JP2008239063A - Vehicle, power output device, and method for controlling them - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To output a high torque in a range of a low vehicle speed in a new structure provided with an internal combustion engine, a planetary gear device, and two electric motors. <P>SOLUTION: This vehicle is provided with: the engine 22; a triaxial power distribution integration mechanism 30 connected the crankshaft 26 of the engine 22; the motor MG1 connected to the power distribution integration mechanism 30; a torque convertor 35 with a lock-up, which is connected to a ring gear shaft 32a as a power shaft connected to the power distribution integration mechanism 30, and a driving shaft 37 coupled to driving wheels 39a, 39b through a differential gear 38; and the motor MG2 installed, for outputting power, to the driving shaft 37 through a speed reduction gear 36. A lock-up clutch 35c is disengaged within the range of a large accelerator opening at the low vehicle speed. Thereby, the vehicle can travel by outputting a high torque at the low vehicle speed. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle, a power output apparatus, and control methods thereof.

Conventionally, this type of vehicle includes an internal combustion engine, a planetary gear device having a carrier connected to the output shaft of the internal combustion engine, a first motor generator attached to the sun gear of the planetary gear device, and a planetary gear device. There has been proposed one comprising a transmission connected to a propeller shaft connected to a ring gear and connected to an axle, and a second motor generator attached to output power to the propeller shaft (for example, , See Patent Document 1). In this vehicle, by changing the ratio of the amount of power output from the internal combustion engine by the shift of the transmission through the planetary gear device and the amount of power generated by the first motor generator, the vehicle can be driven at a low vehicle speed. The vehicle can run while outputting torque.
JP 2003-127681 A

  In a vehicle including an internal combustion engine, a planetary gear device, and two electric motors as in the above-described vehicle, it is considered as one of the problems to output a high torque in a low vehicle speed region, and further, fuel consumption and operability are improved. The thing which also considered is desired.

  One object of the vehicle and the control method thereof according to the present invention is to provide a new configuration including an internal combustion engine, a planetary gear device, and two electric motors. Another object of the vehicle and the control method thereof according to the present invention is to be able to output a high torque in a low vehicle speed region in a vehicle including an internal combustion engine, a planetary gear device, and two electric motors. . It is an object of the power output device and the control method thereof of the present invention to provide a new configuration including an internal combustion engine, a planetary gear device, and two electric motors. Another object of the present invention is to provide a power output apparatus and a control method therefor, in an apparatus including an internal combustion engine, a planetary gear device, and two electric motors, so that high torque can be output in a low rotation region. I will.

  The vehicle, the power output apparatus, and the control method thereof according to the present invention employ the following means in order to achieve at least a part of the above-described object.

The vehicle of the present invention
An internal combustion engine;
A generator capable of inputting and outputting power;
The output shaft of the internal combustion engine, the rotating shaft of the generator, the output shaft, and the rotating shaft are connected to three power shafts different from each other. 3-axis power input / output means for inputting / outputting power to the remaining shaft based on
A torque converter with a lock-up clutch that is connected to a drive shaft connected to an axle and the power shaft, amplifies the power of the power shaft and outputs the amplified power to the drive shaft;
An electric motor capable of outputting power to an axle different from the axle or the axle;
It is a summary to provide.

  The vehicle according to the present invention outputs the power output from the internal combustion engine to the power shaft via the three-axis power input / output means to the drive shaft connected to the axle via the torque converter and drives the power from the electric motor. The vehicle travels by outputting to an axle connected to the axle or to an axle different from the axle. By turning off the lock-up clutch of the torque converter at the time of starting or at a low vehicle speed, the internal combustion engine can be operated at a high rotational speed and a high torque, and a three-shaft power input / output means is connected from the internal combustion engine. The power output to the power shaft can be amplified by the torque converter and output to the drive shaft. That is, the vehicle can travel with a high torque output in the low vehicle speed region. Further, by turning on the lock-up clutch of the torque converter, it is possible to operate in the same manner as a vehicle including an internal combustion engine that does not include a torque converter, a three-shaft power input / output means, a generator, and an electric motor. It can be a good vehicle.

  In such a vehicle of the present invention, the required driving force setting means for setting the required driving force required for traveling, the internal combustion engine, the generator, and the electric motor so as to travel with the driving force based on the set required driving force. And a control means for controlling the lock-up clutch. In this case, vehicle speed detecting means for detecting the vehicle speed and accelerator opening detecting means for detecting the accelerator opening based on the accelerator operation amount of the driver are provided, and the control means detects the detected vehicle speed and the detected vehicle speed. Further, it may be a means for controlling engagement and release of the lockup clutch based on the accelerator opening. By so doing, it is possible to control the engagement and release of the lockup clutch according to the vehicle speed and the accelerator opening. Further, in this case, the control means engages the lockup clutch when the detected vehicle speed and the detected accelerator opening are in a disengagement region set at a low vehicle speed and a high accelerator opening. The lock-up clutch is controlled to be released, and the lock-up clutch is engaged so that the lock-up clutch is engaged when the detected vehicle speed and the detected accelerator opening are not in the disengagement region. It can also be a means for controlling. In this way, when the vehicle and the accelerator opening are in the disengagement region set at the low vehicle speed and the high accelerator opening, the lock-up clutch is disengaged, so that the region of the high accelerator opening at the low vehicle speed. Thus, the internal combustion engine can be operated at a high rotational speed and a high torque, and the power output from the internal combustion engine to the power shaft via the three-shaft power input / output means is amplified by the torque converter and output to the drive shaft. be able to. Of course, since the lock-up clutch is engaged when not in the disengagement region, the vehicle can be made fuel efficient.

  In the vehicle of the present invention in which the lockup clutch is disengaged when the vehicle speed and the accelerator opening are in the disengagement region, the vehicle includes a road surface gradient detecting means for detecting an uphill gradient of the traveling road, The coincidence release area may be an area that is set to become wider as the detected road gradient is larger. Further, vehicle weight detection means for detecting the vehicle weight may be provided, and the disengagement region may be a region set so as to increase as the detected vehicle weight increases. Furthermore, it is possible to provide occupant number detection means for detecting the number of occupants, and the disengagement region may be a region set so as to become wider as the detected number of occupants increases. Alternatively, an electric motor temperature detecting means for detecting the temperature of the electric motor or the driving circuit of the electric motor is provided, and the disengagement region is set to become wider as the detected temperature of the electric motor or the driving circuit of the electric motor is higher. It can also be a region that is formed. In addition, a cooling water temperature detecting means for detecting the temperature of the cooling water of the internal combustion engine is provided, and the disengagement region is set to become wider as the detected temperature of the cooling water of the internal combustion engine is higher. It can also be an area. In this way, the disengagement region can be more appropriately determined based on the climbing slope of the travel path, the vehicle weight, the number of passengers, the temperature of the motor, the temperature of the motor drive circuit, the temperature of the cooling water of the internal combustion engine, and the like. Can be set. As a result, the engagement of the lockup clutch can be released more appropriately.

  In the vehicle of the present invention having a control means, the control means starts the internal combustion engine when a predetermined start condition is satisfied when the operation of the internal combustion engine is stopped, and the internal combustion engine. The internal combustion engine, the generator, the electric motor, and the lock-up clutch are controlled so as to travel with a driving force based on the set required driving force with the operation of When the predetermined stop condition is satisfied, the operation of the internal combustion engine is stopped, and the internal combustion engine and the power It can also be means for controlling the machine, the electric motor, and the lock-up clutch. If it carries out like this, it can drive | work with the driving force based on a request | requirement driving force with the intermittent driving | operation of an internal combustion engine.

  In the vehicle of the present invention in which the internal combustion engine is operated intermittently, the control means is configured to start the internal combustion engine with the lockup clutch engaged when starting the internal combustion engine. It may be a means for controlling the generator, the electric motor, and the lock-up clutch. In this way, the internal combustion engine can be started in the same manner as a vehicle including an internal combustion engine that does not include a torque converter, three-shaft power input / output means, a generator, and an electric motor.

  The vehicle of the present invention in which the internal combustion engine is intermittently operated includes heating means for heating the passenger compartment, and the control means is required to operate the internal combustion engine for heating the passenger compartment by the heating means. The internal combustion engine, the generator, and the electric motor to travel with a driving force based on the set required driving force with the operation of the internal combustion engine in a state where the engagement of the lockup clutch is released. It can also be a means for controlling the lock-up clutch. In this way, the rotational speed of the internal combustion engine can be easily increased, so that the internal combustion engine can be quickly warmed up to obtain heat necessary for heating.

  Further, in the vehicle of the present invention in which the internal combustion engine is intermittently operated, the vehicle is further provided with power mode instructing means for instructing a power mode in which power is quickly output to travel, the control means instructing the power mode and the internal combustion engine. When the engine is operated and the vehicle speed is less than a predetermined vehicle speed, the internal combustion engine and the generator are driven so as to travel with a driving force based on the set required driving force in a state where the lock-up clutch is disengaged. And means for controlling the electric motor and the lock-up clutch. If it carries out like this, the rotation speed of an internal combustion engine can be enlarged rapidly, and it can respond to a power request | requirement rapidly.

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;
The remaining power is connected to three shafts, that is, a power shaft different from the drive shaft, an output shaft of the internal combustion engine, and a rotating shaft of the generator, based on power input / output to any two of the three shafts. A three-axis power input / output means for inputting / outputting power to / from the shaft;
A torque converter with a lock-up clutch that is connected to the drive shaft and the power shaft, amplifies the power of the power shaft and outputs the amplified power to the drive shaft;
An electric motor capable of outputting power to the drive shaft;
It is a summary to provide.

