JP2007210410A - Driving gear, automobile mounted therewith, and control method for driving gear - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving gear or the like capable of keeping a battery in a satisfactory condition. <P>SOLUTION: A value N2 smaller than a value N1 in a usual time is set as a decrease rate Ndn in rate processing, when a battery temperature Tb is a threshold value Tref or more in case of decreasing an engine speed, the rate processing is also executed therein using the set decrease rate Ndn to set a target engine speed Ne<SP>*</SP>(S160, S170), and a torque command Tm1<SP>*</SP>to be output from a motor MG1, based on the set target engine speed Ne<SP>*</SP>(S190). Electric power generated in the motor MG1 is thereby restrained when decreasing the engine speed by the motor MG1, to restrain the battery from being charged with the relatively large electric power. Resultingly, the temperature of the battery is restrained from getting high to keep the condition thereof favorable. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a drive device, an automobile equipped with the drive device, and a method for controlling the drive device.

Conventionally, as this type of drive device, an engine, a planetary gear mechanism in which a carrier is connected to a crankshaft of the engine and a ring gear is connected to a drive shaft, and a first motor connected to a sun gear of the planetary gear mechanism And what was mounted in the hybrid vehicle provided with the 2nd motor which can output motive power to a drive shaft, and the battery which exchanges electric power with two motors is proposed (for example, refer patent document 1). In this device, the engine and the two motors are controlled so that the required torque is output to the drive shaft while the engine is operated at an efficient operating point.
JP 09-308012 A

  In the driving device having the above-described configuration, when the engine speed is reduced by returning the accelerator pedal that has been depressed, the engine rotation is performed by outputting torque from the first motor in a direction to hold down the engine speed. The number can be forcibly reduced, and the battery can be charged with the electric power generated by the first motor at this time. Such reduction of the engine speed by the first motor is preferable for improving energy efficiency because the rotational energy of the engine is recovered in the battery, but the battery is in an appropriate state, for example, when the battery is in a high temperature state. When the battery is not in the state, the battery is charged with relatively large electric power, and as a result, the temperature of the battery is promoted and the state of the battery may be deteriorated. Since the deterioration of the battery condition affects the running performance of the vehicle, it is desired to improve it.

  One of the objects of the drive device, the automobile equipped with the drive device, and the drive device control method of the present invention is to keep the state of the power storage device such as a battery in a good state. Another object of the drive device, the automobile equipped with the drive device, and the drive device control method of the present invention is to maintain the power storage device in a good state and to sufficiently exhibit the power performance of the device.

  In order to achieve at least a part of the above-described object, the drive device, the automobile equipped with the drive device, and the drive device control method of the present invention employ the following means.

The drive device of the present invention is
An internal combustion engine;
Electric power input / output means capable of inputting / outputting power to / from the output shaft of the internal combustion engine with electric power input / output;
Power storage means capable of exchanging power with the power drive input / output means;
When lowering the rotational speed of the internal combustion engine, an allowable change rate that allows a change in the rotational speed of the internal combustion engine is set based on the state of the power storage means, and the internal combustion engine is within the range of the set allowable change rate. Control means for controlling the electric power drive input / output means so that the rotational speed of the engine decreases;
It is a summary to provide.

  In the drive device according to the present invention, when the rotational speed of the internal combustion engine is lowered, the allowable change in which the rotational speed of the internal combustion engine is allowed to change based on the state of the power storage means capable of exchanging power with the power drive input / output means. A rate is set, and the electric power drive input / output means is controlled so that the rotational speed of the internal combustion engine falls within the set allowable change rate range. Therefore, it is possible to suppress the excessive input of electric power that deteriorates the state of the power storage means from the power power input / output means when the rotational speed of the internal combustion engine is lowered by the power power input / output means. The state of the power storage means can be kept in a good state.

