JP2006063865A - Power output device, automobile equipped with the same and power output device control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more surely operate an internal engine within an appropriate rotation speed range. <P>SOLUTION: The engine and two motors are controlled with a torque command Tm1* set so that the engine is operated at target rotation speed Ne* by means of engine estimated torque Teest which is set as torque output from the engine when the engine is operated at target torque Te* and with torque command Tm2* set so that demand torque Tr* is output to a drive shaft. The engine estimated torque Teest is set by ordinary response speed experimentally determined when the engine rotation speed is within a predetermined range and is set by response speed made faster or slower than the ordinary response speed based on a direction of variation of the target torque Te* and on the engine rotation speed when the engine rotation speed deviates from the predetermined range. This enables surer operation of the engine within the range of appropriate rotation speed even when the engine response fluctuates. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a power output apparatus, a vehicle equipped with the power output apparatus, and a method for controlling the power output apparatus. More specifically, the present invention relates to a power output apparatus that can directly or indirectly use power from an internal combustion engine and output power to a drive shaft. The present invention relates to a control method for a vehicle and a power output device that travels with an axle connected to a drive shaft.

  Conventionally, in this type of hybrid vehicle, an engine and a motor are connected to a drive shaft via a transmission, and the response of the engine is changed by changing the characteristics of the low-pass filter based on the engine torque command value and the engine speed. A device that corrects the delay by a motor has been proposed (see, for example, Patent Document 1). In this automobile, since the motor has better output response than the engine, the engine torque command value is corrected by a low-pass filter to obtain an estimated value of the engine torque, and the engine is calculated from all the torque command values required for the entire vehicle. By controlling the motor by setting a motor torque command value that is obtained by subtracting the estimated torque value, it is possible to output a torque that matches all torque command values regardless of engine response delay.

As a hybrid vehicle, in addition to the above-described configuration, the output shaft of the engine, the rotation shaft of the first motor, the drive shaft are connected to the sun gear, carrier, and ring gear of the planetary gear mechanism, and the motor is connected to the drive shaft. Have also been proposed (see, for example, Patent Document 2).
Japanese Patent Laid-Open No. 10-23609 JP 2002-225578 A

  In the former hybrid vehicle, the engine torque is estimated by changing the characteristics of the low-pass filter based on the engine torque command value and the engine speed, but the degree of engine response delay varies depending on individual differences and usage environments. Is often difficult to accurately estimate.

  On the other hand, in the latter hybrid vehicle, since the engine speed can be freely adjusted by the first motor, the efficiency of the entire vehicle is improved by operating the engine at an efficient driving point (rotation speed and torque). Can do. However, when the estimated value of engine torque is used to adjust the engine speed, the engine response delay varies as described above. Therefore, the engine speed is appropriately adjusted depending on the degree of the variation. In some cases, overshooting or undershooting may occur, causing the engine speed to deviate from the appropriate speed range (overspeed, engine stall, etc.).

  It is an object of the power output device of the present invention, a vehicle equipped with the power output device, and a method of controlling the power output device to operate the internal combustion engine more reliably within the range of the appropriate rotational speed. Another object of the power output apparatus of the present invention, a vehicle equipped with the power output apparatus, and a control method for the power output apparatus is to suppress overshoot of the rotational speed of the internal combustion engine. Furthermore, it is an object of the power output apparatus of the present invention, a vehicle equipped with the power output apparatus, and a control method for the power output apparatus to suppress undershoot of the rotational speed of the internal combustion engine. Another object of the power output apparatus of the present invention, a vehicle equipped with the power output apparatus, and a control method for the power output apparatus is to output the required driving force to the drive shaft while adjusting the rotational speed of the internal combustion engine.

  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 directly or indirectly using power from an internal combustion engine,
A rotational speed adjusting means capable of adjusting the rotational speed of the internal combustion engine by inputting and outputting power to the output shaft of the internal combustion engine with input and output of electric power;
A rotational speed detection estimating means for detecting or estimating the rotational speed of the internal combustion engine;
When the target driving force and target rotational speed of the internal combustion engine are set, when the detected or estimated rotational speed of the internal combustion engine is within a predetermined range, the response speed of the normal internal combustion engine is set and the set response An estimated driving force output from the internal combustion engine when the internal combustion engine is operated with the set target driving force at a speed is set, and the detected or estimated rotational speed of the internal combustion engine is out of the predetermined range. A response speed different from the response speed of the normal internal combustion engine is set, and an estimated drive force output from the internal combustion engine when the internal combustion engine is operated with the set target drive force with the set response speed. The internal combustion engine is controlled so that the internal combustion engine is operated with the set target driving force, and the set target speed is set based on the set estimated driving force. And summarized in that a control means for controlling the rotational speed adjusting means such that the internal combustion engine by the number is operated.

