JP2008143316A - Power output device, control method and vehicle - Google Patents

Power output device, control method and vehicle Download PDF

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Publication number
JP2008143316A
JP2008143316A JP2006331929A JP2006331929A JP2008143316A JP 2008143316 A JP2008143316 A JP 2008143316A JP 2006331929 A JP2006331929 A JP 2006331929A JP 2006331929 A JP2006331929 A JP 2006331929A JP 2008143316 A JP2008143316 A JP 2008143316A
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Japan
Prior art keywords
rotational speed
generator
drive
torque
internal combustion
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Pending
Application number
JP2006331929A
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Japanese (ja)
Inventor
Noritake Mitsuya
典丈 光谷
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Toyota Motor Corp
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Toyota Motor Corp
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Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP2006331929A priority Critical patent/JP2008143316A/en
Priority to PCT/JP2007/065594 priority patent/WO2008068930A1/en
Publication of JP2008143316A publication Critical patent/JP2008143316A/en
Pending legal-status Critical Current

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    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60K6/445—Differential gearing distribution type
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    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/26—Control of the engine output torque by applying a torque limit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

<P>PROBLEM TO BE SOLVED: To suppress excessive rotation of an internal combustion engine even in the event of an abnormality of driving system equipment such as demagnetization of a generator or insufficient boosting of a boosting converter. <P>SOLUTION: When rotating speed difference ΔMn1 as an absolute value of difference between target rotating speed Nm1* and rotating speed Nm1 of a motor MG1, and rotating speed difference ΔNe as an absolute value of difference between target rotating speed Ne* and rotating speed Ne of an engine, are thresholds Nref1 and Nref2 or more, respectively, in a steady drive control state, the allowable maximum torque Telim is reduced by a predetermined torque T (S210-S24), and used for setting the target rotating speed Ne* and target torque Te* of the engine (S110-S150). Excessive rotation of the engine is thereby suppressed when slight abnormality is caused in the driving system equipment or the like. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は、動力出力装置およびその制御方法並びに車両に関し、詳しくは、駆動軸に動力を出力する動力出力装置およびその制御方法並びにこうした動力出力装置を搭載する車両に関する。   The present invention relates to a power output device, a control method thereof, and a vehicle, and more particularly to a power output device that outputs power to a drive shaft, a control method thereof, and a vehicle equipped with such a power output device.

従来、この種の車両としては共線図上で第１モータジェネレータ、エンジン、出力ギヤ、第２モータジェネレータの回転速度順になるように連結されたラビニョウ型複合遊星歯車列と、共線図上において剛体レバーのバランス式が成立するように、各駆動源の回転数とトルクを制御するハイブリッドシステムにおいて、第１モータジェネレータのトルクＴ１と第２モータジェネレータのトルクＴ２と推定されるエンジンのトルクＴｅとを用いたタイヤ出力回りのレバー回転方向のトルクバランス式｛（α＋１）Ｔ１＋Ｔｅ＝β・Ｔ２｝が許容誤差範囲内で成立しないと判断されたときにモータジェネレータの減磁による異常など駆動源がフェイルであると検知するものが提案されている（例えば、特許文献１参照）。この車両では、これにより、駆動源であるエンジンと第１モータジェネレータと第２モータジェネレータのうち、少なくとも１つ以上の駆動源が出力異常であるときに確実に駆動源異常を検知することができる、としている。
特開２００４−１５９３９３号公報 Conventionally, this type of vehicle includes a Ravigneaux-type compound planetary gear train connected in order of the rotational speeds of the first motor generator, the engine, the output gear, and the second motor generator on the alignment chart. In a hybrid system that controls the rotational speed and torque of each drive source so that the balance formula of the rigid lever is established, the torque T1 of the first motor generator, the torque T2 of the second motor generator, and the estimated engine torque Te When it is determined that the torque balance equation {(α + 1) T1 + Te = β · T2} in the lever rotation direction around the tire output using the motor does not hold within the allowable error range, the drive source fails such as an abnormality due to demagnetization of the motor generator What detects that it is is proposed (for example, refer patent document 1). In this vehicle, this makes it possible to reliably detect a drive source abnormality when at least one of the drive source, the first motor generator, and the second motor generator has an output abnormality. , And.
JP 2004-159393 A

しかしながら、上述の車両では、許容誤差によってはエンジンが過回転する場合が生じる。上述のトルクバランス式は、第１モータジェネレータのトルクＴ１と第２モータジェネレータのトルクＴ２と推定されるエンジンのトルクＴｅによって表わされ、その回転数は考慮されないため、ラビニョウ型複合遊星歯車列の各回転要素の回転数によってはエンジンの上限回転数付近になる場合があり、そのときに許容誤差範囲内となってもエンジンが上限回転数を超えて回転してしまう場合が生じる。また、モータジェネレータへの電力供給を昇圧コンバータを用いて行なっている場合には、昇圧コンバータの昇圧不足によってもエンジンが上限回転数を超えて回転してしまう場合がある。   However, in the above-described vehicle, the engine may overspeed depending on the allowable error. The torque balance equation described above is expressed by the estimated engine torque Te and the torque T1 of the first motor generator and the torque T2 of the second motor generator, and the rotational speed thereof is not taken into consideration, so that the Ravigneaux type compound planetary gear train Depending on the rotational speed of each rotating element, the engine speed may be near the upper limit speed of the engine, and at that time, the engine may rotate beyond the upper limit speed even within the allowable error range. In addition, when power is supplied to the motor generator using the boost converter, the engine may exceed the upper limit rotational speed even if the boost converter is not boosted sufficiently.

本発明の動力出力装置およびその制御方法並びに車両は、発電機の減磁や昇圧コンバータの昇圧不足などの駆動系機器に異常が生じても内燃機関が過回転するのを抑制することを目的の一つとする。また、本発明の動力出力装置およびその制御方法並びに車両は、発電機の減磁や昇圧コンバータの昇圧不足などの駆動系機器の異常をより適正に判定することを目的の一つとする。   The power output device, the control method thereof, and the vehicle according to the present invention are intended to suppress over-rotation of the internal combustion engine even if an abnormality occurs in a drive system device such as demagnetization of a generator or insufficient boosting of a boost converter. One. Another object of the power output device, the control method thereof, and the vehicle of the present invention is to more appropriately determine an abnormality in the drive system such as demagnetization of the generator and insufficient boosting of the boost converter.

本発明の動力出力装置およびその制御方法並びに車両は、上述の目的の少なくとも一部を達成するために以下の手段を採った。   The power output device, the control method thereof, and the vehicle of the present invention employ the following means in order to achieve at least a part of the above-described object.

本発明の動力出力装置は、
駆動軸に動力を出力する動力出力装置であって、
内燃機関と、
動力を入出力可能な発電機と、
前記内燃機関の出力軸と前記駆動軸と前記発電機の回転軸との３軸に接続され、該３軸のうちのいずれか２軸に入出力される動力に基づいて残余の軸に動力を入出力する３軸式動力入出力手段と、
所定の駆動要求に基づいて許容最大トルクの範囲内で前記内燃機関を運転すべき運転指令を設定する運転指令設定手段と、
前記設定された運転指令で前記内燃機関が運転されるよう前記発電機を駆動すべき駆動指令を設定する駆動指令設定手段と、
前記発電機の駆動状態を検出する駆動状態検出手段と、
前記検出された発電機の駆動状態と前記設定された駆動指令とに基づいて前記許容最大トルクを更新する許容最大トルク更新手段と、
前記設定された駆動指令を用いて前記発電機を駆動制御すると共に前記設定された運転指令を用いて前記内燃機関を運転制御する制御手段と、
を備えることを要旨とする。 The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
A generator capable of inputting and outputting power;
It is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft of the generator, and power is supplied to the remaining shaft based on power input / output to / from any two of the three shafts. 3-axis power input / output means for input / output;
An operation command setting means for setting an operation command for operating the internal combustion engine within a range of allowable maximum torque based on a predetermined drive request;
Drive command setting means for setting a drive command to drive the generator so that the internal combustion engine is operated with the set operation command;
Driving state detecting means for detecting the driving state of the generator;
An allowable maximum torque updating means for updating the allowable maximum torque based on the detected drive state of the generator and the set drive command;
Control means for driving and controlling the generator using the set driving command and for controlling the operation of the internal combustion engine using the set driving command;
It is a summary to provide.

この本発明の動力出力装置では、所定の駆動要求に基づいて許容最大トルクの範囲内で内燃機関を運転すべき運転指令を設定すると共に内燃機関の運転指令で内燃機関が運転されるよう発電機を駆動すべき駆動指令を設定し、設定した駆動指令を用いて発電機を駆動制御すると共に設定した運転指令を用いて内燃機関を運転制御する。そして、発電機の駆動状態と発電機の駆動指令とに基づいて許容最大トルクを更新する。即ち、発電機の駆動状態と発電機の駆動指令とに基づいて更新された許容最大トルクの範囲内で内燃機関の運転指令を設定すると共に発電機の駆動指令を設定し、これらを用いて発電機を駆動制御すると共に内燃機関を運転制御するのである。このように、発電機の駆動状態に応じて許容最大トルクを更新することにより、発電機の駆動状態に応じて内燃機関と発電機とを制御することができる。この結果、発電機の減磁などの駆動系機器に異常が生じても内燃機関が過回転するのを抑制することができる。なお、発電機に対して昇圧コンバータを用いている場合には昇圧コンバータの昇圧不足に起因する異常にも同様に対処することができる。   In the power output apparatus of the present invention, a generator is set so that an operation command for operating the internal combustion engine within the allowable maximum torque range is set based on a predetermined drive request and the internal combustion engine is operated by the operation command of the internal combustion engine. A drive command to drive the engine is set, the generator is driven using the set drive command, and the internal combustion engine is controlled using the set operation command. Then, the allowable maximum torque is updated based on the generator drive state and the generator drive command. That is, the operation command for the internal combustion engine is set within the range of the maximum allowable torque updated based on the drive state of the generator and the drive command for the generator, and the drive command for the generator is set, and these are used to generate power. The engine is driven and controlled, and the internal combustion engine is controlled. Thus, by updating the allowable maximum torque according to the driving state of the generator, the internal combustion engine and the generator can be controlled according to the driving state of the generator. As a result, it is possible to prevent the internal combustion engine from over-rotating even if an abnormality occurs in the drive system equipment such as demagnetization of the generator. When a boost converter is used for the generator, an abnormality caused by insufficient boost of the boost converter can be dealt with similarly.

こうした本発明の動力出力装置において、前記運転指令は目標回転数と目標トルクとからなる目標運転ポイントであり、前記駆動指令は前記内燃機関を前記目標運転ポイントで運転するための前記発電機の目標回転数を含む指令であり、前記駆動状態検出手段は前記発電機の回転数を検出する手段であり、前記許容最大トルク更新手段は前記発電機の回転数と前記駆動指令における前記発電機の目標回転数との回転数差に基づいて前記許容最大トルクを更新する手段である、ものとすることもできる。この場合、前記許容最大トルク更新手段は、前記回転数差が所定回転数差以上のときに前記許容最大トルクが小さくなるよう該許容最大トルクを更新する手段であるものとすることもできる。こうすれば、内燃機関の回転数が過大となるのをより確実に抑止することができる。   In such a power output apparatus of the present invention, the operation command is a target operation point composed of a target rotational speed and a target torque, and the drive command is a target of the generator for operating the internal combustion engine at the target operation point. The drive state detecting means is means for detecting the rotational speed of the generator, and the allowable maximum torque update means is the rotational speed of the generator and a target of the generator in the drive command. It can also be a means for updating the allowable maximum torque based on the rotational speed difference from the rotational speed. In this case, the allowable maximum torque updating means may be means for updating the allowable maximum torque so that the allowable maximum torque becomes small when the rotational speed difference is equal to or larger than a predetermined rotational speed difference. In this way, it is possible to more reliably prevent the engine speed of the internal combustion engine from becoming excessive.

