JP2008149742A - Vehicle and driving device, and method for controlling them - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress the over-revolution of a first motor, when a slip is released in a vehicle in which a first motor, an engine, a driving shaft connected to a driving wheel, and a second motor are connected to the sun gear, carrier and ring gear of a planetary gear mechanism. <P>SOLUTION: When the revolving speed change ΔNd of a driving shaft is larger than a threshold Nref1 and the input restriction Win of a battery 50 is larger than a threshold Wref (S150, S170), the engine is operated by the upper-limit revolving speed N1 or lower. Thus, when slip is released, the over-revolution of a first motor can be suppressed, even if the revolving speed of the first motor is increased rapidly, accompanying rapid decrease of the revolving speed of the driving shaft. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle, a drive device, and a control method thereof.

Conventionally, this type of vehicle includes an engine, a power distribution integrated mechanism in which a crankshaft of the engine is connected to a carrier and a ring gear connected to a drive shaft connected to a drive wheel, and a sun gear of the power distribution integrated mechanism. One having a connected first motor and a second motor connected to a drive shaft has been proposed (see, for example, Patent Document 1). In this vehicle, when the reaction force from the engine cannot be received by the first motor, the power output from the engine by reducing the throttle opening, retarding the intake / exhaust timing, or retarding the ignition timing. The first motor is prevented from being driven exceeding the upper limit rotational speed by reducing the value.
JP 2006-125245 A

  As described above, in such a vehicle, it is desired that the first motor does not exceed the upper limit rotational speed. For example, it is desirable to prevent the first motor from exceeding the upper limit rotational speed when the rotational speed of the drive shaft suddenly decreases, such as when the slip suddenly disappears from the state where the drive wheel is slipping.

  An object of the vehicle, the drive device, and these control methods of the present invention is to suppress the internal combustion engine and the generator from over-rotating.

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

The vehicle of the present invention
An internal combustion engine;
Power is supplied to the remaining shafts based on the power input / output to / from any two of the three shafts, which are connected to three shafts of the output shaft of the internal combustion engine, the drive shaft connected to the drive wheels, and the rotary shaft. 3-axis power input / output means for inputting / outputting
A generator capable of inputting and outputting power to the rotating shaft;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the generator and the motor;
Slip detecting means for detecting slip due to idling of the drive wheel;
Required driving force setting means for setting required driving force required for traveling;
The internal combustion engine and the generator are configured to travel with a driving force based on the set required driving force at a normal time when a predetermined condition including a condition in which slip due to idling of the driving wheel is detected by the slip detection means is not satisfied. And the electric motor, and when the predetermined condition is satisfied, the internal combustion engine is operated at a predetermined rotational speed or less and travels with a driving force based on the set required driving force. Control means for controlling the engine, the generator and the motor;
It is a summary to provide.

  In the vehicle according to the present invention, the internal combustion engine and the power generator are configured to travel with a driving force based on a required driving force required for traveling in a normal time when a predetermined condition including a condition in which slip due to idling of the driving wheel is not satisfied. The machine and the motor. On the other hand, when the predetermined condition is satisfied, the internal combustion engine, the generator, and the motor are operated so that the internal combustion engine is operated at a predetermined rotational speed or less and travels with a driving force based on a required driving force required for traveling. Control. The internal combustion engine, the generator, and the drive shaft are connected to the three axes of the three-axis power input / output means so that the rotation speed of the drive shaft connected to the generator, the internal combustion engine, and the drive wheels is in the order of rotation on the alignment chart. When the slip due to idling of the drive wheels is resolved, the rotational speed of the generator may suddenly increase with a sudden decrease in the rotational speed of the drive shaft, but the internal combustion engine is operated at an appropriate predetermined rotational speed or less. As a result, the generator can be prevented from over-rotating.

  In such a vehicle of the present invention, the control means satisfies both the condition that the slip detection means detects slip due to idling of the drive wheels and the condition that the power that can be input to the power storage means is equal to or less than a predetermined power. It is also possible to control the time when the condition is satisfied when the condition is satisfied. In this way, the opportunity to operate the internal combustion engine at a predetermined speed or less can be further limited. When the power that can be input to the power storage means is relatively large, when the slip is resolved, the generator speed is increased by outputting torque in a direction that suppresses the rapid increase in the generator speed. Therefore, when the generator does not overspeed, it is not necessary to operate the internal combustion engine at a predetermined speed or less.

  The vehicle according to the present invention further includes vehicle speed detecting means for detecting a vehicle speed, and the control means is configured to reduce the internal combustion engine at a speed equal to or lower than the predetermined rotational speed that tends to decrease as the detected vehicle speed decreases when the condition is satisfied. It can also be a means for controlling to be operated. If it carries out like this, an internal combustion engine can be drive | operated by below the predetermined rotation speed according to a vehicle speed.

  Further, in the vehicle of the present invention, the slip detection means may be means for detecting slip due to idling of the drive wheel based on the rotational speed of the drive shaft. In this case, the slip detection means may be means for detecting slip due to idling of the drive wheels when the rate of change in the rotational speed of the drive shaft exceeds a first increase rate. In this case, the control means has a rate of change in the rotational speed of the drive shaft smaller than the second increase rate smaller than the first increase rate after the slip detection means detects slip due to idling of the drive wheels. It is also possible to control the time when the condition is satisfied until a predetermined time elapses. In this way, it is possible to avoid the normal control being performed as soon as the change rate of the rotational speed of the drive shaft becomes smaller than the second increase rate after the slip is detected. . As a result, when the slip is eliminated, the internal combustion engine can be avoided from operating at a predetermined speed or higher.

  In the vehicle of the present invention, the slip detection means is means for detecting slip and slip elimination due to idling of the drive wheel based on a deviation between the rotation speed of the drive wheel and the rotation speed of the driven wheel. You can also. In this case, the slip detection means detects slip due to idling of the drive wheel when a deviation between the rotation speed of the drive wheel and the rotation speed of the driven wheel exceeds a first value, and the drive wheel When the deviation between the rotational speed of the motor and the driven wheel is smaller than a second value equal to or less than a first value, the slippage due to the idling of the drive wheel may not be detected.

  The vehicle of the present invention further includes transmission means for transmitting power between a power shaft and the drive shaft with a change in gear, and the three-axis power input / output means includes the transmission means and the power Means connected to the drive shaft via a shaft, the electric motor can input / output power to the drive shaft via the speed change means and the power shaft, and the control means includes the internal combustion engine It can also be means for controlling the generator, the electric motor, and the speed change means.

