JP2006347420A - Power output device, automobile mounted therewith, and control method of power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress output of excessive power from a battery. <P>SOLUTION: In an automobile comprising an engine, a first motor and a drive shaft connected to a wheel which are connected to a planetary gear mechanism and a second motor connected to the driving shaft so as to exchange power between the first motor and the second motor, an execution torque T* set by applying slow change processing to a requested torque Tr* is multiplied by a rotating speed of the drive shaft to calculate an execution power P* (S120 and S130), and when the engine is operated, operation stop of the engine is determined using the execution power P* (S140 and S150). According to this, compared with the case of determining the operation stop of the engine using a power obtained by multiplying the requested torque Tr* by the rotating speed of the drive shaft, the operation stop of the engine in a case having a relatively large execution power P* can be suppressed. Consequently, increase in power consumption of the second motor in operation stop of the engine can be suppressed, and the output of excessive power from the battery can be thus suppressed. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

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

Conventionally, as this type of power output apparatus, an apparatus mounted on an automobile including an engine and a motor capable of outputting power to a drive shaft and a battery capable of exchanging electric power with the motor has been proposed (for example, Patent Document 1). In this device, the engine is operated efficiently by determining whether the engine is operating based on the required power required for the vehicle set using the required torque to be output to the drive shaft.
Japanese Patent Laid-Open No. 2004-346781

  In such a power unit, in order to suppress excessive input / output of power to the battery due to engine response delay, execution should be performed on the required torque required for the drive shaft and output to the drive shaft. In some cases, torque is set, and the engine and the motor are controlled so that this execution torque is output to the drive shaft. In this case, if the engine is stopped when the power obtained by multiplying the required torque by the rotational speed of the drive shaft reaches less than the predetermined power, the power obtained by multiplying the execution torque by the rotational speed of the drive shaft is greater than or equal to the predetermined power. Even though it is still relatively large, the engine operation is stopped. At this time, if it is attempted to output the execution torque only from the motor, the power consumption of the motor increases, and excessive power may be output from the battery. In addition, if the engine is stopped when the execution torque is relatively large and the output from the engine to the drive shaft is relatively large, the operation is performed when the output from the engine in the output to the drive shaft is replaced with the output from the motor. It is easy to make people feel shocked. In addition, if the engine is stopped when the execution power is relatively high, then when the engine is started immediately thereafter, excessive power can be drawn from the battery to start the engine and to respond to the driver's demand. May be output.

  The power output device of the present invention, the automobile on which the power output device is mounted, and the control method for the power output device are one of the objects for suppressing excessive power output from the power storage device. Another object of the power output apparatus of the present invention, a vehicle equipped with the power output apparatus, and a control method for the power output apparatus is to suppress a shock that can be given to the driver.

  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 capable of outputting power to the drive shaft;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the electric motor;
Required driving force setting means for setting required driving force required for the drive shaft;
Execution drive force setting means for setting an execution drive force to be output to the drive shaft with a predetermined response to the set required drive force;
An operation stop determination means for determining operation stop of the internal combustion engine based on the set execution driving force;
Control means for controlling the internal combustion engine and the electric motor so that a driving force based on the set execution driving force is output to the drive shaft based on a determination result by the operation stop determination means;
It is a summary to provide.

  In the power output apparatus according to the present invention, the effective driving force to be output to the drive shaft is set with a predetermined response to the required drive force required for the drive shaft, and the internal combustion engine is set based on the set effective drive force. The operation stop is determined, and the internal combustion engine and the electric motor are controlled so that the driving force based on the execution driving force is output to the drive shaft based on the determination result. Therefore, since the operation stop of the internal combustion engine is determined based on the execution drive force, it is possible to suppress the operation stop of the internal combustion engine when the execution drive force is relatively large. As a result, it is possible to suppress the output of excessive electric power from the power storage means when stopping the operation of the internal combustion engine, and it is possible to suppress a shock that can be given to the driver at that time. In addition, by suppressing the internal combustion engine from being stopped when the effective driving force is relatively large, it is possible to prevent excessive electric power from being output from the power storage means when the internal combustion engine is started immediately thereafter. be able to.

