JP2006257895A - Power output device, automobile mounted with this device and control method of power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To quickly transfer charge-discharge electric power in an input-output restricting range when the charge-discharge electric power of a battery device such as a secondary battery becomes outside of the input-output restricting range. <P>SOLUTION: When electric power (Ib×Vb) for charging and discharging the battery is less than input restriction Win, request power Pe* is changed by adding a feedback term in the direction for reducing a difference between the charge-discharge electric power and the input restriction Win to the request power Pe*, and an engine speed on an optimal fuel economy line corresponding to this changed request power Pe* is determined as a temporary engine speed Netmp, and a target engine speed Ne* is changed by using larger one among the determined temporary engine speed Netmp and an engine speed of reducing a rate value Nrt from the target engine speed Ne* of the last time, and target torque Te* is changed by dividing the changed request power Pe* by the target engine speed Ne*(S140 to S170). Thus, the charge-discharge electric power can be quickly transferred in the direction of input-output restriction Win or more. <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 engine, a planetary gear, and two motors are provided, and the engine is operated at an operation point on one of the optimum fuel consumption line and the WOT line. It has been proposed (see, for example, Patent Document 1). In this power output device, when the power to be output is changed, the engine is operated at an operation point that outputs the changed power on the selected operation line. As a result, fuel efficiency is improved and a large torque output is supported.
JP 2003-262142 A

  In the power output device described above, the engine operating point is changed on the selected operation line, so that it is possible to cope with improved fuel efficiency and output of large torque, but the charge / discharge power of the battery is limited to the input / output of the battery. When the engine operating point is changed so that the charge / discharge power is within the battery input / output limit range when the engine is out of the range, it is possible to respond quickly as a result of changing the engine speed. Can not.

  The power output device of the present invention, the vehicle equipped with the power output device, and the method of controlling the power output device can quickly charge / discharge power when the charge / discharge power of a power storage device such as a secondary battery is out of the input / output limit range. One of the purposes is to make it move within the limits of I / O restrictions. In addition, the power output device of the present invention, the automobile on which the power output device is mounted, and the control method of the power output device are used for the drive shaft even when the charge / discharge power of a power storage device such as a secondary battery is shifted within the input / output limit range. One of the purposes is to output the required driving force.

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

The power output apparatus of the present invention is
A power output device 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 the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Charge / discharge power detection means for detecting charge / discharge power for charging / discharging the power storage means;
Required driving force setting means for setting required driving force required for the drive shaft;
Target operating point setting means for setting a target operating point consisting of a target rotational speed and a target torque of the internal combustion engine based on the set required driving force using a predetermined constraint;
When the detected charge / discharge power is within the input / output limit range of the power storage means, the internal combustion engine is operated at the set target operating point and the set required driving force is output to the driving shaft. The internal combustion engine, the power drive input / output means and the motor are controlled, and when the detected charge / discharge power is outside the input / output limit of the power storage means, the detected charge / discharge power is The internal combustion engine is operated at an operating point in which the target torque is changed with priority over the target rotational speed in a direction that is within the input / output limit range of the power storage means, and the set required driving force is applied to the driving shaft. Control means for controlling the internal combustion engine, the power power input / output means and the electric motor to be output to
It is a summary to provide.

