JP2006187168A - Power output device, automobile mounting it and control method of power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress vibration incident to torque variation of an engine and to prevent excessive torque from being output to the drive shaft. <P>SOLUTION: Additional torque Ta3 of a motor fixed to a crankshaft is set such that torque variation ΔT of an engine is smoothed in the vicinity of the maximum value ΔTmax (S108), regulation torque Ta1 of a motor connected with a planetary gear is set to collect power outputted excessively by outputting the additional torque Ta3 as electric power (S112), and the torque command Tm2* of a motor fixed to the drive shaft is set within the range of I/O limits Win and Wout of a battery so that the request torque Tr* is output finally to the drive shaft (S116-S120). Consequently, vibration incident to torque variation ΔT of the engine is suppressed and request torque of an operator can be output to a ring gear shaft. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a power output apparatus, an automobile equipped with the power output apparatus, and a method for controlling the power output apparatus.

Conventionally, as this type of power output apparatus, an apparatus that is mounted on a hybrid vehicle and outputs power from an engine and a motor connected to the crankshaft to a drive shaft via a transmission has been proposed (for example, , See Patent Document 1). In this device, in order to suppress vibrations caused by torque fluctuations based on the combustion cycle of the engine, a torque maintained at a negative value is output from the motor when the output is low, such as during idling operation, and positive during acceleration operation. Torque maintained at this value is output from the motor to suppress engine torque fluctuations.
Japanese Patent Laid-Open No. 2002-364407

  However, in the power output device described above, there are cases where the torque actually output is larger or smaller than the torque required from the driver's accelerator operation or the like. For example, when torque that is maintained at a negative value is output from a motor and torque fluctuation is suppressed, torque for suppressing torque fluctuation is subtracted from torque required from an accelerator operation or the like, and output. When torque fluctuation is suppressed by torque maintained at a positive value, torque for suppressing engine torque fluctuation is output in addition to torque required from an accelerator operation or the like.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a power output apparatus, a vehicle equipped with the power output apparatus, and a control method for the power output apparatus that suppress vibrations caused by engine torque fluctuations and prevent excessive torque from being output to a drive shaft. .

  In order to achieve the above object, the power output apparatus of the present invention, the automobile on which the power output apparatus is mounted, and the control method of the power output apparatus employ the following means.

The first power output device of the present invention comprises:
A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to the drive shaft;
An electric motor capable of outputting torque to the output shaft of the internal combustion engine;
Torque pulsation suppression control means for controlling the electric motor to suppress vibration associated with the torque pulsation by outputting positive pulsation torque to the output shaft in conjunction with torque pulsation of the output shaft of the internal combustion engine;
Power absorbing means for absorbing at least part of excess power acting on the drive shaft in accordance with control by the torque pulsation suppression control means;
It is a summary to provide.

  In the first power output device of the present invention, vibration accompanying torque pulsation is generated by outputting positive pulsation torque to the output shaft in conjunction with torque pulsation of the output shaft of the internal combustion engine capable of outputting power to the drive shaft. An electric motor capable of outputting torque to the output shaft of the internal combustion engine is controlled so as to suppress this, and at least a part of excessive power acting on the drive shaft is absorbed by the power absorbing means in accordance with this control. Thereby, it is possible to suppress the vibration generated by the torque pulsation of the internal combustion engine by outputting a positive pulsating torque from the electric motor, and to reduce excessive power output to the drive shaft by the power absorbing means. Here, various things, such as a generator and a damper, can be considered as a power absorption means.

  In such a first power output apparatus of the present invention, the torque pulsation suppression control means is means for controlling the electric motor so that the torque pulsation is smoothed by a torque near the maximum torque on the positive side of the torque pulsation. The torque pulsation suppression control means may be means for controlling the electric motor so that the frequency of the torque pulsation is increased. In any case, vibrations generated by torque pulsation of the internal combustion engine can be suppressed.