  In such a power output apparatus of the present invention, the power output device includes a rotation speed detection means for detecting the rotation speed of the drive shaft, and the operation stop determination means includes the set execution drive force and the detected rotation speed of the drive shaft. It is also possible to determine that the internal combustion engine is stopped when the execution power to be output to the drive shaft calculated based on is less than a first predetermined power.

  In the power output apparatus of the present invention, the effective driving force setting means sets the effective driving force with the predetermined response by performing a predetermined gentle change process on the set required driving force. It can also be a means. In this way, the effective driving force can be changed gradually. In this case, the predetermined gradual change process may be an annealing process or a rate process.

  Further, in the power output apparatus of the present invention, the execution driving force setting means limits the driving force set with a predetermined response to the set required driving force by a predetermined restriction, and the execution driving force. It can also be a means for setting.

  Alternatively, the power output apparatus of the present invention further includes start determination means for determining start of the internal combustion engine based on the set required driving force, and the control means includes the determination result by the operation stop means and the start determination. The internal combustion engine and the electric motor may be controlled so that a driving force based on the set execution driving force is output to the driving shaft based on a determination result by the means. In this way, it is possible to start the internal combustion engine more quickly than when determining the start of the internal combustion engine based on the effective driving force. In this case, the start determination means determines the start of the internal combustion engine when the power set based on the set required drive force and the rotation speed of the drive shaft is equal to or higher than a second predetermined power. It can also be assumed.

  In the power output apparatus of the present invention, electric power that is connected to the output shaft of the internal combustion engine and the drive shaft and outputs at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power. The power storage means is means capable of exchanging electric power with the electric power drive input / output means and the electric motor, and the control means applies a driving force based on the set execution driving force to the driving shaft. It may be a means for controlling the internal combustion engine, the electric power drive input / output means and the electric motor so as to be output. In the power output device according to the aspect of the invention including the power power input / output means, the power power input / output means is connected to three axes of the output shaft, the drive shaft, and the rotation shaft of the internal combustion engine, A three-axis power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from any two axes, and a generator capable of inputting / outputting power to / from the rotating shaft. The first rotor and the second rotor may include a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft. 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 the power output device of the present invention according to any one of the above-described aspects, that is, basically a power output device that outputs power to the drive shaft, and can output power to the drive shaft. An internal combustion engine, an electric motor capable of inputting / outputting power to / from the drive shaft, power storage means capable of exchanging electric power with the electric motor, required drive force setting means for setting a required drive force required for the drive shaft, An execution driving force setting means for setting an effective driving force to be output to the drive shaft with a predetermined response to the set required driving force, and an operation of the internal combustion engine based on the set effective driving force Control of the internal combustion engine and the electric motor so that a driving force based on the set execution driving force is output to the drive shaft based on a determination result by the driving stop determination unit Control Equipped with a power output apparatus including a stage, the axle is summarized in that made 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, so that the effect exhibited by the power output device of the present invention, for example, excessive power storage means when shutting down the internal combustion engine. The same effects as the effect of suppressing the output of electric power and the effect of suppressing the shock that can be given to the driver at that time can be achieved.

The method for controlling the power output apparatus of the present invention includes:
A control method of a power output device comprising: an internal combustion engine capable of outputting power to a drive shaft; an electric motor capable of inputting / outputting power to the drive shaft; and an electric storage means capable of exchanging electric power with the motor,
(A) setting an effective driving force to be output to the driving shaft with a predetermined response to the required driving force required for the driving shaft;
(B) The operation stop of the internal combustion engine is determined based on the set execution drive force, and the drive force based on the set execution drive force is output to the drive shaft based on the determination result. The gist is to control the internal combustion engine and the electric motor.

  According to the control method for a power output apparatus of the present invention, the effective driving force to be output to the drive shaft with a predetermined response to the required driving force required for the drive shaft is set and the set effective driving force is set. Based on the determination result, the internal combustion engine and the electric motor are controlled so that the driving force based on the execution driving force is output to the drive shaft. Therefore, since the operation stop of the internal combustion engine is determined based on the execution drive force, it is possible to suppress the operation stop of the internal combustion engine when the execution drive force is relatively large. As a result, it is possible to suppress the output of excessive electric power from the power storage means when stopping the operation of the internal combustion engine, and it is possible to suppress a shock that can be given to the driver at that time. In addition, by suppressing the internal combustion engine from being stopped when the effective driving force is relatively large, it is possible to prevent excessive electric power from being output from the power storage means when the internal combustion engine is started immediately thereafter. be able to.