  In the power output apparatus of the present invention, when the rotational speed of the internal combustion engine is detected or estimated and the target driving force and the target rotational speed of the internal combustion engine are set, the detected or estimated rotational speed of the internal combustion engine is within a predetermined range. When the internal combustion engine is operated, the response speed of the normal internal combustion engine is set, and the estimated driving force output from the internal combustion engine is set when the internal combustion engine is operated with the target response force with the set response speed. When the rotational speed of the engine is out of the predetermined range, a response speed different from the response speed of the normal internal combustion engine is set, and the estimated driving force output from the internal combustion engine when the internal combustion engine is operated with the target response force with the set response speed The internal combustion engine is controlled so that the internal combustion engine is operated at the target driving force, and the internal combustion engine is operated at the target rotational speed based on the set estimated driving force. To control the number adjustment means. When the rotational speed of the internal combustion engine is outside the predetermined range, a response speed different from the response speed of the normal internal combustion engine is set. Therefore, if the variation in response delay of the internal combustion engine is taken into consideration as this different response speed, the internal combustion engine Can be more reliably operated within the range of the appropriate rotational speed.

  In such a power output apparatus of the present invention, the control means inputs / outputs the driving force in a direction to cancel the driving force acting on the rotation speed adjusting means side from the internal combustion engine based on the set estimated driving force. It can also be a means for controlling the rotation speed adjusting means.

  In the power output apparatus of the present invention, when the detected or estimated number of revolutions of the internal combustion engine is out of the predetermined range, the control means determines the direction of change in the set target driving force and the internal combustion engine. It may be a means for setting a response speed different from the response speed of the normal internal combustion engine based on the rotational speed.

  In the power output apparatus of the present invention in which the response speed different from the response speed of the normal internal combustion engine is set based on the direction of change in the target driving force and the rotational speed, the control means includes the normal internal combustion engine When the set target driving force changes in an increasing direction as a response speed different from the response speed, and when the detected or estimated rotation speed of the internal combustion engine exceeds the predetermined range, a response speed faster than usual is set. The control means may be set when the set target driving force changes in an increasing direction as a response speed different from the response speed of the normal internal combustion engine. When the detected or estimated rotational speed of the internal combustion engine exceeds the predetermined range, it may be a means for setting a response speed that tends to increase as the rotational speed increases. . If it carries out like this, an internal combustion engine can be drive | operated within the range of an appropriate rotation speed, suppressing the overshoot of the rotation speed of an internal combustion engine.

  Further, in the power output apparatus of the present invention in which the response speed different from the response speed of the normal internal combustion engine is set based on the direction of change in the target driving force and the rotational speed, the control means includes the normal internal combustion engine When the set target driving force changes in a decreasing direction as a response speed different from the engine response speed, and when the detected or estimated rotational speed of the internal combustion engine exceeds the predetermined range, the response is slower than usual. The control means may be a time when the set target driving force changes in a decreasing direction as a response speed different from the response speed of the normal internal combustion engine. When the detected or estimated number of rotations of the internal combustion engine exceeds the predetermined range, the response speed tends to become slower as the number of rotations increases. It can be. If it carries out like this, an internal combustion engine can be drive | operated within the range of an appropriate rotation speed, suppressing the overshoot of the rotation speed of an internal combustion engine.

  Furthermore, in the power output apparatus of the present invention in which the response speed different from the response speed of the normal internal combustion engine is set based on the direction of change of the target driving force and the rotational speed, the control means includes the normal internal combustion engine When the set target driving force changes in a decreasing direction as a response speed different from the response speed of the engine, and when the detected or estimated rotational speed of the internal combustion engine falls below the predetermined range, the response is faster than usual. The control means may be a time when the set target driving force changes in a decreasing direction as a response speed different from the response speed of the normal internal combustion engine. When the detected or estimated number of rotations of the internal combustion engine falls below the predetermined range, the response speed tends to increase as the number of rotations decreases. It can also be. In this way, it is possible to operate the internal combustion engine within the range of the appropriate rotational speed while suppressing the undershoot of the rotational speed of the internal combustion engine.

  Further, in the power output apparatus of the present invention in which the response speed different from the response speed of the normal internal combustion engine is set based on the direction of change in the target driving force and the rotational speed, the control means includes the normal internal combustion engine When the set target driving force changes in an increasing direction as a response speed different from the engine response speed, and when the detected or estimated rotational speed of the internal combustion engine falls below the predetermined range, the response is slower than usual. The control means may be a time when the set target driving force changes in an increasing direction as a response speed different from the response speed of the normal internal combustion engine. When the detected or estimated rotational speed of the internal combustion engine falls below the predetermined range, the response speed tends to become slower as the rotational speed is lower. It can be. In this way, it is possible to operate the internal combustion engine within the range of the appropriate rotational speed while suppressing the undershoot of the rotational speed of the internal combustion engine.