  Furthermore, the first power output apparatus of the present invention further comprises a rotation speed detection means for detecting the rotation speed of the output shaft of the internal combustion engine, and the torque pulsation suppression control means has the detected rotation speed of the internal combustion engine. It may be a means for controlling the electric motor so as to output the pulsating torque with a tendency to become smaller as the rotational speed becomes higher than the idle speed. In this way, the torque output to reduce the vibration is reduced in the high rotation operation region where the adverse effect of the vibration generated by the torque pulsation of the internal combustion engine, for example, the resonance of other equipment becomes relatively small. Can do.

  Alternatively, in the first power output device of the present invention, the power absorbing means includes a generator capable of generating electric power using the power of the output shaft or the drive shaft of the internal combustion engine and excessive power acting on the drive shaft. And a power generation control means for controlling the power generator so that electric power based on at least a part of the power is generated. In this way, at least a part of the power based on the torque output so as to suppress the vibration generated by the torque pulsation of the internal combustion engine can be recovered as electric power. In this case, the output shaft of the internal combustion engine, the drive shaft, and the rotation shaft of the generator are connected to the three shafts, and the remaining shafts are based on the power input to and output from any two of the three shafts. A three-axis power input / output means for inputting / outputting power may be provided.

  In the first power output device of the present invention having a generator, a power generation control means, and a three-axis power input / output means, a power output means capable of outputting power to the drive shaft using electric power, and the drive Demand power setting means for setting demand power to be output to the shaft, wherein the power generation control means is configured to output the power based on the set demand power to the drive shaft and the power output means. And means for controlling the generator. In this way, it is possible to suppress the vibration generated by the torque pulsation of the internal combustion engine and output power based on the required power to the drive shaft.

The second power output device of the present invention is:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power;
An electric motor capable of inputting and outputting power to an output shaft of the internal combustion engine;
Of the electric power input / output means and the electric motor so as to suppress the vibration associated with the torque pulsation by outputting a positive pulsating torque to the output shaft in conjunction with the torque pulsation of the output shaft of the internal combustion engine. Control means for controlling one of the electric power input / output means and the electric motor so as to reduce excessive power acting on the drive shaft in accordance with suppression of vibration associated with torque pulsation while controlling one;
It is a summary to provide.

  In the second power output apparatus of the present invention, the internal combustion engine is configured to suppress the vibration accompanying the torque pulsation by outputting a positive pulsation torque to the output shaft in conjunction with the torque pulsation of the output shaft of the internal combustion engine. Power input / output means connected to the output shaft and drive shaft of the engine and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power, and power to the output shaft of the internal combustion engine Control one of the electric motors that can output and control the other of the electric power input / output means and the electric motor so that excessive power acting on the drive shaft is reduced in accordance with the suppression of vibration caused by the torque pulsation. . As a result, a positive pulsation torque is output from one of the electric power drive input / output means and the electric motor to suppress vibration generated by the torque pulsation of the internal combustion engine and to reduce excessive power output to the drive shaft by the other. it can.

  In such a second power output apparatus of the present invention, drive shaft power input / output means capable of inputting / outputting power to / from the drive shaft, and required power setting means for setting required power to be output to the drive shaft, And the control means controls the internal combustion engine, the power power input / output means, the drive shaft power input / output means, and the electric motor so that power based on the set required power is output to the drive shaft. It can also be a means. In this way, it is possible to suppress the vibration generated by the torque pulsation of the internal combustion engine and output power based on the required power to the drive shaft.