  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 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The 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 required for 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. In addition, the engine 22 and the motor are set so that an execution torque to be output to the ring gear shaft 32a is set with a predetermined response to the calculated required torque, and the execution power corresponding to the execution torque is output to the ring gear shaft 32a. The operation of MG1 and motor MG2 is controlled. As the 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 execution 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 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. With the torque conversion by MG2, the execution power is changed to ring gear shaft 32. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as 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 execution power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 is a flowchart 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 restrictions Win and Wout of the battery 50 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 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 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do.

  When the data is input in this way, the required torque Tr * required for the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b is 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. 3 shows an example of the required torque setting map.

  Subsequently, the provisional execution torque Ttmp is set by subjecting the set demand torque Tr * to a gradual change process such as an annealing process and a rate process, and the set provisional execution torque Ttmp is limited by a predetermined limit to drive shaft The execution torque T * to be output to the ring gear shaft 32a is calculated (step S120), and the execution power P * to be output to the ring gear shaft 32a by multiplying the calculated execution torque T * by the rotation speed Nr of the ring gear shaft 32a. Is calculated (step S130). Here, the slow change process is performed on the required torque Tr * because of a sudden change in the driving state of the motor MG2 due to a response delay of the engine 22 or the like when the required torque Tr * changes suddenly with the driver's accelerator operation. This is to prevent excessive electric power from being input to and output from the battery 50. When the annealing process is performed on the required torque Tr *, for example, the temporary execution torque Ttmp can be calculated by the following equation (1). In Expression (1), “τ” is a smoothing time constant, and is determined between a value 0 and a value 1 in consideration of a response delay of the engine 22 and the like. The predetermined limit is a limit determined by the rating of the motor MG2. Further, the rotational 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 rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Ttmp = τ ・ previous T * + (1-τ) ・ Tr * (1)

  Next, it is determined whether or not the engine 22 is operating (step S140). When it is determined that the engine 22 is operating, the execution power P * is compared with the threshold value Pref1 (step S150). Here, the threshold value Pref1 is a threshold value used for determining whether or not to stop the operation of the engine 22, and is determined by characteristics of the engine 22 (for example, energy efficiency). The reason for determining whether or not to stop the operation of the engine 22 using the execution power P * based on the execution torque T * in step S150 will be described later. When the execution power P * is equal to or greater than the threshold value Pref1, it is determined that the operation of the engine 22 should not be stopped, and the charge / discharge request power Pb * required by the battery 50 and the loss Loss are added to the execution power P *. Is calculated (step S160), and the target rotational speed Ne * and target torque Te * of the engine 22 are set based on the calculated required power Pe * (step S170). In this setting, the target rotational speed Ne * and the target torque Te * are set based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 4 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (= Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed of the motor MG1 is given by the following equation (2). Nm1 * is calculated, and a torque command Tm1 * of the motor MG1 is calculated by the equation (3) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S180). Here, Expression (2) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 5 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Equation (2) can be easily derived by using this alignment chart. The two thick arrows on the 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 (3) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (3), “k1” in the second term on the right side is a gain of the 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) (2)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (3)

  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 rotational speed Nm2 of the motor MG2 are expressed by the following equations (4). And by using the execution torque T *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30 and the gear ratio Gr of the reduction gear 35, the output is made from the motor MG2. The temporary motor torque Tm2tmp as the power torque is calculated by the equation (6) (step S200), and the calculated torque Restriction Tmin, set the torque command Tm2 * of the motor MG2 limits the tentative motor torque Tm2tmp at Tmax (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 (6) can be easily derived from the collinear diagram of FIG. 5 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (5)
Tm2tmp = (T * + Tm1 * / ρ) / Gr (6)