The drive device of the present invention is
A drive device mounted on a vehicle together with an internal combustion engine and power storage means,
Power is supplied to the remaining shafts based on the power input / output to / from any two of the three shafts, which are connected to three shafts of the output shaft of the internal combustion engine, the drive shaft connected to the drive wheels, and the rotary shaft. 3-axis power input / output means for inputting / outputting
A generator capable of exchanging electric power with the power storage means and capable of inputting and outputting power to the rotating shaft;
An electric motor capable of exchanging electric power with the power storage means and capable of inputting and outputting power to the drive shaft;
The internal combustion engine, the generator, and the electric motor so as to travel with a driving force based on a required driving force required for traveling in a normal time when a predetermined condition including a condition in which slip due to idling of the driving wheel is not satisfied is satisfied. The internal combustion engine is operated so that the internal combustion engine is operated at a predetermined rotational speed or less and driven by a driving force based on a required driving force required for traveling when the predetermined condition is satisfied. Control means for controlling the generator and the motor;
It is a summary to provide.

  In the drive device of the present invention, the internal combustion engine is configured to travel with a driving force based on a required driving force required for traveling at a normal time when a predetermined condition including a condition in which slip due to idling of the driving wheel is not satisfied is satisfied. Control the generator and motor. On the other hand, when the predetermined condition is satisfied, the internal combustion engine, the generator, and the motor are operated so that the internal combustion engine is operated at a predetermined rotational speed or less and travels with a driving force based on a required driving force required for traveling. Control. The internal combustion engine, the generator, and the drive shaft are connected to the three axes of the three-axis power input / output means so that the rotation speed of the drive shaft connected to the generator, the internal combustion engine, and the drive wheels is in the order of rotation on the alignment chart. When the slip due to idling of the drive wheels is resolved, the rotational speed of the generator may suddenly increase with a sudden decrease in the rotational speed of the drive shaft, but the internal combustion engine is operated at an appropriate predetermined rotational speed or less. As a result, the generator can be prevented from over-rotating.

The vehicle control method of the present invention includes:
The remaining amount based on the internal combustion engine and the power input / output to / from any of the three shafts connected to the three shafts of the output shaft of the internal combustion engine, the drive shaft connected to the drive wheel, and the rotation shaft. 3-axis power input / output means for inputting / outputting power to / from the shaft, a generator capable of inputting / outputting power to / from the rotating shaft, an electric motor capable of inputting / outputting power to / from the drive shaft, the generator and the electric motor, A power storage means capable of exchanging electric power, and a vehicle control method comprising:
The internal combustion engine, the generator, and the electric motor so as to travel with a driving force based on a required driving force required for traveling in a normal time when a predetermined condition including a condition in which slip due to idling of the driving wheel is not satisfied is satisfied. The internal combustion engine is operated so that the internal combustion engine is operated at a predetermined rotational speed or less and driven by a driving force based on a required driving force required for traveling when the predetermined condition is satisfied. Controlling the generator and the motor;
This is the gist.

  In the vehicle control method according to the present invention, the internal combustion is performed so that the vehicle travels with a driving force based on a required driving force required for traveling in a normal time when a predetermined condition including a condition in which slippage due to idling of the driving wheel is not satisfied. The engine, generator and motor are controlled. On the other hand, when the predetermined condition is satisfied, the internal combustion engine, the generator, and the motor are operated so that the internal combustion engine is operated at a predetermined rotational speed or less and travels with a driving force based on a required driving force required for traveling. Control. The internal combustion engine, the generator, and the drive shaft are connected to the three axes of the three-axis power input / output means so that the rotation speed of the drive shaft connected to the generator, the internal combustion engine, and the drive wheels is in the order of rotation on the alignment chart. When the slip due to idling of the drive wheels is resolved, the rotational speed of the generator may suddenly increase with a sudden decrease in the rotational speed of the drive shaft, but the internal combustion engine is operated at an appropriate predetermined rotational speed or less. As a result, the generator can be prevented from over-rotating.

The method for controlling the drive device of the present invention includes:
It is mounted on a vehicle together with an internal combustion engine and power storage means, and is connected to three axes of an output shaft of the internal combustion engine, a drive shaft connected to a drive wheel, and a rotary shaft, and is input / output to any two of the three shafts. Three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the power to be stored, a generator capable of exchanging power with the power storage means and inputting / outputting power to / from the rotating shaft, and the power storage means An electric motor capable of exchanging electric power and capable of inputting / outputting power to / from the drive shaft,
The internal combustion engine, the generator, and the electric motor so as to travel with a driving force based on a required driving force required for traveling in a normal time when a predetermined condition including a condition in which slip due to idling of the driving wheel is not satisfied is satisfied. The internal combustion engine is operated so that the internal combustion engine is operated at a predetermined rotational speed or less and driven by a driving force based on a required driving force required for traveling when the predetermined condition is satisfied. Controlling the generator and the motor;
This is the gist.

  In the control method for a drive device according to the present invention, the vehicle travels by a driving force based on a required driving force required for traveling in a normal time when a predetermined condition including a condition in which slippage due to idling of a driving wheel is not satisfied. The internal combustion engine, the generator, and the motor are controlled. On the other hand, when the predetermined condition is satisfied, the internal combustion engine, the generator, and the motor are operated so that the internal combustion engine is operated at a predetermined rotational speed or less and travels with a driving force based on a required driving force required for traveling. Control. The internal combustion engine, the generator, and the drive shaft are connected to the three axes of the three-axis power input / output means so that the rotation speed of the drive shaft connected to the generator, the internal combustion engine, and the drive wheels is in the order of rotation on the alignment chart. When the slip due to idling of the drive wheels is resolved, the rotational speed of the generator may suddenly increase with a sudden decrease in the rotational speed of the drive shaft, but the internal combustion engine is operated at an appropriate predetermined rotational speed or less. As a result, the generator can be prevented from over-rotating.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to a ring gear shaft 32a serving as a power shaft connected to the power distribution and integration mechanism 30, and the driving wheels 39a, A transmission 60 that outputs to a drive shaft 36 connected to 39b, and a hybrid electronic control unit 70 that controls the entire vehicle are provided.

