JP2006193115A - Power output unit, automobile equipped with the same, drive unit, and controlling method for power output unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress an input of excessive power to a battery. <P>SOLUTION: In an automobile, a drive shaft connected to an engine, a motor MG 1 and a vehicle shaft is connected to a planet gear mechanism, the drive shaft is connected to a motor MG 2 via a transmission, and a battery is prepared to exchange power with the motors MG 1 and MG 2. When upshifting is requested (S120), request power Pe* is corrected in a reducing direction (S130) and the engine and the motors MG 1, MG 2 are controlled by the use of the corrected request power Pe* (S160-S230). Consequently, torque directly transmitted from the engine to the drive shaft is reduced and torque outputted from the motor MG 2 is increased. Thus, the input of the excessive power to the battery is suppressed even if the torque outputted from the motor MG 2 is temporarily reduced in order to cancel inertia torque in upshifting. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a power output device, an automobile on which the power output device is mounted, a driving device, and a control method for the power output device.

Conventionally, as this type of power output apparatus, an engine, a first motor / generator, and a drive shaft are connected to a planetary gear mechanism, and a second motor / generator is connected to the drive shaft via a transmission. A device including a battery capable of exchanging electric power with the generator and the second motor generator has been proposed (for example, see Patent Document 1). In this device, when changing the gear position of the transmission, the torque output from the first motor / generator is corrected to suppress a drop in the torque output to the drive shaft.
Japanese Patent Laid-Open No. 2004-203220

  In such a power output device, as an example of a method for upshifting the transmission, in order to cancel an inertia torque caused by a sudden change in the rotation speed of the second motor / generator, the torque output from the second motor / generator is temporarily set. There is a method in which the torque is increased and then increased toward the changed torque. In this method, the inertia torque can be canceled, but when the torque output from the second motor / generator is once reduced, the power consumption by the second motor / generator is reduced, so that excessive power is input to the battery. May end up.

  The power output device of the present invention, the automobile on which the power output device is mounted, the driving device, and the control method of the power output device are one of the objects for suppressing excessive power from being input to the power storage device. The power output device of the present invention, the automobile on which the power output device is mounted, the drive device, and the control method of the power output device are intended to output a drive force based on the required drive force to the drive shaft.

  In order to achieve at least a part of the above object, the power output apparatus of the present invention, the automobile on which the power output apparatus is mounted, the driving 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 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 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 that can input and output power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a change in gear ratio;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Required driving force setting means for setting required driving force to be output to the driving shaft;
When changing the speed ratio of the speed change transmission means so that the number of revolutions of the electric motor is reduced, a driving force based on the set required driving force is output to the drive shaft and the speed ratio of the speed change transmission means. The internal combustion engine, the power drive input / output unit, and the electric motor are controlled so that the power input to the power storage unit tends to be smaller than immediately before the change is made, and the transmission ratio of the transmission transmission unit is changed. A shift control means for controlling the shift transmission means,
It is a summary to provide.

  In the power output apparatus according to the present invention, when changing the speed ratio of the speed change transmission means so that the rotational speed of the electric motor is reduced, a driving force based on the required driving force to be output to the drive shaft is output to the drive shaft. At the same time, the internal combustion engine, the power input / output means and the motor are controlled and the speed ratio of the speed change transmission means is changed so that the power input to the power storage means becomes smaller than immediately before the speed change ratio of the speed change transmission means is changed. The shift transmission means is controlled so as to be performed. Thereby, even when the torque output from the electric motor is once reduced when changing the speed ratio of the speed change transmission means, it is possible to prevent excessive electric power from being input to the power storage means. Of course, the driving force based on the required driving force can be output to the drive shaft.

  In such a power output apparatus of the present invention, the shift time control means controls the electric power generated by the power drive input / output means to be smaller than immediately before changing the speed ratio of the shift transmission means. It can also be assumed. The power output device of the present invention further comprises target power setting means for setting target power to be output from the internal combustion engine based on the set required driving force, and the shift time control means is the shift transmission means. And means for correcting the target power so that the set target power tends to be smaller than immediately before changing the gear ratio, and controlling the corrected target power to be output from the internal combustion engine. You can also In these cases, the shift time control means may be means for controlling the driving force output from the electric motor to be greater than immediately before changing the gear ratio of the shift transmission means. .