また、本発明の動力出力装置において、前記内燃機関の運転状態を検出する運転状態検出手段を備え、前記許容最大トルク更新手段は、前記検出された内燃機関の運転状態と前記設定された運転指令とに基づいて前記許容最大トルクを更新する手段である、ものとすることもできる。こうすれば、内燃機関の運転状態に応じて許容最大トルクを更新するから、より確実に内燃機関が過回転するのを抑制することができる。   The power output apparatus of the present invention further includes an operating state detecting unit that detects an operating state of the internal combustion engine, wherein the allowable maximum torque update unit includes the detected operating state of the internal combustion engine and the set operation command. The maximum allowable torque may be updated based on the above. In this way, since the allowable maximum torque is updated according to the operating state of the internal combustion engine, it is possible to more reliably prevent the internal combustion engine from over-rotating.

発電機の回転数と発電機の目標回転数との回転数差に基づいて許容最大トルクを更新する態様の本発明の動力出力装置において、前記内燃機関の回転数を検出する回転数検出手段を備え、前記許容最大トルク更新手段は、前記検出された内燃機関の回転数と前記運転指令における前記内燃機関の目標回転数との回転数差に基づいて前記許容最大トルクを更新する手段である、ものとすることもできる。この場合、前記許容最大トルク更新手段は、前記発電機の回転数と前記発電機の目標回転数との回転数差が第１の回転数差以上であると共に前記内燃機関の回転数と前記内燃機関の目標回転数との回転数差が前記第１の回転数差とは異なる第２の回転数差以上であるときに前記許容最大トルクが小さくなるよう該許容最大トルクを更新する手段であるものとすることもできる。こうすれば、内燃機関の回転数が過大となるのをより確実に抑止することができる。   In the power output apparatus of the present invention in which the allowable maximum torque is updated based on the difference in rotation speed between the generator rotation speed and the generator target rotation speed, the rotation speed detection means for detecting the rotation speed of the internal combustion engine is provided. And the allowable maximum torque updating means is means for updating the allowable maximum torque based on a difference in rotational speed between the detected rotational speed of the internal combustion engine and a target rotational speed of the internal combustion engine in the operation command. It can also be. In this case, the allowable maximum torque update means is configured such that a difference in rotational speed between the rotational speed of the generator and the target rotational speed of the generator is equal to or greater than a first rotational speed difference, and the rotational speed of the internal combustion engine and the internal combustion engine. Means for updating the maximum allowable torque so that the maximum allowable torque is reduced when a difference in rotational speed from a target engine speed is equal to or greater than a second rotational speed difference different from the first rotational speed difference; It can also be. In this way, it is possible to more reliably prevent the engine speed of the internal combustion engine from becoming excessive.

許容最大トルクが小さくなるよう許容最大トルクを更新する態様の本発明の動力出力装置において、前記許容最大トルク更新手段は、前記許容最大トルクを更新するときには該許容最大トルクが所定トルクだけ小さくなるよう該許容最大トルクを更新する手段であるものとすることもできる。こうすれば、許容最大トルクを所定トルクずつ小さくすることができる。   In the power output apparatus of the present invention in which the allowable maximum torque is updated so as to reduce the allowable maximum torque, the allowable maximum torque updating means reduces the allowable maximum torque by a predetermined torque when updating the allowable maximum torque. It may be a means for updating the allowable maximum torque. In this way, the allowable maximum torque can be reduced by a predetermined torque.

本発明の動力出力装置において、前記許容最大トルクが所定判定トルク未満に至ったときに異常と判定する異常判定手段を備えるものとすることもできる。こうすれば、発電機の減磁などの駆動系機器の異常をより適正に判定することができる。   The power output apparatus of the present invention may further include an abnormality determination unit that determines that an abnormality occurs when the allowable maximum torque is less than a predetermined determination torque. By doing so, it is possible to more appropriately determine abnormality of the drive system device such as demagnetization of the generator.

本発明の動力出力装置において、前記所定の駆動要求は、駆動軸に出力すべき要求駆動力に基づく要求であるものとすることもできる。こうすれば、要求駆動力に基づく要求に応じて内燃機関の運転指令を設定することができるから、内燃機関をより適正に運転制御することができる。   In the power output apparatus of the present invention, the predetermined drive request may be a request based on a required drive force to be output to the drive shaft. By doing so, it is possible to set the operation command for the internal combustion engine in response to a request based on the required driving force, and thus it is possible to more appropriately control the operation of the internal combustion engine.

本発明の動力出力装置において、前記駆動軸に動力を出力可能な電動機と、前記発電機および前記電動機と電力のやりとりが可能な蓄電手段と、前記駆動軸に出力すべき要求駆動力を設定する要求駆動力設定手段と、を備え、前記運転指令設定手段は前記駆動要求として前記設定された要求駆動力に基づいて前記運転指令を設定する手段であり、前記制御手段は、前記設定された駆動指令を用いて前記発電機を駆動制御すると共に前記設定された運転指令を用いて前記内燃機関を運転制御し、且つ、前記設定された要求駆動力に基づく駆動力が前記駆動軸に出力されるよう前記電動機を制御する手段である、ものとすることもできる。   In the power output apparatus of the present invention, an electric motor capable of outputting power to the drive shaft, an electric storage means capable of exchanging electric power with the generator and the electric motor, and a required driving force to be output to the drive shaft are set. Required driving force setting means, wherein the operation command setting means is means for setting the driving command based on the set required driving force as the driving request, and the control means is the set driving The generator is driven and controlled using a command, the internal combustion engine is controlled using the set operation command, and a driving force based on the set required driving force is output to the drive shaft. It can also be a means for controlling the electric motor.

本発明の車両は、上述のいずれかの態様の本発明の動力出力装置、即ち、基本的には、駆動軸に動力を出力する動力出力装置であって、内燃機関と、動力を入出力可能な発電機と、前記内燃機関の出力軸と前記駆動軸と前記発電機の回転軸との３軸に接続され、該３軸のうちのいずれか２軸に入出力される動力に基づいて残余の軸に動力を入出力する３軸式動力入出力手段と、所定の駆動要求に基づいて許容最大トルクの範囲内で前記内燃機関を運転すべき運転指令を設定する運転指令設定手段と、前記設定された運転指令で前記内燃機関が運転されるよう前記発電機を駆動すべき駆動指令を設定する駆動指令設定手段と、前記発電機の駆動状態を検出する駆動状態検出手段と、前記検出された発電機の駆動状態と前記設定された駆動指令とに基づいて前記許容最大トルクを更新する許容最大トルク更新手段と、前記設定された駆動指令を用いて前記発電機を駆動制御すると共に前記設定された運転指令を用いて前記内燃機関を運転制御する制御手段と、を備える動力出力装置を搭載し、車軸が前記駆動軸に連結されてなることを要旨とする。   The vehicle of the present invention is the power output device of the present invention according to any one of the above-described embodiments, that is, basically a power output device that outputs power to the drive shaft, and can input / output power to / from the internal combustion engine. A generator, an output shaft of the internal combustion engine, the drive shaft, and a rotating shaft of the generator, and the remaining power based on the power input to and output from any two of the three shafts. Three-axis power input / output means for inputting / outputting power to the shaft, an operation command setting means for setting an operation command for operating the internal combustion engine within a range of allowable maximum torque based on a predetermined drive request, Drive command setting means for setting a drive command to drive the generator so that the internal combustion engine is operated with the set operation command, drive state detection means for detecting the drive state of the generator, and the detected The drive state of the generator and the set drive command A maximum allowable torque updating means for updating the maximum allowable torque based on the control, and a drive control of the generator using the set drive command and a control of the internal combustion engine using the set operation command. And a power output device comprising: means and an axle connected to the drive shaft.

この本発明の車両では、上述のいずれかの態様の本発明の動力出力装置を搭載するから、本発明の動力出力装置が奏する効果、例えば、発電機の駆動状態に応じて内燃機関と発電機とを制御することができる効果やこの効果の結果として発電機に減磁などの異常が生じても内燃機関が過回転するのを抑制することができる効果などと同様な効果を奏することができる。   Since the vehicle according to the present invention is equipped with the power output device of the present invention according to any one of the aspects described above, the internal combustion engine and the power generator according to the effects exerted by the power output device of the present invention, for example, the driving state of the power generator The effect similar to the effect which can control over-rotation of an internal combustion engine, etc. can be produced even if abnormality, such as a demagnetization etc. arises in a generator as a result of this effect .

本発明の動力出力装置の制御方法は、
内燃機関と、動力を入出力可能な発電機と、前記内燃機関の出力軸と駆動軸と前記発電機の回転軸との３軸に接続され該３軸のうちのいずれか２軸に入出力される動力に基づいて残余の軸に動力を入出力する３軸式動力入出力手段と、を備える動力出力装置の制御方法であって、
所定の駆動要求に基づいて許容最大トルクの範囲内で前記内燃機関を運転すべき運転指令を設定すると共に該設定した運転指令で前記内燃機関が運転されるよう前記発電機を駆動すべき駆動指令を設定し、前記設定した駆動指令を用いて前記発電機を駆動制御すると共に前記設定した運転指令を用いて前記内燃機関を運転制御し、前記発電機の駆動状態と前記設定した駆動指令とに基づいて前記許容最大トルクを更新する、
ことを特徴とする。 The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, a generator capable of inputting / outputting power, an output shaft of the internal combustion engine, a drive shaft, and a rotation shaft of the generator, connected to three axes, and input / output to any two of the three axes A three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the power to be driven,
A drive command for setting the operation command for operating the internal combustion engine within a range of the maximum allowable torque based on a predetermined drive request and for driving the generator so that the internal combustion engine is operated with the set operation command. And the drive control of the generator using the set drive command and the operation control of the internal combustion engine using the set drive command, to the drive state of the generator and the set drive command Updating the maximum allowable torque based on:
It is characterized by that.

