power is output to the drive shaft. Therefore, when the power is output to the drive shaft only by the direct drive force, the drive resistance of the drive shaft can be reduced as compared with the case where the rotating shaft of the motor and the drive shaft are always connected. The performance can be further improved.

  In the power output apparatus of the present invention, the predetermined condition may be a condition that is satisfied when an abnormality occurs in an electric motor drive system including the electric motor. By doing so, it is possible to further improve the energy efficiency and power performance of the apparatus and to prevent deterioration of the state of the motor drive system. Here, the “motor drive system” includes a motor drive circuit and its control means in addition to the motor.

  In the power output apparatus of the present invention, the connection means may be a speed change means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a switchable gear ratio. In this aspect of the power output apparatus of the present invention, the transmission means includes a first rotating element connected to the rotating shaft of the electric motor, a second rotating element connected to the driving shaft, and a third rotating element. Rotation in which any two rotating elements of the four rotating elements rotate independently and the other two rotating elements rotate depending on the two rotating elements. Means, first rotation prohibiting means capable of prohibiting and releasing the rotation of the third rotating element, and second rotation prohibiting means capable of prohibiting and releasing the rotation of the fourth rotating element. The direct drive control means includes the first rotation prohibiting means and the second rotation prohibiting means so that the prohibition of rotation of the third rotating element and the fourth rotating element is released. And means for driving and controlling the means Kill. In this aspect of the power output apparatus of the present invention, the rotating means may be constituted by a planetary gear mechanism.

  Furthermore, in the power output apparatus of the present invention, the power power input / output means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and any two of the three shafts are connected. It may be a means provided with a three-shaft power input / output means for inputting / outputting power to the remaining shaft based on the input / output power and a generator for inputting / outputting power to / from the third shaft. The power drive input / output means includes a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft, and the first rotor It may be a counter-rotor motor that transmits at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action with 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, basically a power output apparatus capable of outputting power to the drive shaft, the internal combustion engine, the output shaft of the internal combustion engine, and the drive Power power input / output means connected to a shaft and capable of outputting at least a part of power from the internal combustion engine to the drive shaft by input / output of power and power; an electric motor; a rotating shaft of the motor; and the drive shaft; And a predetermined condition for outputting power to the drive shaft only by a direct drive force output from the internal combustion engine to the drive shaft via the power power input / output means is established. And driving control of the connecting means so that the connection between the rotating shaft of the motor and the driving shaft is released, and driving control of the internal combustion engine and the power power input / output means so that power is output to the driving shaft. Direct drive control Equipped with a power output apparatus and a stage, the axle on the drive shaft is summarized in that the running is connected.

In this automobile of the present invention, since the power output device of the present invention according to any one of the above-described aspects is mounted, the same effects as those provided by the power output device of the present invention, for example, energy efficiency and power performance are further improved. The effect which can be made, the effect which can prevent the deterioration of the state of an electric motor drive system, etc. can be show | played.

  In the automobile of the present invention, the predetermined condition may be a condition that is satisfied when the vehicle is in a high-speed cruise state. Since the driving force required for the drive shaft is relatively small when the vehicle is in a high-speed cruise state, the energy efficiency of the vehicle is further improved by stopping the motor and releasing the connection between the rotating shaft and the drive shaft of the motor. be able to.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, power power input / output means connected to the output shaft and drive shaft of the internal combustion engine, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of power and power, and an electric motor And a connecting means capable of connecting and disconnecting the rotating shaft of the electric motor and the drive shaft, and a control method of a power output device comprising:
When a predetermined condition for outputting power to the drive shaft with only a direct drive force output from the internal combustion engine to the drive shaft via the electric power power input / output means is established, the rotation shaft of the motor and the drive The gist of the invention is to drive and control the connecting means so that the connection with the shaft is released, and to drive and control the internal combustion engine and the power power input / output means so that power is output to the drive shaft.