  In the power output device of the present invention, the power output from the internal combustion engine to the power shaft via the three-shaft power input / output means is output to the drive shaft via the torque converter and the power from the electric motor is output to the drive shaft. To do. By turning off the lock-up clutch of the torque converter when starting the rotation of the drive shaft or when the rotation speed of the drive shaft is small, the internal combustion engine can be operated at a high rotational speed and a high torque. Thus, the power output to the power shaft through the three-axis power input / output means can be amplified by the torque converter and output to the drive shaft. That is, a high torque can be easily output when the drive shaft has a low rotation speed. Further, by turning on the lock-up clutch of the torque converter, it can operate in the same manner as a power output device including an internal combustion engine that does not include a torque converter, a three-shaft power input / output means, a generator, and an electric motor, A device with good fuel efficiency can be obtained.

  In such a power output apparatus of the present invention, required drive force setting means for setting the required drive force required for the drive shaft, and drive shaft rotation speed detection means for detecting the drive shaft rotation speed that is the rotation speed of the drive shaft. And an accelerator opening detecting means for detecting the accelerator opening, and the detected drive shaft rotation speed and the detected accelerator opening are in a disengagement region in which the low rotation speed and the high accelerator opening are set. In some cases, the internal combustion engine, the generator, the electric motor, and the lockup clutch are output so that a driving force based on the set required driving force is output to the drive shaft in a state where the lockup clutch is disengaged. And when the detected drive shaft speed and the detected accelerator opening are not in the disengagement region, the setting is performed with the lockup clutch engaged. May be driving force based on the required driving force is assumed and a control means for controlling said internal combustion engine and the generator and the electric motor and the lock-up clutch to be output to the drive shaft. In this way, by disengaging the lockup clutch when the rotational speed of the drive shaft and the accelerator opening are in the disengagement region, the internal combustion engine is operated in a region where the drive shaft has a low rotational speed and high accelerator opening. Can be operated at high speed and high torque, and the power output from the internal combustion engine to the power shaft via the three-shaft power input / output means can be amplified by the torque converter and output to the drive shaft. . Of course, since the lock-up clutch is engaged when not in the disengagement region, a device with good fuel consumption can be obtained.

  In the power output apparatus of the present invention in which the lockup clutch is disengaged when the rotational speed of the drive shaft and the accelerator opening are in the disengagement region, the control means stops the operation of the internal combustion engine. The internal combustion engine is started when a predetermined start condition is satisfied in the state of being in operation, and a driving force based on the set required driving force is output to the drive shaft along with the operation of the internal combustion engine. The internal combustion engine, the generator, the electric motor, and the lockup clutch are controlled, and when a predetermined stop condition is satisfied when the internal combustion engine is operating, the operation of the internal combustion engine is stopped and the operation is stopped. The internal combustion engine, the generator, the electric motor, and the locker so that a driving force based on the set required driving force is output to the drive shaft in a state where the operation of the internal combustion engine is stopped. It may be assumed to be a means for controlling the Pukuratchi. If it carries out like this, the driving force based on a required driving force can be output to a drive shaft with the intermittent driving | operation of an internal combustion engine.

  In the power output device of the present invention in which the internal combustion engine is intermittently operated, the control means starts the internal combustion engine with the lockup clutch engaged when starting the internal combustion engine. The generator, the electric motor, and the lock-up clutch may be controlled. In this way, the internal combustion engine can be started in the same manner as an apparatus including an internal combustion engine that does not include a torque converter, three-shaft power input / output means, a generator, and an electric motor.

The vehicle control method 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 rotary shaft of the generator, and the output shaft and the rotary shaft are connected to three different power shafts, and the three shafts Three-axis power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from any of the two shafts, a drive shaft connected to an axle, and the power shaft connected to the power shaft A vehicle control method comprising: a torque converter with a lock-up clutch that amplifies power of a shaft and outputs it to the drive shaft; and an electric motor that can output power to the axle or an axle different from the axle,
When the vehicle speed and the accelerator opening based on the driver's accelerator operation amount are in a disengagement region preset at a low vehicle speed and a high accelerator opening, the vehicle is requested to travel with the lock-up clutch disengaged. The internal combustion engine, the generator, the electric motor, and the lock-up clutch are controlled so that the vehicle travels with a driving force based on the requested driving force, and the lock is applied when the vehicle speed and the accelerator opening are not in the disengagement region Controlling the internal combustion engine, the generator, the electric motor, and the lock-up clutch so that the internal clutch engine, the generator, the electric motor, and the lock-up clutch are driven by a driving force based on the required driving force with the up clutch engaged
It is characterized by that.

  In the vehicle control method according to the present invention, when the vehicle speed and the accelerator opening based on the accelerator operation amount of the driver are in the disengagement region preset at the low vehicle speed and the high accelerator opening, the lock-up clutch of the torque converter The internal combustion engine, the generator, the electric motor, and the lock-up clutch are controlled so as to travel with a driving force based on a required driving force required for traveling in a state in which the engagement is released. By disengaging the lock-up clutch, the internal combustion engine can be operated at a high rotational speed and high torque in a low vehicle speed and high accelerator opening range, and from the internal combustion engine via a three-shaft power input / output means. The power output to the power shaft can be amplified by the torque converter and output to the drive shaft. On the other hand, when the vehicle speed and the accelerator opening are not in the disengagement region, the internal combustion engine, the generator, the motor, and the lock-up clutch are driven so that the vehicle is driven by the driving force based on the required driving force while the lock-up clutch is engaged. Control. Thereby, it can operate | move similarly to the vehicle provided with the internal combustion engine which is not provided with a torque converter, a 3 axis | shaft type | formula power input / output means, a generator, and an electric motor, and can improve the fuel consumption of a vehicle.

  In the vehicle control method of the present invention, the disengagement region includes road surface gradient, vehicle weight, number of passengers, temperature of the motor, temperature of the drive circuit of the motor, and temperature of cooling water of the internal combustion engine. It can also be set based on either. In this way, the disengagement region can be set more appropriately based on the climbing slope, vehicle weight, number of passengers, motor temperature, motor drive circuit temperature, cooling water temperature of the internal combustion engine, and the like. As a result, the engagement of the lockup clutch can be released more appropriately.

  Further, in the vehicle control method of the present invention, when a predetermined start condition is satisfied when the operation of the internal combustion engine is stopped, the internal combustion engine is started and the setting is performed with the operation of the internal combustion engine. The internal combustion engine, the generator, the electric motor, and the lock-up clutch are controlled to run with a driving force based on the requested driving force, and a predetermined stop condition is satisfied when the internal combustion engine is in operation. The internal combustion engine, the generator, the electric motor, and the lockup so that the internal combustion engine is stopped and the vehicle is driven by the driving force based on the set required driving force in a state where the operation of the internal combustion engine is stopped. The clutch may be controlled. If it carries out like this, the driving force based on a required driving force can be output to a drive shaft with the intermittent driving | operation of an internal combustion engine. In this case, when starting the internal combustion engine, the internal combustion engine, the generator, the electric motor, and the lockup clutch are controlled so as to start the internal combustion engine with the lockup clutch engaged. It can also be a feature. In this way, the internal combustion engine can be started in the same manner as a vehicle including an internal combustion engine that does not include a torque converter, three-shaft power input / output means, a generator, and an electric motor.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, a power generator capable of inputting / outputting power, a power shaft, an output shaft of the internal combustion engine, and a rotating shaft of the power generator are connected to three shafts and input / output to any two of the three shafts A three-shaft power input / output means for inputting / outputting power to / from the remaining shaft based on the driven power, and a lock connected to the drive shaft and the power shaft for amplifying the power of the power shaft and outputting it to the drive shaft A control method of a power output device comprising a torque converter with an up clutch and an electric motor capable of outputting power to the drive shaft, wherein the power output device outputs power to the drive shaft,
When the rotational speed of the drive shaft and the accelerator opening are in a disengagement region preset at a low rotational speed and a high accelerator opening, the drive shaft is requested in a state where the lock-up clutch is disengaged. The internal combustion engine, the generator, the electric motor, and the lockup clutch are controlled so that a driving force based on the requested driving force is output to the driving shaft, and the rotational speed of the driving shaft and the accelerator opening degree When not in the disengagement region, the internal combustion engine, the generator, the electric motor, and the lockup so that a driving force based on the required driving force is output to the drive shaft while the lockup clutch is engaged. Control the clutch,
It is characterized by that.

  In this power output device control method of the present invention, when the rotational speed of the drive shaft and the accelerator opening are in a disengagement region preset at a low rotational speed and a high accelerator opening, the lockup clutch of the torque converter is The internal combustion engine, the generator, the electric motor, and the lock-up clutch are controlled so that a driving force based on a required driving force required for the drive shaft is output to the drive shaft in the disengaged state. By disengaging the lock-up clutch, the internal combustion engine can be operated at a high rotational speed and a high torque in a region where the drive shaft has a low rotational speed and a high accelerator opening, and a three-shaft power input / output from the internal combustion engine. The power output to the power shaft via the means can be amplified by the torque converter and output to the drive shaft. On the other hand, when the rotational speed of the drive shaft and the accelerator opening are not in the disengagement region, the internal combustion engine and the generator are configured so that the drive force based on the requested drive force is output to the drive shaft while the lockup clutch is engaged. And the motor and the lock-up clutch. Thereby, it can operate | move similarly to the apparatus provided with the internal combustion engine which is not provided with a torque converter, a 3 axis type power input / output means, a generator, and an electric motor, and can improve the fuel consumption of an apparatus.