  Further, in the power output apparatus of the present invention, the rotation speed adjusting means is connected to the output shaft and the drive shaft of the internal combustion engine, and at least part of the power from the internal combustion engine is input and output by electric power and power. It may be an electric power input / output means that can output to the drive shaft. In this aspect of the power output apparatus of the present invention, the drive shaft is provided with an electric motor capable of inputting / outputting power, and the control means is configured to output the required drive force required for the drive shaft to the drive shaft. It may be a means for driving and controlling the internal combustion engine, the power drive input / output means and the electric motor. If it carries out like this, a required drive force can be output to a drive shaft, maintaining the rotation speed of an internal combustion engine in an appropriate range.

  In the power output apparatus of the present invention in which the rotation speed adjusting means is power power input / output means, the power power input / output means is provided on three axes of the output shaft of the internal combustion engine, the drive shaft, and a third rotation shaft. A three-axis power input / output means connected to input / output power to / from the remaining one axis based on power input / output to / from any two of the three axes; and power to the third rotating shaft The power motive power input / output means is connected to the first rotor connected to the output shaft of the internal combustion engine and the drive shaft. A second rotor, and driving at least a part of the power from the internal combustion engine with input / output of electric power by electromagnetic action between the first rotor and the second rotor It can also be a counter-rotor motor that outputs to the shaft.

The automobile of the present invention is a power output device of the present invention according to any one of the above-described embodiments, that is, basically a power output capable of outputting power to a drive shaft by directly or indirectly using power from an internal combustion engine. A rotation speed adjusting means capable of adjusting the rotation speed of the internal combustion engine by inputting / outputting power to / from the output shaft of the internal combustion engine with input / output of electric power, and detecting the rotation speed of the internal combustion engine; When the estimated rotational speed detection estimating means and the target driving force and target rotational speed of the internal combustion engine are set, and when the detected or estimated rotational speed of the internal combustion engine is within a predetermined range, the response of the normal internal combustion engine And setting an estimated driving force output from the internal combustion engine when the internal combustion engine is operated with the set target driving force with the set response speed, and the detected or estimated internal combustion engine The rotation speed is A response speed different from the response speed of the normal internal combustion engine is set when out of a fixed range, and is output from the internal combustion engine when the internal combustion engine is operated at the set target drive force with the set response speed. The internal combustion engine is controlled so that the internal combustion engine is operated with the set target driving force, and the internal combustion engine is set at the set target rotational speed based on the set estimated driving force. A gist is that a power output device including a control means for controlling the rotation speed adjusting means is mounted so that the engine is operated, and the drive shaft is connected to an axle for traveling.

  In the 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 effects exerted by the power output device of the present invention, for example, the internal combustion engine can be more reliably within the range of the appropriate rotational speed. The effect of being able to operate with the internal combustion engine, the effect of being able to operate the internal combustion engine within the range of the appropriate rotational speed by suppressing the overshoot of the rotational speed of the internal combustion engine, and the appropriateness by suppressing the undershoot of the rotational speed of the internal combustion engine An effect that the internal combustion engine can be operated within the range of the rotational speed, an effect that the required driving force can be output to the drive shaft while maintaining the rotational speed of the internal combustion engine within an appropriate range, and the like can be achieved.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, and rotation speed adjusting means capable of adjusting the rotation speed of the internal combustion engine by inputting and outputting power to the output shaft of the internal combustion engine with input and output of electric power. A method for controlling a power output device capable of outputting power to a drive shaft directly or indirectly,
(A) detecting or estimating the rotational speed of the internal combustion engine;
(B) When the target driving force of the internal combustion engine is set, when the detected or estimated rotational speed of the internal combustion engine is within a predetermined range, a response speed of the normal internal combustion engine is set and the set response speed is set. An estimated driving force output from the internal combustion engine when the internal combustion engine is operated with the set target driving force is set, and when the detected or estimated rotational speed of the internal combustion engine is out of the predetermined range, the normal driving force is set. A response speed different from the response speed of the internal combustion engine is set, and an estimated driving force output from the internal combustion engine is set when the internal combustion engine is operated with the set target driving force with the set response speed. ,
(C) The internal combustion engine is controlled so that the internal combustion engine is operated with the set target driving force, and the internal combustion engine is operated with the set target rotational speed based on the set estimated driving force. The gist is to control the rotation speed adjusting means.