  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. 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 the execution power P * is less than the threshold value Pref1 in step S150, both the target rotational speed Ne * and the target torque Te * of the engine 22 are set to 0 so that the operation of the engine 22 is stopped (step S250). A value 0 is set in the torque command Tm1 * of the motor MG1 (step S260), a torque command Tm2 * of the motor MG2 is set (steps S190 to S210), and the set values are transmitted to the engine ECU 24 and the electronic control unit 40. Then, the drive control routine is finished (step S220). The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * having the value 0 stops the operation of the engine 22. When the operation of the engine 22 is stopped in this way, a portion of the torque output from the engine 22 and acting on the ring gear shaft 32a out of the torque output to the ring gear shaft 32a as the drive shaft is output from the motor MG2, and the ring gear shaft 32a. It will be replaced with the torque acting on.

  As described above, the determination as to whether or not to stop the operation of the engine 22 is performed using the execution power P * based on the execution torque T * obtained by subjecting the required torque Tr * to the slow change process for the following reason. . Consider a case in which the operation of the engine 22 is stopped using a power obtained by multiplying the required torque Tr * by the rotation speed corresponding to the vehicle speed V (power corresponding to a start determination power Ps described later). When the power based on the required torque Tr * obtained by agilely responding to the driver's accelerator operation reaches less than the threshold value Pref1 and tries to stop the operation of the engine 22, the engine 22 performs a gentle change process on the required torque Tr *. Since the engine is operated with the execution power P * based on the obtained execution torque T *, the operation of the engine 22 is stopped even though the execution power P * is not less than the threshold value Pref1 and is still relatively large. . In this case, the engine 22 is operated in a state of outputting a certain amount of power, and the execution torque T * is output to the ring gear shaft 32a as the drive shaft, that is, the engine 22 is output from the engine 22 and acts on the ring gear shaft 32a. Since the motor MG2 is controlled so that the sum of the torque to be applied and the torque output from the motor MG2 and acting on the ring gear shaft 32a becomes the execution torque T *, when the operation of the engine 22 is stopped, the execution torque T * is converted to the motor It must be output only from MG2. Although depending on the magnitude of the execution torque T * and the vehicle speed V, when the power consumption of the motor MG2 increases, excessive power may be discharged from the battery 50, and the battery 50 is deteriorated. Further, when the operation of the engine 22 is stopped in a state where the torque output from the engine 22 and acting on the ring gear shaft 32a is large to some extent, the amount of the torque is output to the torque output from the motor MG2 to the ring gear shaft 32a as the operation is stopped. It is easy to make the driver feel shocked when it is replaced. Further, when the engine 22 is started immediately after the operation of the engine 22 is stopped, if the execution torque T * is relatively large, the engine 22 is started by the motor MG1 and the execution torque T * is output to the ring gear shaft 32a by the motor MG2. In some cases, excessive power is discharged from the battery 50. Next, consider the case where the operation of the engine 22 is stopped using the execution power P * based on the execution torque T *. In this case, since the operation of the engine 22 can be suppressed from being stopped when the execution power P * is relatively large, compared to the case where the operation based on the required torque Tr * is used to stop the operation of the engine 22. Thus, the degree of increase in power consumption of the motor MG2 when the operation of the engine 22 is stopped can be suppressed, and output of excessive power from the battery 50 can be suppressed. Moreover, when the operation of the engine 22 is stopped, the torque that is output from the engine 22 and acts on the ring gear shaft 32a is smaller than that that stops the operation of the engine 22 using the power based on the required torque Tr *. Shock when the torque is replaced with torque output from the motor MG2 to the ring gear shaft 32a can also be suppressed. Further, by suppressing the operation of the engine 22 when the execution power P * is relatively large, excessive discharge of electric power from the battery 50 is suppressed when the engine 22 is immediately started thereafter. be able to. For the reason described above, it is determined whether or not to stop the operation of the engine 22 using the execution power P * based on the execution torque T *.