  The automobile of the present invention is the first or second power output device of the present invention according to any one of the above aspects, that is, basically a power output device that outputs power to the drive shaft, and the drive shaft An internal combustion engine capable of outputting power to the motor, an electric motor capable of outputting torque to the output shaft of the internal combustion engine, and outputting positive pulsating torque to the output shaft in conjunction with torque pulsation of the output shaft of the internal combustion engine Absorbs at least a part of the excessive motive force acting on the drive shaft in accordance with the control by the torque pulsation suppression control means, and the torque pulsation suppression control means for controlling the electric motor so as to suppress the vibration accompanying the torque pulsation. A first power output device comprising a power absorbing means, or a power output device for outputting power to a drive shaft, wherein the power and power are connected to the internal combustion engine, the output shaft of the internal combustion engine, and the drive shaft. With input and output Power power input / output means capable of outputting at least part of the power from the internal combustion engine to the drive shaft, an electric motor capable of inputting / outputting power to the output shaft of the internal combustion engine, and torque pulsation of the output shaft of the internal combustion engine In response to the output, a positive pulsating torque is output to the output shaft to control one of the electric power power input / output means and the electric motor so as to suppress vibration associated with the torque pulsation, and to the torque pulsation. A second power output device comprising: the power power input / output means and a control means for controlling the other of the electric motors so that excessive power acting on the drive shaft is reduced in accordance with suppression of vibrations involved. The gist is that the vehicle is mounted and the axle is connected to the drive shaft.

  Since the vehicle according to the present invention is equipped with the first or second power output device of the present invention according to any one of the aspects described above, the effect exhibited by the first or second power output device of the present invention, for example, an electric motor An effect of being able to output positive pulsating torque from the engine to suppress vibration generated by torque pulsation of the internal combustion engine and reduce excessive power output to the drive shaft by the power absorbing means; The positive pulsating torque is output from one of the electric motors to suppress the vibration generated by the torque pulsation of the internal combustion engine, and the same effect as the effect of reducing the excessive power output to the drive shaft by the other can be obtained. be able to.

A control method for a first power output device of the present invention uses an internal combustion engine capable of outputting power to a drive shaft, an electric motor capable of outputting torque to the output shaft of the internal combustion engine, and power acting on the drive shaft. A power output device comprising: a power generation means capable of generating power,
Controlling the electric motor to suppress vibrations associated with the torque pulsation by outputting positive pulsation torque to the output shaft in conjunction with torque pulsation of the output shaft of the internal combustion engine;
The gist of the invention is to control the power generation means so as to generate power using at least a part of the excessive power acting on the drive shaft in accordance with the control for suppressing the vibration accompanying the torque pulsation.

  In the control method of the first power output apparatus of the present invention, torque pulsation is generated by outputting positive pulsation torque to the output shaft in conjunction with torque pulsation of the output shaft of the internal combustion engine capable of outputting power to the drive shaft. The motor that can output torque to the output shaft of the internal combustion engine is controlled so as to suppress the vibration caused by the engine, and the drive shaft acts to generate power using at least a part of the excessive power that acts on the drive shaft in accordance with this control. The power generation means capable of generating power using the power to be controlled is controlled. As a result, a positive pulsating torque is output from the electric motor to suppress vibrations generated by the torque pulsation of the internal combustion engine, and excessive power output to the drive shaft is reduced by collecting excessive power as electric power by the power generation means. be able to.

A second power output apparatus control method according to the present invention includes an internal combustion engine and at least a part of the power from the internal combustion engine connected to an output shaft and a drive shaft of the internal combustion engine with input and output of electric power and power. A power output input / output means capable of outputting the power to the drive shaft, and an electric motor capable of inputting / outputting power to the output shaft of the internal combustion engine,
Of the electric power input / output means and the electric motor so as to suppress the vibration associated with the torque pulsation by outputting a positive pulsating torque to the output shaft in conjunction with the torque pulsation of the output shaft of the internal combustion engine. The gist is to control one of the electric power input / output means and the electric motor so that excessive power acting on the drive shaft is reduced as a result of controlling one side and suppressing vibration associated with torque pulsation. To do.