  In such a control method for a power output apparatus of the present invention, when the internal combustion engine is stopped, when the predetermined start condition is satisfied, the internal combustion engine is started and the request is accompanied by the operation of the internal combustion engine. The internal combustion engine, the generator, the electric motor, and the lock-up clutch are controlled so that a driving force based on the driving force is output to the drive shaft, and a predetermined stop is performed when the internal combustion engine is in operation. When the condition is satisfied, the operation of the internal combustion engine is stopped, and the driving force based on the required driving force is output to the drive shaft while the operation of the internal combustion engine is stopped. The electric motor and the lock-up clutch may be controlled. If it carries out like this, the driving force based on a required driving force can be output to a drive shaft with the intermittent driving | operation of an internal combustion engine. In this case, when starting the internal combustion engine, the internal combustion engine, the generator, the electric motor, and the lockup clutch are controlled so as to start the internal combustion engine with the lockup clutch engaged. It can also be a feature. In this way, the internal combustion engine can be started in the same manner as an apparatus including an internal combustion engine that does not include a torque converter, three-shaft power input / output means, a generator, and an electric motor.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution and integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a ring gear shaft 32a as a power shaft connected to the power distribution and integration mechanism 30, and a drive shaft 37 coupled to the drive wheels 39a and 39b via a differential gear 38. Torque converter 35 with lockup connected, motor MG2 attached to output power to drive shaft 37 via reduction gear 36, air conditioner 90 for air conditioning passenger compartment 21, and power output device And a hybrid electronic control unit 70 for overall control.

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhalation and gasoline are injected from the fuel injection valve 126 to mix the sucked air and gasoline. The mixture is sucked into the fuel chamber through the intake valve 128 and is explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the cooling water temperature from the combustion chamber, the in-cylinder pressure Pin from the pressure sensor 143 installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve Cam position, throttle position from throttle valve position sensor 146 for detecting the position of throttle valve 124, air flow meter signal AF from air flow meter 148 attached to the intake pipe, and temperature sensor also attached to the intake pipe Intake air temperature from 49, the air-fuel ratio AF from an air-fuel ratio sensor 135a, such as oxygen signal from an oxygen sensor 135b is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. 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 outputs data related to the operation state of the engine 22 as necessary. . 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 140.

  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 36 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, 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 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 39a, 39b of the vehicle via the torque converter 35 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 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, the motor temperature Tm from the temperature sensor 45 attached to the motor MG2, the inverter temperature Tinv from the temperature sensor 46 attached to the inverter 42 of the motor MG2, etc. are input. The motor ECU 40 outputs a switching control signal to the inverters 41 and 42. 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 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The torque converter 35 is configured as a known fluid torque converter with a lock-up clutch, and locks a turbine runner 35a connected to a ring gear shaft 32a as a power shaft and a pump impeller 35b connected to a drive shaft 37. It is locked up by the up clutch 35c. The lock-up clutch 35c of the torque converter 35 is engaged or disengaged by adjusting the hydraulic pressure applied by driving the hydraulic actuator 100 by the hybrid electronic control unit 70. The hydraulic actuator 100 includes an oil pump 102 that pumps oil and a hydraulic pressure supply that can individually supply the pressure (line pressure) of the oil pumped from the oil pump 102 to the lockup clutch 35c with adjustable pressure. Unit 104.

  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. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. 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. 3 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 4 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  The air conditioner 90 is attached to the cooling system of the engine 22 and exchanges heat with the cooling water. The air conditioner 90 sucks outside air and air in the passenger compartment 21 toward the heat exchanger 91 and heat exchanger 91. A blower 93 for blowing air warmed by heat exchange to the passenger compartment 21, a switching mechanism 92 for switching the air sucked by the blower 93 to outside air or air in the passenger compartment 21, and the passenger compartment 21 are attached. An operation panel 94 and an air conditioning electronic control unit (hereinafter referred to as an air conditioning ECU) 98 for controlling the entire apparatus are provided. The air conditioning ECU 98 has a blower switch signal BSW from a blower switch 94a that is attached to the operation panel 94 to turn on / off the heater, and a set temperature switch 94b that is also attached to the operation panel 94 to set the temperature in the passenger compartment 21. From the temperature sensor 94c that is attached to the operation panel 94 to detect the temperature in the passenger compartment 21, and the outside air temperature sensor 95 that is attached to the outside of the passenger compartment 21 to detect the outside air temperature. The outside air temperature Tout from the engine 22 is input, and the blower 93 is driven and controlled so that the passenger room temperature Tin becomes the set temperature T * based on these input signals. When the engine is low, the engine operation request for requesting the operation of the engine 22 is electronically controlled for hybrid use. To send to knit 70. Here, the operation request of the engine 22 is performed, for example, when the cooling water temperature Tw of the engine 22 is lower than the first temperature (for example, 60 ° C.), and the cooling water temperature Tw is equal to or higher than the second temperature (for example, 80 ° C.). It can be performed by various methods such as release when it arrives. Further, the air conditioning ECU 98 communicates with the hybrid electronic control unit 70 and transmits data regarding the state of the air conditioner 90 to the hybrid electronic control unit 70 as necessary.

  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. From the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the road surface gradient from the gradient sensor 89a that detects the road surface gradient. θ, a vehicle weight Mw from the vehicle weight sensor 89b for detecting the vehicle weight Mw, a power switch signal PSW from the power switch 89c for instructing a power mode in which power output is more important than fuel consumption, and the like are input via the input port. It has been. Further, from the hybrid electronic control unit 70, a drive signal to the hydraulic actuator 100 of the lock-up clutch 35c of the torque converter 35 is 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, the battery ECU 52, and the air conditioning ECU 98 via the communication port, and the engine ECU 24, the motor ECU 40, the battery ECU 52, and the air conditioning ECU 98 and the various types. Control signals and data are exchanged.

  The hybrid vehicle 20 of the embodiment thus configured basically has the accelerator open corresponding to the amount of depression of the accelerator pedal 83 by the driver, with the lockup clutch 35c of the torque converter 35 engaged (on state). Based on the degree Acc and the vehicle speed V, the required torque to be output to the ring gear shaft 32a as the power shaft is calculated, and the engine 22 and the motor MG1 are output so that the required power corresponding to this required torque is output to the ring gear shaft 32a. And the motor MG2 are controlled to operate. As operation control of the engine 22, the motor MG1, and the motor MG2 in this case, 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 distributed. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that torque is converted by the integrated mechanism 30, the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, the required power, and the electric power necessary for charging and discharging the battery 50 The operation of the engine 22 is controlled so that the power corresponding to the sum of the 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 integration mechanism 30 and the motor. The required power is ringed with torque conversion by MG1 and motor MG2. A charge / discharge operation mode for driving and controlling the motor MG1 and the motor MG2 so as to be output to the gear shaft 32a, and an operation control for stopping the operation of the engine 22 and outputting power corresponding to the required power from the motor MG2 to the ring gear shaft 32a. There are motor operation modes. Further, the torque output from the engine 22 to the ring gear shaft 32a as the power shaft through the power distribution and integration mechanism 30 is amplified in a state where the lockup clutch 35c of the torque converter 35 is disengaged (off state). And the power from the motor MG2 is output to the drive shaft 37 via the reduction gear 36 and travels.

  Next, the operation of the hybrid vehicle 20 of the embodiment will be described. When the lock-up clutch 35c of the torque converter 35 is on (engaged), the hybrid vehicle 20 of the embodiment travels by drive control according to the lock-up on-time drive control routine illustrated in FIG. When the up-clutch 35c is off (released), the vehicle travels by drive control according to the lock-up off-time drive control routine illustrated in FIG. Further, the lockup clutch 35c of the torque converter 35 is turned on / off by a lockup control routine illustrated in FIG. These routines are repeatedly executed by the hybrid electronic control unit 70 every predetermined time (for example, every several milliseconds). Hereinafter, for convenience of explanation, the on / off control of the lockup clutch 35c will be described first using the lockup control routine of FIG. 7, and then the lockup clutch 35c will be described using the lockup on-time drive control routine of FIG. Drive control when the engine is turned on or when the engine 22 is started, and then drive control when the lockup clutch 35c is turned off using the lockup-off-time drive control routine of FIG. Will be described.

  When the lock-up control routine of FIG. 7 is executed, the CPU 72 of the hybrid electronic control unit 70 first starts with the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the gradient sensor 89a. The lockup clutch of the torque converter 35, such as the road surface gradient θ, the coolant temperature Tw of the engine 22, the vehicle weight Mw from the vehicle weight sensor 89b, the temperature Tm of the motor MG2, the temperature Tinv of the inverter 42, and the power switch signal PSW from the power switch 89c. A process of inputting data necessary for on / off control of 35c is executed (step S500). Here, as the cooling water temperature Tw of the engine 22, the cooling water temperature Tw detected by the water temperature sensor 142 is input from the engine ECU 24 by communication. Further, the temperature Tm of the motor MG2 and the temperature Tinv of the inverter 42 are input from the motor ECU 40 by communication with the temperatures Tm and Tinv detected by the temperature sensors 45 and 46, respectively.

  When data is input in this way, it is first determined whether or not the engine 22 is starting (step S510). When the engine 22 is being started, the lockup clutch 35c is turned on to reduce shock by outputting torque as a reaction force from the motor MG2 when starting the engine 22 (step S590). This routine ends.

  When the engine 22 is not started, it is determined whether or not an operation request for the engine 22 is made from the air conditioning ECU 98 (step S520). When the operation request for the engine 22 is made for heating, the lockup clutch 35c is turned off (released) (step S600), and this routine is terminated. Thus, when the operation request of the engine 22 is made for heating, the lock-up clutch 35c is turned off (released) by turning off the lock-up clutch 35c, regardless of the vehicle speed V. This is because the engine 22 can be quickly warmed up, and thus the engine 22 can be quickly warmed up. As a result, the passenger compartment 21 can be heated quickly.