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

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 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 MG <b> 1 is connected to the sun gear 31, and the ring gear shaft 32 a as a rotating shaft is connected to the ring gear 32. When the motor MG1 functions as a motor, the 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 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 39a and 39b of the vehicle via the transmission 60, the drive shaft 36, and the differential gear 38.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, the rotational positions of the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2. A rotational current and a phase current applied to the motors MG1 and MG2 detected by a current sensor (not shown) are 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 transmission 60 is configured to be able to transmit power accompanying a change in gear position between the ring gear shaft 32a as the power shaft and the drive shaft 36 and to release the connection between the ring gear shaft 32a and the drive shaft 36. Has been. An example of the configuration of the transmission 60 is shown in FIG. As shown in the figure, the transmission 60 includes a single-pinion planetary gear mechanism 62, 64, 66, two clutches C1, C2, and three brakes B1, B2, B3. The planetary gear mechanism 62 includes an external gear sun gear 62s, an internal gear ring gear 62r arranged concentrically with the sun gear 62s, a plurality of pinion gears 62p that mesh with the sun gear 62s and mesh with the ring gear 62r, and a plurality of pinion gears 62p. The pinion gear 62p rotates and revolves, and the sun gear 62s can be connected to or disconnected from the ring gear shaft 32a by turning on and off the clutch C2, and the brake B1 can be turned on and off. The rotation can be stopped or made free, and the carrier 62c can be stopped or made free by turning on and off the brake B2. The planetary gear mechanism 64 includes an external gear sun gear 64s, an internal gear ring gear 64r disposed concentrically with the sun gear 64s, a plurality of pinion gears 64p that mesh with the sun gear 64s and mesh with the ring gear 64r, and a plurality of pinion gears 64p. And a carrier 64c that holds the pinion gear 64p in a rotatable and revolving manner. The sun gear 64s is connected to the sun gear 62s of the planetary gear mechanism 62, and the ring gear 64r is connected to or released from the ring gear shaft 32a by turning on and off the clutch C1. The carrier 64c is connected to the ring gear 62r of the planetary gear mechanism 62. The planetary gear mechanism 66 includes an external gear sun gear 66s, an internal gear ring gear 66r arranged concentrically with the sun gear 66s, a plurality of pinion gears 66p that mesh with the sun gear 66s and mesh with the ring gear 66r, and a plurality of pinion gears 66p. And a carrier 66c that holds the pinion gear 66p in a rotatable and revolving manner. The sun gear 66s is connected to the ring gear 64r of the planetary gear mechanism 64, and the ring gear 66r can stop or freely rotate by turning on and off the brake B3. The carrier 66c is connected to the ring gear 62r of the planetary gear mechanism 62, the carrier 64c of the planetary gear mechanism 64, and the drive shaft 36. The transmission 60 can disconnect the ring gear shaft 32a and the drive shaft 36 by turning off all of the clutches C1, C2 and the brakes B1, B2, B3, and can turn on the clutch C1 and the brake B3 as well as the clutch. By turning off C2 and brakes B1 and B2, the rotation of the ring gear shaft 32a is decelerated with a relatively large reduction ratio and transmitted to the drive shaft 36 (hereinafter this state is referred to as the first speed state), and the clutch C1 and By turning on the brake B2 and turning off the clutch C2 and the brakes B1 and B3, the rotation of the ring gear shaft 32a is decelerated at a reduction ratio smaller than the first speed and transmitted to the drive shaft 36 (hereinafter, this state is referred to as “the state”). 2nd speed state), by turning on the clutch C1 and the clutch B1 and turning off the clutch C2 and the brakes B2 and B3. The rotation of the ring gear shaft 32a is decelerated at a reduction ratio smaller than the second speed and transmitted to the drive shaft 36 (hereinafter this state is referred to as the third speed state), the clutches C1, C2 are turned on and the clutches B1, B2, B3 are turned on. Is turned off, the rotation of the ring gear shaft 32a is transmitted to the drive shaft 36 as it is (hereinafter this state is referred to as the fourth speed state). Further, the transmission 60 turns the clutch C2 and the brake B3 on and turns off the clutch C1 and the brakes B1 and B2, thereby reversing and decelerating the rotation of the ring gear shaft 32a and transmitting it to the drive shaft 36. (Hereafter, this state is called a reverse state). The clutches C1, C2 and the brakes B1, B2, B3 are turned on / off by driving a hydraulic actuator (not shown).

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

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes a shift that detects the rotational speed Nd of the drive shaft 36 from the rotational speed sensor 37 that detects the rotational speed of the drive shaft 36, the ignition signal from the ignition switch 80, and the operating position of the shift lever 81. The shift position SP from the position sensor 82, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, and the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85 The vehicle speed V from the vehicle speed sensor 88 is input via the input port. In the embodiment, the vehicle speed sensor 88 uses a sensor that detects the vehicle speed based on the wheel speeds of the wheels 39c and 39d. From the hybrid electronic control unit 70, drive signals to the clutches C1 and C2 of the transmission 60 and actuators (not shown) of the brakes B1, B2 and B3 are output via an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via 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.

  In the hybrid vehicle 20 of the embodiment, the position of the shift lever 81 detected by the shift position sensor 82 includes a parking position (P position), a neutral position (N position), a drive position (D position), and a reverse position (R Position).

  The hybrid vehicle 20 of the embodiment configured in this way calculates the required torque to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver, and the required torque The transmission 60 is controlled so as to be in accordance with the speed of the vehicle and the vehicle speed V, and the required power corresponding to the torque according to the required torque and the speed of the transmission 60 is output to the ring gear shaft 32a. Operation of the motor 22, the motor MG1, and the motor MG2 is controlled. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when upshifting the shift stage of the transmission 60 will be described. FIG. 3 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec) except during shifting of the gear position of the transmission 60.

  When the drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the drive shaft 36 from the rotation speed sensor 37. The rotational speed Nd of the engine 22, the rotational speed Ne of the engine 22, the rotational speeds Nm1, Nm of the motors MG1, MG2, the input / output limits Win, Wout of the battery 50, the gear ratio Gr according to the current gear stage n of the transmission 60, etc. A process of inputting necessary data is executed (step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) attached to the crankshaft 26 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 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do. The input / output limits Win and Wout of the battery 50 are set to basic values of the input / output limits Win and Wout based on the battery temperature Tb, and are input to the output limiting correction coefficient based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 4 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 5 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  When the data is input in this way, the required torque Td * to be output to the drive shaft 36 connected to the drive wheels 39a and 39b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V, and the engine 22 The required required power Pe * is set (step S110). In the embodiment, the required torque Td * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Td * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Td * is derived from the stored map and set. FIG. 6 shows an example of the required torque setting map. The required power Pe * is calculated on the assumption that the loss Loss is added to the value obtained by multiplying the set required torque Td * by the rotation speed Nd of the drive shaft 36 and the charge / discharge required power Pb * required by the battery 50. be able to. The rotational speed Nd of the drive shaft 36 can be obtained by multiplying the vehicle speed V by the conversion factor k. The charge / discharge required power Pb * is a positive value on the discharge side and a negative value on the charge side.