  In the power output apparatus of the present invention, when the charge / discharge power for charging / discharging the power storage means is within the input / output limit range of the power storage means, the power output device is set based on the required driving force required for the drive shaft using a predetermined constraint. The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the internal combustion engine is operated at the set target operation point and the set required driving force is output to the drive shaft. When the charge / discharge power for charging / discharging the power storage means is outside the range of the input / output limit of the power storage means, the target operating point is such that the charge / discharge power for charging / discharging the power storage means is within the range of the input / output limit of the power storage means. The internal combustion engine is operated at an operating point in which the target torque in the engine is changed with priority over the target rotational speed, and the internal combustion engine, power power input / output means, and motor are controlled so that the set required driving force is output to the drive shaft. To do. Although it is necessary to consider the inertia of the internal combustion engine and the power power input / output means when changing the rotational speed of the internal combustion engine, the torque of the internal combustion engine can be changed by changing the intake air amount. Compared with the change, the change of the torque of the internal combustion engine can be performed more quickly. Therefore, the charging / discharging power for charging / discharging the power storage means can be quickly charged / charged by changing the target torque at the target operating point in preference to the target rotational speed in a direction in which the input / output limit of the power storage means falls. The discharge power can be shifted within the input / output limit range. As a result, it is possible to quickly avoid a state in which the power storage means is charged / discharged with electric power that is outside the input / output limit range, and it is possible to suppress deterioration or breakage of the power storage means. Of course, the set required driving force can be output to the drive shaft.

  In such a power output apparatus of the present invention, the control means changes the target torque larger than the change speed of the target rotational speed when the detected charge / discharge power is outside the input / output limit range of the power storage means. It may be a means for controlling the internal combustion engine to operate at an operating point changed with speed. In this way, the target torque can be changed more quickly than the target rotational speed.

  In the power output apparatus of the present invention, the target operating point setting means can set the target power to be output from the internal combustion engine based on the set required driving force and can output the set target power. The operation point satisfying the predetermined constraint among the operation points is a means for setting as the target operation point, and the control means, when the detected charge / discharge power is outside the input / output limit range of the power storage means The target power is changed in a direction in which the detected charge / discharge power falls within the input / output limit range of the power storage means, and the detected charge / discharge power is input / output to / from the power storage means within a predetermined change speed. The target torque is changed so as to be within a limit range, and the target torque is changed so that the changed target power is output at the changed target speed. Can also be made the internal combustion engine at a driving point consisting of the target torque the changed target rotational speed and the change is a means for controlling so as to be operated. If it carries out like this, charging / discharging electric power of an electrical storage means can be transferred within the range of the input-output restriction | limiting, outputting the target power changed from the internal combustion engine. In this case, when the detected charge / discharge power is outside the input / output limit range of the power storage means, the control means has the detected charge / discharge power within the input / output limit range of the power storage means. It is also possible to use means for changing the target power using feedback control. In this way, the target power can be changed more appropriately. Further, the control means may be means for changing the target rotational speed using rate processing when the detected charge / discharge power is out of the input / output limit of the power storage means. .

  Furthermore, in the power output apparatus of the present invention, the predetermined constraint may be a constraint for selecting an operation point with high energy efficiency among the operation points of the internal combustion engine capable of outputting the same power. In this way, the energy efficiency of the device can be improved.

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

  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. A power input / output means connected to the shaft 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 electric power and power; An electric motor capable of outputting; an electric power input / output means; an electric storage means capable of exchanging electric power with the electric motor; a charge / discharge electric power detection means for detecting charge / discharge electric power for charging / discharging the electric storage means; and the drive shaft A required driving force setting means for setting a required required driving force, and a target operating point comprising a target rotational speed and a target torque of the internal combustion engine based on the set required driving force using a predetermined constraint Target driving When the detected charge / discharge power is within the input / output limit range of the storage means, the internal combustion engine is operated at the set target operating point and the set required driving force is The internal combustion engine, the power drive input / output means and the electric motor are controlled so as to be output to the drive shaft, and the detected when the detected charge / discharge power is outside the input / output limit of the power storage means. The internal combustion engine is operated at an operating point where the target torque is changed in preference to the target rotational speed in a direction in which the charge / discharge power falls within the input / output limit range of the power storage means, and the set required drive A power output device including a control means for controlling the internal combustion engine, the power power input / output means, and the electric motor so that a force is output to the drive shaft; And summarized in that become coupled to the 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, the effects exerted by the power output device of the present invention, for example, charge / discharge power of the power storage means can be quickly limited. It is possible to achieve the same effects as the effect that can be shifted to the above range and the effect that the set 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 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 A power output device control method comprising: an electric motor capable of inputting / outputting power to / from the drive shaft; and an electric power power input / output means and an electric storage means capable of exchanging electric power with the electric motor,
(A) setting a required driving force required for the driving shaft;
(B) setting a target operating point composed of a target rotational speed and a target torque of the internal combustion engine based on the set required driving force using a predetermined constraint;
(C) When the charge / discharge power of the power storage means is within the input / output limit range of the power storage means, the internal combustion engine is operated at the set target operation point and the set required driving force is applied to the drive shaft. The internal combustion engine, the power drive input / output means and the electric motor are controlled so that the charge / discharge power of the power storage means is outside the input / output limit of the power storage means. The internal combustion engine is operated at an operating point in which the target torque is changed in priority to the target rotational speed in a direction that falls within an output limit range, and the set required driving force is output to the driving shaft. The gist is to control an internal combustion engine, the power input / output means, and the electric motor.