この本発明の動力出力装置の制御方法では、所定の駆動要求に基づいて許容最大トルクの範囲内で内燃機関を運転すべき運転指令を設定すると共に内燃機関の運転指令で内燃機関が運転されるよう発電機を駆動すべき駆動指令を設定し、設定した駆動指令を用いて発電機を駆動制御すると共に設定した運転指令を用いて内燃機関を運転制御する。そして、発電機の駆動状態と発電機の駆動指令とに基づいて許容最大トルクを更新する。即ち、発電機の駆動状態と発電機の駆動指令とに基づいて更新された許容最大トルクの範囲内で内燃機関の運転指令を設定すると共に発電機の駆動指令を設定し、これらを用いて発電機を駆動制御すると共に内燃機関を運転制御するのである。このように、発電機の駆動状態に応じて許容最大トルクを更新することにより、発電機の駆動状態に応じて内燃機関と発電機とを制御することができる。この結果、発電機の減磁などの駆動系機器に異常が生じても内燃機関が過回転するのを抑制することができる。なお、発電機に対して昇圧コンバータを用いている場合には昇圧コンバータの昇圧不足に起因する異常にも同様に対処することができる。   In the control method for the power output apparatus of the present invention, an operation command for operating the internal combustion engine within the allowable maximum torque range is set based on a predetermined drive request, and the internal combustion engine is operated with the operation command for the internal combustion engine. A drive command for driving the generator is set, the generator is driven using the set drive command, and the internal combustion engine is controlled using the set operation command. Then, the allowable maximum torque is updated based on the generator drive state and the generator drive command. That is, the operation command for the internal combustion engine is set within the range of the maximum allowable torque updated based on the drive state of the generator and the drive command for the generator, and the drive command for the generator is set, and these are used to generate power. The engine is driven and controlled, and the internal combustion engine is controlled. Thus, by updating the allowable maximum torque according to the driving state of the generator, the internal combustion engine and the generator can be controlled according to the driving state of the generator. As a result, it is possible to prevent the internal combustion engine from over-rotating even if an abnormality occurs in the drive system equipment such as demagnetization of the generator. When a boost converter is used for the generator, an abnormality caused by insufficient boost of the boost converter can be dealt with similarly.

こうした本発明の動力出力装置の制御方法において、前記運転指令は目標回転数と目標トルクとからなる目標運転ポイントであり、前記駆動指令は前記内燃機関を前記目標運転ポイントで運転するための前記発電機の目標回転数を含む指令であり、前記駆動状態は前記発電機の回転数であり、前記発電機の回転数と前記発電機の目標回転数との回転数差が所定回転数差以上のときに前記許容最大トルクが小さくなるよう該許容最大トルクを更新する、ことを特徴とするものとすることもできる。   In such a control method for a power output apparatus of the present invention, the operation command is a target operation point consisting of a target rotational speed and a target torque, and the drive command is the power generation for operating the internal combustion engine at the target operation point. A command including a target rotational speed of the machine, the drive state is the rotational speed of the generator, and a rotational speed difference between the rotational speed of the generator and the target rotational speed of the generator is greater than or equal to a predetermined rotational speed difference The allowable maximum torque may be updated so that the allowable maximum torque is sometimes reduced.

また、本発明の動力出力装置の制御方法において、前記更新した許容最大トルクが所定判定トルク未満に至ったときに異常と判定して該異常を出力することを特徴とするものとすることもできる。こうすれば、発電機の減磁などの駆動系機器の異常をより適正に判定することができる。   In the method for controlling a power output apparatus of the present invention, when the updated allowable maximum torque is less than a predetermined determination torque, it is determined that an abnormality is detected and the abnormality is output. . By doing so, it is possible to more appropriately determine abnormality of the drive system device such as demagnetization of the generator.

次に、本発明を実施するための最良の形態を実施例を用いて説明する。   Next, the best mode for carrying out the present invention will be described using examples.

図１は、本発明の一実施例である動力出力装置を搭載したハイブリッド自動車２０の構成の概略を示す構成図である。実施例のハイブリッド自動車２０は、図示するように、エンジン２２と、エンジン２２の出力軸としてのクランクシャフト２６にダンパ２８を介して接続された３軸式の動力分配統合機構３０と、動力分配統合機構３０に接続された発電可能なモータＭＧ１と、動力分配統合機構３０に接続された駆動軸としてのリングギヤ軸３２ａに取り付けられた減速ギヤ３５と、この減速ギヤ３５に接続されたモータＭＧ２と、動力出力装置全体をコントロールするハイブリッド用電子制御ユニット７０とを備える。   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.

エンジン２２は、ガソリンまたは軽油などの炭化水素系の燃料により動力を出力する内燃機関であり、クランクシャフト２６の回転位置を検出するクランクポジションセンサ２３からのクランクポジションなどエンジン２２の運転状態を検出する各種センサから信号を入力するエンジン用電子制御ユニット（以下、エンジンＥＣＵという）２４により燃料噴射制御や点火制御，吸入空気量調節制御などの運転制御を受けている。エンジンＥＣＵ２４は、ハイブリッド用電子制御ユニット７０と通信しており、ハイブリッド用電子制御ユニット７０からの制御信号によりエンジン２２を運転制御すると共に必要に応じてエンジン２２の運転状態に関するデータをハイブリッド用電子制御ユニット７０に出力する。なお、エンジンＥＣＵ２４は、クランクポジションセンサ２３からのクランクポジションに基づいてクランクシャフト２６の回転数、即ちエンジン２２の回転数Ｎｅも演算している。   The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and detects an operating state of the engine 22 such as a crank position from a crank position sensor 23 that detects a rotational position of the crankshaft 26. An engine electronic control unit (hereinafter referred to as an engine ECU) 24 that receives signals from various sensors receives operation control such as fuel injection control, ignition control, and intake air amount adjustment control. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 23.

動力分配統合機構３０は、外歯歯車のサンギヤ３１と、このサンギヤ３１と同心円上に配置された内歯歯車のリングギヤ３２と、サンギヤ３１に噛合すると共にリングギヤ３２に噛合する複数のピニオンギヤ３３と、複数のピニオンギヤ３３を自転かつ公転自在に保持するキャリア３４とを備え、サンギヤ３１とリングギヤ３２とキャリア３４とを回転要素として差動作用を行なう遊星歯車機構として構成されている。動力分配統合機構３０は、キャリア３４にはエンジン２２のクランクシャフト２６が、サンギヤ３１にはモータＭＧ１が、リングギヤ３２にはリングギヤ軸３２ａを介して減速ギヤ３５がそれぞれ連結されており、モータＭＧ１が発電機として機能するときにはキャリア３４から入力されるエンジン２２からの動力をサンギヤ３１側とリングギヤ３２側にそのギヤ比に応じて分配し、モータＭＧ１が電動機として機能するときにはキャリア３４から入力されるエンジン２２からの動力とサンギヤ３１から入力されるモータＭＧ１からの動力を統合してリングギヤ３２側に出力する。リングギヤ３２に出力された動力は、リングギヤ軸３２ａからギヤ機構６０およびデファレンシャルギヤ６２を介して、最終的には車両の駆動輪６３ａ，６３ｂに出力される。   The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed 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.

モータＭＧ１およびモータＭＧ２は、いずれも発電機として駆動することができると共に電動機として駆動できる周知の同期発電電動機として構成されており、インバータ４１，４２と昇圧コンバータ５３とを介してバッテリ５０と電力のやりとりを行なう。インバータ４１，４２と昇圧コンバータ５３とを接続する電力ライン５４は、各インバータ４１，４２が共用する正極母線および負極母線として構成されており、モータＭＧ１，ＭＧ２のいずれかで発電される電力を他のモータで消費することができるようになっている。したがって、バッテリ５０は、モータＭＧ１，ＭＧ２のいずれかから生じた電力や不足する電力により充放電されることになる。なお、モータＭＧ１，ＭＧ２により電力収支のバランスをとるものとすれば、バッテリ５０は充放電されない。モータＭＧ１，ＭＧ２は、いずれもモータ用電子制御ユニット（以下、モータＥＣＵという）４０により駆動制御されている。モータＥＣＵ４０には、モータＭＧ１，ＭＧ２を駆動制御するために必要な信号、例えばモータＭＧ１，ＭＧ２の回転子の回転位置を検出する回転位置検出センサ４３，４４からの信号や図示しない電流センサにより検出されるモータＭＧ１，ＭＧ２に印加される相電流などが入力されており、モータＥＣＵ４０からは、インバータ４１，４２へのスイッチング制御信号が出力されている。モータＥＣＵ４０は、ハイブリッド用電子制御ユニット７０と通信しており、ハイブリッド用電子制御ユニット７０からの制御信号によってモータＭＧ１，ＭＧ２を駆動制御すると共に必要に応じてモータＭＧ１，ＭＧ２の運転状態に関するデータをハイブリッド用電子制御ユニット７０に出力する。なお、モータＥＣＵ４０は、回転位置検出センサ４３，４４からモータＭＧ１，ＭＧ２の回転子の回転位置に基づいてモータＭＧ１，ＭＧ２の回転数Ｎｍ１，Ｎｍ２も演算している。   Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as electric motors, and are connected to the battery 50 and electric power via inverters 41 and 42 and a boost converter 53. Communicate. The power line 54 connecting the inverters 41, 42 and the boost converter 53 is configured as a positive bus and a negative bus shared by the inverters 41, 42, and other power generated by one of the motors MG1, MG2 is used. It can be consumed with the 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 motor ECU 40 also calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 from the rotational position detection sensors 43, 44 based on the rotational positions of the rotors of the motors MG1, MG2.

バッテリ５０は、バッテリ用電子制御ユニット（以下、バッテリＥＣＵという）５２によって管理されており、昇圧コンバータ５３はバッテリＥＣＵ５２による駆動制御を受けている。バッテリＥＣＵ５２には、バッテリ５０を管理するのに必要な信号、例えば、バッテリ５０の端子間に設置された図示しない電圧センサからのバッテリ電圧，バッテリ５０の出力端子に取り付けられた図示しない電流センサからの充放電電流，バッテリ５０に取り付けられた温度センサ５１からの電池温度Ｔｂなどや、昇圧コンバータ５３を駆動制御するのに必要な信号、例えば、インバータ４１，４２側に取り付けられた図示しない電圧センサからの高圧電圧などが入力されており、バッテリＥＣＵ５２からはモータＭＧ１やモータＭＧ２のトルク指令Ｔｍ１＊，Ｔｍ２＊に基づいて設定される目標電圧にインバータ４１，４２側の電圧がなるように昇圧コンバータ５３のスイッチング素子をスイッチング制御するための駆動信号が出力されている。バッテリＥＣＵ５２は、必要に応じてバッテリ５０の状態や昇圧コンバータ５３の駆動状態に関するデータを通信によりハイブリッド用電子制御ユニット７０に出力する。なお、バッテリＥＣＵ５２では、バッテリ５０を管理するために電流センサにより検出された充放電電流の積算値に基づいて残容量（ＳＯＣ）や、温度センサ５１により検出されたバッテリ５０の電池温度Ｔｂとバッテリ５０の残容量（ＳＯＣ）とに基づいてバッテリ５０を充放電してもよい最大電力としての入出力制限Ｗｉｎ，Ｗｏｕｔも演算している。   The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52, and the boost converter 53 is subjected to drive control by the battery ECU 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a battery voltage from a voltage sensor (not shown) installed between terminals of the battery 50, and a current sensor (not shown) attached to the output terminal of the battery 50. Charge / discharge current, battery temperature Tb from the temperature sensor 51 attached to the battery 50, signals necessary for driving and controlling the boost converter 53, for example, a voltage sensor (not shown) attached to the inverters 41 and 42 side Is input from the battery ECU 52 so that the voltage on the inverters 41 and 42 side becomes the target voltage set based on the torque commands Tm1 * and Tm2 * of the motor MG1 and the motor MG2. Drive signal for switching control of 53 switching elements is output. To have. The battery ECU 52 outputs data relating to the state of the battery 50 and the drive state of the boost converter 53 to the hybrid electronic control unit 70 by communication as necessary. In the battery ECU 52, the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor for managing the battery 50, the battery temperature Tb of the battery 50 detected by the temperature sensor 51, and the battery Based on the remaining capacity (SOC) of 50, the input / output limits Win and Wout as the maximum power that may charge / discharge the battery 50 are also calculated.