  Subsequently, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * (step S120). This setting is performed based on an operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 7 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, the rotation speed change ΔNd of the drive shaft 36 is calculated by subtracting the previous rotation speed (previous Nd) from the current rotation speed Nd of the drive shaft 36 (step S130), and the generator rotation speed rapid increase prediction flag F (Step S140), and when the generator rotational speed rapid increase prediction flag F is 0, the rotational speed change ΔNd of the drive shaft 36 is compared with the threshold value Nref1 (step S150). Here, the rotational speed change ΔNd of the drive shaft 36 is an amount of change per unit time (predetermined time) because this routine is repeatedly executed every predetermined time. The generator speed rapid increase prediction flag F is a flag that is set to a value of 1 when a sudden increase in the rotational speed Nm1 of the motor MG1 is predicted, and set to a value of 0 when it is not predicted. . Further, the threshold value Nref1 is a threshold value used for determining whether or not slippage due to idling of the drive wheels 39a and 39b has occurred. For example, the rotational speed of the drive shaft 36 when the accelerator opening Acc is 100%. It can be set to a change or a slightly larger rotation speed change, and is determined by the vehicle specifications including the vehicle weight.

  When the rotational speed change ΔNd of the drive shaft 36 is less than or equal to the threshold value Nref1, it is determined that no slip has occurred, a value 0 is set in the generator rotational speed rapid increase prediction flag F (step S160), and the target rotational speed of the engine 22 is set. Using Ne *, the rotational speed Nr of the ring gear shaft 32a (the rotational speed Nm2 of the motor MG2) and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 * of the motor MG1 is calculated by the following equation (1). Based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1, a temporary motor torque Tm1tmp as a torque to be output from the motor MG1 is calculated by equation (2) (step S230), the required torque Td * and the transmission The torque to be output from the motor MG2 using the gear ratio Gr of 60, the temporary motor torque Tm1tmp, and the gear ratio ρ of the power distribution and integration mechanism 30 The tentative motor torque Tm2tmp of Te is calculated by Equation (3) (step S240). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 8 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 and the transmission 60 when the transmission 60 is in the first speed state. In the drawing, the left side is a collinear diagram of the power distribution and integration mechanism 30, the left 31 axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, and the 34 axis is the carrier 34 that is the rotation speed Ne of the engine 22. The rotational speed of the ring gear 32 (ring gear shaft 32a), which is the rotational speed Nm2 of the motor MG2, is indicated by 32 axes. In the drawing, the right side is a collinear diagram of the transmission 60, the 64r and 66s axes indicate the rotational speeds of the ring gear 64r of the planetary gear mechanism 64 and the sun gear 66s of the planetary gear mechanism 66, and the 62r, 64c and 66c axes are the drive shaft 36. The rotational speed of the ring gear 62r of the planetary gear mechanism 62, the carrier 64c of the planetary gear mechanism 64, and the carrier 66c of the planetary gear mechanism 66, which is the rotational speed No. of the planetary gear mechanism 66, and the axis 62c indicates the rotational speed of the carrier 62c of the planetary gear mechanism 62 , 66r axis indicates the rotational speed of the ring gear 66r of the planetary gear mechanism 66, and the 62s and 64s axes indicate the rotational speed of the sun gear 62s of the planetary gear mechanism 62 and the sun gear 64s of the planetary gear mechanism 64. The dotted lines in the figure indicate the rotating elements (32 axes and 64r, 66s axes) connected when the shift position SP is the D position. The two thick arrows on the 32 axes indicate the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2, and the two thick lines on the 62r, 64c, and 66c axes. The arrows indicate the torque that is output to the drive shaft 36 via the transmission 60 when these torques are output to the R-axis. Expression (1) can be easily derived by using this alignment chart. Equation (2) is a torque for balancing the torque output from the engine 22 and acting on the sun gear 31, and a torque for canceling the difference between the target rotational speed Nm1 * of the motor MG1 and the rotational speed Nm1. This is an equation for setting the temporary motor torque Tm1tmp of the motor MG1 as the sum of the torque Ti for canceling the rotary inertia shuttle including the engine 22 and the motor MG1. In Expression (2), the first term on the right side can be easily derived from this alignment chart. Further, the second term and the third term on the right side are feedback control terms for rotating the motor MG1 at the target rotational speed Nm1 *, the second term “k1” on the right side is the gain of the proportional term, and the third term on the right side. The term “k2” is the gain of the integral term. Further, the fourth term on the right side can be calculated using the moment of inertia of the rotating system composed of the engine 22 and the motor MG1 and the time derivative of the rotational speed Nm1 of the motor MG1. Expression (3) can be easily derived by using this alignment chart.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / ρ (1)
Tm1tmp = -ρ / (1 + ρ) ・ Te * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt + Ti (2)
Tm2tmp = Td * / Gr + Tm1tmp / ρ (3)

  Next, torque limits Tm1min and Tm1max are set as upper and lower limits of the temporary motor torque Tm1tmp of the motor MG1 that satisfies both the following expressions (4) and (5) (step S250). Here, the equation (4) is a relationship in which the sum of the torques output to the ring gear shaft 32a as the power shaft by the motor MG1 and the motor MG2 is within the range of the value 0 to the torque (Td * / Gr). (5) is a relationship in which the sum of electric power input / output by the motor MG1 and the motor MG2 falls within the range of the input / output limits Win and Wout. An example of the torque limits Tm1min and Tm1max is shown in FIG. The torque limits Tm1min and Tm1max can be obtained as the minimum value and the maximum value of the provisional motor torque Tm1tmp in the hatched area in the drawing. When the torque limits Tm1min and Tm1max are set in this way, the torque command Tm1 * of the motor MG1 is set as a value obtained by limiting the temporary motor torque Tm1tmp of the motor MG1 with the torque limits Tm1min and Tm1max (step S260). The deviation between the power consumption (generated power) of the motor MG1 obtained by multiplying the input / output limits Win, Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1 is defined as the motor MG2. The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing by the rotation speed Nm2 are calculated by the following equations (6) and (7) (step S270), and the calculated torque The torque command Tm2 * of the motor MG2 is set as a value obtained by limiting the temporary motor torque Tm2tmp with the limits Tm2min and Tm2max (step S280). By setting the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 in this way, the torque (Td * / Gr) output to the ring gear shaft 32a is limited within the input / output limits Win and Wout of the battery 50. Torque can be set.