  When it is determined in step S140 that the operation of the engine 22 is stopped, whether or not the engine 22 is started by multiplying the required torque Tr * by the rotation speed Nr (= Nm2 / Gr) of the ring gear shaft 32a as the drive shaft. Is calculated (step S230), and the calculated start determination power Ps is compared with a threshold value Pref2 (step S240). Here, the threshold value Pref2 is determined by the characteristics of the engine 22, and is set to a value slightly larger than the threshold value Pref1, for example. When the start determination power Ps is less than the threshold value Pref2, the target engine speed Ne * and the target torque Te * of the engine 22 are set to 0 so that the stop of the operation of the engine 22 is maintained (step S250), and after step S260. When the start determination power Ps is greater than or equal to the threshold value Pref2, the engine 22 is started (step S270), and the processes after step S160 are executed. Consider a case where the driver depresses the accelerator pedal 83 and starts the engine 22 while traveling in the motor operation mode. In this case, since the execution torque T * is set by subjecting the required torque Tr * to a gradual change process, the execution power P * based on the execution torque Tr * is relative to the start determination power Ps based on the request torque Tr *. Changes late. Therefore, if it is determined whether or not the engine 22 is to be started using the execution power P *, the start of the engine 22 may be delayed, and the driver may feel uncomfortable. On the other hand, if it is determined whether or not the engine 22 is to be started using the start determination power Ps, the engine 22 can be started more quickly than when the determination is made using the execution power P *.

  According to the hybrid vehicle 20 of the embodiment described above, since the engine 22 is operated, it is determined whether or not to stop the operation of the engine 22 using the execution power P * based on the execution torque T *. Suppressing the stopping of the operation of the engine 22 when the execution power P * is relatively large as compared to determining whether to stop the operation of the engine 22 using the power based on the torque Tr *. Can do. As a result, it is possible to suppress the output of excessive power from the battery 50 when stopping the operation of the engine 22, and it is possible to suppress a shock to the driver at that time. In addition, by suppressing the operation of the engine 22 from being stopped when the execution power P * is relatively large, excessive power is output from the battery 50 when the engine 22 is started immediately thereafter. Can be suppressed.

  Further, according to the hybrid vehicle 20 of the embodiment, when the operation of the engine 22 is stopped, it is determined whether to start the engine 22 using the start determination power Ps based on the required torque Tr *. The engine 22 can be started more quickly than when it is determined whether to start the engine 22 based on P *.

  In the hybrid vehicle 20 of the embodiment, the execution torque T * is set by performing a gradual change process such as a smoothing process and a rate process on the required torque Tr *. What is necessary is just to set the execution torque T * with a predetermined response to *.

  In the hybrid vehicle 20 of the embodiment, the execution torque T * is set by limiting the provisional execution torque Ttmp set by performing a gradual change process on the required torque Tr * by a predetermined limit. The temporary execution torque Ttmp that is set by performing a gradual change process on the required torque Tr * without using a limit may be set as the execution torque T *.

  In the hybrid vehicle 20 of the embodiment, it is determined whether or not to stop the operation of the engine 22 using the execution power P *. However, instead of the execution power P *, the battery 50 is charged to the execution power P *. It may be determined whether to stop the operation of the engine 22 using the required power Pe * required for the engine 22 calculated by adding the required discharge power Pb * and the loss Loss. In the hybrid vehicle 20 of the embodiment, it is determined whether or not the engine 22 is started using the start determination power Ps. However, instead of the start determination power Ps, the start determination power Ps is charged with the battery 50. It may be determined whether to start the engine 22 using the power calculated by adding the required discharge power Pb * and the loss Loss.

  In the hybrid vehicle 20 of the embodiment, it is determined whether to stop the operation of the engine 22 using the execution power P * based on the execution torque T *. However, the operation of the engine 22 is determined based on the execution torque T *. The execution power P * may not be calculated as long as it is determined whether or not to stop. Further, in the hybrid vehicle 20 of the embodiment, it is determined whether or not the engine 22 is to be started using the start determination power Ps based on the required torque Tr *, but the engine 22 is started based on the required torque Tr *. As long as it is determined whether or not to perform, the start determination power Ps may not be calculated.