ハイブリッド用電子制御ユニット７０は、ＣＰＵ７２を中心とするマイクロプロセッサとして構成されており、ＣＰＵ７２の他に処理プログラムを記憶するＲＯＭ７４と、データを一時的に記憶するＲＡＭ７６と、図示しない入出力ポートおよび通信ポートとを備える。ハイブリッド用電子制御ユニット７０には、イグニッションスイッチ８０からのイグニッション信号，シフトレバー８１の操作位置を検出するシフトポジションセンサ８２からのシフトポジションＳＰ，アクセルペダル８３の踏み込み量を検出するアクセルペダルポジションセンサ８４からのアクセル開度Ａｃｃ，ブレーキペダル８５の踏み込み量を検出するブレーキペダルポジションセンサ８６からのブレーキペダルポジションＢＰ，車速センサ８８からの車速Ｖなどが入力ポートを介して入力されている。ハイブリッド用電子制御ユニット７０は、前述したように、エンジンＥＣＵ２４やモータＥＣＵ４０，バッテリＥＣＵ５２と通信ポートを介して接続されており、エンジンＥＣＵ２４やモータＥＣＵ４０，バッテリＥＣＵ５２と各種制御信号やデータのやりとりを行なっている。   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.

こうして構成された実施例のハイブリッド自動車２０は、運転者によるアクセルペダル８３の踏み込み量に対応するアクセル開度Ａｃｃと車速Ｖとに基づいて駆動軸としてのリングギヤ軸３２ａに出力すべき要求トルクを計算し、この要求トルクに対応する要求動力がリングギヤ軸３２ａに出力されるように、エンジン２２とモータＭＧ１とモータＭＧ２とが運転制御される。エンジン２２とモータＭＧ１とモータＭＧ２の運転制御としては、要求動力に見合う動力がエンジン２２から出力されるようにエンジン２２を運転制御すると共にエンジン２２から出力される動力のすべてが動力分配統合機構３０とモータＭＧ１とモータＭＧ２とによってトルク変換されてリングギヤ軸３２ａに出力されるようモータＭＧ１およびモータＭＧ２を駆動制御するトルク変換運転モードや要求動力とバッテリ５０の充放電に必要な電力との和に見合う動力がエンジン２２から出力されるようにエンジン２２を運転制御すると共にバッテリ５０の充放電を伴ってエンジン２２から出力される動力の全部またはその一部が動力分配統合機構３０とモータＭＧ１とモータＭＧ２とによるトルク変換を伴って要求動力がリングギヤ軸３２ａに出力されるようモータＭＧ１およびモータＭＧ２を駆動制御する充放電運転モード、エンジン２２の運転を停止してモータＭＧ２からの要求動力に見合う動力をリングギヤ軸３２ａに出力するよう運転制御するモータ運転モードなどがある。   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.

次に、こうして構成された実施例のハイブリッド自動車２０の動作、特に昇圧コンバータ５３による昇圧が十分にできないときやモータＭＧ１が減磁により十分なトルクを出力することができないときの動作について説明する。図２は、ハイブリッド用電子制御ユニット７０により実行される駆動制御ルーチンの一例を示すフローチャートである。このルーチンは、所定時間毎（例えば数ｍｓｅｃ毎）に繰り返し実行される。   Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when the boosting by the boost converter 53 cannot be sufficiently performed or when the motor MG1 cannot output sufficient torque due to demagnetization 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).

駆動制御ルーチンが実行されると、ハイブリッド用電子制御ユニット７０のＣＰＵ７２は、まず、アクセルペダルポジションセンサ８４からのアクセル開度Ａｃｃや車速センサ８８からの車速Ｖ，モータＭＧ１，ＭＧ２の回転数Ｎｍ１，Ｎｍ２，エンジン２２の回転数Ｎｅ，バッテリ５０の入出力制限Ｗｉｎ，Ｗｏｕｔなど制御に必要なデータを入力する処理を実行する（ステップＳ１００）。ここで、エンジン２２の回転数Ｎｅはクランクポジションセンサ２３からの信号に基づいて計算されたものをエンジンＥＣＵ２４から通信により入力するものとした。また、モータＭＧ１，ＭＧ２の回転数Ｎｍ１，Ｎｍ２は、回転位置検出センサ４３，４４により検出されたモータＭＧ１，ＭＧ２の回転子の回転位置に基づいて計算されたものをモータＥＣＵ４０から通信により入力するものとした。さらに、バッテリ５０の入出力制限Ｗｉｎ，Ｗｏｕｔは、バッテリ５０の電池温度Ｔｂとバッテリ５０の残容量（ＳＯＣ）とに基づいて設定されたものをバッテリＥＣＵ５２から通信により入力するものとした。   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, the rotational speed Ne of the engine 22 and the input / output limits Win and Wout of the battery 50, is executed (step S100). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from the crank position sensor 23 and is input from the engine ECU 24 by communication. Further, 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. It was supposed to be. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and input from the battery ECU 52 by communication.

こうしてデータを入力すると、入力したアクセル開度Ａｃｃと車速Ｖとに基づいて車両に要求されるトルクとして駆動輪６３ａ，６３ｂに連結された駆動軸としてのリングギヤ軸３２ａに出力すべき要求トルクＴｒ＊とエンジン２２に要求される要求パワーＰｅ＊とを設定する（ステップＳ１１０）。要求トルクＴｒ＊は、実施例では、アクセル開度Ａｃｃと車速Ｖと要求トルクＴｒ＊との関係を予め定めて要求トルク設定用マップとしてＲＯＭ７４に記憶しておき、アクセル開度Ａｃｃと車速Ｖとが与えられると記憶したマップから対応する要求トルクＴｒ＊を導出して設定するものとした。図３に要求トルク設定用マップの一例を示す。要求パワーＰｅ＊は、設定した要求トルクＴｒ＊にリングギヤ軸３２ａの回転数Ｎｒを乗じたものとバッテリ５０が要求する充放電要求パワーＰｂ＊とロスＬｏｓｓとの和として計算することができる。なお、リングギヤ軸３２ａの回転数Ｎｒは、車速Ｖに換算係数ｋを乗じることによって求めたり、モータＭＧ２の回転数Ｎｍ２を減速ギヤ３５のギヤ比Ｇｒで割ることによって求めることができる。   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. 3 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.

続いて、設定した要求パワーＰｅ＊に基づいてエンジン２２の仮回転数Ｎｅｔｍｐと仮トルクＴｅｔｍｐとを設定する（ステップＳ１２０）。この設定は、エンジン２２を効率よく動作させる動作ラインと要求パワーＰｅ＊とに基づいて行なわれる。エンジン２２の動作ラインの一例と仮回転数Ｎｅｔｍｐと仮トルクＴｅｔｍｐとを設定する様子を図４に示す。図示するように、仮回転数Ｎｅｔｍｐと仮トルクＴｅｔｍｐは、動作ラインと要求パワーＰｅ＊（Ｎｅ＊×Ｔｅ＊）が一定の曲線との交点により求めることができる。   Subsequently, the temporary rotational speed Nettmp and the temporary torque Tempmp of the engine 22 are set based on the set required power Pe * (step S120). This setting is performed based on an 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 temporary rotation speed Nettmp and the temporary torque Tentmp are set. As shown in the figure, the temporary rotational speed Netmp and the temporary torque Tentmp can be obtained from the intersection of the operation line and a curve having a constant required power Pe * (Ne * × Te *).

次に、設定した仮トルクＴｅｔｍｐとエンジン２２の許容最大トルクＴｅｌｉｍとを比較し（ステップＳ１３０）、仮トルクＴｅｔｍｐが許容最大トルクＴｅｌｉｍ以下のときには、設定した仮回転数Ｎｅｔｍｐおよび仮トルクＴｅｔｍｐをエンジン２２の目標回転数Ｎｅ＊および目標トルクＴｅ＊として設定し（ステップＳ１４０）、仮トルクＴｅｔｍｐが許容最大トルクＴｅｌｉｍより大きいときには、許容最大トルクＴｅｌｉｍをエンジン２２の目標トルクＴｅ＊として設定すると共にエンジン２２を効率よく動作させる動作ラインに対して許容最大トルクＴｅｌｉｍに対応する回転数をエンジン２２の目標回転数Ｎｅ＊として設定する（ステップＳ１５０）。ここで、許容最大トルクＴｅｌｉｍは、エンジン２２の過回転を抑制するためにエンジン２２から出力してもよい最大のトルクであり、この駆動制御ルーチンの後述する処理によって設定される。許容最大トルクＴｅｌｉｍの設定処理については後述する。   Next, the set temporary torque Tentmp is compared with the allowable maximum torque Telim of the engine 22 (step S130). When the temporary torque Tentmp is equal to or less than the allowable maximum torque Telim, the set temporary rotation speed Nettmp and the temporary torque Temptmp are determined. Are set as the target rotational speed Ne * and the target torque Te * (step S140), and when the temporary torque Tetmp is larger than the allowable maximum torque Telim, the allowable maximum torque Telim is set as the target torque Te * of the engine 22 and the engine 22 is set. A rotation speed corresponding to the allowable maximum torque Telim is set as the target rotation speed Ne * of the engine 22 for the operation line to be operated efficiently (step S150). Here, the allowable maximum torque Telim is the maximum torque that may be output from the engine 22 in order to suppress over-rotation of the engine 22, and is set by a process that will be described later in this drive control routine. The setting process of the allowable maximum torque Telim will be described later.