  According to the control method for a power output apparatus of the present invention, the rotational speed of the internal combustion engine is detected or estimated, and when the target driving force and the target rotational speed of the internal combustion engine are set, the detected or estimated internal combustion engine When the rotational speed is within a predetermined range, the response speed of the normal internal combustion engine is set, and the estimated driving force output from the internal combustion engine when the internal combustion engine is operated with the set response speed and the target driving force is detected, or When the estimated rotational speed of the internal combustion engine is outside the predetermined range, a response speed different from the response speed of the normal internal combustion engine is set, and output from the internal combustion engine when the internal combustion engine is operated with the set response speed and the target driving force The estimated driving force is set, the internal combustion engine is controlled to operate with the target driving force, and the internal combustion engine is operated at the target rotational speed based on the set estimated driving force. Controlling the rotational speed adjusting means to be. When the rotational speed of the internal combustion engine is outside the predetermined range, a response speed different from the response speed of the normal internal combustion engine is set. Therefore, if the variation in response delay of the internal combustion engine is taken into consideration as this different response speed, the internal combustion engine Can be more reliably operated within the range of the appropriate rotational speed.

  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 the configuration of a hybrid vehicle 20 equipped with a power output apparatus 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 reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  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 reduction gear 35 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 finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both 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 electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for 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 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 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 Tb from the temperature sensor 51 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 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, 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, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  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 that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power 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 and 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 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 thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 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, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the motor MG1. , MG2 rotation speeds Nm1, Nm2, and the battery 50 charge / discharge required power Pb * are input (step S100). Here, the rotation speed Ne of the engine 22 is detected by a rotation speed sensor (not shown) attached to the crankshaft 26 and input from the engine ECU 24 by communication. The rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are 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 and input from the motor ECU 40 by communication. did. The charge / discharge required power Pb * is set based on the remaining capacity SOC of the battery 50 and is input from the battery ECU 52 by communication.

  When the data is input in this manner, 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 63a and 63b based on the input accelerator opening Acc and the vehicle speed V are obtained. 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 and set from the stored map. FIG. 3 shows an example of a map for setting the required torque. Further, the required power Pr * is set by multiplying the required torque Tr * by the rotational speed Nr of the ring gear shaft 32a. The rotational speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by a conversion factor, or can be obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  When the required power Pr * is set in this way, the engine required power Pe * to be output from the engine 22 is set by the sum of the set required power Pr *, the charge / discharge required power Pb * of the battery 50, and the loss Loss (step S120). Then, based on the set engine required power Pe *, the target rotational speed Ne * and the target torque Te * of the engine 22 are set (step S130). 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. 4 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 engine estimated torque Test is set (step S140). Here, the estimated engine torque Test is estimated as torque output from the engine 22 when the engine 22 is operated at the target torque Te *. A method for setting the engine estimated torque Test will be described later.

  Then, using the set target rotational speed Ne *, the rotational speed Nr (= Nm2 / Gr) of the ring gear shaft 32a and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * And a deviation ΔNm1 between the calculated target rotational speed Nm1 * and the current rotational speed Nm1, the estimated engine torque Test set in step S140, and the gear ratio ρ of the power distribution and integration mechanism 30 based on the following formula (2 ) To calculate the torque command Tm1 * of the motor MG1 (step S150). FIG. 5 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of each rotating element of the power distribution and integration mechanism 30. In the figure, the leftmost S-axis indicates the rotational speed of the sun gear 31 that is the rotational speed Nm1 of the motor MG1, the C-axis indicates the rotational speed of the carrier 34 that is the rotational speed Ne of the engine 22, and the R-axis indicates the ring gear 32 (ring gear). The rotational speed Nr of the shaft 32a) is shown. In addition, two upward bold arrows on the R axis indicate that torque output from the engine 22 when the engine 22 is operated with the target torque Te * and the motor MG1 is operated with the torque command Tm1 * is transmitted to the ring gear shaft 32a. Torque Ter and the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a. Equation (1) can be easily derived from the relationship between the rotational speeds in the alignment chart of FIG. Further, the expression (2) is obtained by using the feedforward term for canceling the torque transmitted from the engine 22 to the rotating shaft of the sun gear 31 and the motor MG1 for the target rotational speed Nm1 in order to rotate the motor MG1 at the target rotational speed Nm1 *. * And a feedback term for canceling the deviation ΔNm1 between the current rotational speed Nm1 and “KP” in the second term on the right side in the feedback term is the gain of the proportional term, and “KI” in the third term on the right side is the integral term. “KD” in the fourth term on the right side is the gain of the differential term.