  In such a driving device of the present invention, the power storage unit includes a temperature detection unit that detects a temperature of the power storage unit as a state of the power storage unit, and the control unit sets the allowable change rate based on the detected temperature of the power storage unit. It can also be a means to do. By so doing, it is possible to suppress an increase in the temperature of the power storage means. In this case, the control means sets a first allowable change rate when the detected temperature of the power storage means is lower than a predetermined temperature, and sets the first allowable change rate when the detected temperature of the power storage means is equal to or higher than the predetermined temperature. It can also be a means for setting a second allowable change rate smaller than the allowable change rate.

  The drive device according to the present invention further includes an input restriction setting unit that sets an input limit of the power storage unit based on a state of the power storage unit, and the control unit is configured based on the set input limit of the power storage unit. It may be a means for setting the allowable change rate. In this way, it is possible to suppress power exceeding the input limit from being input to the power storage means. In this case, the control means sets a first allowable change rate when the magnitude of power that can be input to the power storage means is greater than or equal to a predetermined power as an input restriction of the set power storage means, and the set power storage means As the input restriction, the second allowable change rate smaller than the first allowable change rate may be set when the magnitude of power that can be input to the power storage unit is less than the predetermined power.

  Further, in the drive device of the present invention, an electric motor capable of exchanging electric power with the power storage means and capable of inputting / outputting power to / from the drive shaft, and an input / output limit of the power storage means are set based on a state of the power storage means. Input / output restriction setting means, required drive force setting means for setting the required drive force required for the drive shaft, and operation point setting means for setting the operation point of the internal combustion engine based on the set required drive force The power drive input / output means is connected to the output shaft of the internal combustion engine and the drive shaft, and the output of the internal combustion engine is accompanied by the input / output of the drive force to the drive shaft by the input / output of power. A means capable of inputting / outputting power to / from a shaft, and the control means operates the internal combustion engine within a range of the allowable change rate based on the set operating point and controls the set input / output restriction. The set required driving force can also be assumed to be a means for driving and controlling said internal combustion engine and the electric power-mechanical power input output mechanism and the motor so as to be output to said drive shaft in 囲内. By keeping the state of the power storage means in a good state, it is possible to suppress the required driving force from being restricted due to the input / output restriction of the power storage means, so that the power performance of the apparatus can be sufficiently exerted. In this case, the input / output restriction setting means may be means for setting the input / output restriction based at least on the temperature of the power storage means.

  In the driving apparatus according to the present invention, the power drive input / output means is connected to three axes of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and is input / output to any two of the three shafts. It is also possible to provide a means comprising a three-axis power input / output means for inputting / outputting power to the remaining one shaft based on the power to be generated, and a generator capable of inputting / outputting power to / from the drive shaft. The electric power drive input / output means includes 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 It may be a counter-rotor motor that relatively rotates the first rotor and the second rotor by electromagnetic action with the second rotor.

The automobile of the present invention
The driving device of the present invention according to any one of the above-described aspects, that is, basically, an internal combustion engine and electric power power input / output means capable of inputting / outputting power to / from the output shaft of the internal combustion engine together with electric power input / output And when the rotational speed of the internal combustion engine is lowered, a change in the rotational speed of the internal combustion engine is allowed based on the state of the electrical storage means. The present invention includes a drive device that includes a control unit that sets an allowable change rate and controls the electric power drive input / output unit so that the rotational speed of the internal combustion engine falls within a range of the set allowable change rate. And

  According to the automobile of the present invention, since the drive device of the present invention according to any one of the above-described aspects is mounted, the same effect as the effect of the drive device of the present invention, for example, the state of the power storage means is in a good state The effect that can be maintained at the same level, the effect that the power storage device can be maintained in a good state, and the power performance of the device can be sufficiently exhibited.