  According to the control method of the power output apparatus of the present invention, when a predetermined condition for outputting power to the drive shaft with only a direct drive force output from the internal combustion engine to the drive shaft via the power power input / output means is satisfied. Then, the connecting means is driven and controlled so that the connection between the rotating shaft and the drive shaft of the electric motor is released, and the internal combustion engine and the electric power drive input / output means are driven and controlled so that power is output to the drive shaft. Therefore, when the power is output to the drive shaft only by the direct drive force, the drive resistance of the drive shaft can be reduced as compared with the case where the rotating shaft of the motor and the drive shaft are always connected. The performance can be further improved.

  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 vehicle are provided.

  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 transmission 60 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, 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 input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is output from the ring gear shaft 32a 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 and the rotational speed Nr of the ring gear shaft 32a by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. Yes. 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 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. In the embodiment, the brakes B1 and B2 are turned on and off by adjusting the hydraulic pressure applied to the brakes B1 and B2 by driving a hydraulic actuator (not shown).

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature from the temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor 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 is provided with an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the accelerator pedal position sensor 84 to be detected, the brake pedal position BP from the brake pedal position sensor 86 to detect 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. Has been. The hybrid electronic control unit 70 outputs a drive signal 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 communication ports, 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 a travel mode of the hybrid vehicle 20, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30, the motor MG1, and the motor. Torque conversion by the motor MG1 and driving power of the motor MG2 so that the motor MG1 and the motor MG2 are driven and controlled so as to be output to the ring gear shaft 32a. Is controlled so that the engine 22 is output from the engine 22, and all or a part of the power output from the engine 22 with charge / discharge of the battery 50 is transmitted to the power distribution / integration mechanism 30, the motor MG1, and the motor MG2. The required power is output to the ring gear shaft 32a with torque conversion by The charging / discharging travel mode in which the motor MG1 and the motor MG2 are driven and controlled so that the motor 22 is stopped, 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. Torque that is directly transmitted from the engine 22 to the ring gear shaft 32a via the power distribution and integration mechanism 30 while the motor MG2 stops operating and the motor MG1 takes over the reaction force of the engine torque. In other words, there is a straight running mode that runs alone. Since the torque conversion travel mode and the charge / discharge travel mode are different only in whether the battery 50 is charged or discharged, there is no substantial difference in control. Therefore, these are collectively referred to as an engine / motor travel mode.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 3 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. 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 inputs the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the like (step S100). Based on the accelerator opening Acc and the vehicle speed V, the required torque Tr * and the required power Pr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b are set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived from the map and set. FIG. 4 shows an example of a map for setting the required torque. The required power Pr * is 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 required vehicle power Pv * required for the vehicle is set by the sum of the required power Pr *, the charge / discharge required power Pb * of the battery 50 and the loss Loss (step) S120). Here, the required charge / discharge power Pb * is, for example, when the remaining capacity SOC of the battery 50 is greater than or equal to a reference value, the power on the discharge side increases as the remaining capacity SOC increases, and the remaining capacity SOC when the remaining capacity SOC is less than the reference value. The value set by the motor ECU 40 from a predetermined map so as to increase the power on the charging side as the value becomes smaller is used.

  Subsequently, it is determined whether or not an abnormality has occurred in the motor MG2 or the inverter 42 (step S130). The abnormality of the motor MG2 or the inverter 42 is determined by, for example, determining whether or not the current flowing through the motor MG2 or the inverter 42 corresponds to the torque command, or the temperature of the motor MG2 or the inverter 42 is a predetermined allowable limit temperature. This can be done by determining whether or not it exceeds.

  If it is determined that no abnormality has occurred in the motor MG2 or the inverter 42, it is checked whether or not the vehicle is in a high-speed cruise state (step S140). The determination of the high-speed cruising state is made, for example, when the vehicle speed V is higher than a relatively high vehicle speed Vhi (for example, 70 km or 80 km), and the accelerator opening Acc is the accelerator opening required for the vehicle to cruise at the vehicle speed V. It can be performed by determining whether or not the change amount of the accelerator opening Acc (the operation amount of the accelerator pedal 83) is within a range and less than a relatively small predetermined amount.