In the control method for the second power output device of the present invention, the vibration accompanying the torque pulsation is suppressed by outputting the positive pulsating torque to the output shaft in conjunction with the torque pulsation of the output shaft of the internal combustion engine. An electric power input / output means connected to the output shaft and the drive shaft of the internal combustion engine and capable of outputting at least a part of the power from the internal combustion engine to the drive shaft with input and output of electric power and power, and an output shaft of the internal combustion engine The other of the electric power input / output means and the electric motor is controlled so as to control one of the electric motors capable of inputting / outputting the power and to reduce excessive power acting on the drive shaft in accordance with the suppression of the vibration accompanying the torque pulsation. To control. As a result, a positive pulsation torque is output from one of the electric power drive input / output means and the electric motor to suppress vibration generated by the torque pulsation of the internal combustion engine and to reduce excessive power output to the drive shaft by the other. it can.

  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 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, A motor MG3 connected to the crankshaft 26 and an electronic control unit 70 for controlling the entire vehicle are provided.

  The engine 22 is an internal combustion engine that can output power from a hydrocarbon-based fuel such as gasoline or light oil. The engine 22 is an engine electronic control unit (hereinafter referred to as “engine control unit”) that inputs signals from various sensors that detect the operating state of the engine 22 such as a crank angle CA from a crank angle sensor 23 that detects the rotation angle of the crankshaft 26 of the engine 22. The engine ECU 24) receives operation control such as fuel injection control, ignition control, and intake air amount adjustment control. 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 39a and 39b of the vehicle through the gear mechanism 37 and the differential gear 38.

  The motor MG1, the motor MG2, and the motor MG3 are all configured as well-known synchronous generator motors that can be driven as generators and can be driven as electric motors, and are connected to the battery 50 and electric power via inverters 41, 42, and 43. Communicate. The motors MG1, MG2, and MG3 are all driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1, MG2, MG3 such as the rotational positions of the rotors of the motors MG1, MG2, MG3 detected by the rotational speed sensors 44, 45, 46. The motor ECU 40 outputs switching control signals to the inverters 41, 42, and 43. The motor ECU 40 communicates with the electronic control unit 70, controls the driving of the motors MG1, MG2, and MG3 by the control signal from the electronic control unit 70, and communicates data regarding the operating state of the motors MG1 and MG2 as necessary. Output to the 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 the 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 electronic control unit 70 is configured as a microprocessor centered on the CPU 72. 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 a communication port (not shown), Is provided. The electronic control unit 70 includes 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 pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator opening Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects 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 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 these.

  Next, the operation when the hybrid vehicle 20 of the embodiment configured in this way suppresses the torque fluctuation of the engine 22 will be described. FIG. 2 is a flowchart showing an example of a torque fluctuation suppression routine executed by the electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, several milliseconds) while the engine 22 is operating.