0 ≦ -Tm1tmp / ρ + Tm2tmp ≦ Td * / Gr (4)
Win ≦ Tm1tmp ・ Nm1 + Tm2tmp ・ Nm2 ≦ Wout (5)
Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (6)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (7)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S290), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  When the rotation speed change ΔNd of the drive shaft 36 is larger than the threshold value Nref1 in step S150, it is determined that slip has occurred, and the input limit Win of the battery 50 is compared with the threshold value Wref (step S170). Here, the threshold value Wref is a threshold value used for determining whether or not sufficient power can be input to the battery 50, and is determined by the specifications of the motors MG1 and MG2, the battery 50, and the like. Now, consider the case where slipping occurs due to idling of the drive wheels 39a, 39b. FIG. 10 is a collinear diagram showing an example of the relationship between the rotational speeds of the rotary elements of the power distribution and integration mechanism 30 and the transmission 60 when the transmission 60 is in the first speed state. In the figure, the solid line shows an example of the relationship when slippage due to idling of the drive wheels 39a and 39b occurs, and the two-dot chain line shows an example of the relationship when the slip is eliminated. As shown in the figure, when the slip is eliminated from the slippage caused by the idling of the drive wheels 39a and 39b, the rotation speed Nr of the ring gear shaft 32a as the power shaft is suddenly decreased along with the rapid decrease of the rotation speed Nd of the drive shaft 36. As a result, the rotational speed of the motor MG1 may increase rapidly. In this case, when the absolute value of the input limit Win of the battery 50 is large to some extent, that is, when sufficient electric power can be input to the battery 50, the torque Ti for canceling the inertia torque shown in the fourth term of the above formula (2) is set. By outputting a relatively large torque from the motor MG1 based on the torque based on the rotation speed Nm1 of the motor MG1 (downward in FIG. 10), it is possible to suppress a rapid increase in the rotation speed Nm1 of the motor MG1. However, when the absolute value of the input limit Win of the battery 50 is small, that is, when the electric power that can be input to the battery 50 is greatly restricted, if such torque is output from the motor MG1, excessive electric power is generated in the battery 50 by the power generation of the motor MG1. It is difficult to output such torque from the motor MG1. , And the considered rotation speed Nm1 of the motor MG1 is increasing. The process of step 170 is a process of determining whether or not a sudden increase in the rotational speed Nm1 of the motor MG1 is predicted when slipping due to idling of the drive wheels 39a and 39b is resolved. When the input limit Win of the battery 50 is equal to or less than the threshold value Wref, that is, when sufficient power can be input to the battery 50, it is determined that the rapid increase in the rotational speed Nm1 of the motor MG1 when the slip is resolved can be suppressed. Then, a value 0 is set to the generator rotation speed rapid increase prediction flag F (step S160), and the processing after step S230 is executed.

  On the other hand, when the input limit Win of the battery 50 is greater than the threshold value Wref, that is, when sufficient power cannot be input to the battery 50, it is determined that the rotational speed Nm1 of the motor MG1 is predicted to increase rapidly when the slip is resolved. Then, a value 1 is set to the generator rotation speed rapid increase prediction flag F (step S180), and the target rotation speed Ne * is set by limiting the target rotation speed Ne * of the engine 22 set in step S120 with the upper limit rotation speed N1. The target torque Te * of the engine 22 is calculated by resetting and dividing by the required power Pe * by the reset target rotational speed Ne * (step S190), and the processing after step S230 is executed. Here, the upper limit rotational speed N1 is such that when the slip is resolved, the rotational speed Nm1 of the motor MG1 does not exceed the predetermined allowable rotational speed Nm1max regardless of the rotational speed Nd of the drive shaft 36 after the cancellation. The upper limit of the rotational speed or a rotational speed slightly smaller than that can be set, and is determined by the gear ratio ρ of the power distribution and integration mechanism 30 and the characteristics of the engine 22 and the motor MG1. As described above, in the embodiment, when the slip is eliminated, when the rapid increase in the rotational speed Nm1 of the motor MG1 cannot be suppressed, the engine 22 is operated at the upper rotational speed N1 or less. As a result, when the slip is eliminated, that is, the slip is eliminated and the rotational speed Nd of the drive shaft 36 connected to the drive wheels 39a and 39b and the rotational speed Nr of the ring gear shaft 32a as the power shaft are rapidly reduced. Accordingly, when the rotation speed Nm1 of the motor MG1 increases rapidly, it is possible to suppress the rotation speed Nm1 of the motor MG1 from exceeding the allowable rotation speed Nm1max and causing excessive rotation.

  Thus, when the value 1 is set to the generator rotation speed rapid increase prediction flag F in step S180, the next time the drive control routine is executed, the generator rotation speed rapid increase prediction flag F is the value 1 in step S140. The rotational speed change ΔNd of the drive shaft 36 is compared with a threshold value Nref2 that is smaller than the aforementioned threshold value Nref1 (step S200). Here, the threshold value Nref2 is a threshold value used for determining whether or not the rapid increase in the rotational speed Nd of the drive shaft 36 has stopped, and is determined in advance through experiments or the like. When the rotational speed change ΔNd of the drive shaft 36 is equal to or greater than the threshold value Nref2, it is determined that the rapid increase in the rotational speed Nd of the drive shaft 36 has not stopped, that is, has yet to increase rapidly, and the generator rotational speed rapid increase prediction flag F is set to 1. In addition to setting (step S180), the target rotational speed Ne * of the engine 22 is limited by the upper limit rotational speed N1, and the target torque Te * is set based on the limited target rotational speed Ne * and the required power Pe * ( Step S190), the processing after step S230 is executed.

  On the other hand, when the rotational speed change ΔNd of the drive shaft 36 is smaller than the threshold value Nref2, it is determined that the rapid increase in the rotational speed Nd of the drive shaft 36 has stopped, and a predetermined time has elapsed since the rotational speed change ΔNd of the drive shaft 36 became smaller than the threshold value Nref2. It is determined whether t1 has elapsed (step S210). Here, the predetermined time t1 is a time used for determining whether or not the time required until the slip is eliminated after the rapid increase in the rotational speed Nd of the drive shaft 36 is stopped, such as vehicle specifications. Determined by. The predetermined time t1 may be set in consideration of the required torque Td * and the road surface condition. When it is determined that the predetermined time t1 has not elapsed since the rotational speed change ΔNd of the drive shaft 36 is smaller than the threshold value Ndref, a value 1 is set to the generator rotational speed rapid increase prediction flag F (step S180). The target torque Ne * of the engine 22 is limited by the upper limit engine speed N1, and the target torque Te * is set based on the target engine speed Ne * and the required power Pe * that are both limited (step S190). Execute the process. On the other hand, when it is determined that the predetermined time t1 has elapsed since the rotational speed change ΔNd of the drive shaft 36 is smaller than the threshold value Ndref, it is determined that the slip has already been resolved, and the generator rotational speed rapid increase prediction flag F is set. A value of 0 is set (step S220), and the processing after step S230 is executed using the target rotational speed Ne * of the engine 22 set in step S120. As described above, when the slip is resolved by operating the engine 22 at the upper limit rotational speed N1 or less until the predetermined time t1 elapses after the rotational speed change ΔNd of the drive shaft 36 becomes smaller than the threshold value Ndref. It can be avoided that the motor 22 is operated at a rotational speed greater than the upper limit rotational speed N1.