  In the hybrid vehicle 20 of the embodiment, it is determined whether to start the engine 22 using the start determination power Ps. However, instead of the start determination power Ps, the engine 22 is started using the execution power P *. It is good also as what determines whether to do. In this case, a substantially equal value may be used for the threshold value Pref1 used for determining whether or not to stop the operation of the engine 22 and the threshold value Pref2 used for determining whether or not to start the engine 22. Alternatively, in order to suppress frequent start and stop of the engine 22, a value larger than the threshold value Pref1 may be used as the threshold value Pref2.

  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 output to an axle (an axle connected to the wheels 64a and 64b in FIG. 6) 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.

  In the embodiment, the hybrid vehicle 20 including the power output device including the engine 22, the power distribution and integration mechanism 30, the motors MG1 and MG2, and the battery 50 has been described. The power output device is a drive shaft connected to the axle. As long as it has an engine, a motor, and a battery that can output power to each other.

  Although the embodiment has been described as a form of the hybrid vehicle 20 including the power output device including the engine 22, the power distribution and integration mechanism 30, the motors MG1 and MG2, and the battery 50, the power output device is mounted on the vehicle. It is not limited, You may mount in moving bodies, such as vehicles other than a motor vehicle, a ship, and an aircraft. Moreover, it does not matter as a form of the power output device or a control method of the power output device.

  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 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. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 electric power Line, 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b driving wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 8 1 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 230 rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (12)

A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to the drive shaft;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the electric motor;
Required driving force setting means for setting required driving force required for the drive shaft;
Execution drive force setting means for setting an execution drive force to be output to the drive shaft with a predetermined response to the set required drive force;
An operation stop determination means for determining operation stop of the internal combustion engine based on the set execution driving force;
Control means for controlling the internal combustion engine and the electric motor so that a driving force based on the set execution driving force is output to the drive shaft based on a determination result by the operation stop determination means;
A power output device comprising: The power output device according to claim 1,
A rotation speed detecting means for detecting the rotation speed of the drive shaft;
When the execution power to be output to the drive shaft calculated based on the set execution drive force and the detected rotation speed of the drive shaft is less than a first predetermined power, the operation stop determination means A power output device, which is means for determining operation stop of the internal combustion engine.   The said execution driving force setting means is a means to set the said execution driving force with the said predetermined responsiveness by performing a predetermined slow change process with respect to the set said required driving force. Power output device.   The power output apparatus according to claim 3, wherein the predetermined gradual change process is a smoothing process or a rate process.   2. The execution driving force setting means is means for setting the effective driving force by limiting a driving force set with a predetermined response to the set required driving force with a predetermined restriction. 4. The power output device according to 4. The power output device according to any one of claims 1 to 5,
Start determination means for determining start of the internal combustion engine based on the set required driving force,
The control unit includes the internal combustion engine and the electric motor so that a driving force based on the set execution driving force is output to the driving shaft based on a determination result by the operation stop unit and a determination result by the start determination unit. A power output device that is a means for controlling   The start determination means is means for determining start of the internal combustion engine when a power set based on the set required driving force and the rotation speed of the drive shaft is equal to or higher than a second predetermined power. Item 7. The power output device according to Item 6. The power output device according to any one of claims 1 to 7,
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 / output of power and power,
The power storage means is means capable of exchanging electric power with the power power input / output means and the electric motor,
The control means is means for controlling the internal combustion engine, the power drive input / output means, and the electric motor so that a drive force based on the set execution drive force is output to the drive shaft.   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 power is supplied to the remaining shaft based on the power input / output to any two of the three shafts. The power output apparatus according to claim 8, comprising: a 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 apparatus according to claim 8, wherein the power output apparatus is a counter-rotor motor that rotates by relative rotation with the two rotors.   An automobile comprising the power output device according to claim 1 and an axle connected to the drive shaft. A control method of a power output device comprising: an internal combustion engine capable of outputting power to a drive shaft; an electric motor capable of inputting / outputting power to the drive shaft; and an electric storage means capable of exchanging electric power with the motor,
(A) setting an effective driving force to be output to the driving shaft with a predetermined response to the required driving force required for the driving shaft;
(B) The operation stop of the internal combustion engine is determined based on the set execution drive force, and the drive force based on the set execution drive force is output to the drive shaft based on the determination result. A control method of a power output device for controlling an internal combustion engine and the electric motor.

Images