  When the torque fluctuation suppression routine is executed, the CPU 72 of the electronic control unit 70 reads the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the crank angle CA and the rotational speed Ne of the engine 22, the engine. A process of inputting data necessary for control, such as a maximum value ΔTmax of 22 torque fluctuations, motor rotation speeds Nm1, Nm2, Nm3, charge / discharge request amount Pb * of battery 50, input / output limits Win, Wout of battery 50, is executed. (Step S100). Here, the crank angle CA detected by the crank angle sensor 23 is input from the engine ECU 24 via communication, and the rotation speed Ne is calculated based on the crank angle CA and input from the engine ECU 24 via communication. To do. The maximum value ΔTmax of the torque fluctuation of the engine 22 is read from a value stored in advance in the ROM 74 as a value obtained through experiments or the like. The rotational speeds Nm1, Nm2, and Nm3 of the motors MG1, MG2 are calculated based on the rotational positions of the rotors of the motors MG1, MG2, MG3 detected by the rotational position detection sensors 44, 45, 46. Input from the ECU 40 by communication. As the charge / discharge request amount Pb * of the battery 50, a value set based on the remaining capacity (SOC) of the battery 50 is input from the battery ECU 52 by communication, and the input / output limits Win and Wout of the battery 50 are the battery 50 What is set based on the battery temperature Tb and the remaining capacity (SOC) of the battery 50 is input from the battery ECU 52 by communication.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b as the torque required for the vehicle based on the accelerator opening Acc and the vehicle speed V and the engine 22 is set to the required power Pe * (step S102). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Next, a target rotational speed Ne * and a target torque Te * of the engine 22 are set based on the set required power Pe * and an operation line for operating the engine 22 efficiently (step S104). 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 from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  When the target rotational speed Ne * and the target torque Te * are set, the torque fluctuation ΔT of the engine 22 is set based on the crank angle CA and the rotational speed Ne of the engine 22 (step S106). The manner of setting the torque fluctuation ΔT is shown in the upper part of FIG. As shown in the figure, the torque fluctuation ΔT can be obtained from the waveform (amplitude and period) of the torque fluctuation ΔT of the engine 22 estimated based on the rotational speed Ne and the crank angle CA. In the embodiment, the torque fluctuation ΔT is obtained in advance as a torque fluctuation setting map in the ROM 74 by obtaining the relationship among the crank angle CA, the rotational speed Ne, and the torque fluctuation ΔT, and the crank angle CA, the rotational speed Ne, and the like. Is set by deriving the corresponding torque fluctuation ΔT from the torque fluctuation setting map. When the torque fluctuation ΔT is set, the additional value Ta3 of the motor MG3 necessary for smoothing the set torque fluctuation ΔT in the vicinity of the maximum value, the maximum value ΔTmax of the torque fluctuation ΔT read in step S100 and the torque fluctuation ΔT. And the difference k is multiplied by a coefficient k set according to the rotational speed Ne of the engine 22 (step S108). Here, the coefficient k is a value for gradually reducing the additional torque as the engine speed Ne of the engine 22 increases and approaches the value 0, and the engine speed Ne is the engine speed Nei during idling. Sometimes the value 1 is set as the maximum value. The reason why the coefficient k is set in this way is that the frequency of the torque fluctuation ΔT increases as the rotational speed Ne of the engine 22 increases, and the adverse effect due to vibration generated by the torque fluctuation ΔT is reduced. Thereby, the vibration generated by the torque fluctuation ΔT can be effectively suppressed. In the embodiment, the relationship between the rotational speed Ne and the coefficient k is obtained in advance and stored in the ROM 74 as a coefficient setting map, and when the rotational speed Ne is given, the corresponding coefficient k is derived from the coefficient setting map. It was supposed to be set. An example of the coefficient setting map is shown in FIG. When the coefficient k is a value 1, that is, when the engine 22 is idling, the change of the additional torque Ta3 according to the torque fluctuation ΔT is shown in the lower part of FIG. As shown in the figure, the additional torque Ta3 changes between the value 0 and the maximum value ΔTmax so that the sum with the torque fluctuation ΔT becomes the maximum value ΔTmax. Here, the reason why the additional torque Ta3 is set so that the sum of the torque fluctuation ΔT and the maximum value ΔTmax, which is a positive value, is set. For example, if the additional torque Ta3 is set with the sign of the torque fluctuation ΔT reversed, and the total of the additional torque Ta3 and the torque fluctuation ΔT is set to a value of 0, the torque on the positive side or the negative side is caused by a control error. Is output as the sum of the additional torque Ta3 and the torque fluctuation ΔT. In this case, when the engine 22 is in an idling operation or in a low output operation state close to that, positive or negative torque is output to the crankshaft 26. In the embodiment, since the crankshaft 26 is connected to the carrier 34 of the power distribution and integration mechanism 30, when a positive or negative torque is output to the crankshaft 26, the gear coupling portion of the power distribution and integration mechanism 30 A rattling sound is generated. However, if the sum of the additional torque Ta3 and the torque fluctuation ΔT is maintained on the positive side, the torque fluctuation ΔT can be smoothed without causing such inconvenience.