  Now, let us consider a case where slippage due to idling of the drive wheels 39a and 39b occurs when the input restriction Win of the battery 50 is relatively large. FIG. 11 shows the relationship between the rotational speeds of the rotating elements of the power distribution and integration mechanism 30 and the transmission 60 at this time. In the figure, the solid line shows the relationship when slipping occurs due to idling of the drive wheels 39a and 39b, and the broken line shows when the engine speed Ne is limited to the upper limit engine speed N1 or less when slipping occurs. The relationship is shown, and the alternate long and short dash line shows the relationship when the slip is resolved. For comparison, the two-point difference line shows a relationship when the slip is eliminated without limiting the rotational speed Ne of the engine 22 to the upper limit rotational speed N1 or less when the slip occurs. When slip occurs in the drive wheels 39a and 39b, the rotational speed Nd of the drive shaft 36 and the rotational speed Nr of the ring gear shaft 32a as the power shaft become relatively large as shown by the solid line in the figure. At this time, if the rotational speed Ne of the engine 22 is not limited within a certain range, when the slip is eliminated and the rotational speed Nd of the drive shaft 36 and the rotational speed Nr of the ring gear shaft 32a rapidly decrease, the two-dot chain line in the figure As shown, the rotation speed Nm1 of the motor MG1 may exceed the allowable rotation speed Nm1max, resulting in excessive rotation. In order to eliminate such inconvenience, in the embodiment, when slip occurs, the rotational speed Ne of the engine 22 is limited to the upper limit rotational speed N1 or less as shown by the broken line in the figure. As a result, when the slip is resolved, as shown by the alternate long and short dash line in the figure, although the rotation speed Nm1 of the motor MG1 increases, it is possible to prevent the motor MG1 from over-rotating.

  According to the hybrid vehicle 20 of the embodiment described above, when the rotational speed change ΔNm2 of the motor MG2 is equal to or higher than the threshold value Nref1 and the input limit Win of the battery 50 is equal to or higher than the threshold value Wref, the engine 22 is rotated at a speed equal to or lower than the upper limit speed N1. Therefore, when the slip due to the idling of the drive wheels 39a and 39b is eliminated, it is possible to suppress the rotation speed Nm1 of the motor MG1 from exceeding the allowable rotation speed Nm1max and causing excessive rotation.

  In the hybrid vehicle 20 of the embodiment, it is determined whether slip due to idling of the drive wheels 39a and 39b is generated using the rotation speed change ΔNd of the drive shaft 36, but instead of the rotation speed change ΔNd. It is also possible to determine whether or not slip has occurred using changes in the rotational speed of the drive wheels 39a and 39b, changes in the rotational speed of the motor MG2, and the like. Moreover, it is good also as what determines whether the slip has generate | occur | produced based on the deviation of the rotation speed of the drive wheels 39a and 39b and the rotation speed of the wheels 39c and 39d. In this case, when the deviation between the rotational speed of the drive wheels 39a and 39b and the rotational speed of the wheels 39c and 39d exceeds the first predetermined value, it is determined that the slip has occurred, and the slip has occurred. When the determination is made, it is determined that the slip has been resolved when the deviation between the rotational speeds of the drive wheels 39a and 39b and the rotational speeds of the wheels 39c and 39d becomes smaller than a second predetermined value equal to or less than a first predetermined value. It is good also as what to do. Here, the first predetermined value and the second predetermined value are determined by the specification of the vehicle.

  In the hybrid vehicle 20 of the embodiment, when the slip is generated and the input limit Win of the battery 50 is less than or equal to the threshold value Wref, the target rotational speed Ne * of the engine 22 is not limited using the upper limit rotational speed N1, and the battery When the input limit Win of 50 is larger than the threshold value Wref, the target rotational speed Ne * of the engine 22 is limited by using the upper limit rotational speed N1, but when the slip occurs, regardless of the input limit Win of the battery 50, The target rotational speed Ne * of the engine 22 may be limited using the upper limit rotational speed N1.

  In the hybrid vehicle 20 of the embodiment, a fixed value is used as the threshold value Wref for determining whether or not sufficient power can be input to the battery 50. However, the power consumption (generated power) of the motors MG1 and MG2 is used. ) One set based on Pm1, Pm2, etc. may be used. In this case, for example, in order to suppress a sudden increase in the rotational speed Nm1 of the motor MG1 when the slip is eliminated, the electric power ΔPm1 generated by the motor MG1 is determined in advance by experiments or the like, The power consumption Pm1 and Pm2 of the motors MG1 and MG2 may be calculated and the sum of the calculated power consumption Pm1 and Pm2 and the power ΔPm1 may be used as the threshold value Wref.

  In the hybrid vehicle 20 of the embodiment, the upper limit rotational speed N1 of the engine 22 is a fixed value, but may be a value set based on the vehicle speed V or the like. For example, the rotational speed (V · V) of the ring gear 32 obtained by multiplying the speed at the time of cancellation as the rotational speed of the drive shaft 36 when the slip obtained by multiplying the vehicle speed V by the conversion factor k is multiplied by the gear ratio Gr of the transmission 60. k · Gr), the allowable rotational speed Nm1max of the motor MG1, and the gear ratio ρ of the power distribution and integration mechanism 30 may be used and a value calculated by the following equation (8) may be used. In this case, the upper limit rotational speed N1 is set so as to decrease as the vehicle speed V decreases.

  N1 = V ・ k ・ Gr / (1 + ρ) + Nm1max ・ ρ / (1 + ρ) (8)

  In the hybrid vehicle 20 of the embodiment, the upper limit rotational speed N1 of the engine 22 is set to an upper limit of the rotational speed Ne of the engine 22 so that the rotational speed Nm1 of the motor MG1 does not exceed the allowable rotational speed Nm1max when the slip is eliminated. However, when the slip is eliminated, the rotational speed Ne of the engine 22 at which the rotational speed Nm1 of the motor MG1 does not exceed the allowable rotational speed Nm1max and the rotational speed of the pinion gear 33 of the power distribution and integration mechanism 30 is equal to or lower than the allowable rotational speed. It is good also as what sets to the upper limit of. In other words, when the slip is eliminated, the upper limit of the engine speed at which the motor MG1 does not overspeed and the pinion gear 33 does not overspeed may be set as the upper limit speed N1.