  In the control method of the power output device of the present invention, when the charge / discharge power for charging / discharging the power storage means is within the input / output limit range of the power storage means, the required driving force required for the drive shaft is determined using a predetermined constraint. The internal combustion engine is operated at the target operation point set on the basis, and the internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the set required drive force is output to the drive shaft. When the charge / discharge power for charging / discharging the power storage means is outside the range of the input / output limit of the power storage means, the target operating point is such that the charge / discharge power for charging / discharging the power storage means is within the range of the input / output limit of the power storage means. The internal combustion engine is operated at an operating point in which the target torque in the engine is changed with priority over the target rotational speed, and the internal combustion engine, power power input / output means, and motor are controlled so that the set required driving force is output to the drive shaft. To do. Although it is necessary to consider the inertia of the internal combustion engine and the power power input / output means when changing the rotational speed of the internal combustion engine, the torque of the internal combustion engine can be changed by changing the intake air amount. Compared with the change, the change of the torque of the internal combustion engine can be performed more quickly. Therefore, the charging / discharging power for charging / discharging the power storage means can be quickly charged / charged by changing the target torque at the target operating point in preference to the target rotational speed in a direction in which the input / output limit of the power storage means falls. The discharge power can be shifted within the input / output limit range. As a result, it is possible to quickly avoid a state in which the power storage means is charged / discharged with electric power that is outside the input / output limit range, and it is possible to suppress deterioration or breakage of the power storage means. Of course, the set 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 a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

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

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

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

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 has a signal necessary for managing the battery 50, for example, a charge / discharge current Ib from the current sensor 51 a attached to the power line 54, and a battery from the voltage sensor 51 b installed between the terminals of the battery 50. The voltage Vb, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input, and data regarding the state of the battery 50 is output to the hybrid electronic control unit 70 by communication as necessary. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

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

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when the charging / discharging current Ib for charging / discharging the battery 50 falls below the input limit Win will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control, such as Nm2, input / output limits Win and Wout of battery 50, charge / discharge current Ib, and battery voltage Vb, 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 current Ib and the battery voltage Vb detected by the current sensor 51a and the voltage sensor 51b are input from the battery ECU 52 by communication. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51c and the remaining capacity (SOC) of the battery 50 obtained by integrating the charge / discharge current Ib. The input is input from the battery ECU 52 by communication. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. The limiting correction coefficient is set, and the input / output limits Win and Wout can be set by multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient. FIG. 3 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 4 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  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 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set 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.

  Subsequently, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * (step S120). In this setting, the target rotational speed Ne * and the target torque Te * are set based on the operation line (optimum fuel consumption line) for efficiently operating the engine 22 and the required power Pe *. FIG. 6 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 *).