  When the additional torque Ta3 is set, the target rotational speed Ne * of the engine 22 is set to the target rotational speed Nm3 * of the motor MG3, and the formula is based on the set target rotational speed Nm3 *, the current rotational speed Nm3, and the additional torque Ta3. The torque command Tm3 * of the motor MG3 is calculated from (1) (step S110). Expression (1) is obtained by adding the additional torque Ta3 to the relational expression in the feedback control for rotating the motor MG3 at the target rotation speed Nm3 *. In the expression (1), “k1” in the second term on the right side is The gain of the proportional term, and “k2” in the third term on the right side is the gain of the integral term.

  Tm3 * = previous Tm3 * + k1 (Nm3 * −Nm3) + k2∫ (Nm3 * −Nm3) dt + Ta3 (1)

  When the torque command Tm3 * is calculated, the product of the torque fluctuation ΔT, which is the average value of the additional torque Ta3, and the coefficient k is multiplied by the rotation speed Nm3 of the motor MG3 to calculate the extra power output by the output of the additional torque Ta3. At the same time, this is divided by the rotational speed Nm1 of the motor MG1 to calculate the adjustment torque Ta1 of the motor MG1 (step S112), and the calculated adjustment torque Ta1, the gear ratio ρ of the power distribution and integration mechanism 30 and the target torque of the engine 22 are calculated. The torque command Tm1 * of the motor MG1 is calculated by the equation (2) using Te * (step S114). As described above, the adjustment torque Ta1 is set so that the motor MG1 recovers the power corresponding to the power output from the motor MG3 to smooth the torque fluctuation ΔT of the engine 22 as electric power. Equation (2) is obtained by subtracting the adjustment torque Ta1 from the solution of the dynamic relational expression for the rotating elements of the power distribution and integration mechanism 30 with respect to the torque command Tm1 *. FIG. 7 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by multiplying the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Equation (2) can be easily derived by using this alignment chart. The two thick arrows on the S axis indicate the torque Tes applied to the sun gear 31 by the torque Te * of the engine 22 when the engine 22 is operated at the operation point of the target rotational speed Ne * and the target torque Te *, and the motor. The torque Tm1 * output from MG1 is shown. The two thick arrows on the R axis indicate the direct torque Tor that is the torque that the target torque Te * output from the engine 22 acts on the ring gear shaft 32a and the torque Tm2 * that is output from the motor MG2 is the reduction gear 35. And the torque acting on the ring gear shaft 32a via.

  Tm1 * = (-ρ / (1 + ρ)) x Te *-Ta1… (2)

  When the torque command Tm3 * of the motor MG3 and the torque command Tm1 * of the motor MG1 are obtained, the torque command Tm1 * of the motor MG1 is multiplied by the current rotational speed Nm1 of the motor MG1 from the input / output limits Win and Wout of the battery 50. The sum of the power consumption of the motor MG1 (generated power) and the power consumption of the motor MG3 (generated power) obtained by the same calculation is divided by the rotational speed Nm2 of the motor MG2 and output from the motor MG2. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be used are calculated by the following equations (3) and (4) (step S116), and the required torque Tr *, torque command Tm1 *, and power distribution integration mechanism 30 The temporary motor torque Tm2tmp as the torque to be output from the motor MG2 using the gear ratio ρ is calculated by the equation (5). (Step S118), the calculated torque limit Tmin, limits the tentative motor torque Tm2tmp by Tmax to set a torque command Tm2 * of the motor MG2 (step S120). By doing so, the torque command Tm2 * of the motor MG2 can be set within the range of the input / output limits Win and Wout of the battery 50. Equation (5) can be easily derived from the collinear diagram of FIG. 6 described above.