  When the operation request for the engine 22 is not made, it is determined whether or not the power mode is set by the power switch signal PSW (step S530). When the power mode is not set, the road surface gradient coefficient r1, the engine water temperature coefficient r2, the vehicle weight based on the road surface gradient θ, the cooling water temperature Tw of the engine 22, the vehicle weight Mw, the temperature Tm of the motor MG2, and the temperature Tinv of the inverter 42. The coefficient r3, the motor temperature coefficient r4, the inverter temperature coefficient r5 are set (step S540), and the road surface gradient coefficient r1, engine water temperature coefficient r2, vehicle weight coefficient r3, motor temperature coefficient r4, inverter temperature coefficient r5 is the most. A larger value is set as the lock-up coefficient r (step S550), and the lock-up clutch 35c and the lock-up clutch 35c are turned off based on the accelerator opening Acc and the vehicle speed V by the set lock-up coefficient r. To be released (step S) 60), it is determined whether the accelerator opening Acc and the input vehicle speed V belongs to either release area belonging to the lock-up area (step S580). Here, road surface gradient coefficient r1, engine water temperature coefficient r2, vehicle weight coefficient r3, motor temperature coefficient r4, inverter temperature coefficient r5 are road surface gradient θ, engine 22 cooling water temperature Tw, vehicle weight Mw, motor MG2 temperature Tm, The relationship between the temperature Tinv of the inverter 42 and the corresponding coefficient is set in advance and stored in the ROM 74 as a coefficient setting map, and the road surface gradient θ, the cooling water temperature Tw of the engine 22, the vehicle weight Mw, the temperature Tm of the motor MG2, When the temperature Tinv of the inverter 42 is given, it is set by deriving the corresponding coefficient from the corresponding map. FIG. 8 shows an example of the road surface gradient coefficient setting map, FIG. 9 shows an example of the engine water temperature coefficient setting map, FIG. 10 shows an example of the vehicle weight coefficient setting map, and FIG. 11 shows an example of the motor temperature coefficient setting map. An example of the inverter temperature coefficient setting map is shown in FIG. In the embodiment, as shown in FIG. 8, the road surface gradient coefficient r1 is set such that the road surface gradient θ increases as the road surface gradient θ increases when a relatively small degree of gradient is exceeded. As shown in FIG. The engine water temperature coefficient r2 is set so as to increase as the cooling water temperature Tw of the engine 22 decreases until the vehicle weight Mw is exceeded. As shown in FIG. The vehicle weight coefficient r3 is set so as to increase as it increases. As shown in FIG. 11, the motor temperature coefficient tends to increase as the temperature Tm of the motor MG2 increases as the temperature Tm of the motor MG2 becomes higher than a preset appropriate temperature. When r4 is set and the temperature Tinv of the inverter 42 becomes higher than a preset appropriate temperature as shown in FIG. Degrees Tinv inverter temperature coefficient r5 in larger tendency as increases is set. An example of the relationship between the lockup coefficient r and the lockup area and the release area is shown in FIG. As shown in the figure, a region having a low vehicle speed and a high accelerator opening with respect to a boundary line determined by the lockup coefficient r is set as a release region, and a region other than the release region is set as a lockup region. As shown in the figure, the boundary line moves in a direction in which the release region is enlarged when the lockup coefficient r is increased. Therefore, the release region is set so as to increase as the road gradient θ increases when a relatively small gradient is exceeded, and tends to increase as the cooling water temperature Tw of the engine 22 decreases until the engine 22 is warmed up. It is set and tends to increase as the vehicle weight Mw increases when the vehicle weight exceeds the preset one-seater ride. When the temperature Tm of the motor MG2 becomes higher than the preset appropriate temperature, the temperature Tm of the motor MG2 becomes higher. The higher the temperature Tinv, the higher the temperature Tinv of the inverter 42, and the higher the temperature Tinv of the inverter 42, the higher the temperature Tinv of the inverter 42.

  When the input accelerator opening Acc and the vehicle speed V belong to the set lock-up region, the lock-up clutch 35c of the torque converter 35 is turned on (engaged) (step S590), this routine is terminated, and the input accelerator opening is completed. When the degree Acc and the vehicle speed V belong to the set release region, the lockup clutch 35c of the torque converter 35 is turned off (disengaged) (step S600), and this routine is finished.

  When it is determined in step S530 that the power mode is set by the power switch signal PSW, the power mode area is set as a lockup area and a release area (step S570), and the accelerator opening Acc and the vehicle speed V input are determined. It is determined whether it belongs to the set lockup region or the release region (step S580), and when the accelerator opening Acc and the vehicle speed V belong to the lockup region, the lockup clutch 35c of the torque converter 35 is turned on (engaged). (Step S590), this routine is terminated, and when the accelerator opening Acc and the vehicle speed V belong to the release region, the lock-up clutch 35c of the torque converter 35 is turned off (disengaged) (Step S600). Exit. An example of the power mode area is shown in FIG. As shown in the figure, in the power mode region of the embodiment, the low vehicle speed region is set as the release region and the medium and high vehicle speed region is set as the lockup region regardless of the accelerator opening degree Acc.

  Next, drive control when the lock-up clutch 35c of the torque converter 35 is turned on (engaged) will be described. When the lock-up on-time drive control routine of FIG. 5 is executed, the CPU 72 of the hybrid electronic control unit 70 firstly, the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the motor MG1. , MG2 rotation speeds Nm1, Nm2, power switch signal PSW from power switch 89c, charge / discharge required power Pb *, input / output limit Win, Wout of battery 50, and the like are input (steps). S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The charge / discharge required power Pb * is set by the motor ECU 40 based on the remaining capacity (SOC) of the battery 50 or the like, and is input from the motor ECU 40 by communication. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and input from the battery ECU 52 by communication.

  When the data is input in this way, the required torque Td * to be output to the drive shaft 37 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. 15 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Td * multiplied by the rotational speed Nd of the drive shaft 37 and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotational speed Nd of the drive shaft 37 is obtained by multiplying the vehicle speed V by the conversion factor k (Nd = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 36 (Nd = Nm2 / Gr).

  Subsequently, it is determined whether or not the engine 22 is in operation (step S120). When the engine 22 is in operation, it is determined whether or not the set required power Pe * is equal to or greater than a threshold value Pstop for stopping the operation of the engine 22. Determination is made (step S130). Here, as the threshold value Pstop, a value in the vicinity of the lower limit value of the power region in which the engine 22 can be operated relatively efficiently can be used.

  When the required power Pe * is equal to or greater than the threshold value Pstop, it is determined that the operation of the engine 22 is to be continued, and based on the required power Pe * set by the engine 22, the target rotational speed Ne * as the operation point at which the engine 22 should be operated and the target Torque Te * is set (step S140). This setting is performed based on an operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 16 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 *).

  Then, it is determined whether or not the power mode is set (step S150). When the power mode is set, the larger of the engine lower limit rotation speed Nemin based on the vehicle speed V and the set target rotation speed Ne * is set as the target. The rotation speed Ne * is reset, and the target torque Te * is reset by dividing the required power Pe * by the reset target rotation speed Ne * (step S160). The engine lower limit rotational speed Nemin is set to a rotational speed at which torque can be quickly output from the engine 22 according to the vehicle speed V when the power mode is set. In the embodiment, the vehicle speed V and the engine lower limit rotational speed are set. The relationship with Nemin is set in advance and stored in the ROM 74 as an engine lower limit speed setting map, and when the vehicle speed V is given, the corresponding engine lower limit speed Nemin is derived and set from the map. An example of the engine lower limit speed setting map is shown in FIG. When the power mode is not set, the target rotational speed Ne * and the target torque Te * are not reset.

  Next, the target rotational speed Nm1 * of the motor MG1 is calculated by the following equation (1) using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, and the gear ratio ρ of the power distribution and integration mechanism 30. Based on the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1, a temporary torque Tm1tmp, which is a temporary value of the torque to be output from the motor MG1, is calculated by Expression (2) (step S170). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. The dynamics of the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the lockup clutch 35c of the torque converter 35 is turned on (engaged) and the vehicle is running with power output from the engine 22. A collinear chart showing the relationship is shown in FIG. 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 36 indicates the rotational speed Nd of the drive shaft 37. Expression (1) can be easily derived by using this alignment chart. The thick arrow on the R axis indicates the torque that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a. The two thick arrows on the 37 axis indicate the torque that acts on the ring gear shaft 32a and the motor MG2. The torque Tm2 output from the motor 2 acts on the ring gear shaft 32a via the reduction gear 36. 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 / ρ (1)
Tm1tmp = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  Subsequently, torque limits Tm1min and Tm1max are set as upper and lower limits of the provisional torque Tm1tmp that satisfies both the expressions (3) and (4) (step S180), and the set provisional torque Tm1tmp is torque-restricted according to the expression (5). The torque command Tm1 * of the motor MG1 is set by limiting with Tm1min and Tm1max (step 190). Here, the equation (4) is a relationship in which the total torque output to the ring gear shaft 32a (drive shaft 37) by the motor MG1 and the motor MG2 is within the range from the value 0 to the required torque Td *. ) Is a relationship in which the sum of the electric power input / output by the motor MG1 and the motor MG2 is within the range of the input / output limits Win, 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 maximum value and the minimum value of the torque command Tm1 * in the region indicated by the oblique lines in the figure.

0 ≦ −Tm1 / ρ + Tm2, Gr ≦ Td * (3)
Win ≦ Tm1 / Nm1 + Tm2 / Nm2 ≦ Wout (4)
Tm1 * = max (min (Tm1tmp, Tm1max), Tm1min) (5)

  A value obtained by dividing the torque command Tm1 * by the gear ratio ρ of the power distribution and integration mechanism 30 to the required torque Td * and dividing the result by the gear ratio Gr of the reduction gear 36 is output from the motor MG2. The temporary torque Tm2tmp, which is a temporary value of the power torque, is calculated by the following equation (6) (step S200), and the current speed Nm1 of the motor MG1 is set to the torque command Tm1 * set as the input / output limits Win and Wout of the battery 50 The torque limits Tm2min and Tm2max as the upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by multiplying by the rotational speed Nm2 of the motor MG2 (7) and equation (8) are calculated (step S210), and the set temporary torque Tm2tmp is calculated by equation (9). Torque restriction Tm2min, to limit to set a torque command Tm2 * of the motor MG2 by Tm2max (step S220). Here, equation (6) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Td * + Tm1 * / ρ) / Gr (6)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (7)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (8)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (9)

  When the target rotational speed Ne * of the engine 22 and the target torque Te * and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S230), and the drive control routine at the time of lock-up on is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and 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. With such control, the engine 22 can be efficiently operated within the range of the input / output limits Win and Wout of the battery 50 to output the required torque Td * to the drive shaft 37 and travel.