  In the hybrid vehicle 20 of the embodiment, when slipping due to idling of the drive wheels 39a and 39b occurs, the engine 22 is operated at the upper limit rotational speed N1 or less. However, when the slip is eliminated, the fuel cut of the engine 22 is performed. When slipping occurs, the engine 22 may be operated at a rotational speed slightly lower than the upper limit rotational speed N1 when slip occurs. An example of the drive control routine in this case is shown in FIG. The drive control routine of FIG. 12 is the same as the drive control routine of FIG. 3 except that the process of step S190b is executed instead of step S190 and the process of steps S300 to S320 is added. The same steps as those in the drive control routine of FIG. The following description will focus on the points that differ from the drive control routine of FIG. In the drive control routine of FIG. 12, when the rotational speed change ΔNd of the drive shaft 36 is larger than the threshold value Nref1 and the input limit Win of the battery 50 is larger than the threshold value Wref (steps S150, S170), the generator rotational speed rapid increase prediction flag F is set. While setting the value 1 (step S180), the target rotational speed Ne * is limited by limiting the target rotational speed Ne * of the engine 22 set in step S120 with the rotational speed (N1 + α) obtained by adding a predetermined value α to the upper limit rotational speed N1. The target torque Te * of the engine 22 is calculated by resetting * and dividing the reset target rotational speed Ne * by the required power Pe * (step S190), and the processing after step S230 is executed. Here, the predetermined value α can be set based on the number of revolutions estimated to decrease due to the friction of the engine 22 when the fuel cut of the engine 22 is performed, and is determined by experiments or the like. When the generator rotation speed rapid increase prediction flag F is 1 (step S140), when the rotation speed change ΔNm2 of the drive shaft 36 is smaller than the threshold value Nm2ref and the predetermined time t1 has not elapsed (steps S200, S210). ), A value 1 is set to the generator rotation speed rapid increase prediction flag F (step S300), a fuel cut command for the engine 22 is transmitted to the engine ECU 24 (step S310), and a value 0 is set to the temporary motor torque Tm1tmp of the motor MG1. Setting is performed (step S320), and the processing after step S240 is executed. A fuel injection valve (not shown) is controlled so that the fuel supply to the engine 22 that has received the fuel cut command of the engine 22 is stopped. In this case, when the change in rotational speed ΔNd of the drive shaft 36 becomes smaller than the threshold value Nref2, the engine 22 is subjected to fuel cut, so that the rotational speed Ne of the engine 22 when the slip is eliminated is equal to or less than the upper limit rotational speed N1. It is thought that it becomes. For this reason, similarly to the embodiment, it is possible to suppress the motor MG1 from exceeding the allowable rotation speed Nm1max and over-rotating when the slip is eliminated.

  In the hybrid vehicle 20 of the embodiment, even when the rotational speed change ΔNd of the drive shaft 36 exceeds the threshold value Nref1, the engine 22 and the motors MG1 and MG2 are configured so that torque corresponding to the required torque Td * is output to the drive shaft 36. The transmission 60 is controlled. However, when the rotational speed change ΔNm2 of the drive shaft 36 exceeds the threshold value Nref1, control may be performed so that a torque that limits the required torque Td * is output to the drive shaft 36. Good. By so doing, it is possible to easily eliminate the slip when the slip due to the idling of the drive wheels 39a and 39b occurs.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 capable of shifting with four speeds is used. However, the speed is not limited to four, and the speed can be changed with two or more speeds. Any machine can be used.

  The hybrid vehicle 20 of the embodiment includes a transmission 60 that transmits power by changing the gear position between a ring gear shaft 32a as a power shaft and a drive shaft 36 connected to the drive wheels 39a and 39b. However, the transmission 60 may not be provided.

  Here, the correspondence between the main elements of the embodiments and the modified examples 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”, and a power distribution and integration mechanism 30 in which a carrier 34 is connected to a crankshaft 26 of the engine 22 and a ring gear 32 is connected to a ring gear shaft 32a as a power shaft. The motor MG1 connected to the sun gear 31 of the power distribution and integration mechanism 30 corresponds to “generator”, and the motor MG2 connected to the ring gear shaft 32a as the power shaft corresponds to “three-axis power input / output means”. The battery 50 that corresponds to the “motor” and exchanges electric power with the motors MG1 and MG2 corresponds to the “power storage means”. By comparing the rotation speed change ΔNd of the drive shaft 36 with the threshold value Ndref, the drive wheels 39a and 39b are caused to idle. The hybrid electronic control unit 70 that determines whether or not slip has occurred corresponds to “slip detection means”. The hybrid electronic control unit 70 that sets the required torque Td * required for the drive shaft 36 based on the cell opening degree Acc and the vehicle speed V corresponds to “required drive force setting means”, and changes in the rotational speed of the drive shaft 36. When ΔNd is less than or equal to the threshold value Nref1 or when the rotational speed change ΔNd of the drive shaft 36 is greater than the threshold value Nref1 but the input limit Win of the battery 50 is less than or equal to the threshold value Wref, torque corresponding to the required torque Td * is output to the drive shaft 36. When the engine 22, the motors MG1, MG2 and the transmission 60 are controlled so as to travel, the engine 22 has an upper limit when the rotational speed change ΔNd of the drive shaft 36 is greater than the threshold value Nref1 and the input limit Win of the battery 50 is greater than the threshold value Wref. The engine is operated at a rotational speed of N1 or less and outputs a torque corresponding to the required torque Td * to the drive shaft 36 so as to travel. The hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40 that control the engine 22, the motors MG1, MG2, and the transmission 60 correspond to “control means”. Further, when the generator rotation speed rapid increase prediction flag F has a value 1, the value 1 is set to the generator rotation speed rapid increase prediction flag F until a predetermined time t1 elapses after the rotation speed change ΔNd of the drive shaft 36 becomes smaller than the threshold value Nref2. And the target rotational speed Ne * of the engine 22 is limited by the upper limit rotational speed N1, and after a predetermined time t1 has elapsed after the rotational speed change ΔNd of the drive shaft 36 becomes smaller than the threshold value Nref2, the generator rotational speed sudden increase prediction The hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40 that set the flag F to 0 and are not limited by the target rotational speed N1 of the engine 22 also correspond to “control means”. Note that the correspondence between the main elements of the embodiment and the modified example and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. Since this is an example for specifically describing the best mode for carrying out the invention, the elements of the invention described in the column of means for solving the problems are not limited. 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.

  Moreover, it is not limited to what is applied to such a hybrid vehicle, It is good also as a form of the drive device mounted in vehicles other than a vehicle, and good also as a form of the control method of a vehicle or a drive device.