こうしてエンジン２２の目標回転数Ｎｅ＊と目標トルクＴｅ＊とを設定すると、設定した目標回転数Ｎｅ＊とリングギヤ軸３２ａの回転数Ｎｒ（Ｎｍ２／Ｇｒ）と動力分配統合機構３０のギヤ比ρとを用いて次式（１）によりモータＭＧ１の目標回転数Ｎｍ１＊を計算すると共に計算した目標回転数Ｎｍ１＊と現在の回転数Ｎｍ１とに基づいて式（２）によりモータＭＧ１のトルク指令Ｔｍ１＊を計算する（ステップＳ１６０）。ここで、式（１）は、動力分配統合機構３０の回転要素に対する力学的な関係式である。動力分配統合機構３０の回転要素における回転数とトルクとの力学的な関係を示す共線図を図５に示す。図中、左のＳ軸はモータＭＧ１の回転数Ｎｍ１であるサンギヤ３１の回転数を示し、Ｃ軸はエンジン２２の回転数Ｎｅであるキャリア３４の回転数を示し、Ｒ軸はモータＭＧ２の回転数Ｎｍ２を減速ギヤ３５のギヤ比Ｇｒで除したリングギヤ３２の回転数Ｎｒを示す。式（１）は、この共線図を用いれば容易に導くことができる。なお、Ｒ軸上の２つの太線矢印は、モータＭＧ１から出力されたトルクＴｍ１がリングギヤ軸３２ａに作用するトルクと、モータＭＧ２から出力されるトルクＴｍ２が減速ギヤ３５を介してリングギヤ軸３２ａに作用するトルクとを示す。また、式（２）は、モータＭＧ１を目標回転数Ｎｍ１＊で回転させるためのフィードバック制御における関係式であり、式（２）中、右辺第２項の「ｋ１」は比例項のゲインであり、右辺第３項の「ｋ２」は積分項のゲインである。   When the target rotational speed Ne * and the target torque Te * of the engine 22 are thus set, the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, the gear ratio ρ of the power distribution and integration mechanism 30, and Is used to calculate the target rotational speed Nm1 * of the motor MG1 by the following formula (1), and based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1, the torque command Tm1 * of the motor MG1 is calculated by the formula (2). Is calculated (step S160). Here, Expression (1) 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. 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*=前回Tm1*+k1(Nm1*-Nm1)+k2∫(Nm1*-Nm1)dt (2) Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

こうしてモータＭＧ１の目標回転数Ｎｍ１＊とトルク指令Ｔｍ１＊とを計算すると、バッテリ５０の入出力制限Ｗｉｎ，Ｗｏｕｔと計算したモータＭＧ１のトルク指令Ｔｍ１＊に現在のモータＭＧ１の回転数Ｎｍ１を乗じて得られるモータＭＧ１の消費電力（発電電力）との偏差をモータＭＧ２の回転数Ｎｍ２で割ることによりモータＭＧ２から出力してもよいトルクの上下限としてのトルク制限Ｔｍｉｎ，Ｔｍａｘを次式（３）および式（４）により計算すると共に（ステップＳ１７０）、要求トルクＴｒ＊とトルク指令Ｔｍ１＊と動力分配統合機構３０のギヤ比ρを用いてモータＭＧ２から出力すべきトルクとしての仮モータトルクＴｍ２ｔｍｐを式（５）により計算し（ステップＳ１８０）、計算したトルク制限Ｔｍｉｎ，Ｔｍａｘで仮モータトルクＴｍ２ｔｍｐを制限した値としてモータＭＧ２のトルク指令Ｔｍ２＊を設定する（ステップＳ１９０）。このようにモータＭＧ２のトルク指令Ｔｍ２＊を設定することにより、駆動軸としてのリングギヤ軸３２ａに出力する要求トルクＴｒ＊を、バッテリ５０の入出力制限Ｗｉｎ，Ｗｏｕｔの範囲内で制限したトルクとして設定することができる。なお、式（５）は、前述した図５の共線図から容易に導き出すことができる。   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). Further, 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 S170). Calculated by equation (5) (step S180), 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 S190). 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. 5 described above.

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

エンジン２２の目標回転数Ｎｅ＊や目標トルクＴｅ＊，モータＭＧ１，ＭＧ２のトルク指令Ｔｍ１＊，Ｔｍ２＊を設定すると、エンジン２２の目標回転数Ｎｅ＊と目標トルクＴｅ＊についてはエンジンＥＣＵ２４に、モータＭＧ１，ＭＧ２のトルク指令Ｔｍ１＊，Ｔｍ２＊についてはモータＥＣＵ４０にそれぞれ送信する（ステップＳ２００）。目標回転数Ｎｅ＊と目標トルクＴｅ＊とを受信したエンジンＥＣＵ２４は、エンジン２２が目標回転数Ｎｅ＊と目標トルクＴｅ＊とによって示される運転ポイントで運転されるようにエンジン２２における燃料噴射制御や点火制御などの制御を行なう。また、トルク指令Ｔｍ１＊，Ｔｍ２＊を受信したモータＥＣＵ４０は、トルク指令Ｔｍ１＊でモータＭＧ１が駆動されると共にトルク指令Ｔｍ２＊でモータＭＧ２が駆動されるようインバータ４１，４２のスイッチング素子のスイッチング制御を行なう。   When the target rotational speed Ne *, target torque Te * of the engine 22 and torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target rotational speed Ne * and target torque Te * of the engine 22 are transferred to the engine ECU 24. Torque commands Tm1 * and Tm2 * for MG1 and MG2 are transmitted to motor ECU 40 (step S200). 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.

次に、駆動制御の状態が定常状態にあるか否かを判定する（ステップＳ２１０）。この判定は、例えば、設定したエンジン２２の目標回転数Ｎｅ＊や目標トルクＴｅ＊が所定時間に亘って変化していないか（小さな閾値以内の変化であるか）の判定や、エンジン２２の回転数Ｎｅが所定時間に亘って変化していないか（小さな閾値以内の変化であるか）の判定、モータＭＧ１のトルク指令Ｔｍ１＊やモータＭＧ２のトルク指令Ｔｍ２＊が所定時間に亘って変化していないか（小さな閾値以内の変化であるか）の判定、モータＭＧ１の回転数Ｎｍ１やモータＭＧ２の回転数Ｎｍ２が所定時間に亘って変化していないか（小さな閾値以内の変化であるか）の判定、などにより行なうことができる。駆動制御の状態が定常状態にないときには、本ルーチンを終了する。   Next, it is determined whether or not the drive control is in a steady state (step S210). This determination is made by, for example, determining whether the set target rotational speed Ne * or target torque Te * of the engine 22 has not changed over a predetermined time (change within a small threshold), or rotation of the engine 22. The determination of whether the number Ne has not changed over a predetermined time (whether the change is within a small threshold), the torque command Tm1 * of the motor MG1 or the torque command Tm2 * of the motor MG2 has changed over a predetermined time Whether or not the rotation speed Nm1 of the motor MG1 or the rotation speed Nm2 of the motor MG2 has not changed over a predetermined time (whether the change is within a small threshold). The determination can be made. When the drive control is not in a steady state, this routine is terminated.

駆動制御が定常状態にあるときには、モータＭＧ１の目標回転数Ｎｍ１＊と回転数Ｎｍ１との差の絶対値としての回転数差ΔＮｍ１とエンジン２２の目標回転数Ｎｅ＊と回転数Ｎｅとの差の絶対値としての回転数差ΔＮｅとを計算し（ステップＳ２２０）、回転数差ΔＮｍ１を閾値Ｎｒｅｆ１と比較すると共に回転数差ΔＮｅを閾値Ｎｒｅｆ２と比較する（ステップＳ２３０）。ここで、閾値Ｎｒｅｆ１や閾値Ｎｒｅｆ２は、エンジン２２やモータＭＧ１，モータＭＧ２，昇圧コンバータ５３などの駆動系の機器等が諸元どおりに機能しており、且つ、駆動制御が定常状態にあるときには回転数差ΔＮｍ１や回転数差ΔＮｅがなり得ない値の下限値近傍の値として設定されるものである。いま、駆動制御が定常状態にあるから、エンジン２２やモータＭＧ１，モータＭＧ２，昇圧コンバータ５３などの駆動系の機器等が諸元どおりに機能していれば、回転数差ΔＮｍ１と回転数差ΔＮｅは値０近傍となり、回転数差ΔＮｍ１も回転数差ΔＮｅも各々閾値Ｎｒｅｆ１や閾値Ｎｒｅｆ２未満となる。一方、モータＭＧ１に減磁が生じているときや昇圧コンバータ５３の昇圧が十分に行なわれていないときなどのように駆動系の機器等に若干の異常が生じているときには、回転数差ΔＮｍ１と回転数差ΔＮｅは値０近傍とならず、場合によっては回転数差ΔＮｍ１も回転数差ΔＮｅも各々閾値Ｎｒｅｆ１や閾値Ｎｒｅｆ２以上となる。この場合の共線図の一例を図６に示す。図中、実線は駆動系の機器等に若干の異常が生じているときを示しており、破線は駆動系の機器等が諸元どおりに機能しているときを示している。図示するように、駆動系の機器等に若干の異常が生じているときには、モータＭＧ１の回転数Ｎｍ１やエンジン２２の回転数Ｎｅは、駆動系の機器等が諸元どおりに機能しているときに比して大きな回転数となっている。   When the drive control is in a steady state, the difference between the rotational speed difference ΔNm1 as an absolute value of the difference between the target rotational speed Nm1 * of the motor MG1 and the rotational speed Nm1 and the target rotational speed Ne * of the engine 22 and the rotational speed Ne The rotational speed difference ΔNe as an absolute value is calculated (step S220), the rotational speed difference ΔNm1 is compared with the threshold value Nref1, and the rotational speed difference ΔNe is compared with the threshold value Nref2 (step S230). Here, the threshold value Nref1 and the threshold value Nref2 are rotated when the drive system devices such as the engine 22, the motor MG1, the motor MG2, and the boost converter 53 function according to various specifications and the drive control is in a steady state. It is set as a value in the vicinity of the lower limit of values that cannot be the number difference ΔNm1 or the rotation speed difference ΔNe. Now, since the drive control is in a steady state, if the drive system devices such as the engine 22, the motor MG1, the motor MG2, and the boost converter 53 are functioning according to the specifications, the rotational speed difference ΔNm1 and the rotational speed difference ΔNe. Is near the value 0, and both the rotational speed difference ΔNm1 and the rotational speed difference ΔNe are less than the threshold value Nref1 and the threshold value Nref2. On the other hand, when the motor MG1 is demagnetized or when the boosting converter 53 is not sufficiently boosted, such as when there is a slight abnormality in the drive system or the like, the rotational speed difference ΔNm1 The rotational speed difference ΔNe is not near the value 0, and in some cases, the rotational speed difference ΔNm1 and the rotational speed difference ΔNe are equal to or greater than the threshold value Nref1 and the threshold value Nref2, respectively. An example of the alignment chart in this case is shown in FIG. In the figure, a solid line indicates a time when a slight abnormality occurs in a drive system device or the like, and a broken line indicates a time when the drive system device or the like functions according to specifications. As shown in the figure, when there is a slight abnormality in the drive system device, the rotational speed Nm1 of the motor MG1 and the rotational speed Ne of the engine 22 are determined when the drive system device functions as specified. The number of rotations is larger than that.

このように、回転数差ΔＮｍ１が閾値Ｎｒｅｆ１以上となると共に回転数差ΔＮｅが閾値Ｎｒｅｆ２以上となったときには、許容最大トルクＴｅｌｉｍから所定トルクΔＴだけ減じたものを新たな許容最大トルクＴｅｌｉｍとして設定することにより許容最大トルクＴｅｌｉｍを更新する（ステップＳ２４０）。ここで、所定トルクΔＴは比較的小さな値が用いられる。こうして更新した許容最大トルクＴｅｌｉｍは、ステップＳ１２０〜Ｓ１５０のエンジン２２の目標回転数Ｎｅ＊と目標トルクＴｅ＊とを設定する処理に用いられ、駆動系の機器等に若干の異常が生じても許容最大トルクＴｅｌｉｍを減じる更新を行なうことにより、エンジン２２が過回転するのを抑制することができる。本ルーチンは、所定時間毎に繰り返し実行されるから、駆動系の機器等に若干の異常が生じているときには、回転数差ΔＮｍ１が閾値Ｎｒｅｆ１以上となると共に回転数差ΔＮｅが閾値Ｎｒｅｆ２以上となるから、その都度、許容最大トルクＴｅｌｉｍの更新が行なわれる。   As described above, when the rotational speed difference ΔNm1 is equal to or greater than the threshold value Nref1 and the rotational speed difference ΔNe is equal to or greater than the threshold value Nref2, a value obtained by subtracting the predetermined maximum torque ΔT from the allowable maximum torque Telim is set as a new allowable maximum torque Telim. As a result, the allowable maximum torque Telim is updated (step S240). Here, a relatively small value is used for the predetermined torque ΔT. The updated allowable maximum torque Telim is used for the process of setting the target rotational speed Ne * and the target torque Te * of the engine 22 in steps S120 to S150, and is allowed even if a slight abnormality occurs in the drive system equipment or the like. By performing the update to reduce the maximum torque Telim, it is possible to suppress the engine 22 from over-rotating. Since this routine is repeatedly executed every predetermined time, when a slight abnormality has occurred in the drive system device or the like, the rotational speed difference ΔNm1 is not less than the threshold value Nref1 and the rotational speed difference ΔNe is not less than the threshold value Nref2. Therefore, the allowable maximum torque Telim is updated each time.