  In the power output apparatus of the present invention, the power power input / output means is connected to three axes of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and any two of the three shafts are connected. It may be a means provided with a three-shaft power input / output means for inputting / outputting power to the remaining shaft based on the input / output power and a generator for inputting / outputting power to / from the third shaft. The power drive input / output means 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 A counter-rotor motor that rotates by relative rotation with the second rotor may also be used.

  The automobile of the present invention is a power output apparatus of the present invention according to any one of the above-described aspects, that is, a power output apparatus that basically outputs power to a drive shaft, and includes an internal combustion engine and an output of the internal combustion engine. An electric power input / output means connected to the shaft and the drive shaft and 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 electric motor capable of inputting / outputting power Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a change in gear ratio, power storage input / output means, and power storage means capable of exchanging electric power with the motor, The required driving force setting means for setting the required driving force to be output to the driving shaft and the set required driving force when changing the gear ratio of the shift transmission means so that the rotational speed of the electric motor is reduced. The driving force based on And the electric power input / output means and the electric motor are controlled such that the electric power inputted to the power storage means tends to be smaller than immediately before changing the speed ratio of the speed change transmission means. And a shift output control means for controlling the speed change transmission means so that the speed ratio of the speed change transmission means is changed, and the axle is connected to the drive shaft. .

  In the automobile of the present invention, the power output device of the present invention according to any one of the above-described aspects is mounted. Therefore, when the power output device of the present invention has an effect, for example, when changing the gear ratio of the shift transmission device, the power storage device The same effects as the effect of suppressing the input of excessive electric power and the effect of outputting the driving force based on the required driving force to the drive shaft can be achieved.

The drive device of the present invention is
A drive device connected to and driven by an output shaft and a drive shaft of an internal combustion engine,
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and 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 that can input and output power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a change in gear ratio;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Required driving force setting means for setting required driving force to be output to the driving shaft;
When changing the speed ratio of the speed change transmission means so that the number of revolutions of the electric motor is reduced, a driving force based on the set required driving force is output to the drive shaft and the speed ratio of the speed change transmission means. The internal combustion engine, the power drive input / output unit, and the electric motor are controlled so that the power input to the power storage unit tends to be smaller than immediately before the change is made, and the transmission ratio of the transmission transmission unit is changed. A shift control means for controlling the shift transmission means,
It is a summary to provide.

  In the drive device of the present invention, when changing the transmission gear ratio of the speed change transmission means so that the rotational speed of the electric motor is reduced, the drive force based on the required drive force to be output to the drive shaft is output to the drive shaft. The internal combustion engine, the power drive input / output unit and the motor are controlled and the transmission ratio of the transmission transmission unit is changed so that the electric power input to the power storage unit tends to be smaller than immediately before the transmission ratio of the transmission transmission unit is changed. The shift transmission means is controlled so as to. Thereby, even when the torque output from the electric motor is once reduced when changing the speed ratio of the speed change transmission means, it is possible to prevent excessive electric power from being input to the power storage means. Of course, the driving force based on the required driving force can be output to the drive shaft.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, and an electric power / power input / output means connected to an output shaft and a drive shaft of the internal combustion engine for outputting at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power and power; A motor capable of inputting / outputting power; transmission transmission means for transmitting power between the rotating shaft of the motor and the drive shaft with a change in gear ratio; and exchange of power with the power power input / output means and the motor. A power output device control method comprising:
When changing the gear ratio of the speed change transmission means so that the number of revolutions of the electric motor becomes smaller, a driving force based on a required driving force to be output to the drive shaft is output to the drive shaft and the speed change transmission means. The internal combustion engine, the power drive input / output unit, and the motor are controlled so that the electric power input to the power storage unit tends to be smaller than immediately before the change of the transmission gear ratio. The gist is to control the shift transmission means to be changed.

  In this method of controlling a power output apparatus of the present invention, when changing the speed ratio of the speed change transmission means so that the number of revolutions of the motor is reduced, the driving force based on the required driving force to be output to the driving shaft is applied to the driving shaft. The internal combustion engine, the power drive input / output unit, and the motor are controlled so that the electric power input to the power storage unit tends to be smaller than that immediately before the change of the transmission gear ratio of the transmission transmission unit is changed. The shift transmission means is controlled so that the ratio is changed. Thereby, even when the torque output from the electric motor is once reduced when changing the speed ratio of the speed change transmission means, it is possible to prevent excessive electric power from being input to the power storage means. Of course, the driving force based on the required driving force can be output to the drive shaft.