  When it is determined in step S130 that the required power Pe * is less than the threshold value Pstop, it is determined that the operation of the engine 22 should be stopped, and the fuel injection control and the ignition control are stopped to stop the operation of the engine 22. Is transmitted to the engine ECU 24 to stop the engine 22 (step S240), and a value 0 is set to the torque command Tm1 * of the motor MG1 (step S250). Then, a value obtained by dividing the required torque Td * by the gear ratio Gr of the reduction gear 36 is set as a temporary torque Tm2tmp which is a temporary value of torque to be output from the motor MG2 (step S260), and a torque command Tm1 * having a value of 0 is set. Is substituted into the above formulas (7) and (8) to calculate the torque limits Tm2min and Tm2max of the motor MG2 (step S270), and the temporary torque Tm2tmp is limited by the torque limits Tm2min and Tm2max according to the formula (9). The torque command Tm2 * of the motor MG2 is set (step S280), the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S290), and this routine is finished. By such control, the operation of the engine 22 is stopped, and the required torque Td * can be output to the drive shaft 37 within the range of the input / output limits Win and Wout of the battery 50 from the motor MG2. The mechanical relationship between the rotational speed and torque of the rotating element of the power distribution and integration mechanism 30 when the engine 22 is running with the lock-up clutch 35c of the torque converter 35 turned on (engaged) and stopped. The alignment chart shown is shown in FIG.

  If it is determined in step S120 that the engine 22 is not operating, that is, the engine 22 is stopped, whether or not the engine 22 is being started (step S300), and the required power Pe * is to start the engine 22. It is determined whether or not the threshold value Pstart is greater than or equal to (step S310). Here, as the threshold value Pstart, a value in the vicinity of the lower limit value of the power region in which the engine 22 can be operated relatively efficiently can be used. However, frequent stop and start of the engine 22 do not occur. It is preferable to use a value larger than the threshold value Pstop for stopping the operation of the engine 22 described above. When the engine 22 is not being started and the required power Pe * is less than the threshold value Pstart, it is determined that the operation stop state of the engine 22 should be continued, and the processes of steps S250 to S290 described above are executed.

  In step S120, it is determined that the engine 22 has been stopped. In step S300, it is determined that the engine 22 is not being started. When it is determined in step S310 that the required power Pe * is equal to or greater than the threshold value Pstart, the engine 22 is started. Based on the torque map at the start and the elapsed time t from the start of the engine 22, a torque command Tm1 * for the motor MG1 is set (step S320). FIG. 21 shows an example of a torque map when the torque command Tm1 * of the motor MG1 is set when the engine 22 is started, and an example of how the rotation speed Ne of the engine 22 changes. In the torque map of the embodiment, a relatively large torque is set in the torque command Tm1 * using rate processing immediately after the time t11 when the start instruction of the engine 22 is given, and the rotational speed Ne of the engine 22 is rapidly increased. Torque that allows the engine 22 to be stably motored at the rotation speed Nref or higher at a time t12 after the rotation speed Ne of the engine 22 has passed the resonance rotation speed band or after the time necessary for passing through the resonance rotation speed band. Is set to the torque command Tm1 * to reduce the power consumption and the reaction force on the ring gear shaft 32a as the drive shaft. Then, the torque command Tm1 * is set to 0 using rate processing from the time t13 when the rotational speed Ne of the engine 22 reaches the rotational speed Nref, and the torque for power generation is torqued from the time t15 when the complete explosion of the engine 22 is determined. Set to command Tm1 *. Here, the rotational speed Nref is the rotational speed at which the fuel injection control and the ignition control of the engine 22 are started. Since the time when the engine 22 is started is considered now, a rate value used for rate processing is set in the torque command Tm1 * of the motor MG1.

  When the torque command Tm1 * of the motor MG1 is set in this way, a value obtained by dividing the torque command Tm1 * of the motor MG1 by the gear ratio ρ of the power distribution and integration mechanism 30 to the required torque Td * and further the gear ratio Gr of the reduction gear 36. The temporary torque Tm2tmp, which is a temporary value of the torque to be output from the motor MG2, is calculated by the following equation (10) (step S330), and the motor MG2 is calculated using the above equations (7) and (8). Torque limits Tm2min and Tm2max of the motor MG2 are set by limiting the temporary torque Tm2tmp with the torque limits Tm2min and Tm2max according to the above equation (9) (step S350). The set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S360). .

  Tm2tmp = (Td * + Tm1 * / ρ) / Gr (10)

  Then, it is determined whether or not the rotational speed Ne of the engine 22 is equal to or higher than the rotational speed Nref for starting the fuel injection control and the ignition control (step S370). Since the start of the engine 22 is considered now, the rotational speed Ne of the engine 22 is small and has not reached the rotational speed Nref. For this reason, a negative conclusion is made in this determination, and this routine is terminated without starting the fuel injection control and the ignition control.

  When starting of the engine 22 is started, it is determined in step S300 that the engine 22 is being started. Therefore, the processing of steps S320 to S370 described above is executed, and the rotational speed Ne of the engine 22 is determined by fuel injection control or ignition. After waiting for the engine speed Nref to be reached or higher (step S370), a control signal is transmitted to the engine ECU 24 so that fuel injection control and ignition control are started (step S380). With this control, the engine 22 that has stopped can be started to output the required torque Td * to the drive shaft 37 within the range of the input / output limits Win and Wout of the battery 50 from the motor MG2. The dynamics of the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the engine 22 is running with the lockup clutch 35c of the torque converter 35 turned on (engaged) and being motored. An example of a collinear diagram showing the relationship is shown in FIG. When the engine 22 is started, the torque converter 35 is turned on (engaged) by the lockup control routine of FIG. 7 even if the lockup clutch 35c of the torque converter 35 is turned off (disengaged). Regardless of the engagement or disengagement of the up clutch 35c, the engine 22 is started by the processing of steps S300 to S380.

  Next, drive control when the lock-up clutch 35c of the torque converter 35 is off (disengaged) will be described. When the lockup-off drive control routine of FIG. 6 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, and the motor MG1. , MG2 rotation speeds Nm1, Nm2, charge / discharge required power Pb *, input / output limits Win, Wout of the battery 50, and other data necessary for control are executed (step S400). Based on this, the target rotational speed Ne * of the engine 22 is set (step S410). In the embodiment, the target rotational speed Ne * of the engine 22 is stored in the ROM 74 as a target rotational speed setting map by setting the relationship between the accelerator opening Acc and the target rotational speed Ne * in advance. , The corresponding target rotational speed Ne * is derived from the map and set. An example of the target rotation speed setting map is shown in FIG. In the embodiment, as shown in FIG. 23, the target rotational speed Ne * is set so as to increase linearly with respect to the accelerator opening Acc. However, the target rotational speed Ne tends to increase with respect to the accelerator opening Acc. It is sufficient to set *, and it does not matter if it does not increase linearly.

  Subsequently, the torque obtained from the operation line illustrated in FIG. 16 with respect to the set target rotational speed Ne * is set as the target torque Te * of the engine 22 (step S420), and the target rotational speed Ne * and the rotation of the motor MG2 are set. Based on the number Nm2, the temporary rotational speed Nm1tmp, which is a temporary value as the target rotational speed of the motor MG1, is calculated by the above-described equation (1) (step S430), and the calculated temporary rotational speed Nm1tmp and the rating of the motor MG1 are calculated. The smaller one of the maximum allowable rotation speed Nm1max set with a margin is set as the target rotation speed Nm1 * of the motor MG1 (step S440). Then, a temporary torque Tm1tmp that is a temporary value as a torque to be output from the motor MG1 is calculated using the above-described equation (2) in order to rotate the motor MG1 at the target rotation speed Nm1 * (step S450). The larger one of the provisional torque Tm1tmp and the allowable minimum torque Tm1min set with a margin to the negative rated minimum torque of the motor MG1 is set as the torque command Tm1 * of the motor MG1 (step S460). Here, the smaller of the temporary torque Tm1tmp and the allowable minimum torque Tm1min is set as the torque command Tm1 * of the motor MG1 so that the motor MG1 outputs a negative torque in order to suppress the torque output from the engine 22. Because it will be.

  Next, the torque command of the motor MG2 is obtained by dividing the sum of the torque command Tm1 * of the motor MG1 multiplied by the rotational speed Nm1 and inverting the sign and the charge / discharge required power Pb * by the rotational speed Nm2 of the motor MG2. Tm2 * is set (step S470). Thus, the torque command Tm2 * of the motor MG2 is set when the charge / discharge required power Pb * is set to a value of 0 in a state where the lockup clutch 35c of the torque converter 35 is disengaged. This is because it is necessary to consume all of the electric power generated by the motor MG2 by driving the motor MG2.

  Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S480). The drive control routine is terminated.

  FIG. 24 shows the number of revolutions in the rotating elements of the power distribution and integration mechanism 30 when the vehicle is running with the lockup clutch 35c of the torque converter 35 turned off (disengaged) and power is being output from the engine 22. An example of the alignment chart which shows the dynamic relationship with a torque is shown. In the drawing, two thick arrows on the 37 axis indicate that the torque acting on the ring gear shaft 32 a is amplified via the torque converter 35 and the torque acting on the drive shaft 37 and the motor MG 2 outputs the reduction gear 36. Torque acting on the drive shaft 37. When the accelerator opening Acc is depressed relatively large, the engine 22 rotates at a large rotational speed and outputs a large torque according to the accelerator opening Acc. The motor MG1 is driven to rotate at a target rotation speed Nm1 * set to be equal to or lower than the maximum allowable rotation speed, and the motor MG2 is driven to consume electric power generated by the motor MG1. As a result, as shown in the drawing, a rotational speed difference occurs between the R axis and the 37 axis, that is, before and after the torque converter 35. The torque output to the R axis is amplified by the torque converter 35 and output to the drive shaft 37, and the torque from the motor MG2 is added thereto. As a result, a large torque can be output to the drive shaft 37 even at a low vehicle speed, and the vehicle can start by applying a large torque.