  Next, the product of the charge / discharge current Ib and the battery voltage Vb, that is, the power for charging / discharging the battery 50 and the input limit Win of the battery 50 are compared (step S130). When the power (Ib · Vb) for charging / discharging the battery 50 is equal to or greater than the input limit Win, the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30 And 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. * Is calculated (step S180). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7C shows a collinear chart showing the dynamic relationship between the rotational speed 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 dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotation speed Nm2 of the motor MG2 is expressed by the following equation (3). In addition, the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S190). Calculated by equation (5) (step S200), and with the calculated torque limits Tmin and Tmax Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the motor torque Tm2tmp (step S210). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Equation (5) can be easily derived from the collinear diagram of FIG. 7 described above.

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

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S220), 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 and throttle opening control (intake air amount control) are performed. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  On the other hand, if it is determined in step S130 that the power (Ib · Vb) for charging / discharging the battery 50 is less than the input limit Win, the power (Ib · Vb) for charging / discharging the battery 50 to the required power Pe * and the input limit. The required power Pe * is calculated and changed by adding a feedback term calculated so that the difference from Win is reduced (step S140), and the rotation on the optimum fuel consumption line corresponding to the changed required power Pe *. The number is obtained as the temporary engine speed Netmp (step S150), and the obtained temporary engine speed Netmp and the target speed Ne * set when the routine was executed last time, the speed value Nrt is subtracted from The target rotational speed Ne * is changed using the larger rotational speed (step S160), and the changed required power Pe * is changed. The target torque Te * is changed using the value divided by the rotational speed Ne * (step S170), and the torques of the motors MG1 and MG2 are processed by the above-described processing using the changed target rotational speed Ne * and target torque Te *. The commands Tm1 * and Tm2 * are set (steps S180 to S210), the set values are transmitted to the engine ECU 24 and the motor ECU 40 (step S220), and this routine is finished. Here, the rate value Nrt is set as a limit value in rate processing for changing the target rotational speed Ne * relatively slowly, and is set according to the responsiveness of the engine 22 or the like. Although the target rotational speed Ne * is changed relatively slowly by such rate processing, the required power Pe * is quickly changed and the target torque Te * divides the required power Pe * by the target rotational speed Ne *. Therefore, the target torque Te * is changed quickly. This is because when the power (Ib · Vb) for charging / discharging the battery 50 is less than the input limit Win, the target torque Te * is changed with priority over the change of the target rotational speed Ne *. It can be said that the charge / discharge power (Ib · Vb) is shifted in a direction equal to or greater than the input limit Win, and the target torque Te * is changed at a change speed larger than the change speed of the target rotational speed Ne *. In this way, the target torque Te * is changed quickly, while the target rotational speed Ne * is changed relatively slowly, while the torque of the engine 22 can be changed only by adjusting the throttle opening. This is because changing the rotational speed of the engine 22 requires consideration of inertia of the engine 22 and the motor MG1, and changing the torque of the engine 22 can be performed more quickly than changing the rotational speed. Thereby, the electric power (Ib * Vb) for charging / discharging the battery 50 can be quickly shifted in the direction beyond the input limit Win.

  FIG. 8 is an explanatory diagram for explaining how the required power Pe *, the target rotational speed Ne *, and the target torque Te * change when the power (Ib · Vb) for charging and discharging the battery 50 is less than the input limit Win. . When the power (Ib · Vb) for charging / discharging the battery 50 is less than the input limit Win, the required power Pe * is changed from the broken line A to the broken line B in the figure, and the target rotational speed Ne * is changed from the rotational speed N1 by rate processing. The rotational speed is changed to N2. On the other hand, since the target torque Te * is set as the torque on the broken line B corresponding to the target rotational speed Ne *, the target operating point (target rotational speed Ne * and target torque Te *) of the engine 22 is indicated by an arrow in the figure. As shown in FIG. 4, the target torque Te * is rapidly reduced preferentially from the rotational speed N1, which is the intersection of the broken line A and the optimum fuel consumption line, and moves to a point on the broken line b. Is moved to the rotational speed N2, which is the intersection with the optimum fuel consumption line, and the torque T2.