Tmin ＝ (Win− (Tm1 * ・ Nm1 + Tm3 * ・ Nm3)) / Nm2 (3)
Tmax ＝ (Wout− (Tm1 * ・ Nm1 + Tm3 * ・ Nm3)) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  When the target rotational speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 *, Tm2 * and Tm3 * of the motors MG1, MG2 and MG3 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are set. Transmits to the engine ECU 24 torque commands Tm1 *, Tm2 *, and Tm3 * of the motors MG1, MG2, and MG3, respectively, to the motor ECU 40 (step S120), and the running control routine ends. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control of the engine 22 so that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Control. The motor ECU 40 that has received the torque commands Tm1 *, Tm2 *, Tm3 * is an inverter that drives the motors MG1, MG2, MG3 so that torque corresponding to the torque commands Tm1 *, Tm2 *, Tm3 * is output. Switching control of the switching elements 41, 42 and 43 is performed.

  According to the power output apparatus of the embodiment described above, since the additional torque Ta3 of the motor MG3 is set so that the torque fluctuation ΔT of the engine 22 is smoothed around the maximum value ΔTmax, it is generated by the torque fluctuation ΔT of the engine 22. Vibration can be suppressed. Moreover, since the adjustment torque Ta1 of the motor MG1 is set so as to recover the power output excessively as a result of the output of the additional torque Ta3, the excessive power is not output to the ring gear shaft 32a. Further, since the sum of the additional torque Ta3 and the torque fluctuation ΔT is maintained at the positive torque, there is a problem such as rattling noise of the power distribution and integration mechanism 30 due to the positive and negative torque acting on the crankshaft 26. Does not occur. Of course, since the torque command Tm2 * of the motor MG2 is set so that the required torque Tr * is finally output to the ring gear shaft 32a as the drive shaft, the torque requested by the driver can be output to the ring gear shaft 32a. it can.

  In the hybrid vehicle 20 of the embodiment, the additional torque Ta3 of the motor MG3 is output so that the torque fluctuation ΔT of the engine 22 is smoothed in the vicinity of the maximum value ΔTmax. However, if the vibration due to the torque fluctuation ΔT can be suppressed. For example, any waveform of the additional torque Ta3 may be output. For example, the additional torque Ta3 having a waveform that increases the frequency of the torque fluctuation ΔT as illustrated in FIG. 8 may be output.

  In the hybrid vehicle 20 of the embodiment, the additional torque Ta3 of the motor MG3 is obtained by multiplying the difference between the maximum value ΔTmax of the torque fluctuation ΔT and the torque fluctuation ΔT by a coefficient k that is set according to the rotational speed Ne of the engine 22. However, the additional torque Ta3 may be calculated without using the coefficient k. In addition, the coefficient k is set with the maximum value as the value 1, but the maximum value of the coefficient k is not limited to the value 1, and the maximum value may be set as a value slightly larger than the value 1 and slightly smaller. It may be set as a value.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. To be connected to an axle (an axle connected to wheels 39c and 39d in FIG. 14) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected). It is good.

  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 39a and 39b 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 39a and 39b. 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.

  In the hybrid vehicle 20 according to the embodiment, the motor MG3 is disposed on the opposite side to the motor MG1 and the motor MG2 when viewed from the engine 22, but the motor MG1, the motor MG2, and the motor MG3 are disposed on the same side as viewed from the engine 22. It may be arranged.

  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 and the like.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a flowchart which shows an example of the torque fluctuation suppression routine performed by the electronic control unit 70 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 the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. It is explanatory drawing which shows the change of additional torque Ta3 with the change of torque fluctuation (DELTA) T. It is explanatory drawing which shows an example of the map for a coefficient setting. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30. It is explanatory drawing which shows the other example of the change of additional torque Ta3 with the change of torque fluctuation (DELTA) T. 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, 23 crankshaft sensor, 24 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, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 motor ECU, 41, 42, 43 inverter, 44, 45, 46 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery ECU, 54 power line, 70 electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 a Cell pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, 230 pair-rotor motor, 232 interrotor, 234 outer rotor, MG1, MG2, MG3 motor.