  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 motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire vehicle are provided.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

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

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

  The transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of a double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, and the first pinion gear 63a. A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as the Lo gear state), the brake B1 is turned on and the brake B2 is turned off to turn the rotation shaft 48 of the motor MG2 off. The rotation is reduced at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). When the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited. In the embodiment, the brakes B1 and B2 are turned on and off by adjusting the hydraulic pressure applied to the brakes B1 and B2 by driving a hydraulic actuator (not shown).

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the electronic control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 is provided with an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the accelerator pedal position sensor 84 to be detected, the brake pedal position BP from the brake pedal position sensor 86 to detect the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, etc. are input via the input port. Has been. Further, the hybrid electronic control unit 70 outputs a drive signal to actuators (not shown) of the brakes B1 and B2 of the transmission 60 through an output 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 communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As 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 hybrid vehicle 20 configured as described above, particularly the operation when the gear position of the transmission 60 is switched from the Lo gear state to the Hi gear state will be described. FIG. 3 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is executed every predetermined time (for example, every several milliseconds).

  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 Nm1, of the motors MG1, MG2. A process of inputting data such as Nm2, charge / discharge required power Pb * to be charged / discharged by the battery 50, the output limit Wout of the battery 50, and the gear ratio Gr of the transmission 60 is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The charge / discharge required power Pb * is set based on the remaining capacity (SOC) of the battery 50 and the like, and is input from the battery ECU 52 by communication. Further, the output limit Wout is set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and is input from the battery ECU 52 by communication. The gear ratio Gr of the transmission 60 is obtained by dividing the rotational speed Nm2 of the motor MG2 by the rotational speed Nr of the ring gear shaft 32a. Here, the rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion coefficient k.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft and the required power Pe * required for the engine 22 are set based on the input accelerator opening Acc and the vehicle speed V ( 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. 4 shows an example of the required torque setting map. The required power Pe * is set by the sum of the required torque Tr * multiplied by the rotation speed Nr (= V · k) of the ring gear shaft 32a and the charge / discharge required power Pb * to be charged / discharged by the battery 50 and the loss Loss. To do.

  Subsequently, it is determined whether or not a shift request is made to switch the gear state of the transmission 60 from the Lo gear state to the Hi gear state (step S120). The shift request of the transmission 60 is made based on the vehicle speed V, the required torque Tr *, and the like, for example. When it is determined that no shift request has been made, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the required power Pe * (step S160). 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 required power Pe *. FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained 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 set target rotational speed Ne *, the rotational speed Nr (= V · k) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30 are used. The target rotational speed Nm1 * of the motor MG1 is calculated by the following formula (1), and the torque command Tm1 * of the motor MG1 is calculated by the formula (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1. (Step S170). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. As shown in FIG. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the ring gear 32 (ring gear). The rotational speed Nr of the shaft 32a) is shown. The target rotational speed Nm1 * of the motor MG1 can be easily derived by using the rotational speed relationship in this alignment chart. Therefore, the engine 22 can be rotated at the target rotational speed Ne * by setting the torque command Tm1 * so that the motor MG1 rotates at the target rotational speed Nm1 * and drivingly controlling the motor MG1. Expression (2) is a relational expression in the feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In the expression (2), “k1” in the second term on the right side is the gain of the proportional term, and the right side The third term “k2” is the gain of the integral term. In FIG. 6, two bold arrows pointing upward on the R-axis indicate that the torque Te * output from the engine 22 when the engine 22 is operated at the operation point of the target rotational speed Ne * and the target torque Te * is the ring gear shaft. The torque directly transmitted to 32a (hereinafter referred to as direct torque Ter) and the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the transmission 60 are shown.

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

  When the target rotational speed Nm1 * of the motor MG1 and the torque command Tm1 * are calculated, the motor MG1 obtained by multiplying the output limit Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1. The torque limit Tmax as the upper limit of the torque that may be output from the motor MG2 is calculated by dividing the deviation from the power consumption (generated power) by the rotation speed Nm2 of the motor MG2 (Step S180). ), Using the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30 and the current gear ratio Gr of the transmission 60, a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 (4) is calculated (step S190), and when no shift request is made (step S200) It limits the calculated tentative motor torque Tm2tmp to a torque restriction Tmax to set a torque command Tm2 * of the motor MG2 (step S220). Thus, by setting the torque command Tm2 * of the motor MG2, the required torque Tr * output to the ring gear shaft 32a as the drive shaft can be set as a torque limited within the range of the output limit Wout of the battery 50. it can. Equation (4) can be easily derived from the collinear diagram of FIG. 6 described above.

Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (3)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (4)

  When the target rotational speed Ne * of the engine 22 and the target torque Te * and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set in this way, the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S230), 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.

  On the other hand, when it is determined in step S120 that a shift request has been made to switch the gear state of the transmission 60 from the Lo gear state to the Hi gear state, a predetermined value ΔPe is obtained from the required power Pe * set in step S110. The required power Pe * is corrected by subtracting (step S130). Here, the predetermined value ΔPe is used to correct the required power Pe * so that excessive electric power is not input to the battery 50 when the gear state of the transmission 60 is switched from the Lo gear state to the Hi gear state. It is determined by the characteristics of the battery 50 and the like. A detailed description of the reason for correcting the required power Pe * will be described later. When the required power Pe * is corrected in this way, if the switching process for switching the gear state of the transmission 60 has not yet been started (step S140), the start of the switching process is instructed (step S150). When the start of the switching process is instructed, the hybrid electronic control unit 70 executes the switching process illustrated in FIG. 7 in parallel with the drive control routine. Hereinafter, the description of the drive control routine will be temporarily interrupted, and the switching process will be described. In the switching process, first, based on the current rotational speed Nm2 of the motor MG2 and the gear ratios Glo and Ghi of the Lo and Hi gear states of the transmission 60, the rotational speed Nm2 * of the motor MG2 after switching is expressed by the following equation (5 ) (Step S300), the brake B2 is turned off (step S310), and the brake B1 is frictionally engaged (step S320). Then, after waiting for the rotation speed Nm2 of the motor MG2 to reach the vicinity of the rotation speed Nm2 * after switching (steps S330 and S340), the brake B1 is completely turned on (step S350), and the value of the switching process end determination flag F is set. 1 is set (step S360), and the switching process is terminated. When the value 1 is set in the switching process determination flag F in this way, it is determined in step S120 of the drive control routine of FIG. 3 that no shift request has been made, and the processes in and after step S160 are executed without correcting the required power Pe *. Will do.

  Nm2 * = Nm2 ・ Ghi / Glo… (5)

  Returning to the description of the drive control routine of FIG. When the start of the switching process is instructed in step S150, the target engine speed Ne *, target torque Te *, torque command Tm1 * of the motor MG1, and temporary motor torque Tm2tmp of the motor MG2 are calculated based on the corrected required power Pe *. Setting is performed (steps S160 to S190). FIG. 8 shows how the target rotational speed Ne * and the target torque Te * are set at this time. As shown in the figure, the target rotational speed Ne * and the target torque Te * set based on the corrected required power Pe * are set based on the target rotational speed Ne1 and the target rotational speed Ne * that are set based on the corrected required power Pe *. The value is smaller than the torque Te1. Accordingly, since the direct torque Ter from the engine 22 is also reduced, the torque command Tm2 * of the motor MG2 is increased and the power consumption (Tm2 * · Nm2) of the motor MG2 is also increased. Further, considering the steady state after changing the operating point of the engine 22, the motor MG1 becomes smaller as the target rotational speed Ne * and the target torque Te * of the engine 22 become smaller than the nomogram of FIG. Since the target rotational speed Nm1 and the torque command Tm1 * are also reduced, the generated power (Tm1 * · Nm1) of the motor MG1 is also reduced. As a result, when the shift request of the transmission 60 is made, the power input to the battery 50 is smaller than when the shift request of the transmission 60 is not made, that is, before the required power Pe * is corrected. Become.