Nm1 * = (Ne * ・ (1 + ρ) -Nm2 / Gr) / ρ (1)
Tm1 * =-Teest ・ ρ / (1 + ρ) + KP ・ ΔNm1 + KI∫ΔNm1dt + KD ・ d (ΔNm1) / dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30 and the gear ratio Gr of the reduction gear 35 are used. In order to apply the required torque Tr * to the ring gear shaft 32a, a torque command Tm2 * to be output from the motor MG2 is set (step S160). Equation (3) can be derived from the relationship of torque balance on the R axis in FIG.

  Tm2 * = (Tr * + Tm1 * / ρ) / Gr (3)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S170), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. 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.

  The engine estimated torque Test is set in step S140 by executing the engine estimated torque setting process in FIG. In this engine estimated torque setting process, first, a dead time basic value Tdb and a primary delay time constant basic value Tcb are set based on the rotational speed Ne of the engine 22 inputted in step S100 of FIG. 2 (step S200). Here, the dead time basic value Tdb and the primary delay time constant basic value Tcb are obtained by experimentally determining the torque actually output from the engine 22 when the engine 22 is operated at the target torque Te *. It is expressed as an approximation of the sex with a dead time and a first order lag. In the embodiment, the dead time basic value Tdb is obtained in advance by storing the relationship between the revolution speed Ne of the engine 22 and the dead time basic value Tdb in the ROM 74 as a map. The dead time basic value Tdb is derived and set. An example of this map is shown in FIG. Further, in the embodiment, the first-order lag time constant basic value Tcb is obtained in advance by storing the relationship between the rotational speed Ne of the engine 22 and the first-order lag time constant basic value Tcb in the ROM 74 as a map. If so, the corresponding primary delay time constant basic value Tcb is derived from the map. An example of this map is shown in FIG.

  When the dead time basic value Tdb and the first-order lag time constant basic value Tcb are set, the current value of the target torque Te * of the engine 22 set in step S130 of FIG. 2 is compared with the previous value (step S210). When the current value of the torque Te * is larger than the previous value, that is, when the target torque Te * changes in the increasing direction, the engine torque increasing map illustrated in FIG. 9 is selected (step S220), and the target torque Te * When the current value is smaller than the previous value, that is, when the target torque Te * changes in the decreasing direction, the engine torque reduction map illustrated in FIG. 10 is selected (step S230), and the current value of the target torque Te * and the previous value are selected. When the value is the same, that is, when the target torque Te * has not changed, the map used in the previous routine is selected (step S240). Sets a correction coefficient k based on the rotational speed Ne of the engine 22 using the selected map. Then, the dead time Td and the first-order lag time constant Tc are calculated by multiplying the set correction coefficient k by the dead time basic value Tdb and the first-order lag time constant basic value Tcb, respectively (step S250). A response delay process is performed so that the engine estimated torque Test is set as the target torque Te * with the delay time constant Tc to set the engine estimated torque Test (step S260), and the process ends. Here, in the embodiment, the correction coefficient k is obtained in advance as a relationship between the rotational speed Ne and the correction coefficient k and stored in the ROM 74 as an engine torque increase map and an engine torque decrease map, respectively. It was set by deriving the corresponding correction coefficient k from the map selected when Ne was given.