Claims (12)

A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to the drive shaft;
An electric motor capable of outputting torque to the output shaft of the internal combustion engine;
Torque pulsation suppression control means for controlling the electric motor to suppress vibration associated with the torque pulsation by outputting positive pulsation torque to the output shaft in conjunction with torque pulsation of the output shaft of the internal combustion engine;
Power absorbing means for absorbing at least part of excess power acting on the drive shaft in accordance with control by the torque pulsation suppression control means;
A power output device comprising:   2. The power output apparatus according to claim 1, wherein the torque pulsation suppression control means is means for controlling the electric motor so that the torque pulsation is smoothed by a torque in the vicinity of the maximum torque on the positive side of the torque pulsation.   2. The power output apparatus according to claim 1, wherein the torque pulsation suppression control means is means for controlling the electric motor so that a frequency of the torque pulsation is increased. The power output device according to any one of claims 1 to 3,
A rotation speed detecting means for detecting the rotation speed of the output shaft of the internal combustion engine;
The torque pulsation suppression control means is a means for controlling the electric motor so as to output the pulsating torque in such a manner that the detected rotational speed becomes smaller as the rotational speed of the internal combustion engine becomes higher than the idle rotational speed.   The power absorbing means is configured to generate electric power based on at least a part of an excessive power that acts on a generator capable of generating power using the output shaft of the internal combustion engine or the power of the drive shaft and the drive shaft. The power output device according to any one of claims 1 to 4, wherein the power output device comprises a power generation control means for controlling the generator.   Connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft of the generator, and power is applied to the remaining shaft based on the power input / output to / from any two of the three shafts. 6. The power output apparatus according to claim 5, further comprising a three-axis power input / output means for outputting. The power output device according to claim 6,
Power output means capable of outputting power to the drive shaft using electric power;
Required power setting means for setting required power to be output to the drive shaft;
With
The power generation control means is a means for controlling the internal combustion engine, the power output means, and the generator so that power based on the set required power is output to the drive shaft. A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power;
An electric motor capable of inputting and outputting power to an output shaft of the internal combustion engine;
Of the electric power input / output means and the electric motor so as to suppress the vibration associated with the torque pulsation by outputting a positive pulsating torque to the output shaft in conjunction with the torque pulsation of the output shaft of the internal combustion engine. Control means for controlling one of the electric power input / output means and the electric motor so as to reduce excessive power acting on the drive shaft in accordance with suppression of vibration associated with torque pulsation while controlling one;
A power output device comprising: The power output apparatus according to claim 8, wherein
Drive shaft power input / output means capable of inputting and outputting power to the drive shaft;
Required power setting means for setting required power to be output to the drive shaft;
With
The control means controls the internal combustion engine, the power power input / output means, the drive shaft power input / output means, and the electric motor so that power based on the set required power is output to the drive shaft. Is a power output device.   An automobile comprising the power output device according to any one of claims 1 to 9 and an axle connected to the drive shaft. An internal combustion engine capable of outputting power to a drive shaft, an electric motor capable of outputting torque to the output shaft of the internal combustion engine, and power generation means capable of generating electric power using power acting on the drive shaft, A control method,
Controlling the electric motor to suppress vibration associated with the torque pulsation by outputting positive pulsation torque to the output shaft in conjunction with torque pulsation of the output shaft of the internal combustion engine;
A control method for a power output device, wherein the power generation means is controlled to generate power using at least a part of excess power acting on the drive shaft in accordance with control for suppressing vibration associated with the torque pulsation. An internal combustion engine, and 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 with input and output of power and power An electric motor capable of inputting / outputting power to / from the output shaft of the internal combustion engine, and a control method of a power output device comprising:
Of the electric power input / output means and the electric motor so as to suppress the vibration accompanying the torque pulsation by outputting a positive pulsating torque to the output shaft in conjunction with the torque pulsation of the output shaft of the internal combustion engine. A power output device that controls one of the electric power input / output means and the electric motor so that excessive power acting on the drive shaft is reduced in accordance with suppression of vibrations associated with torque pulsation. Control method.

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