許容最大トルクＴｅｌｉｍを更新すると、更新した許容最大トルクＴｅｌｉｍが判定トルクＴｒｅｆ未満であるか否かを判定し（ステップＳ２５０）、許容最大トルクＴｅｌｉｍが判定トルクＴｒｅｆ未満のときにはダイアグ検出として異常を出力して（ステップＳ２６０）、本ルーチンを終了し、許容最大トルクＴｅｌｉｍが判定トルクＴｒｅｆ以上のときにはまだ異常と判定するには至らないとして本ルーチンを終了する。なお、ステップＳ２３０で回転数差ΔＮｍ１が閾値Ｎｒｅｆ１未満であるか回転数差ΔＮｅが閾値Ｎｒｅｆ２未満であると判定されたときには、許容最大トルクＴｅｌｉｍの更新は行なわず、本ルーチンを終了する。   When the allowable maximum torque Telim is updated, it is determined whether or not the updated allowable maximum torque Telim is less than the determination torque Tref (step S250). When the allowable maximum torque Telim is less than the determination torque Tref, an abnormality is output as a diagnosis detection. (Step S260), the present routine is terminated, and when the allowable maximum torque Telim is equal to or greater than the determination torque Tref, it is determined that an abnormality has not yet occurred, and the present routine is terminated. If it is determined in step S230 that the rotational speed difference ΔNm1 is less than the threshold value Nref1 or the rotational speed difference ΔNe is less than the threshold value Nref2, the allowable maximum torque Telim is not updated, and this routine ends.

以上説明した実施例のハイブリッド自動車２０によれば、駆動制御が定常状態にあるときにモータＭＧ１の目標回転数Ｎｍ１＊と回転数Ｎｍ１との差の絶対値としての回転数差ΔＮｍ１とエンジン２２の目標回転数Ｎｅ＊と回転数Ｎｅとの差の絶対値としての回転数差ΔＮｅが各々閾値Ｎｒｅｆ１や閾値Ｎｒｅｆ２以上のときには、モータＭＧ１に減磁が生じているときや昇圧コンバータ５３の昇圧が十分に行なわれていないときなどのように駆動系の機器等に若干の異常が生じていると判断し、許容最大トルクＴｅｌｉｍを所定トルクΔＴだけ小さくしてエンジン２２の目標回転数Ｎｅ＊と目標トルクＴｅ＊とを設定する処理に用いるから、駆動系の機器等に若干の異常が生じているときにエンジン２２が過回転するのを抑制することができる。しかも、許容最大トルクＴｅｌｉｍが判定トルクＴｒｅｆ未満に至ると、異常と判断して異常を出力するから、モータＭＧ１の減磁や昇圧コンバータ５３の昇圧不足などの駆動系の機器等の異常をより適正に判定して出力することができる。   According to the hybrid vehicle 20 of the embodiment described above, the rotational speed difference ΔNm1 as the absolute value of the difference between the target rotational speed Nm1 * of the motor MG1 and the rotational speed Nm1 when the drive control is in a steady state and the engine 22 When the rotational speed difference ΔNe as the absolute value of the difference between the target rotational speed Ne * and the rotational speed Ne is greater than or equal to the threshold value Nref1 or the threshold value Nref2, the motor MG1 is demagnetized or the boost converter 53 is sufficiently boosted. Therefore, it is determined that a slight abnormality has occurred in the drive system device, such as when not being performed, and the allowable maximum torque Telim is reduced by a predetermined torque ΔT to reduce the target rotational speed Ne * of the engine 22 and the target torque. Since it is used for the process of setting Te *, it is possible to prevent the engine 22 from over-rotating when there is a slight abnormality in the drive system equipment or the like. . In addition, when the allowable maximum torque Telim is less than the determination torque Tref, it is determined as abnormal and an abnormality is output. Therefore, the abnormality of the drive system such as demagnetization of the motor MG1 and insufficient boosting of the boost converter 53 is more appropriate. Can be determined and output.

実施例のハイブリッド自動車２０では、モータＭＧ１の目標回転数Ｎｍ１＊と回転数Ｎｍ１との差の絶対値としての回転数差ΔＮｍ１とエンジン２２の目標回転数Ｎｅ＊と回転数Ｎｅとの差の絶対値としての回転数差ΔＮｅが各々閾値Ｎｒｅｆ１や閾値Ｎｒｅｆ２以上のときに許容最大トルクＴｅｌｉｍが小さくなるよう更新するものとしたが、モータＭＧ１の目標回転数Ｎｍ１＊と回転数Ｎｍ１との差の絶対値としての回転数差ΔＮｍ１だけが閾値Ｎｒｅｆ１以上になったときに許容最大トルクＴｅｌｉｍが小さくなるよう更新するものとしてもよい。   In the hybrid vehicle 20 of the embodiment, the absolute difference between the rotational speed difference ΔNm1 as the absolute value of the difference between the target rotational speed Nm1 * of the motor MG1 and the rotational speed Nm1 and the target rotational speed Ne * of the engine 22 and the rotational speed Ne. The value is updated so that the allowable maximum torque Telim decreases when the difference in rotational speed ΔNe is greater than or equal to the threshold value Nref1 or the threshold value Nref2, respectively, but the absolute difference between the target rotational speed Nm1 * of the motor MG1 and the rotational speed Nm1 The value may be updated so that the allowable maximum torque Telim decreases when only the rotation speed difference ΔNm1 as a value becomes equal to or greater than the threshold value Nref1.

実施例のハイブリッド自動車２０では、モータＭＧ１の目標回転数Ｎｍ１＊と回転数Ｎｍ１との差の絶対値としての回転数差ΔＮｍ１とエンジン２２の目標回転数Ｎｅ＊と回転数Ｎｅとの差の絶対値としての回転数差ΔＮｅが各々閾値Ｎｒｅｆ１や閾値Ｎｒｅｆ２以上のときに許容最大トルクＴｅｌｉｍが小さくなるよう更新するものとしたが、モータＭＧ１からの出力トルクを検出すると共にエンジン２２の出力トルクを検出し、モータＭＧ１のトルク指令Ｔｍ１＊と検出したモータＭＧ１からの出力トルクとの差の絶対値としてのトルク差やエンジン２２の目標トルクＴｅ＊と検出したエンジン２２の出力トルクとの差の絶対値としてのトルク差が各々の閾値以上のときに許容最大トルクＴｅｌｉｍが小さくなるよう更新するものとしてもよい。この場合、エンジン２２の出力トルクを考慮せず、モータＭＧ１のトルク指令Ｔｍ１＊と検出したモータＭＧ１からの出力トルクとの差の絶対値としてのトルク差が閾値以上のときに許容最大トルクＴｅｌｉｍが小さくなるよう更新するものとしてもよい。また、モータＭＧ１に対しては目標回転数やトルク指令に代えてモータＭＧ１を駆動するための他の駆動指令（例えば、電圧指令や電流指令など）を用いて許容最大トルクＴｅｌｉｍが小さくなるよう更新するものとしてもよい。   In the hybrid vehicle 20 of the embodiment, the absolute difference between the rotational speed difference ΔNm1 as the absolute value of the difference between the target rotational speed Nm1 * of the motor MG1 and the rotational speed Nm1 and the target rotational speed Ne * of the engine 22 and the rotational speed Ne. The value is updated so that the allowable maximum torque Telim is reduced when the difference in rotational speed ΔNe is equal to or greater than the threshold value Nref1 or the threshold value Nref2, respectively, but the output torque from the motor MG1 and the output torque of the engine 22 are detected. The absolute value of the difference between the torque command Tm1 * of the motor MG1 and the difference between the detected output torque from the motor MG1 and the difference between the target torque Te * of the engine 22 and the detected output torque of the engine 22 The maximum allowable torque Telim may be updated to be smaller when the torque difference is equal to or greater than each threshold value. Good. In this case, when the torque difference as an absolute value of the difference between the torque command Tm1 * of the motor MG1 and the detected output torque from the motor MG1 is not less than the threshold without considering the output torque of the engine 22, the allowable maximum torque Telim is It is good also as what updates it so that it may become small. In addition, the motor MG1 is updated so that the allowable maximum torque Telim is reduced by using another drive command (for example, a voltage command or a current command) for driving the motor MG1 instead of the target rotational speed or the torque command. It is good also as what to do.

実施例のハイブリッド自動車２０では、回転数差ΔＮｍ１と回転数差ΔＮｅとが各々の閾値Ｎｒｅｆ１，Ｎｒｅｆ２以上のときに許容最大トルクＴｅｌｉｍから所定トルクΔＴだけ減じたものを新たな許容最大トルクＴｅｌｉｍとして設定することにより許容最大トルクＴｅｌｉｍを更新するものとしたが、許容最大トルクＴｅｌｉｍの更新は所定トルクΔＴずつ減じることによる更新に限られず、所定トルクΔＴを変化させて許容最大トルクＴｅｌｉｍを更新するものとしても構わない。   In the hybrid vehicle 20 of the embodiment, when the rotational speed difference ΔNm1 and the rotational speed difference ΔNe are equal to or greater than the respective threshold values Nref1 and Nref2, a value obtained by subtracting the predetermined torque ΔT from the allowable maximum torque Telim is set as a new allowable maximum torque Telim. The allowable maximum torque Telim is updated by this, but the update of the allowable maximum torque Telim is not limited to updating by decreasing the predetermined torque ΔT, but the allowable maximum torque Telim is updated by changing the predetermined torque ΔT. It doesn't matter.

実施例のハイブリッド自動車２０では、許容最大トルクＴｅｌｉｍが判定トルクＴｒｅｆ未満に至ったときに異常を出力するものとしたが、こうした異常判定は行なわないものとしても差し支えない。   In the hybrid vehicle 20 of the embodiment, an abnormality is output when the allowable maximum torque Telim becomes less than the determination torque Tref. However, such an abnormality determination may not be performed.