  According to the hybrid vehicle 20 of the embodiment described above, the engine 22, the three-shaft power distribution and integration mechanism 30 connected to the crankshaft 26 as the output shaft of the engine 22 via the damper 28, and the power distribution and integration A motor MG1 capable of generating electricity connected to the mechanism 30, a ring gear shaft 32a as a power shaft connected to the power distribution and integration mechanism 30, and a drive shaft 37 coupled to the drive wheels 39a and 39b via a differential gear 38. The lockup clutch 35c of the torque converter 35 is configured by including a torque converter 35 with a lockup connected and a motor MG2 attached to output power to the drive shaft 37 via the reduction gear 36. Is turned on (engaged) and the operation without the torque converter 35 is performed. Can outputs a lockup clutch 35c of the torque converter 35 off drive shaft 37 by amplifying the torque output to the ring gear shaft 32a as the power shaft as (release of engagement) is possible. In other words, the lockup clutch 35c is turned on (engaged) so that the engine 22 can be operated efficiently, the power from the engine 22 can be efficiently output to the drive shaft 37, and the lockup clutch 35c can be turned off ( It is possible to travel by outputting a large torque to the drive shaft 37 even at a low vehicle speed.

  Further, according to the hybrid vehicle 20 of the embodiment, the road surface gradient θ, the cooling water temperature Tw of the engine 22, the vehicle weight Mw, the temperature Tm of the motor MG2, the temperature Tinv of the inverter 42, the road surface gradient coefficient r1, the engine water temperature coefficient r2, The largest of the vehicle weight coefficient r3, the motor temperature coefficient r4, and the inverter temperature coefficient r5 is set as the lockup coefficient r, and the lockup clutch is set based on the accelerator opening Acc and the vehicle speed V by the set lockup coefficient r. A lock-up region for turning on 35c and a release region for turning off lock-up clutch 35c are set. Turn up clutch 35c on (engaged) or off ( The lock-up clutch 35c of the torque converter 35 is turned on / off according to the road surface gradient θ, the cooling water temperature Tw of the engine 22, the vehicle weight Mw, the temperature Tm of the motor MG2, and the temperature Tinv of the inverter 42. Can be. That is, by setting the release region so that the road surface gradient θ becomes larger as the road surface gradient θ becomes larger when a relatively small gradient is exceeded, it is possible to travel with a large torque output when the road surface gradient θ is large. By setting the release region so that the cooling water temperature Tw of the engine 22 becomes lower until the engine is warmed up, the engine 22 can be warmed up quickly by operating the engine Ne at a higher speed. By setting the release region so that the vehicle weight Mw increases as the vehicle weight Mw increases as the vehicle weight exceeds the preset one-seater ride, the vehicle can travel with a large torque when the vehicle weight Mw is large. The higher the temperature Tm of the motor MG2, the higher the temperature Tm of the motor MG2. By setting the release region in the direction, the torque converter 35 amplifies the torque output to the ring gear shaft 32a as a power shaft and increases the region that can be output to the drive shaft 37, and decreases the torque output from the motor MG2. The torque output to the ring gear shaft 32a as the power shaft can be set by setting the release region so that the higher the temperature Tinv of the inverter 42 is, the higher the temperature Tinv of the inverter 42 is. Can be increased by the torque converter 35 to be output to the drive shaft 37, and the torque output from the motor MG2 can be reduced to reduce the load on the inverter 42.

  Furthermore, according to the hybrid vehicle 20 of the embodiment, when starting the engine 22, the lock-up clutch 35c of the torque converter 35 is turned on (engaged), so the torque for motoring the engine 22 by the output torque from the motor MG2 is increased. You can cancel and travel properly. Further, according to the hybrid vehicle 20 of the embodiment, when the power mode is set, the lock-up clutch 35c of the torque converter 35 is turned off (disengaged) with the low vehicle speed region set as the release region regardless of the accelerator opening Acc. Therefore, a large torque can be output quickly in a low vehicle speed range. In addition, according to the hybrid vehicle 20 of the embodiment, when the engine 22 is requested to be operated by the air conditioner 90, the lockup clutch 35c of the torque converter 35 is turned off (disengaged), so that the engine 22 is large. The engine 22 can be warmed up quickly by operating at the rotational speed.

  In the hybrid vehicle 20 of the embodiment, the road surface gradient θ, the engine 22 cooling water temperature Tw, the vehicle weight Mw, the motor MG2 temperature Tm, the inverter 42 temperature Tinv, the road surface gradient coefficient r1, the engine water temperature coefficient r2, the vehicle weight coefficient r3. , Motor temperature coefficient r4, inverter temperature coefficient r5, the largest one is set as lockup coefficient r, and lockup clutch 35c is turned on based on accelerator opening Acc and vehicle speed V by this set lockup coefficient r. A lock-up region and a release region for turning off the lock-up clutch 35c are set, and the lock-up clutch 35c of the torque converter 35 is set depending on whether the input accelerator opening Acc and the vehicle speed V belong to the lock-up region or the release region. On (engaged) or off (disengaged) However, the road surface gradient coefficient r1, the engine water temperature coefficient r2, the vehicle weight coefficient r3 based on the road surface gradient θ, the cooling water temperature Tw of the engine 22, the vehicle weight Mw, the temperature Tm of the motor MG2, and the temperature Tinv of the inverter 42. , Motor temperature coefficient r4, inverter temperature coefficient r5, the lockup coefficient r is set without using any one or more, and the lockup area and the release area are set by the set lockup coefficient r, and the torque is set. The lockup clutch 35c of the converter 35 may be turned on (engaged) or turned off (released). Further, a road surface gradient coefficient r1, an engine water temperature coefficient r2, a vehicle weight coefficient r3, a vehicle weight coefficient r3, a motor temperature coefficient r4 based on the road surface gradient θ, the cooling water temperature Tw of the engine 22, the vehicle weight Mw, the temperature Tm of the motor MG2, and the temperature Tinv of the inverter 42. A physical quantity other than the inverter temperature coefficient r5, for example, a sensor that detects whether or not an occupant is sitting on each occupant seat, and the number of occupants that can be recognized by the hybrid electronic control unit 70 based on the signal from this sensor. A lockup coefficient r is set by a coefficient based on the lockup coefficient and a lockup area and a release area are set by the set lockup coefficient r to turn on (engage) or turn off (engage) the lockup clutch 35c of the torque converter 35. It is good also as a thing to cancel | release.

  In the hybrid vehicle 20 of the embodiment, the road surface gradient θ, the engine 22 cooling water temperature Tw, the vehicle weight Mw, the motor MG2 temperature Tm, the inverter 42 temperature Tinv, the road surface gradient coefficient r1, the engine water temperature coefficient r2, the vehicle weight coefficient r3. , Motor temperature coefficient r4, inverter temperature coefficient r5, the largest one is set as lockup coefficient r, and lockup clutch 35c is turned on based on accelerator opening Acc and vehicle speed V by this set lockup coefficient r. A lock-up region and a release region for turning off the lock-up clutch 35c are set, and the lock-up clutch 35c of the torque converter 35 is set depending on whether the input accelerator opening Acc and the vehicle speed V belong to the lock-up region or the release region. On (engaged) or off (disengaged) However, the road surface gradient coefficient r1, the engine water temperature coefficient r2, the vehicle weight coefficient r3 based on the road surface gradient θ, the cooling water temperature Tw of the engine 22, the vehicle weight Mw, the temperature Tm of the motor MG2, and the temperature Tinv of the inverter 42. , The motor temperature coefficient r4 and the inverter temperature coefficient r5 are multiplied to set the lockup coefficient r and the lockup area and the release area are set by the set lockup coefficient r to turn on the lockup clutch 35c of the torque converter 35. It may be (engaged) or turned off (disengaged).

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is started, the engine 22 is started by motoring with the lock-up clutch 35c of the torque converter 35 turned on (engaged), but the engine 22 is started. The engine 22 may be motored and started with the lock-up clutch 35c of the torque converter 35 turned off (disengaged).

  In the hybrid vehicle 20 of the embodiment, when the power mode is set, the lock-up clutch 35c of the torque converter 35 is turned off (disengaged) with the low vehicle speed region as the release region regardless of the accelerator opening Acc. However, the lock-up clutch 35c of the torque converter 35 may be turned on (engaged) as the lock-up region when the accelerator opening degree Acc is low even in the low vehicle speed region.

  In the hybrid vehicle 20 of the embodiment, when the operation request of the engine 22 is made by the air conditioner 90, the lock-up clutch 35c of the torque converter 35 is turned off (disengaged) regardless of the vehicle speed V and the accelerator opening degree Acc. However, when the operation request of the engine 22 is made by the air conditioner 90, the lockup clutch 35c may not be turned off only by starting the engine 22.

  In the hybrid vehicle 20 of the embodiment, when the lock-up clutch 35c of the torque converter 35 is on (engaged), the temporary torque Tm1tmp of the motor MG1 is limited within a range that satisfies the above-described equations (3) and (4). Torque limits Tm1min and Tm1max to be obtained are set and a torque command Tm1 * of the motor MG1 is set, and torque limits Tm2min and Tm2max are obtained by formulas (7) and (8) to set the torque command Tm2 * of the motor MG2. The motor torque Tm1tmp is set as it is as the torque command Tm1 * of the motor MG1 without being limited by the torque limits Tm1min and Tm1max within the range satisfying (3) and (4), and the equation (7 ), (8), torque limits Tm2min, Tm2 It may be used to set the torque command Tm2 * of the motor MG2 seeking ax. In addition, if the torque command Tm1 * Tm2 * of the motors MG1, MG2 is set within the range of the input / output limits Win, Wout of the battery 50 using the rotational speed Nm2 of the motor MG2 and the expected motor rotational speed Nm2est, Any method may be used.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 36. However, the motor MG2 may be directly attached to the ring gear shaft 32a, or Instead, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a 2-speed, 3-speed, or 4-speed.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 36 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 wheels 39c and 39d in FIG. 25) different from an axle connected to the drive shaft 37 (an axle to which the drive wheels 39a and 39b are connected).