  According to the hybrid vehicle 20 of the embodiment described above, when the power (Ib · Vb) for charging / discharging the battery 50 is less than the input limit Win, the required power Pe * is changed and the target of the engine 22 is changed along with this change. By changing the torque Te * preferentially over the change of the target rotational speed Ne *, the power (Ib · Vb) for charging / discharging the battery 50 can be quickly shifted in the direction beyond the input limit Win. As a result, the state in which the battery 50 is charged and discharged with electric power smaller than the input limit Win can be quickly avoided, and deterioration and breakage of the battery 50 can be suppressed. In addition, since the required power Pe * is changed using a feedback term that is calculated in a direction in which the difference between the power (Ib · Vb) for charging / discharging the battery 50 and the input limit Win is reduced, the required power Pe * is changed. Can be performed more appropriately. Of course, torque based on the required torque Tr * can be output to the ring gear shaft 32a as the drive shaft. Further, since the engine 22 is usually operated using the optimum fuel consumption line, the fuel consumption of the vehicle can be improved.

  In the hybrid vehicle 20 of the embodiment, the target rotation speed Ne * is changed using the rate process when the power (Ib · Vb) for charging / discharging the battery 50 is less than the input limit Win. The number Ne * may be changed using an annealing process.

  In the hybrid vehicle 20 of the embodiment, the target rotational speed Ne * is changed by changing the target power Te * when the target torque Te * is changed when the power (Ib · Vb) for charging / discharging the battery 50 is less than the input limit Win. The target torque Te * is changed with priority over the change of the target rotational speed Ne *, and the change speed of the target torque Te * is set to the target rotational speed Ne *. It is good also as what is performed using various methods, such as what makes it larger than change speed. For example, the target torque Te * may be changed by rate processing using a rate value Trt larger than a value obtained by converting the rate value Nrt used for changing the target rotational speed Ne * into torque.

  In the hybrid vehicle 20 of the embodiment, regarding the change of the required power Pe * when the electric power (Ib · Vb) for charging / discharging the battery 50 is less than the input limit Win, the electric power for charging / discharging the battery 50 to the required power Pe * ( Ib · Vb) and a feedback term calculated in a direction in which the difference between the input limit Win and the input limit Win is reduced. Instead of using such a feedback term, the battery 50 is simply charged to the required power Pe *. It may be performed by adding the difference between the electric power to be discharged (Ib · Vb) and the input limit Win.

  In the hybrid vehicle 20 of the embodiment, when the power (Ib · Vb) for charging / discharging the battery 50 is less than the input limit Win, the difference between the power (Ib · Vb) for charging / discharging the battery 50 and the input limit Win is small. The required power Pe * is changed using a feedback term calculated in a direction, and the change of the target torque Te * of the engine 22 is preferentially changed over the change of the target rotational speed Ne *. However, when the power (Ib · Vb) for charging / discharging the battery 50 is larger than the output limit Wout, the difference between the power (Ib · Vb) for charging / discharging the battery 50 and the output limit Wout is reduced. The required power Pe * is changed using the feedback term, and the change in the target torque Te * of the engine 22 is changed according to this change. * Of it may be as preferentially performed than change.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 9) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

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

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. 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. 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 explaining the mode of change of request | requirement power Pe *, target rotational speed Ne *, and target torque Te * when the electric power (Ib * Vb) which charges / discharges the battery 50 is less than the input limitation Win. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a current sensor, 51b voltage sensor, 51c temperature sensor, 52 electronic control for battery Unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b drive wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 i Nission switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 230 counter rotor motor, 232 inner rotor 234 outer rotor, MG1 , MG2 motor.