  When the temporary motor torque Tm2tmp is thus set, the temporary motor torque Tm2tmp is corrected by subtracting the predetermined value α from the set temporary motor torque Tm2tmp (steps S200 and S210), and the corrected temporary motor torque Tm2tmp is limited by the torque limit Tmax. The motor MG2 torque command Tm2 * is set (step S220), and the target engine speed Ne * and target torque Te * of the engine 22 and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the corresponding ECUs. (Step S230), the drive control routine is terminated. Here, the predetermined value α is for canceling the inertia torque associated with a sudden change in the rotational speed Nm2 of the motor MG2 when the gear state of the transmission 60 is switched from the Lo gear state to the Hi gear state. It is determined by the speed change state and the characteristics of the motor MG2. By correcting the torque command Tm2 * of the motor MG2 as in step 210, the torque output from the motor MG2 is temporarily reduced when the gear state of the transmission 60 is switched from the Lo gear state to the Hi gear state. Then, the torque increases toward the changed torque. As a result, when the required power Pe * is not corrected, excessive power is input to the battery 50 by reducing the power consumption (Tm2 * · Nm2) of the motor MG2 when the torque output from the motor MG2 is once reduced. May end up. On the other hand, if the required power Pe * is corrected so that the required power Pe * is reduced when the transmission request for the transmission 60 is made, the generated power (Tm1 * · Nm1) of the motor MG1 is reduced and the power consumption of the motor MG2 is reduced. Since (Tm2 * · Nm2) increases, the electric power input to the battery 50 decreases, so when the gear state of the transmission 60 is switched, the torque Tm2 output from the motor MG2 decreases temporarily and the motor MG2 Even when the power consumption (Tm2 * · Nm2) decreases, it is possible to suppress the excessive power input to the battery 50. Further, the predetermined value ΔPe described above is set as such. Note that by increasing the torque Tm2 output from the motor MG2, the motor MG2 may be caused by a delay in detection of the rotational speed Nm2 of the motor MG2 by the motor ECU 40 or a communication delay between the hybrid electronic control unit 70 and the motor ECU 40. Of excessive power to the battery 50 based on a decrease in the actual power consumption (Tm2 * · Nm2act) of the motor MG2 due to the torque command Tm2 * changing with a time delay with respect to the change in the actual rotational speed Nm2act of Input can also be suppressed.

  FIG. 9 shows the change over time in the rotational speed Nm2 of the motor MG2, the torque command Tm2 *, and the power consumption (Tm2 * · Nm2) when the gear state of the transmission 60 is switched from the Lo gear state to the Hi gear state. Indicates. In the figure, the solid line shows the time change when the required power Pe * is corrected when the shift request is made, and the dotted line shows the time change when the required power Pe * is not corrected when the shift request is made. Indicates. As indicated by the dotted line in the figure, when the required power Pe * is not corrected when the shift request for the transmission 60 is made at time t1, the motor MG2 is consumed when the torque command Tm2 * of the motor MG2 is once decreased. In some cases, excessive power may be input to the battery 50 as the power decreases. On the other hand, as shown by the solid line, when the shift request is made at time t1, the required power Pe * is corrected to increase the torque command Tm2 * of the motor MG2 and increase the power consumption (Tm2 * · Nm2). Since the power consumption (Tm2 * · Nm2) of the motor MG2 can be suppressed even when the torque command Tm2 * of the motor MG2 is once decreased, excessive power is input to the battery 50. Can be suppressed.

  According to the hybrid vehicle 20 of the embodiment described above, when a shift request is made to switch the gear state of the transmission 60 from the Lo gear state to the Hi gear state, compared to when no shift request is made. The target rotational speed Ne * and the target torque Te * of the engine 22 are set using the required power Pe * corrected so as to decrease, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set. And the torque Tm2 output from the motor MG2 increases. As a result, the power consumption (Tm2 * · Nm2) of the motor MG2 becomes larger than that when the required power Pe * is not corrected, and the gear position of the transmission 60 is changed from the Lo gear state to the Hi gear state. Even when the torque output from the motor MG2 is once reduced, it is possible to prevent excessive electric power from being input to the battery 50. Of course, the required torque Tr * can be output to the drive shaft.

  In the hybrid vehicle 20 of the embodiment, the operating point of the engine 22 is changed to the low rotation and low torque side by correcting the required power Pe *. However, the direct torque Tor from the engine 22 is reduced so that the direct torque Tor is reduced. If the operating point is changed, the torque may be changed so that only the torque is reduced without changing the rotational speed.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 that can be shifted with two shift stages of Hi and Lo is used, but the shift stage of the transmission is not limited to two stages, and has three or more shift stages. A shiftable transmission may be used.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the transmission 60 and output to the ring gear shaft 32a as a drive shaft. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. The axle (the axle connected to the wheels 39c and 39d in FIG. 10) is different from the axle (the axle to which the drive wheels 39a and 39b are connected) to which the power of the motor MG2 is changed by the transmission 60 and the ring gear shaft 32a is connected. It is good also as what connects to.