The method for controlling the drive device of the present invention includes:
An internal combustion engine, power power input / output means capable of inputting / outputting power to / from the output shaft of the internal combustion engine with power input / output, and power storage means capable of exchanging power with the power power input / output means. A method for controlling a drive device, comprising:
When lowering the rotational speed of the internal combustion engine, an allowable change rate that allows a change in the rotational speed of the internal combustion engine is set based on the state of the power storage means, and the internal combustion engine is within the range of the set allowable change rate. The power power input / output means is controlled so that the engine speed decreases.

  According to the control method for a drive device of the present invention, when the rotational speed of the internal combustion engine is lowered, the rotational speed of the internal combustion engine is changed based on the state of the power storage means capable of exchanging power with the power drive input / output means. An allowable change rate is set, and the electric power drive input / output means is controlled so that the rotational speed of the internal combustion engine falls within the set allowable change rate. Therefore, it is possible to suppress the excessive input of electric power that deteriorates the state of the power storage means from the power power input / output means when the rotational speed of the internal combustion engine is lowered by the power power input / output means. The state of the power storage means can be kept in a good state.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a driving 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 and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution and 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 drive system of the vehicle.

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

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

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

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

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

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

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when the speed of the engine 22 is reduced by the motor MG1 by returning the accelerator pedal 83 that has been depressed by the driver 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, battery temperature Tb, input / output limits 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. Further, the battery temperature Tb detected by the temperature sensor 51 is 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 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do. 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. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions 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 temporary target rotational speed Nettmp and the temporary target torque Tentmp of the engine 22 are set based on the set required power Pe * (step S120). This setting is performed based on the operation 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 temporary target rotational speed Nettmp and the temporary target torque Tentmp are set. As shown in the figure, the temporary target rotational speed Nettmp and the temporary target torque Tentmp can be obtained from the intersection of the operation line and a curve having a constant required power Pe * (Netmp × Tempp).

  When the temporary target rotational speed Nettmp and the temporary target torque Tempmp of the engine 22 are set in this way, the set temporary target rotational speed Nettmp is compared with the target rotational speed Ne * previously set in this routine (step S130). When it is determined that the number Netmp is equal to or higher than the target rotational speed Ne *, it is determined that either the engine speed Ne of the engine 22 is to be maintained or increased, so that the engine speed of the engine 22 increases without difficulty. A value obtained by subjecting the temporary target rotational speed Netmp to rate processing is set as the target rotational speed Ne *, and a value obtained by dividing the required power Pe * by the set target rotational speed Ne * is set as the target torque Te * (step S140). .