  FIG. 11 is an explanatory diagram for explaining how the engine estimated torque Test changes with time when the required torque Te * changes when the rotational speed Ne of the engine 22 is high or low. When the required torque Te * changes in the increasing direction, the engine torque increase map shown in FIG. 9 is selected. Therefore, as the correction coefficient k at this time, as shown in FIG. The value 1.0 is set when the rotation speed Ne is within a predetermined range from the predetermined rotation speed Ne1 to the predetermined rotation speed Ne2. When the rotation speed Ne is larger than the predetermined rotation speed Ne2, the larger the rotation speed Ne, the smaller the value 1.0. When the rotational speed Ne is smaller than the predetermined rotational speed Ne1, the smaller the rotational speed Ne, the larger the value 1.0 is set. Therefore, when the engine speed Ne is greater than the predetermined engine speed Ne2, the dead time Td and the first-order lag time constant Tc are set to values smaller than the dead time basic value Tdb and the first-order lag time constant basic value Tcb, respectively. Then, the engine 22 is assumed to have a response speed that is intentionally faster than usual, and the engine estimated torque Test is set (see FIG. 11A), and the rotational speed Ne of the engine 22 is smaller than the predetermined rotational speed Ne1. Since the dead time Td and the first-order lag time constant Tc are sometimes set larger than the dead time basic value Tdb and the first-order lag time constant basic value Tcb, respectively, the engine 22 is regarded as a response speed that is intentionally slower than usual. The engine estimated torque Test is set (see FIG. 11C). On the other hand, when the required torque Te * changes in the decreasing direction, the map for engine torque reduction shown in FIG. 10 is selected. Therefore, as the correction coefficient k at this time, as shown in FIG. The value 1.0 is set when Ne is within a predetermined range from the predetermined rotational speed Ne1 to the predetermined rotational speed Ne2, and when the rotational speed Ne is larger than the predetermined rotational speed Ne2, the larger the rotational speed Ne, the larger the value 1.0. Also, when the rotational speed Ne is smaller than the predetermined rotational speed Ne1, the smaller the rotational speed Ne, the smaller the value 1.0 is set. Therefore, when the engine speed Ne is greater than the predetermined engine speed Ne2, the dead time Td and the first-order lag time constant Tc are set to be larger than the dead time basic value Tdb and the first-order lag time constant basic value Tcb, respectively. Then, the engine 22 is assumed to have a response speed that is intentionally slower than usual, and the engine estimated torque Test is set (see FIG. 11B), and the rotational speed Ne of the engine 22 is smaller than the predetermined rotational speed Ne1. Since the dead time Td and the first-order lag time constant Tc are sometimes set as values smaller than the dead time basic value Tdb and the first-order lag time constant basic value Tcb, respectively, the engine 22 is regarded as an intentionally faster response speed than usual. The engine estimated torque Test is set (see FIG. 11D). As described above, the torque command Tm1 * of the motor MG1 is the torque (= Test · ρ /) transmitted from the engine 22 to the sun gear 31 based on the estimated engine torque Test in the feedforward term of the above-described equation (2). (1 + ρ)) is set to cancel. Therefore, if the dead time Td and the first-order lag time constant Tc are set to the dead time basic value Tdb and the first-order lag time constant basic value Tcb, the response of the engine 22 can be improved when the engine speed Ne is high. Due to the variation, there is a case where the engine 22 overshoots due to a shortage of torque in the direction in which the rotational speed Ne of the engine 22 is lowered transiently with respect to a change in the torque output from the engine 22 and the engine 22 over-rotates. Also, when the rotational speed Ne of the engine 22 is in a low rotational state, the rotational speed Ne of the engine 22 is transiently increased with respect to a change in torque output from the engine 22 due to variations in the response of the engine 22. There is a case where the torque of the engine 22 becomes insufficient and the engine 22 undershoots, and the rotation of the engine 22 becomes unstable or stalls. It is the engine 22 that corrects the dead time basic value Tdb and the primary delay time constant basic value Tcb by setting the correction coefficient k using the engine torque increasing map in FIG. 9 and the engine torque decreasing map in FIG. This is to prevent the engine 22 from over-rotating, the engine 22 from becoming unstable or stalling even when the responsiveness variation occurs.

  According to the hybrid vehicle 20 of the embodiment described above, when the engine speed Ne is within a predetermined range (a range of the predetermined engine speed Ne1 to Ne2), the estimated engine torque is determined by a normal response speed that is experimentally determined in advance. The engine MG1 is controlled such that the engine 22 is operated at the target rotational speed Ne * using the set engine estimated torque Test, and when the rotational speed Ne of the engine 22 is out of a predetermined range, the required torque of the engine 22 is set. Based on the direction of change of Te * and the rotational speed Ne of the engine 22, an engine estimated torque Test is set, and the motor MG1 is operated so that the engine 22 is operated at the target rotational speed Ne * using the set engine estimated torque Test. Because of the control, even if there is a variation in the responsiveness of the engine 22, The engine 22 is prevented from overshooting by suppressing the engine 22 overspeed, or the engine 22 engine speed is undershooting and the engine 22 engine speed becomes unstable or stalls. Can be suppressed. As a result, the engine 22 can be more reliably operated within the range of the appropriate rotational speed. Of course, the required torque Tr * can be output to the ring gear shaft 32a as the drive shaft.

  In the hybrid vehicle 20 of the embodiment, when the rotational speed Ne of the engine 22 is greater than the predetermined rotational speed Ne2, the required torque Tr * changes in the increasing direction, and the rotational speed Ne of the engine 22 is smaller than the predetermined rotational speed Ne1. When the required torque Tr * changes in the increasing direction, the required torque Tr * changes in the decreasing direction when the rotational speed Ne of the engine 22 is greater than the predetermined rotational speed Ne2, and the rotational speed Ne of the engine 22 is predetermined. When the required torque Tr * changes in a decreasing direction when the rotational speed Ne1 is smaller, the correction coefficient k is set to a value different from 1.0 (intentionally than the normal engine 22). However, the correction coefficient k may be 1.0 (normal response speed) for some of the four states. There.

  In the hybrid vehicle 20 of the embodiment, the dead time Td of the engine 22 and the first-order lag time constant Tc are set based on the rotational speed Ne of the engine 22 detected by the rotational speed sensor. In step S130 of FIG. The rotation speed of the engine 22 may be estimated based on the set target rotation speed Ne * of the engine 22, and the dead time Td and the first-order lag time constant Tc may be set based on the estimated rotation speed.