  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. It is good also as a form of a power output device. In the case of the form of the power output device, the vehicle speed V in the above-described embodiment may be used instead of the rotational speed Nd (Nm2 / Gr) of the drive shaft 37. That is, the rotational speed Nm2 of the motor MG2 calculated by the motor ECU 40 based on the position of the rotor of the motor MG2 detected by the rotational position detection sensor 44 instead of the vehicle speed V from the vehicle speed sensor 88 is changed to the gear ratio of the reduction gear 36. What is divided by Gr and converted into the rotational speed Nd of the drive shaft 37 may be used. Moreover, it is good also as a form of the control method of such a vehicle or a power output device.

  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”, and the power distribution and integration mechanism 30 corresponds to a “three-shaft power input / output unit”. The torque converter 35 having the lock-up clutch 35c corresponds to a “torque converter”, and the motor MG2 corresponds to a “motor”. Further, step S110 of the lock-up on-time drive control routine in FIG. 5 for setting the required torque Td * required for the drive shaft 37 based on the accelerator opening Acc and the vehicle speed V and the lock-up off-time drive control in FIG. The hybrid electronic control unit 70 that executes the processing of step S410 of the routine corresponds to “required driving force setting means”. The lock-up on-time drive control routine of FIG. 5 and the lock-up off-time drive control routine of FIG. 7 is executed to set and transmit the target rotational speed Ne * of the engine 22, the target torque Te *, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, and stop the operation of the engine 22. A control signal and a control signal for starting the engine 22 are transmitted and the lock-up clutch 35c of the torque converter is turned on. An electronic control unit for hybrid 70 that performs off-control, an engine ECU 24 that controls the engine 22 by receiving the target rotational speed Ne *, the target torque Te *, a control signal for stopping the operation of the engine 22 and a control signal for starting the engine 22; The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * and controls the motors MG1 and MG2 corresponds to “control means”. Furthermore, the vehicle speed sensor 88 corresponds to “vehicle speed detection means”, the accelerator pedal position sensor 84 corresponds to “accelerator opening detection means”, the gradient sensor 89a corresponds to “road surface gradient detection means”, and the vehicle weight sensor 89b. Corresponds to “vehicle weight detection means”, and a sensor for detecting whether or not an occupant is sitting on each occupant seat and a hybrid electronic control unit 70 for recognizing the number of occupants by signals from the sensors are The temperature sensor 45 that detects the temperature of the motor MG2 and the temperature sensor 46 that detects the temperature of the inverter 42 correspond to “motor temperature detection means”, and the water temperature sensor 142 corresponds to “cooling water temperature detection means”. The air conditioner 90 corresponds to “heating means”, and the power switch 89c corresponds to “power mode instruction means”. As for the form of the power output device, as in the form of the vehicle, in the embodiment, the engine 22 corresponds to the “internal combustion engine”, the motor MG1 corresponds to the “generator”, and the power distribution and integration mechanism 30 corresponds to the “3-axis”. The torque converter 35 having the lock-up clutch 35c corresponds to the “torque converter”, and the motor MG2 corresponds to the “motor”. Other than that, the vehicle speed V in the vehicle is used instead of the rotation speed Nd (Nm2 / Gr) of the drive shaft 37, that is, the vehicle speed V from the vehicle speed sensor 88 is detected by the rotational position detection sensor 44. The motor MG2 calculated by the motor ECU 40 based on the position of the rotor of the motor MG2 is divided by the gear ratio Gr of the reduction gear 36 and converted into the rotational speed Nd of the drive shaft 37, respectively. It corresponds to the element of. Here, in the form of a vehicle, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, but may be any type of internal combustion engine such as a hydrogen engine. It doesn't matter. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator as long as it can input and output power, such as an induction motor. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Connected to three shafts of the output shaft of the internal combustion engine, the rotating shaft of the generator, the output shaft, and the power shaft different from the rotating shaft, such as those connected to the motor and those having a different operation action from the planetary gear such as a differential gear Any power can be used as long as power is input / output to / from the remaining shafts based on power input / output to / from any two of the three axes. The “torque converter” is not limited to the torque converter 35 having the lock-up clutch 35c, but is connected to a drive shaft and a power shaft connected to the axle, and amplifies the power of the power shaft to be used as the drive shaft. Any torque converter with a lock-up clutch that outputs can be used. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, but may be any type of motor that can output power to an axle or an axle different from this axle, such as an induction motor. It doesn't matter. The “required driving force setting means” is not limited to setting the required torque Td * required for the drive shaft 37 based on the accelerator opening Acc and the vehicle speed V, but only the accelerator opening Acc. Those that set the required driving force required for travel, such as those that set the required torque based on them, and those that set the required torque based on the travel position on the travel route if the travel route is preset Anything can be used. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, the engine 22 and the motors MG1, MG2 are controlled based on the lock-up on-time drive control routine of FIG. 5, the lock-up off-time drive control routine of FIG. 6, and the lock-up control routine of FIG. In addition, it is not limited to the on / off control of the lock-up clutch 35c of the torque converter, but controls the internal combustion engine, the generator, the electric motor, and the lock-up clutch so as to run with the driving force based on the set required driving force. It does not matter as long as it does. The “vehicle speed detection means” is not limited to the vehicle speed sensor 88, but may be any device that detects the vehicle speed, such as a calculation based on a signal from a wheel speed sensor attached to a driving wheel or a driven wheel. It doesn't matter what. The “accelerator opening detection means” is not limited to the accelerator pedal position sensor 84, but may detect the accelerator opening based on the accelerator operation amount of the driver, such as a sensor for detecting the position of the accelerator lever. It does not matter as long as it is anything. The “road surface gradient detecting means” is not limited to the gradient sensor 89a, and the road surface gradient is obtained by calculation from the relationship between the torque output to the drive shaft 37 for traveling and the acceleration of the vehicle. Anything can be used as long as it can detect the slope of the traveling road. The “vehicle weight detection means” is not limited to the vehicle weight sensor 89b, and the vehicle weight is obtained by calculation from the relationship between the torque output to the drive shaft 37 for traveling and the acceleration of the vehicle. Any device that detects the vehicle weight can be used. The “occupant number detection means” is limited to a sensor that detects whether or not an occupant is sitting on each occupant seat and the hybrid electronic control unit 70 that recognizes the occupant number based on a signal from the sensor. Instead, any device that detects the number of passengers, such as an infrared sensor that detects the number of passengers, may be used. The “motor temperature detecting means” is not limited to the temperature sensor 45 for detecting the temperature of the motor MG2 or the temperature sensor 46 for detecting the temperature of the inverter 42, but indirectly measures the temperature of the motor MG2 or the inverter 42. As long as it detects the temperature of the electric motor or the drive circuit of the electric motor, it does not matter. The “cooling water temperature detecting means” is not limited to the water temperature sensor 142 and may be any device as long as it detects the temperature of the cooling water of the internal combustion engine. The “heating unit” is not limited to the air conditioner 90, and any unit may be used as long as it can heat the passenger compartment. The “power mode instructing means” is not limited to the power switch 89c, and any power mode instructing power mode in which the vehicle is driven by quickly outputting power may be used. In the form of the power output device, as in the case of the vehicle, “internal combustion engine”, “generator”, “three-axis power input / output means”, “torque converter”, and “motor” can be considered. Further, as the “drive shaft rotational speed detection means”, the rotational speed Nm2 of the motor MG2 calculated based on the position of the rotor of the motor MG2 detected by the rotational position detection sensor 44 is used as the gear ratio Gr of the reduction gear 36. The rotational speed of the drive shaft 37 is not limited to that converted into the rotational speed Nd of the drive shaft 37, and a rotational speed sensor is attached to the drive shaft 37, and the rotational speed of the drive shaft is detected. Any object can be used. The “accelerator opening degree detecting means” is not limited to the accelerator pedal position sensor 84, and any means that detects the accelerator opening degree, such as a sensor that detects the position of the accelerator lever, may be used. 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. In other words, the interpretation of the invention described in the column of means for solving the problem 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 problem. It is only a specific example.