  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 Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S190). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by 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 the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. 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 rotational 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 S200). Calculated by equation (5) (step S210), 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 S220). 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 S230), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  If it is determined in step S130 that the temporary target rotational speed Netmp is less than the target rotational speed Ne * previously set in this routine, it is determined that a decrease in the rotational speed of the engine 22 is requested, and the input battery temperature Tb and threshold value are determined. Tref is compared (step S150), and when the battery temperature Tb is determined to be lower than the threshold value Tref, the normal value N1 is set to the rate of decrease Ndn in the rate process (step S160), and the set rate of decrease Ndn is used. In the rate processing, that is, the larger of the temporary target rotational speed Netmp and the target rotational speed Ne * previously set in this routine minus the descent rate Ndn is set as the target rotational speed Ne * of the engine 22 and the required power A value obtained by dividing Pe * by the set target rotational speed Ne * is set as the target torque Te * (step S180). It ends the routine performs a step S190 and subsequent steps by using the target rotation speed Ne * of the constant target torque Te * and. On the other hand, when it is determined that the input battery temperature Tb is equal to or higher than the threshold value Tref, a value N2 smaller than the normal value N1 is set as the falling rate Ndn in the rate processing (step S170), and the step using the set falling rate Ndn is performed. The target rotational speed Ne * and target torque Te * of the engine 22 are set by the rate processing of S180, and the processing after step S190 is performed using the set target rotational speed Ne * and target torque Te *. finish. Here, the threshold value Tref is set as a value slightly smaller than the upper limit temperature at which the battery 50 can be appropriately charged and discharged, and is determined by the characteristics of the battery 50 and the like. As described above, when the battery temperature Tb is equal to or higher than the threshold value Tref, the value N2 smaller than the normal value N1 is set as the decrease rate Ndn and used for rate processing when setting the target rotational speed Ne *. The change in the target rotational speed Ne * is made gradual with respect to the change in the target rotational speed Netmp, and the negative torque (torque command Tm1 *) output from the motor MG1 is reduced in the direction to hold down the rotational speed Ne of the engine 22. Yes. Thereby, since the electric power generated by the motor MG1 can be suppressed when the rotational speed Ne of the engine 22 is lowered, the battery 50 can be suppressed from being charged with a relatively large electric power. As a result, the temperature rise of the battery 50 that can be caused by the charging of the battery 50 can be suppressed. As shown in FIG. 3, when the battery temperature Tb increases, the input / output limits Win and Wout of the battery 50 decrease, so that the required torque Tr * is likely to be limited by the input / output limits Win and Wout. Therefore, by suppressing the temperature rise of the battery 50, it is assumed that the required torque Tr * is output to the ring gear shaft 32a without being restricted by the input / output restrictions Win and Wout, so that the power performance can be sufficiently exhibited. In addition, by gradually lowering the target rotational speed Ne * of the engine 22, when the required power Pe * increases due to depression of the accelerator pedal 83 or the like while the target rotational speed Ne * is being decreased, this is quickly performed. It becomes possible to correspond to.

  According to the hybrid vehicle 20 of the embodiment described above, when the rotational speed Ne of the engine 22 is decreased, if the battery temperature Tb is equal to or higher than the threshold value Tref, a value N2 smaller than the normal value N1 is set as the decrease rate Ndn. At the same time, a rate process is performed using the set descending rate Ndn to set a target rotational speed Ne * of the engine 22 and a torque command Tm1 * is set so that the engine 22 is operated at the set target rotational speed Ne *. Since the motor MG1 is controlled, the electric power generated by the motor MG1 when the rotational speed Ne of the engine 22 is lowered by the motor MG1 can be suppressed. As a result, the temperature rise of the battery 50 that can be caused by the charging of the battery 50 can be suppressed. Further, since the required torque Tr * can be made difficult to be limited within the range of the input / output limits Win and Wout by suppressing the temperature rise of the battery 50, the power performance of the vehicle can be sufficiently exhibited.

  In the hybrid vehicle 20 of the embodiment, when the battery temperature Tb is lower than the threshold value Tref, the normal value N1 is set to the falling rate Ndn in the rate processing, and when the battery temperature Tb is equal to or higher than the threshold value Tref, the value is smaller than the normal value N1. N2 is set to the falling rate Ndn in the rate processing, but the falling rate Ndn may be set using a map or the like so that the value decreases as the battery temperature Tb increases. An example of the relationship between the battery temperature Tb and the decrease rate Ndn in this case is shown in FIG.

  In the hybrid vehicle 20 of the embodiment, the lowering rate Ndn is set based on the battery temperature Tb. However, the lowering rate Ndn may be set based on the input limit Win, and the lowering rate Ndn may be set based on the remaining capacity SOC. The rate Ndn may be set. In the former case, for example, when the magnitude (absolute value) of the input limit Win is greater than or equal to the predetermined value Wref, the normal value N1 is set to the falling rate Ndn, and when the magnitude of the input limit Win is less than the predetermined value Wref, it is normal. A value N2 smaller than the hour value N1 can be set as the descending rate Ndn. Of course, the lowering rate Ndn may be set using a map or the like so that the value becomes smaller as the size of the input limit Win is smaller.

  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.

  In addition, it is not limited to those applied to such hybrid vehicles, but is incorporated into non-moving equipment such as forms of power output devices mounted on moving bodies such as vehicles other than automobiles, ships, and aircraft, and construction equipment. The form of the driving device may be used. Furthermore, it is good also as a form of the control method of such a drive 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.