実施例のハイブリッド自動車２０では、モータＭＧ２の動力を減速ギヤ３５により変速してリングギヤ軸３２ａに出力するものとしたが、図７の変形例のハイブリッド自動車１２０に例示するように、モータＭＧ２の動力をリングギヤ軸３２ａが接続された車軸（駆動輪６３ａ，６３ｂが接続された車軸）とは異なる車軸（図７における車輪６４ａ，６４ｂに接続された車軸）に接続するものとしてもよい。   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. 7) 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).

また、こうしたハイブリッド自動車に適用するものに限定されるものではなく、自動車以外の車両や船舶，航空機などの移動体に搭載される動力出力装置の形態や建設設備などの移動しない設備に組み込まれた動力出力装置の形態としても構わない。さらに、こうした動力出力装置の制御方法の形態としてもよい。   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. A power output device may be used. Furthermore, it is good also as a form of the control method of such a power output device.

ここで、実施例の主要な要素と課題を解決するための手段の欄に記載した発明の主要な要素との対応関係について説明する。実施例では、エンジン２２が「内燃機関」に相当し、モータＭＧ１が「発電機」に相当し、動力分配統合機構３０が「３軸式動力入出力手段」に相当し、駆動軸としてのリングギヤ軸３２ａに出力すべき要求トルクＴｒ＊に基づいて設定される要求パワーＰｅ＊に基づいて仮回転数Ｎｅｔｍｐと仮トルクＴｅｔｍｐとを設定すると共に仮トルクＴｅｔｍｐを許容最大トルクＴｅｌｉｍの範囲内としてエンジン２２の目標回転数Ｎｅ＊と目標トルクＴｅ＊とを設定する図２の駆動制御ルーチンにおけるステップＳ１１０〜Ｓ１５０の処理を実行するハイブリッド用電子制御ユニット７０が「運転指令設定手段」に相当し、エンジン２２の目標回転数Ｎｅ＊とリングギヤ軸３２ａの回転数Ｎｒと動力分配統合機構３０のギヤ比ρとを用いてモータＭＧ１の目標回転数Ｎｍ１＊を計算すると共に計算した目標回転数Ｎｍ１＊と現在の回転数Ｎｍ１とに基づいてエンジン２２が目標回転数Ｎｅ＊で運転されるようモータＭＧ１のトルク指令Ｔｍ１＊を計算する図２の駆動制御ルーチンにおけるステップＳ１６０の処理を実行するハイブリッド用電子制御ユニット７０が「駆動指令設定手段」に相当し、モータＭＧ１の回転子の回転位置を検出する回転位置検出センサ４３とこの回転位置検出センサ４３からの検出値に基づいてモータＭＧ１の回転数Ｎｍ１を演算するモータＥＣＵ４０とが「駆動状態検出手段」に相当し、駆動制御が定常状態にあるときにモータＭＧ１の目標回転数Ｎｍ１＊と回転数Ｎｍ１との差の絶対値としての回転数差ΔＮｍ１とエンジン２２の目標回転数Ｎｅ＊と回転数Ｎｅとの差の絶対値としての回転数差ΔＮｅが各々閾値Ｎｒｅｆ１や閾値Ｎｒｅｆ２以上のときに許容最大トルクＴｅｌｉｍから所定トルクΔＴだけ減じたものを新たな許容最大トルクＴｅｌｉｍとして設定することにより許容最大トルクＴｅｌｉｍを更新する図２の駆動制御ルーチンにおけるステップＳ２１０〜Ｓ２４０の処理を実行するハイブリッド用電子制御ユニット７０が「許容最大トルク更新手段」に相当し、エンジン２２の目標回転数Ｎｅ＊と目標トルクＴｅ＊とをエンジンＥＣＵ２４に送信すると共にモータＭＧ１，ＭＧ２のトルク指令Ｔｍ１＊，Ｔｍ２＊をモータＥＣＵ４０に送信する図２の駆動制御ルーチンにおけるステップＳ２００の処理を実行するハイブリッド用電子制御ユニット７０と受信した目標回転数Ｎｅ＊と目標トルクＴｅ＊とに基づいてエンジン２２を運転制御するエンジンＥＣＵ２４と受信したモータＭＧ１，ＭＧ２のトルク指令Ｔｍ１＊，Ｔｍ２＊に基づいてモータＭＧ１，ＭＧ２を駆動制御するモータＥＣＵ４０とが「制御手段」に相当する。また、クランクシャフト２６の回転位置を検出するクランクポジションセンサ２３とこのクランクポジションセンサからのクランクポジションに基づいてエンジン２２の回転数Ｎｅを演算するエンジンＥＣＵ２４とが「運転状態検出手段」や「回転数検出手段」に相当する。さらに、更新した許容最大トルクＴｅｌｉｍが判定トルクＴｒｅｆ未満であるときにダイアグ検出として異常を出力する図２の駆動制御ルーチンにおけるステップＳ２５０，Ｓ２６０の処理を実行するハイブリッド用電子制御ユニット７０が「異常判定手段」に相当する。また、モータＭＧ２が「電動機」に相当し、バッテリ５０が「蓄電手段」に相当し、アクセル開度Ａｃｃと車速Ｖとに基づいて車両に要求されるトルクとして駆動輪６３ａ，６３ｂに連結された駆動軸としてのリングギヤ軸３２ａに出力すべき要求トルクＴｒ＊を設定する図２の駆動制御ルーチンにおけるステップＳ１１０の処理を実行するハイブリッド用電子制御ユニット７０が「要求駆動力設定手段」に相当する。なお、実施例の主要な要素と課題を解決するための手段の欄に記載した発明の主要な要素との対応関係は、実施例が課題を解決するための手段の欄に記載した発明を実施するための最良の形態を具体的に説明するための一例であることから、課題を解決するための手段の欄に記載した発明の要素を限定するものではない。即ち、課題を解決するための手段の欄に記載した発明についての解釈はその欄の記載に基づいて行なわれるべきものであり、実施例は課題を解決するための手段の欄に記載した発明の具体的な一例に過ぎないものである。   Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”, and a ring gear as a drive shaft. Based on the required power Pe * set based on the required torque Tr * to be output to the shaft 32a, the temporary rotational speed Netmp and the temporary torque Tempmp are set, and the temporary torque Tetmp is set within the range of the allowable maximum torque Telim. The hybrid electronic control unit 70 that executes the processing of steps S110 to S150 in the drive control routine of FIG. 2 for setting the target rotational speed Ne * and the target torque Te * corresponds to the “operation command setting means”, and the engine 22 Using the target rotational speed Ne * of the motor, the rotational speed Nr 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 G1 is calculated, and the torque command Tm1 * of the motor MG1 is calculated based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 so that the engine 22 is operated at the target rotational speed Ne *. The hybrid electronic control unit 70 that executes the process of step S160 in the drive control routine of FIG. 2 corresponds to the “drive command setting means”, and a rotational position detection sensor 43 that detects the rotational position of the rotor of the motor MG1 and this The motor ECU 40 that calculates the rotational speed Nm1 of the motor MG1 based on the detection value from the rotational position detection sensor 43 corresponds to “driving state detecting means”, and the target rotational speed of the motor MG1 when the driving control is in a steady state. The rotational speed difference ΔNm1 as an absolute value of the difference between Nm1 * and the rotational speed Nm1, the target rotational speed Ne * and the rotational speed of the engine 22 When the rotational speed difference ΔNe as an absolute value of the difference from e is greater than or equal to the threshold value Nref1 or the threshold value Nref2, the value obtained by subtracting the predetermined maximum torque ΔT from the allowable maximum torque Telim is set as the new allowable maximum torque Telim. The hybrid electronic control unit 70 that executes the processing of steps S210 to S240 in the drive control routine of FIG. 2 for updating the torque Telim corresponds to “allowable maximum torque updating means”, and the target rotational speed Ne * of the engine 22 and the target torque 2 is transmitted to the engine ECU 24 and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. The hybrid electronic control unit 70 executes the process of step S200 in the drive control routine of FIG. Target speed Ne * and eye The engine ECU 24 that controls the operation of the engine 22 based on the torque Te * and the motor ECU 40 that controls the driving of the motors MG1, MG2 based on the received torque commands Tm1 *, Tm2 * of the motors MG1, MG2 serve as “control means”. Equivalent to. A crank position sensor 23 for detecting the rotational position of the crankshaft 26 and an engine ECU 24 for calculating the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor are referred to as “operating state detecting means” or “rotational speed”. It corresponds to “detection means”. Further, the hybrid electronic control unit 70 that executes the processing of steps S250 and S260 in the drive control routine of FIG. 2 that outputs an abnormality as a diagnosis detection when the updated allowable maximum torque Telim is less than the determination torque Tref is “abnormal determination. It corresponds to “means”. Motor MG2 corresponds to “electric motor”, battery 50 corresponds to “power storage means”, and is connected to drive wheels 63a and 63b as torque required for the vehicle based on accelerator opening Acc and vehicle speed V. The hybrid electronic control unit 70 that executes the processing of step S110 in the drive control routine of FIG. 2 for setting the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft corresponds to “required drive force setting means”. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

以上、本発明の実施の形態について実施例を用いて説明したが、本発明はこうした実施例に何等限定されるものではなく、本発明の要旨を逸脱しない範囲内において、種々なる形態で実施し得ることは勿論である。   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.

本発明は、動力出力装置や車両の製造産業などに利用可能である。   The present invention can be used in the power output apparatus and the vehicle manufacturing industry.

本発明の一実施例であるハイブリッド自動車２０の構成の概略を示す構成図である。1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 実施例のハイブリッド用電子制御ユニット７０により実行される駆動制御ルーチンの一例を示すフローチャートである。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. 要求トルク設定用マップの一例を示す説明図である。It is explanatory drawing which shows an example of the map for request | requirement torque setting. エンジン２２の動作ラインの一例と目標回転数Ｎｅ＊および目標トルクＴｅ＊を設定する様子を示す説明図である。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. 動力分配統合機構３０の回転要素を力学的に説明するための共線図の一例を示す説明図である。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. 駆動系の機器等に若干の異常が生じているときと駆動系の機器等が諸元どおりに機能しているときの動力分配統合機構３０の回転要素を力学的に説明するための共線図の一例を示す説明図である。A collinear diagram for mechanically explaining the rotational elements of the power distribution and integration mechanism 30 when a slight abnormality occurs in the drive system devices and when the drive system devices function according to the specifications. It is explanatory drawing which shows an example. 変形例のハイブリッド自動車１２０の構成の概略を示す構成図である。FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

符号の説明Explanation of symbols

２０，１２０ ハイブリッド自動車、２２ エンジン、２３ クランクポジションセンサ、２４ エンジン用電子制御ユニット（エンジンＥＣＵ）、２６ クランクシャフト、２８ ダンパ、３０ 動力分配統合機構、３１ サンギヤ、３２ リングギヤ、３２ａ リングギヤ軸、３３ ピニオンギヤ、３４ キャリア、３５ 減速ギヤ、４０ モータ用電子制御ユニット（モータＥＣＵ）、４１，４２ インバータ、４３，４４ 回転位置検出センサ、５０ バッテリ、５１ 温度センサ、５２ バッテリ用電子制御ユニット（バッテリＥＣＵ）、５３ 昇圧コンバータ、５４ 電力ライン、６０ ギヤ機構、６２ デファレンシャルギヤ、６３ａ，６３ｂ 駆動輪、６４ａ，６４ｂ 車輪、７０ ハイブリッド用電子制御ユニット、７２ ＣＰＵ、７４ ＲＯＭ、７６ ＲＡＭ、８０ イグニッションスイッチ、８１ シフトレバー、８２ シフトポジションセンサ、８３ アクセルペダル、８４ アクセルペダルポジションセンサ、８５ ブレーキペダル、８６ ブレーキペダルポジションセンサ、８８ 車速センサ、ＭＧ１，ＭＧ２ モータ。   20, 120 Hybrid vehicle, 22 engine, 23 crank position sensor, 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), 53 Boost Converter, 54 Power Line, 60 Gear Mechanism, 62 Differential Gear, 63a, 63b Drive Wheel, 64a, 64b Wheel, 70 Hybrid Electronic Control Unit, 72 CPU, 74 R M, 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, MG1, MG2 motor.