  In the hybrid vehicle 20 of the embodiment, the dead time Td and the primary delay time constant Tc are set using the same correction coefficient k for the dead time basic value Tdb and the primary delay time constant basic value Tcb. Different correction coefficients may be used.

  In the hybrid vehicle 20 of the embodiment, as exemplified in the map for increasing engine torque in FIG. 9, the correction coefficient k is increased as the rotational speed Ne is smaller when the rotational speed Ne of the engine 22 is smaller than the predetermined rotational speed Ne1. When the engine speed Ne is greater than the predetermined engine speed Ne2, the engine speed Ne is set to decrease as the engine speed Ne increases. However, the engine speed Ne is greater than the engine speed Ne1. Is set to a predetermined value (for example, a value of 1.2) greater than 1.0, and when the rotational speed Ne of the engine 22 is greater than the predetermined rotational speed Ne2, a predetermined value (for example, less than 1.0) is set. , Value 0.8) may be set. Similarly, in the hybrid vehicle 20 of the embodiment, as exemplified in the map for engine torque reduction in FIG. 10, when the engine speed Ne of the engine 22 is smaller than the predetermined engine speed Ne1, the engine speed Ne is The smaller the engine speed, the smaller the engine speed Ne is set. When the engine speed Ne is larger than the predetermined engine speed Ne2, the larger the engine speed Ne, the greater the engine speed Ne is set. When the engine speed is smaller than the number Ne1, a predetermined value smaller than 1.0 (for example, a value of 0.8) is set. When the engine speed Ne is greater than the predetermined engine speed Ne2, a predetermined value greater than 1.0 is set. A value (for example, value 1.2) may be set.

  In the hybrid vehicle 20 of the embodiment, the response delay process is performed to set the target torque Te * with the dead time Td and the first-order lag time constant Tc, and the engine estimated torque Test is set. Any other known response delay processing may be used.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 12) different from the axle to which the ring gear shaft 32a is connected (the axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  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.

  The present invention is applicable to the automobile industry.

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. 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. It is explanatory drawing which shows a mode that an example of an operation line and the setting of target rotational speed Ne * and target torque Te * are set. 4 is an explanatory diagram showing a dynamic relationship between the rotational 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 engine estimated torque setting process. It is a map which shows an example of the relationship between rotation speed Ne and dead time basic value Tdb. It is a map which shows an example of the relationship between rotation speed Ne and primary delay time constant basic value Tcb. It is explanatory drawing which shows an example of the map for engine torque increase. It is explanatory drawing which shows an example of the map for engine torque reduction | decrease times. It is explanatory drawing explaining the mode change state of the engine estimated torque Teest when the rotation speed Ne of the engine 22 is high or low and the required torque Te * is changed. 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 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line , 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 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 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, 230 pair-rotor motor, 232 an inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (17)