If it is determined that the vehicle is not in a high-speed cruise state, it is determined whether or not the vehicle required power Pv * set in step S120 is equal to or greater than a predetermined value Pref (step S150), and the vehicle required power Pv * is equal to or greater than a predetermined value Pref. When it is determined, it is determined that the engine 22 can be operated efficiently and the engine / motor traveling mode is set (step S160), and it is determined that the vehicle required power Pv * is not equal to or greater than the predetermined value Pref (less than the predetermined value Pref). Sometimes, it is determined that the engine 22 cannot be operated efficiently, and the motor travel mode is set (step S170).

  Then, using the shift map, it is checked whether the required torque Tr * and the vehicle speed V are in the Hi gear region (step S180). If they are in the Hi gear region, the gear state of the transmission 60 is changed to the Hi gear state. The brake B1 is turned on and the brake B2 is turned off (step S190). When in the Lo gear region, the brake B1 is turned off and the brake B2 is turned on so that the gear state of the transmission 60 is set to the Lo gear state. (Step S200). An example of the shift map is shown in FIG.

  When it is determined in step S130 that an abnormality has occurred in the motor MG2 or the inverter 42, or in step S140, it is determined that the vehicle is in a high speed cruise state, and the straight traveling mode in which the motor MG2 is stopped and travels is set (step S220), both the brake B1 and the brake B2 are turned off (step S230). As described above, both the brake B1 and the brake B2 are turned off and the rotation shaft 48 of the motor MG2 is separated from the ring gear shaft 32a, so that the motor MG2 is not rotated along with the driving of the ring gear shaft 32a as the drive shaft. Thus, the running resistance in the straight running mode can be reduced. When abnormality occurs in the motor MG1 or the inverter 42, the motor MG1 responsible for the reaction force of the engine torque normally continues to generate power and is charged in the battery 50. Therefore, overcharging of the battery 50 is prevented. Therefore, a limit may be added to the required torque Tr *.

  When each travel mode is set in this way, the engine 22 and the motors MG1, MG2 are driven and controlled so that the required torque Tr * is output to the ring gear shaft 32a in the set travel mode (step S210), and this routine is terminated. To do. Specifically, in the engine / motor travel mode, an operation point at which the engine 22 can be operated efficiently is set from among operation points (revolution speed and torque) at which the vehicle required power Pv * can be output, and the rotation speed at this operation point. The torque command Tm1 * of the motor MG1 is set so that the engine 22 is operated at the same time, and the torque command Tm2 * of the motor MG2 is set so that the required torque Tr * is output to the ring gear shaft 32a together with the direct torque of the engine 22. The operation point is transmitted to the engine ECU 24 and torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40. The engine ECU 24 performs fuel injection control and ignition control so that the engine 22 is operated at the received operating point, and the motor ECU 40 outputs torque corresponding to the received torque commands Tm1 * and Tm2 * from the motors MG1 and MG2, respectively. Switching control of the switching elements of the inverters 41 and 42 is performed. In the motor travel mode, the torque command Tm2 * of the motor MG2 is set and transmitted to the motor ECU 40 so that the required torque Tr * is output to the ring gear shaft 32a only by the motor MG2. In the straight traveling mode, for example, the torque command Tm1 of the motor MG1 that sets the operating point of the engine 22 and receives the engine torque reaction force so that the direct torque (= Te / (1 + ρ)) of the engine 22 matches the required torque Tr *. * Is set, the operating point is transmitted to the engine ECU 24, and the torque command Tm2 * is transmitted to the motor ECU 40.

According to the hybrid vehicle 20 of the embodiment described above, when traveling in the straight traveling mode in which the operation of the motor MG2 is stopped, both the brake B1 and the brake B2 are turned off and the rotation shaft 48 of the motor MG2 is used as a drive shaft. Since it is separated from the ring gear shaft 32a, the traveling resistance when traveling in the direct traveling mode can be reduced. As a result, the energy efficiency and power performance of the vehicle can be further improved. Moreover, since the rotating shaft 48 of the motor MG2 is disconnected from the ring gear shaft 32a when an abnormality occurs in the motor MG2 or the inverter 42, it is possible to prevent the state of the motor MG2 or the inverter 42 from deteriorating.