Claims (14)

駆動軸に動力を出力する動力出力装置であって、
内燃機関と、
動力を入出力可能な発電機と、
前記内燃機関の出力軸と前記駆動軸と前記発電機の回転軸との３軸に接続され、該３軸のうちのいずれか２軸に入出力される動力に基づいて残余の軸に動力を入出力する３軸式動力入出力手段と、
所定の駆動要求に基づいて許容最大トルクの範囲内で前記内燃機関を運転すべき運転指令を設定する運転指令設定手段と、
前記設定された運転指令で前記内燃機関が運転されるよう前記発電機を駆動すべき駆動指令を設定する駆動指令設定手段と、
前記発電機の駆動状態を検出する駆動状態検出手段と、
前記検出された発電機の駆動状態と前記設定された駆動指令とに基づいて前記許容最大トルクを更新する許容最大トルク更新手段と、
前記設定された駆動指令を用いて前記発電機を駆動制御すると共に前記設定された運転指令を用いて前記内燃機関を運転制御する制御手段と、
を備える動力出力装置。 A power output device that outputs power to a drive shaft,
An internal combustion engine;
A generator capable of inputting and outputting power;
It is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft of the generator, and power is supplied to the remaining shaft based on power input / output to / from any two of the three shafts. 3-axis power input / output means for input / output;
An operation command setting means for setting an operation command for operating the internal combustion engine within a range of allowable maximum torque based on a predetermined drive request;
Drive command setting means for setting a drive command to drive the generator so that the internal combustion engine is operated with the set operation command;
Driving state detecting means for detecting the driving state of the generator;
An allowable maximum torque updating means for updating the allowable maximum torque based on the detected drive state of the generator and the set drive command;
Control means for driving and controlling the generator using the set driving command and for controlling the operation of the internal combustion engine using the set driving command;
A power output device comprising: 請求項１記載の動力出力装置であって、
前記運転指令は、目標回転数と目標トルクとからなる目標運転ポイントであり、
前記駆動指令は、前記内燃機関を前記目標運転ポイントで運転するための前記発電機の目標回転数を含む指令であり、
前記駆動状態検出手段は、前記発電機の回転数を検出する手段であり、
前記許容最大トルク更新手段は、前記発電機の回転数と前記駆動指令における前記発電機の目標回転数との回転数差に基づいて前記許容最大トルクを更新する手段である、
動力出力装置。 The power output device according to claim 1,
The operation command is a target operation point consisting of a target rotational speed and a target torque,
The drive command is a command including a target rotational speed of the generator for operating the internal combustion engine at the target operating point,
The drive state detection means is means for detecting the rotational speed of the generator,
The allowable maximum torque updating means is means for updating the allowable maximum torque based on a rotational speed difference between the rotational speed of the generator and a target rotational speed of the generator in the drive command.
Power output device. 前記許容最大トルク更新手段は、前記回転数差が所定回転数差以上のときに前記許容最大トルクが小さくなるよう該許容最大トルクを更新する手段である請求項２記載の動力出力装置。   3. The power output apparatus according to claim 2, wherein the allowable maximum torque updating means is means for updating the allowable maximum torque so that the allowable maximum torque becomes small when the rotational speed difference is greater than or equal to a predetermined rotational speed difference. 請求項１ないし３いずれか記載の動力出力装置であって、
前記内燃機関の運転状態を検出する運転状態検出手段を備え、
前記許容最大トルク更新手段は、前記検出された内燃機関の運転状態と前記設定された運転指令とに基づいて前記許容最大トルクを更新する手段である、
動力出力装置。 The power output device according to any one of claims 1 to 3,
Comprising an operating state detecting means for detecting an operating state of the internal combustion engine;
The allowable maximum torque update means is means for updating the allowable maximum torque based on the detected operating state of the internal combustion engine and the set operation command.
Power output device. 請求項２記載の動力出力装置であって、
前記内燃機関の回転数を検出する回転数検出手段を備え、
前記許容最大トルク更新手段は、
前記検出された内燃機関の回転数と前記運転指令における前記内燃機関の目標回転数との回転数差に基づいて前記許容最大トルクを更新する手段である、
動力出力装置。 The power output device according to claim 2,
A rotational speed detection means for detecting the rotational speed of the internal combustion engine;
The allowable maximum torque update means includes:
Means for updating the allowable maximum torque based on a difference in rotation speed between the detected rotation speed of the internal combustion engine and a target rotation speed of the internal combustion engine in the operation command;
Power output device. 前記許容最大トルク更新手段は、前記発電機の回転数と前記発電機の目標回転数との回転数差が第１の回転数差以上であると共に前記内燃機関の回転数と前記内燃機関の目標回転数との回転数差が前記第１の回転数差とは異なる第２の回転数差以上であるときに前記許容最大トルクが小さくなるよう該許容最大トルクを更新する手段である請求項５記載の動力出力装置。   The allowable maximum torque updating means is configured such that a rotational speed difference between the rotational speed of the generator and the target rotational speed of the generator is not less than a first rotational speed difference, and the rotational speed of the internal combustion engine and the target of the internal combustion engine. 6. The means for updating the allowable maximum torque so that the allowable maximum torque is reduced when a difference in rotational speed from the rotational speed is equal to or greater than a second rotational speed difference different from the first rotational speed difference. The power output apparatus described. 前記許容最大トルク更新手段は、前記許容最大トルクを更新するときには該許容最大トルクが所定トルクだけ小さくなるよう該許容最大トルクを更新する手段である請求項３または６記載の動力出力装置。   The power output apparatus according to claim 3 or 6, wherein the allowable maximum torque updating means is means for updating the allowable maximum torque so that the allowable maximum torque is reduced by a predetermined torque when the allowable maximum torque is updated. 前記許容最大トルクが所定判定トルク未満に至ったときに異常と判定する異常判定手段を備える請求項１ないし７いずれか記載の動力出力装置。   The power output apparatus according to any one of claims 1 to 7, further comprising an abnormality determination unit that determines an abnormality when the allowable maximum torque is less than a predetermined determination torque. 前記所定の駆動要求は、駆動軸に出力すべき要求駆動力に基づく要求である請求項１ないし８いずれか記載の動力出力装置。   The power output apparatus according to any one of claims 1 to 8, wherein the predetermined drive request is a request based on a required drive force to be output to the drive shaft. 請求項１ないし８いずれか記載の動力出力装置であって、
前記駆動軸に動力を出力可能な電動機と、
前記発電機および前記電動機と電力のやりとりが可能な蓄電手段と、
前記駆動軸に出力すべき要求駆動力を設定する要求駆動力設定手段と、
を備え、
前記運転指令設定手段は、前記駆動要求として前記設定された要求駆動力に基づいて前記運転指令を設定する手段であり、
前記制御手段は、前記設定された駆動指令を用いて前記発電機を駆動制御すると共に前記設定された運転指令を用いて前記内燃機関を運転制御し、且つ、前記設定された要求駆動力に基づく駆動力が前記駆動軸に出力されるよう前記電動機を制御する手段である、
動力出力装置。 The power output device according to any one of claims 1 to 8,
An electric motor capable of outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the generator and the motor;
Required driving force setting means for setting required driving force to be output to the driving shaft;
With
The operation command setting means is means for setting the operation command based on the set required driving force as the drive request,
The control means controls the generator using the set drive command, controls the internal combustion engine using the set operation command, and based on the set required drive force Means for controlling the electric motor such that a driving force is output to the driving shaft;
Power output device. 請求項１ないし１０いずれか記載の動力出力装置を搭載し、車軸が前記駆動軸に連結されてなる車両。   A vehicle comprising the power output device according to claim 1 and an axle connected to the drive shaft. 内燃機関と、動力を入出力可能な発電機と、前記内燃機関の出力軸と駆動軸と前記発電機の回転軸との３軸に接続され該３軸のうちのいずれか２軸に入出力される動力に基づいて残余の軸に動力を入出力する３軸式動力入出力手段と、を備える動力出力装置の制御方法であって、
所定の駆動要求に基づいて許容最大トルクの範囲内で前記内燃機関を運転すべき運転指令を設定すると共に該設定した運転指令で前記内燃機関が運転されるよう前記発電機を駆動すべき駆動指令を設定し、前記設定した駆動指令を用いて前記発電機を駆動制御すると共に前記設定した運転指令を用いて前記内燃機関を運転制御し、前記発電機の駆動状態と前記設定した駆動指令とに基づいて前記許容最大トルクを更新する、
ことを特徴とする動力出力装置の制御方法。 An internal combustion engine, a generator capable of inputting / outputting power, an output shaft of the internal combustion engine, a drive shaft, and a rotation shaft of the generator, connected to three axes, and input / output to any two of the three axes A three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the power to be driven,
A drive command for setting the operation command for operating the internal combustion engine within a range of the maximum allowable torque based on a predetermined drive request and for driving the generator so that the internal combustion engine is operated with the set operation command. And the drive control of the generator using the set drive command and the operation control of the internal combustion engine using the set drive command, to the drive state of the generator and the set drive command Updating the maximum allowable torque based on:
A control method for a power output apparatus. 請求項１２記載の動力出力装置の制御方法であって、
前記運転指令は、目標回転数と目標トルクとからなる目標運転ポイントであり、
前記駆動指令は、前記内燃機関を前記目標運転ポイントで運転するための前記発電機の目標回転数を含む指令であり、
前記駆動状態は、前記発電機の回転数であり、
前記発電機の回転数と前記発電機の目標回転数との回転数差が所定回転数差以上のときに前記許容最大トルクが小さくなるよう該許容最大トルクを更新する、
ことを特徴とする動力出力装置の制御方法。 A control method for a power output apparatus according to claim 12,
The operation command is a target operation point consisting of a target rotational speed and a target torque,
The drive command is a command including a target rotational speed of the generator for operating the internal combustion engine at the target operating point,
The driving state is the rotational speed of the generator,
Updating the allowable maximum torque so that the allowable maximum torque is reduced when a rotational speed difference between the rotational speed of the generator and the target rotational speed of the generator is not less than a predetermined rotational speed difference;
A control method for a power output apparatus. 前記更新した許容最大トルクが所定判定トルク未満に至ったときに異常と判定して該異常を出力することを特徴とする請求項１２または１３記載の動力出力装置の制御方法。   The method for controlling a power output apparatus according to claim 12 or 13, wherein when the updated allowable maximum torque reaches less than a predetermined determination torque, the abnormality is determined and the abnormality is output.
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