  The present invention can be used in the drive device and vehicle manufacturing industries.

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 which shows an example of the relationship between battery temperature Tb and the fall rate Ndn. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

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

Claims (11)

An internal combustion engine;
Electric power input / output means capable of inputting / outputting power to / from the output shaft of the internal combustion engine with electric power input / output;
Power storage means capable of exchanging power with the power drive input / output means;
When lowering the rotational speed of the internal combustion engine, an allowable change rate that allows a change in the rotational speed of the internal combustion engine is set based on the state of the power storage means, and the internal combustion engine is within the range of the set allowable change rate. Control means for controlling the electric power drive input / output means so that the rotational speed of the engine decreases;
A drive device comprising: The drive device according to claim 1,
Temperature detecting means for detecting the temperature of the power storage means as the state of the power storage means,
The control means is means for setting the allowable change rate based on the detected temperature of the power storage means.   The control means sets a first allowable change rate when the detected temperature of the power storage means is lower than a predetermined temperature, and the first allowable change when the detected temperature of the power storage means is equal to or higher than the predetermined temperature. 3. The drive device according to claim 2, which is means for setting a second allowable change rate smaller than the rate. The drive device according to claim 1,
Input limit setting means for setting an input limit of the power storage means based on the state of the power storage means,
The control means is means for setting the allowable change rate based on the set input limit of the power storage means.   The control means sets a first allowable change rate when the amount of power that can be input to the power storage means is greater than or equal to a predetermined power as the input power storage means input restriction, and sets the input power storage means input restriction 5. The driving device according to claim 4, wherein the second allowable change rate is smaller than the first allowable change rate when the amount of power that can be input to the power storage unit is less than the predetermined power. The drive device according to any one of claims 1 to 5,
An electric motor capable of exchanging electric power with the power storage means and capable of inputting and outputting power to the drive shaft;
Input / output restriction setting means for setting an input / output restriction of the power storage means based on the state of the power storage means;
Required driving force setting means for setting required driving force required for the drive shaft;
An operating point setting means for setting an operating point of the internal combustion engine based on the set required driving force,
The power power input / output means is connected to the output shaft of the internal combustion engine and the drive shaft, and power is input to and output from the output shaft of the internal combustion engine with input / output of drive force to the drive shaft. Means that can input and output,
The control means operates the internal combustion engine within a range of the allowable change rate based on the set operating point, and sets the required driving force within the set input / output limit range. A drive device, which is means for drivingly controlling the internal combustion engine, the power drive input / output means, and the electric motor so as to be output to a drive shaft.   The drive device according to claim 6, wherein the input / output restriction setting unit is a unit that sets the input / output restriction based on at least a temperature of the power storage unit.   The power power input / output means is connected to three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and the residual power based on power input / output to any two of the three shafts. The drive device according to any one of claims 1 to 7, further comprising: a three-axis power input / output means for inputting / outputting power to / from one axis of the motor and a generator capable of inputting / outputting power to / from the drive 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 drive device according to any one of claims 1 to 7, wherein the drive device is a counter-rotor motor that relatively rotates the first rotor and the second rotor by electromagnetic action with the second rotor.   An automobile equipped with the driving device according to claim 1. An internal combustion engine, power power input / output means capable of inputting / outputting power to / from the output shaft of the internal combustion engine with power input / output, and power storage means capable of exchanging power with the power power input / output means. A method for controlling a drive device, comprising:
When lowering the rotational speed of the internal combustion engine, an allowable change rate that allows a change in the rotational speed of the internal combustion engine is set based on the state of the power storage means, and the internal combustion engine is within the range of the set allowable change rate. A control method for a driving device, characterized in that the power drive input / output means is controlled so that the rotational speed of the engine decreases.

Images