  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.

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

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. 4 is a flowchart showing an example of a drive control routine executed by a hybrid electronic control unit 70. 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, the target rotational speed Ne *, and the target torque Te * are set. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining the relationship between the rotation speed and torque of each rotary element of the power distribution and integration mechanism 30. FIG. 5 is a flowchart showing an example of a switching process executed by a hybrid electronic control unit 70. It is explanatory drawing which shows a mode that the target rotational speed Ne * and target torque Te * are set based on correct | amended request | requirement power Pe *. Explanation showing how time changes of the rotational speed Nm2 of the motor MG2, the torque command Tm2 *, and the power consumption (Tm2 * · Nm2) when the gear state of the transmission 60 is switched from the Lo gear state to the Hi gear state. FIG. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

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

Claims (9)

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 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 that can input and output power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a change in gear ratio;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Required driving force setting means for setting required driving force to be output to the driving shaft;
When changing the speed ratio of the speed change transmission means so that the number of revolutions of the electric motor is reduced, a driving force based on the set required driving force is output to the drive shaft and the speed ratio of the speed change transmission means. The internal combustion engine, the power drive input / output unit, and the electric motor are controlled so that the power input to the power storage unit tends to be smaller than immediately before the change is made, and the transmission ratio of the transmission transmission unit is changed. A shift control means for controlling the shift transmission means,
A power output device comprising:   2. The power output according to claim 1, wherein the shift control means is a means for controlling the electric power generated by the electric power input / output means to be smaller than immediately before changing the speed ratio of the shift transmission means. apparatus. The power output device according to claim 1 or 2,
A target power setting means for setting a target power to be output from the internal combustion engine based on the set required driving force;
The shift time control means corrects the target power so that the set target power tends to be smaller than immediately before changing the speed ratio of the shift transmission means, and the corrected target power is supplied from the internal combustion engine. A power output device that is a means for controlling the output.   The power output apparatus according to claim 2 or 3, wherein the shift control means is a means for controlling the driving force output from the electric motor to be larger than immediately before changing the gear ratio of the shift transmission means. .   The power power input / output means is connected to the three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and the remaining shaft based on the power input / output to any two of the three shafts. The power output apparatus according to any one of claims 1 to 4, further comprising: a three-axis power input / output means for inputting / outputting power to / from the power generator and a generator for inputting / outputting power to / from the third shaft.   The power drive input / output means has a first rotor 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 The power output device according to any one of claims 1 to 4, wherein the power output device is a counter-rotor motor that rotates by relative rotation with the two rotors.   An automobile comprising the power output device according to any one of claims 1 to 6 and an axle connected to the drive shaft. A drive device connected to and driven by an output shaft and a drive shaft of an internal combustion engine,
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and 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 that can input and output power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a change in gear ratio;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Required driving force setting means for setting required driving force to be output to the driving shaft;
When changing the speed ratio of the speed change transmission means so that the number of revolutions of the electric motor is reduced, a driving force based on the set required driving force is output to the drive shaft and the speed ratio of the speed change transmission means. The internal combustion engine, the power drive input / output unit, and the electric motor are controlled so that the power input to the power storage unit tends to be smaller than immediately before the change is made, and the transmission ratio of the transmission transmission unit is changed. A shift control means for controlling the shift transmission means,
A drive device comprising: An internal combustion engine, and an electric power / power input / output means connected to an output shaft and a drive shaft of the internal combustion engine for outputting at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power and power; A motor capable of inputting / outputting power; transmission transmission means for transmitting power between the rotating shaft of the motor and the drive shaft with a change in gear ratio; and exchange of power with the power power input / output means and the motor. A power output device control method comprising:
When changing the gear ratio of the speed change transmission means so that the number of revolutions of the electric motor becomes smaller, a driving force based on a required driving force to be output to the drive shaft is output to the drive shaft and the speed change transmission means. The internal combustion engine, the power drive input / output unit, and the motor are controlled so that the electric power input to the power storage unit tends to be smaller than immediately before the change of the transmission gear ratio. A control method of a power output device for controlling the shift transmission means to be changed.

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