Claims (10)

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 the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Charge / discharge power detection means for detecting charge / discharge power for charging / discharging the power storage means;
Required driving force setting means for setting required driving force required for the drive shaft;
Target operating point setting means for setting a target operating point consisting of a target rotational speed and a target torque of the internal combustion engine based on the set required driving force using a predetermined constraint;
When the detected charge / discharge power is within the input / output limit range of the power storage means, the internal combustion engine is operated at the set target operating point and the set required driving force is output to the driving shaft. The internal combustion engine, the power drive input / output means and the motor are controlled, and when the detected charge / discharge power is outside the input / output limit of the power storage means, the detected charge / discharge power is The internal combustion engine is operated at an operating point in which the target torque is changed with priority over the target rotational speed in a direction that is within the input / output limit range of the power storage means, and the set required driving force is applied to the driving shaft. Control means for controlling the internal combustion engine, the power power input / output means and the electric motor to be output to
A power output device comprising:   When the detected charge / discharge power is outside the input / output limit of the power storage means, the control means is configured to change the target torque at an operating point obtained by changing the target torque at a change speed greater than the change speed of the target rotation speed. 2. The power output apparatus according to claim 1, which is means for controlling the engine to operate. The power output device according to claim 1 or 2,
The target operating point setting means sets a target power to be output from the internal combustion engine based on the set required driving force and satisfies the predetermined constraint among operating points capable of outputting the set target power. Means for setting an operation point as the target operation point;
When the detected charging / discharging power is outside the input / output limit range of the power storage means, the control means is configured so that the detected charging / discharging power is within the input / output limit range of the power storage means. The target power is changed, the target rotational speed is changed in a direction in which the detected charge / discharge power is within the range of the input / output limit of the power storage means within a predetermined change speed, and the changed target power is changed. The power output device is a means for controlling the internal combustion engine to be operated at an operating point consisting of the changed target rotational speed and the changed target torque, by changing the target torque to output at the target rotational speed.   The control means performs feedback control so that the detected charge / discharge power is within the input / output limit of the power storage means when the detected charge / discharge power is outside the input / output limit of the power storage means. The power output apparatus according to claim 3, which is means for changing the target power using a power source.   5. The power according to claim 3, wherein the control means is means for changing the target rotational speed using rate processing when the detected charge / discharge power is out of an input / output limit range of the power storage means. Output device.   6. The power output apparatus according to claim 1, wherein the predetermined constraint is a constraint for selecting an operation point with high energy efficiency among the operation points of the internal combustion engine capable of outputting the same power.   The power power input / output means is connected to the three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft, and is used as a remaining shaft based on power input / output to / from any two of the three shafts. The power output device according to any one of claims 1 to 6, wherein the power output device comprises three-axis power input / output means for inputting / outputting power and a generator capable of inputting / outputting power to / from the rotating shaft.   The power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the first rotor The power output device according to any one of claims 1 to 6, wherein the power output device is a counter-rotor motor rotating by relative rotation with the second rotor.   An automobile comprising the power output device according to any one of claims 1 to 8 and an axle connected to the drive shaft. 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 A power output device control method comprising: an electric motor capable of inputting / outputting power to / from the drive shaft; and an electric power power input / output means and an electric storage means capable of exchanging electric power with the electric motor,
(A) setting a required driving force required for the driving shaft;
(B) setting a target operating point composed of a target rotational speed and a target torque of the internal combustion engine based on the set required driving force using a predetermined constraint;
(C) When the charge / discharge power of the power storage means is within the input / output limit range of the power storage means, the internal combustion engine is operated at the set target operation point and the set required driving force is applied to the drive shaft. The internal combustion engine, the power drive input / output means and the electric motor are controlled so that the charge / discharge power of the power storage means is outside the input / output limit of the power storage means. The internal combustion engine is operated at an operating point in which the target torque is changed in priority to the target rotational speed in a direction that falls within an output limit range, and the set required driving force is output to the driving shaft. A control method of a power output device for controlling an internal combustion engine, the power power input / output means and the electric motor.

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