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

  The present invention can be used in the manufacturing industry of vehicles and drive devices.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30. It is explanatory drawing which shows an example of torque restrictions Tm1min and Tm1max. FIG. 6 is an explanatory diagram showing a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotational elements of the power distribution and integration mechanism 30 and the transmission 60 when the transmission 60 is in the first speed state. FIG. 6 is an explanatory diagram showing a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotational elements of the power distribution and integration mechanism 30 and the transmission 60 when the transmission 60 is in the first speed state. It is a flowchart which shows an example of the drive control routine of a modification.

Explanation of symbols

  20, 120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 32b power shaft, 33 pinion gear, 34 Carrier, 36 Drive shaft, 37 Speed sensor, 38 Differential gear, 39a, 39b Drive wheel, 39c, 39d Wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 62, 64, 66 planetary gear mechanism, 62s, 64s, 66s sun gear, 62c, 64c, 6c carrier, 62r, 64r, 66r ring gear, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, MG1, MG2 motor, C1, C2 clutch, B1, B2, B3 brake.

Claims (11)

An internal combustion engine;
Power is supplied to the remaining shafts based on the power input / output to / from any two of the three shafts, which are connected to three shafts of the output shaft of the internal combustion engine, the drive shaft connected to the drive wheels, and the rotary shaft. 3-axis power input / output means for inputting / outputting
A generator capable of inputting and outputting power to the rotating shaft;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the generator and the motor;
Slip detecting means for detecting slip due to idling of the drive wheel;
Required driving force setting means for setting required driving force required for traveling;
The internal combustion engine and the generator are configured to travel with a driving force based on the set required driving force at a normal time when a predetermined condition including a condition in which slip due to idling of the driving wheel is detected by the slip detection means is not satisfied. And the electric motor, and when the predetermined condition is satisfied, the internal combustion engine is operated at a predetermined rotational speed or less and travels with a driving force based on the set required driving force. Control means for controlling the engine, the generator and the motor;
A vehicle comprising:   The control means is configured to satisfy the condition when a condition in which slippage due to idling of the drive wheel is detected by the slip detection means and a condition in which power that can be input to the power storage means is equal to or less than a predetermined power are satisfied. The vehicle according to claim 1, wherein the vehicle is a means for controlling when it is established. The vehicle according to claim 1 or 2,
Vehicle speed detection means for detecting the vehicle speed,
The control means is a means for controlling the internal combustion engine to operate at a speed equal to or lower than the predetermined rotational speed that tends to decrease as the detected vehicle speed decreases when the condition is satisfied.   The vehicle according to any one of claims 1 to 3, wherein the slip detection means is means for detecting a slip caused by idling of the drive wheel based on a rotation speed of the drive shaft.   The vehicle according to claim 4, wherein the slip detection means is means for detecting a slip due to idling of the drive wheel when a change rate of the rotation speed of the drive shaft exceeds a first increase rate.   After the slip due to idling of the drive wheel is detected by the slip detection means, the control means is configured such that the rate of change of the rotational speed of the drive shaft becomes smaller than the second increase rate smaller than the first increase rate. The vehicle according to claim 5, wherein the vehicle is a means for controlling when the condition is satisfied until a predetermined time elapses.   4. The slip detection means according to claim 1, wherein the slip detection means is means for detecting slip and slip cancellation due to idling of the drive wheel based on a deviation between the rotation speed of the drive wheel and the rotation speed of the driven wheel. vehicle. A vehicle according to any one of claims 1 to 7,
A speed change means for transmitting power with a change in speed between the power shaft and the drive shaft;
The three-axis power input / output means is means connected to the drive shaft via the speed change means and the power shaft,
The electric motor can input and output power to the drive shaft via the speed change means and the power shaft,
The control means is means for controlling the internal combustion engine, the generator, the electric motor, and the speed change means. A drive device mounted on a vehicle together with an internal combustion engine and power storage means,
Power is supplied to the remaining shafts based on the power input / output to / from any two of the three shafts, which are connected to three shafts of the output shaft of the internal combustion engine, the drive shaft connected to the drive wheels, and the rotary shaft. 3-axis power input / output means for inputting / outputting
A generator capable of exchanging electric power with the power storage means and capable of inputting and outputting power to the rotating shaft;
An electric motor capable of exchanging electric power with the power storage means and capable of inputting and outputting power to the drive shaft;
The internal combustion engine, the generator, and the electric motor so as to travel with a driving force based on a required driving force required for traveling in a normal time when a predetermined condition including a condition in which slip due to idling of the driving wheel is not satisfied is satisfied. The internal combustion engine is operated so that the internal combustion engine is operated at a predetermined rotational speed or less and driven by a driving force based on a required driving force required for traveling when the predetermined condition is satisfied. Control means for controlling the generator and the motor;
A drive device comprising: The remaining amount based on the internal combustion engine and the power input / output to / from any of the three shafts connected to the three shafts of the output shaft of the internal combustion engine, the drive shaft connected to the drive wheel, and the rotation shaft. 3-axis power input / output means for inputting / outputting power to / from the shaft, a generator capable of inputting / outputting power to / from the rotating shaft, an electric motor capable of inputting / outputting power to / from the drive shaft, the generator and the electric motor, A power storage means capable of exchanging electric power, and a vehicle control method comprising:
The internal combustion engine, the generator, and the electric motor so as to travel with a driving force based on a required driving force required for traveling in a normal time when a predetermined condition including a condition in which slip due to idling of the driving wheel is not satisfied is satisfied. The internal combustion engine is operated so that the internal combustion engine is operated at a predetermined rotational speed or less and driven by a driving force based on a required driving force required for traveling when the predetermined condition is satisfied. Controlling the generator and the motor;
Vehicle control method. It is mounted on a vehicle together with an internal combustion engine and power storage means, and is connected to three axes of an output shaft of the internal combustion engine, a drive shaft connected to a drive wheel, and a rotary shaft, and is input / output to any two of the three shafts. Three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the power to be stored, a generator capable of exchanging power with the power storage means and inputting / outputting power to / from the rotating shaft, and the power storage means An electric motor capable of exchanging electric power and capable of inputting / outputting power to / from the drive shaft,
The internal combustion engine, the generator, and the electric motor so as to travel with a driving force based on a required driving force required for traveling in a normal time when a predetermined condition including a condition in which slip due to idling of the driving wheel is not satisfied is satisfied. The internal combustion engine is operated so that the internal combustion engine is operated at a predetermined rotational speed or less and driven by a driving force based on a required driving force required for traveling when the predetermined condition is satisfied. Controlling the generator and the motor;
Control method of drive device.

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