  In the hybrid vehicle 20 of the embodiment, the traveling mode is set to the direct traveling mode when the vehicle is in the high-speed cruise state, but may be set to the engine / motor traveling mode.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 having two speeds is used, but a transmission having three or more speeds may be used, and the rotating shaft 48 and the drive shaft of the motor MG2 may be used. The transmission is not limited to such a transmission as long as it can be connected to and released from the (ring gear shaft 32a). For example, both shafts may be connected by a clutch. In this case, the clutch may be engaged when the engine / motor traveling mode or the motor traveling mode is set, and the clutch may be disengaged when the direct traveling mode is set.

  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. However, the hybrid vehicle 120 of the modified example 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. 7, the drive from which the power from the engine 22 is output 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 is good also as what applies to.

  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.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus as one embodiment of the present invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. FIG. 5 is an explanatory diagram showing an example of a shift map showing a relationship among required torque Tr *, vehicle speed V, and gear state of the transmission 60; 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.

Explanation of symbols

20, 120, 220 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 power line, 60 transmission, 60a planetary gear mechanism of double pinion, 60b planetary gear mechanism of single pinion, 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 Hybrid electronic control unit, 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 Rotor motor, 232 Inner rotor, 234 Outer rotor, MG1, MG2 motor, B1, B2 brake

Claims (10)

A power output device capable of outputting power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power;
An electric motor,
Connection means capable of connecting and disconnecting the rotating shaft of the electric motor and the drive shaft;
When a predetermined condition for outputting power to the drive shaft with only a direct drive force output from the internal combustion engine to the drive shaft via the electric power power input / output means is satisfied, the rotation shaft of the electric motor, the drive shaft, A direct drive control means for driving and controlling the connecting means so as to release the connection, and driving and controlling the internal combustion engine and the power power input / output means so that power is output to the drive shaft. apparatus.   The power output apparatus according to claim 1, wherein the predetermined condition is a condition that is satisfied when an abnormality occurs in an electric motor drive system including the electric motor.   The power output apparatus according to claim 1 or 2, wherein the connection means is a speed change means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a switchable gear ratio. The power output device according to claim 3,
The transmission means includes a first rotating element connected to a rotating shaft of the electric motor, a second rotating element connected to the driving shaft, a third rotating element, and a fourth rotating element. Rotating means in which any two rotating elements of the two rotating elements rotate independently and the other two rotating elements rotate depending on the two rotating elements, and rotation of the third rotating element A first rotation prohibiting means capable of prohibiting and canceling the prohibition, and a second rotation prohibiting means capable of prohibiting and canceling the rotation of the fourth rotating element,
The direct drive control means drives and controls the first rotation prohibiting means and the second rotation prohibiting means so that the prohibition of rotation of the third rotating element and the fourth rotating element is released. Power output device that is means.   The power output apparatus according to claim 4, wherein the rotating means is constituted by a planetary gear mechanism.   The electric power drive input / output means is connected to the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and is connected to the remaining shaft based on the power input / output to any two of the three shafts. 6. The power output apparatus according to claim 1, further comprising: a three-axis power input / output means for inputting / outputting power to / from the power generator and a generator for inputting / outputting power to / from the third shaft.   The power drive input / output means has a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft, and the first rotor and the first rotor 6. The power output according to claim 1, wherein the power output is a counter-rotor motor that transmits at least a part of power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action with the two rotors. apparatus.   An automobile mounted with the power output device according to any one of claims 1 to 7 and having an axle connected to the drive shaft.   The automobile according to claim 8, wherein the predetermined condition is a condition that is satisfied when the vehicle is in a high-speed cruise state. An internal combustion engine, power power input / output means connected to the output shaft and drive shaft of the internal combustion engine, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of power and power, and an electric motor And a connecting means capable of connecting and disconnecting the rotating shaft of the electric motor and the drive shaft, and a control method of a power output device comprising:
When a predetermined condition for outputting power to the drive shaft with only a direct drive force output from the internal combustion engine to the drive shaft via the electric power power input / output means is established, the rotation shaft of the motor and the drive A control method for a power output device, wherein the connection means is drive-controlled so that the connection with the shaft is released, and the internal combustion engine and the power power input / output means are drive-controlled so that power is output to the drive shaft.

Images