A power output device capable of outputting power to a drive shaft directly or indirectly using power from an internal combustion engine,
A rotational speed adjusting means capable of adjusting the rotational speed of the internal combustion engine by inputting and outputting power to the output shaft of the internal combustion engine with input and output of electric power;
A rotational speed detection estimating means for detecting or estimating the rotational speed of the internal combustion engine;
When the target driving force and target rotational speed of the internal combustion engine are set, when the detected or estimated rotational speed of the internal combustion engine is within a predetermined range, the response speed of the normal internal combustion engine is set and the set response An estimated driving force output from the internal combustion engine when the internal combustion engine is operated with the set target driving force at a speed is set, and the detected or estimated rotational speed of the internal combustion engine is out of the predetermined range. A response speed different from the response speed of the normal internal combustion engine is set, and an estimated drive force output from the internal combustion engine when the internal combustion engine is operated with the set target drive force with the set response speed. The internal combustion engine is controlled so that the internal combustion engine is operated with the set target driving force, and the set target speed is set based on the set estimated driving force. Number power output apparatus and a control means for controlling the rotational speed adjusting means such that the internal combustion engine is operated.   The control means controls the rotational speed adjusting means so that the driving force is input / output in a direction to cancel the driving force acting on the rotational speed adjusting means side from the internal combustion engine based on the set estimated driving force. The power output apparatus according to claim 1, which is means.   When the detected or estimated rotational speed of the internal combustion engine is out of the predetermined range, the control means is configured to perform the normal internal combustion engine based on the set direction of change of the target driving force and the rotational speed of the internal combustion engine. The power output apparatus according to claim 1 or 2, which is a means for setting a response speed different from the response speed of the engine.   The control means is configured such that when the set target driving force changes in an increasing direction as a response speed different from the response speed of the normal internal combustion engine, the detected or estimated rotation speed of the internal combustion engine is the predetermined speed. 4. The power output apparatus according to claim 3, wherein said power output device is means for setting a response speed faster than normal when exceeding the range.   The control means is configured such that when the set target driving force changes in an increasing direction as a response speed different from the response speed of the normal internal combustion engine, the detected or estimated rotation speed of the internal combustion engine is the predetermined speed. 4. The power output apparatus according to claim 3, wherein the power output apparatus is a means for setting a response speed that tends to increase as the rotational speed increases when exceeding the range.   The control means is when the set target driving force changes in a decreasing direction as a response speed different from the response speed of the normal internal combustion engine, and the detected or estimated rotation speed of the internal combustion engine is the predetermined speed. The power output apparatus according to any one of claims 3 to 5, which is means for setting a response speed slower than usual when exceeding the range.   The control means is when the set target driving force changes in a decreasing direction as a response speed different from the response speed of the normal internal combustion engine, and the detected or estimated rotation speed of the internal combustion engine is the predetermined speed. The power output apparatus according to any one of claims 3 to 5, which is a means for setting a response speed that tends to be slower as the rotational speed is higher than the range.   The control means is when the set target driving force changes in a decreasing direction as a response speed different from the response speed of the normal internal combustion engine, and the detected or estimated rotation speed of the internal combustion engine is the predetermined speed. The power output apparatus according to any one of claims 3 to 7, which is means for setting a response speed faster than usual when the value falls below the range.   The control means is when the set target driving force changes in a decreasing direction as a response speed different from the response speed of the normal internal combustion engine, and the detected or estimated rotation speed of the internal combustion engine is the predetermined speed. The power output apparatus according to any one of claims 3 to 7, which is means for setting a response speed that tends to increase as the rotational speed decreases when the rotational speed is lower than the range.   The control means is configured such that when the set target driving force changes in an increasing direction as a response speed different from the response speed of the normal internal combustion engine, the detected or estimated rotation speed of the internal combustion engine is the predetermined speed. The power output apparatus according to any one of claims 3 to 9, which is means for setting a response speed slower than usual when the value falls below the range.   The control means is configured such that when the set target driving force changes in an increasing direction as a response speed different from the response speed of the normal internal combustion engine, the detected or estimated rotation speed of the internal combustion engine is the predetermined speed. The power output apparatus according to any one of claims 3 to 9, which is a means for setting a response speed that tends to be slower as the rotational speed is lower when the speed is below the range.   The rotation speed adjusting means is connected to the output shaft of the internal combustion engine and the drive shaft, and is an electric power power input 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. The power output apparatus according to any one of claims 1 to 11, which is an output means. A power output device according to claim 12,
An electric motor capable of inputting and outputting power to the drive shaft;
The control means is means for drivingly controlling the internal combustion engine, the power power input / output means, and the electric motor so that a required driving force required for the drive shaft is output to the drive shaft.   The power power input / output means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and power based on power input / output to any two of the three shafts. The power output apparatus according to claim 12 or 13, comprising: a three-axis power input / output means for inputting / outputting power to / from the remaining one shaft; and a generator for inputting / outputting power to / from the third rotating shaft.   The power drive input / output means has 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 first rotor 14. The power output according to claim 12, wherein the power output is a counter-rotor motor that outputs 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 two rotors. apparatus.   An automobile on which the power output apparatus according to claim 1 is mounted and the drive shaft is connected to an axle. An internal combustion engine, and rotation speed adjusting means capable of adjusting the rotation speed of the internal combustion engine by inputting and outputting power to the output shaft of the internal combustion engine with input and output of electric power. A method for controlling a power output device capable of outputting power to a drive shaft directly or indirectly,
(A) detecting or estimating the rotational speed of the internal combustion engine;
(B) When the target driving force of the internal combustion engine is set, when the detected or estimated rotational speed of the internal combustion engine is within a predetermined range, a response speed of the normal internal combustion engine is set and the set response speed is set. An estimated driving force output from the internal combustion engine when the internal combustion engine is operated with the set target driving force is set, and when the detected or estimated rotational speed of the internal combustion engine is out of the predetermined range, the normal driving force is set. A response speed different from the response speed of the internal combustion engine is set, and an estimated driving force output from the internal combustion engine is set when the internal combustion engine is operated with the set target driving force with the set response speed. ,
(C) The internal combustion engine is controlled so that the internal combustion engine is operated with the set target driving force, and the internal combustion engine is operated with the set target rotational speed based on the set estimated driving force. A method for controlling the power output device for controlling the rotation speed adjusting means.

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