  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 power output devices.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. 4 is an explanatory diagram showing an example of a configuration of an engine 22. FIG. 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 a flowchart which shows an example of the drive control routine at the time of lockup ON performed by the electronic control unit for hybrids 70 of an Example. It is a flowchart which shows an example of the drive control routine at the time of lockup OFF performed by the electronic control unit 70 for hybrids of an Example. It is a flowchart which shows an example of the lockup control routine performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for road surface gradient coefficient setting. It is explanatory drawing which shows an example of the engine water temperature coefficient setting map. It is explanatory drawing which shows an example of the vehicle weight coefficient setting map. It is explanatory drawing which shows an example of the map for motor temperature coefficient setting. It is explanatory drawing which shows an example of the map for an inverter temperature coefficient setting. It is explanatory drawing which shows an example of the relationship between the lockup coefficient r, a lockup area | region, and a cancellation | release area | region. It is explanatory drawing which shows an example of the area | region for power modes. 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, the target rotational speed Ne *, and the target torque Te * are set. It is explanatory drawing which shows an example of the map for engine lower limit rotation speed setting. The dynamics of the rotational speed and torque of the rotating elements of the power distribution and integration mechanism 30 when the engine is traveling with the lockup clutch 35c of the torque converter 35 turned on (engaged) and outputting power from the engine 22. It is explanatory drawing which shows an example of the collinear diagram which shows a relationship. It is explanatory drawing explaining a mode that torque limitation Tm1min and Tm1max are set. The mechanical relationship between the rotational speed and torque of the rotating element of the power distribution and integration mechanism 30 when the engine is running with the lockup clutch 35c of the torque converter 35 turned on (engaged) and the operation of the engine 22 stopped. It is explanatory drawing which shows an example of the alignment chart shown. It is explanatory drawing which shows an example of the torque map set to the torque command Tm1 * of motor MG1 at the time of engine 22 start, and an example of the mode of the rotation speed Ne of the engine 22. The dynamics of the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the engine 22 is running with the lockup clutch 35c of the torque converter 35 turned on (engaged) and being motored. It is explanatory drawing which shows an example of the collinear diagram which shows a relationship. It is explanatory drawing which shows an example of the map for target rotation speed setting. The rotational speed and torque of the rotating element of the power distribution and integration mechanism 30 when traveling with the lockup clutch 35c of the torque converter 35 turned off (disengaged) and the engine 22 outputting power. It is explanatory drawing which shows an example of the alignment chart which shows a dynamic relationship. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

  20,120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integrated mechanism, 31 sun gear, 32 ring gear, 32a ring gear Shaft, 33 Pinion gear, 34 Carrier, 35 Torque converter, 35a Turbine runner, 35b Pump impeller, 35c Lock-up clutch, 36 Reduction gear, 37 Drive shaft, 38 Differential gear, 39a, 39b Drive wheel, 39c, 39d Wheel, 40 Motor Electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 45, 46 temperature sensor, 50 battery, 51 temperature sensor, 52 battery Electronic control unit (battery ECU), 54 power line, 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, 89a gradient sensor, 89b vehicle weight sensor, 89c power switch, 90 air conditioner, 91 heat exchanger, 92 switching mechanism, 93 blower, 94 operation panel, 94a Blower switch, 94b Set temperature switch, 94c Temperature sensor, 95 Outside air temperature sensor, 98 Air conditioning electronic control unit (air conditioning ECU), 100 Actuator, 102 Oil pump, 10 4 Hydraulic supply section, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purifier, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136 Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, 150 Variable valve timing mechanism, MG1, MG2 motor.

Claims (24)

An internal combustion engine;
A generator capable of inputting and outputting power;
The output shaft of the internal combustion engine, the rotating shaft of the generator, the output shaft, and the rotating shaft are connected to three power shafts different from each other. 3-axis power input / output means for inputting / outputting power to the remaining shaft based on
A torque converter with a lock-up clutch that is connected to a drive shaft connected to an axle and the power shaft, amplifies the power of the power shaft and outputs the amplified power to the drive shaft;
An electric motor capable of outputting power to an axle different from the axle or the axle;
A vehicle comprising: The vehicle according to claim 1,
Required driving force setting means for setting required driving force required for traveling;
Control means for controlling the internal combustion engine, the generator, the electric motor, and the lockup clutch so as to run with a driving force based on the set required driving force;
A vehicle comprising: The vehicle according to claim 2,
Vehicle speed detection means for detecting the vehicle speed;
An accelerator opening detecting means for detecting an accelerator opening based on an accelerator operation amount of the driver;
With
The control means is means for controlling engagement and release of the lockup clutch based on the detected vehicle speed and the detected accelerator opening.   The control means releases the engagement of the lockup clutch when the detected vehicle speed and the detected accelerator opening are in a disengagement region set at a low vehicle speed and a high accelerator opening. Means for controlling the lock-up clutch so that the lock-up clutch is engaged when the detected vehicle speed and the detected accelerator opening are not in the disengagement region; The vehicle according to claim 3. The vehicle according to claim 4,
Provided with a road surface slope detecting means for detecting the slope of the traveling road,
The disengagement region is a region set so as to become wider as the detected road gradient is larger.
vehicle. The vehicle according to claim 4 or 5, wherein
Vehicle weight detection means for detecting the vehicle weight,
The disengagement region is a region that is set to become wider as the detected vehicle weight increases.
vehicle. The vehicle according to any one of claims 4 to 6,
Equipped with occupant number detection means for detecting the number of occupants,
The disengagement region is a region that is set to tend to become wider as the detected number of passengers increases.
vehicle. A vehicle according to any one of claims 4 to 7,
Electric motor temperature detecting means for detecting the temperature of the electric motor or a drive circuit of the electric motor,
The disengagement region is a region that is set to become wider as the detected temperature of the electric motor or the drive circuit of the electric motor is higher.
vehicle. A vehicle according to any one of claims 4 to 8,
Cooling water temperature detecting means for detecting the temperature of the cooling water of the internal combustion engine,
The disengagement region is a region that is set to become wider as the detected temperature of the cooling water of the internal combustion engine is higher.
vehicle.   The control means starts the internal combustion engine when a predetermined start condition is satisfied when the internal combustion engine is stopped, and based on the set required driving force with the operation of the internal combustion engine. The internal combustion engine, the generator, the electric motor, and the lock-up clutch are controlled so as to travel by driving force, and when a predetermined stop condition is satisfied when the internal combustion engine is operating, the internal combustion engine Means for controlling the internal combustion engine, the generator, the electric motor, and the lockup clutch so as to run with a driving force based on the set required driving force in a state where the operation is stopped and the operation of the internal combustion engine is stopped. The vehicle according to any one of claims 2 to 9.   The control means controls the internal combustion engine, the generator, the electric motor, and the lockup clutch so as to start the internal combustion engine with the lockup clutch engaged when starting the internal combustion engine. The vehicle according to claim 10. The vehicle according to claim 10 or 11,
A heating means for heating the passenger compartment,
When the operation of the internal combustion engine is requested for heating the passenger compartment by the heating means, the control means performs the setting with the operation of the internal combustion engine with the lock-up clutch disengaged. Means for controlling the internal combustion engine, the generator, the electric motor and the lock-up clutch so as to travel with a driving force based on the requested driving force.
vehicle. The vehicle according to any one of claims 10 to 12,
Power mode instruction means for instructing the power mode to output the power quickly and run,
When the power mode is instructed and the internal combustion engine is operated and the vehicle speed is less than a predetermined vehicle speed, the control means is based on the set required driving force in a state where the lock-up clutch is disengaged. Means for controlling the internal combustion engine, the generator, the electric motor, and the lock-up clutch so as to travel by driving force;
vehicle. A power output device that outputs power to a drive shaft,
An internal combustion engine;
A generator capable of inputting and outputting power;
The remaining power is connected to three shafts, that is, a power shaft different from the drive shaft, an output shaft of the internal combustion engine, and a rotating shaft of the generator, based on power input to and output from any two of the three shafts. 3-axis power input / output means for inputting / outputting power to / from the shaft,
A torque converter with a lock-up clutch that is connected to the drive shaft and the power shaft and amplifies the power of the power shaft and outputs the amplified power to the drive shaft;
An electric motor capable of outputting power to the drive shaft;
A power output device comprising: The power output device according to claim 14,
Required driving force setting means for setting required driving force required for the drive shaft;
Drive shaft rotational speed detection means for detecting the drive shaft rotational speed which is the rotational speed of the drive shaft;
An accelerator opening detecting means for detecting the accelerator opening;
When the detected drive shaft rotational speed and the detected accelerator opening are in the disengagement region set at a low rotational speed and a high accelerator opening, the lock-up clutch is disengaged. The internal combustion engine, the generator, the electric motor, and the lock-up clutch are controlled so that a driving force based on the set required driving force is output to the driving shaft, and the detected driving shaft rotational speed and the detected When the detected accelerator opening is not in the disengagement region, the internal combustion engine is configured such that a driving force based on the set required driving force is output to the driving shaft while the lockup clutch is engaged. And control means for controlling the generator, the electric motor and the lock-up clutch,
A power output device comprising:   The control means starts the internal combustion engine when a predetermined start condition is satisfied when the internal combustion engine is stopped, and based on the set required driving force with the operation of the internal combustion engine. The internal combustion engine, the generator, the electric motor, and the lock-up clutch are controlled so that a driving force is output to the drive shaft, and a predetermined stop condition is established when the internal combustion engine is in operation. Sometimes the operation of the internal combustion engine is stopped and the internal combustion engine, the generator, and the electric motor are output so that a driving force based on the set required driving force is output to the drive shaft in a state where the operation of the internal combustion engine is stopped. The power output device according to claim 15, which is a means for controlling the lockup clutch and the lockup clutch.   The control means controls the internal combustion engine, the generator, the electric motor, and the lockup clutch so as to start the internal combustion engine with the lockup clutch engaged when starting the internal combustion engine. The power output apparatus according to claim 16. An internal combustion engine, a generator capable of inputting / outputting power, an output shaft of the internal combustion engine, a rotary shaft of the generator, and the output shaft and the rotary shaft are connected to three different power shafts, and the three shafts Three-axis power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from any of the two shafts, a drive shaft connected to an axle, and the power shaft connected to the power shaft A vehicle control method comprising: a torque converter with a lock-up clutch that amplifies power of a shaft and outputs it to the drive shaft; and an electric motor that can output power to the axle or an axle different from the axle,
When the vehicle speed and the accelerator opening based on the driver's accelerator operation amount are in a disengagement region preset at a low vehicle speed and a high accelerator opening, the vehicle is requested to travel with the lock-up clutch disengaged. The internal combustion engine, the generator, the electric motor, and the lock-up clutch are controlled so that the vehicle travels with a driving force based on the requested driving force, and the lock is applied when the vehicle speed and the accelerator opening are not in the disengagement region. Controlling the internal combustion engine, the generator, the electric motor, and the lock-up clutch so that the internal clutch engine, the generator, the electric motor, and the lock-up clutch are driven by a driving force based on the required driving force with the up clutch engaged
A method for controlling a vehicle.   The disengagement region is set based on any one of a road surface gradient, a vehicle weight, the number of passengers, a temperature of the electric motor, a temperature of a driving circuit of the electric motor, and a temperature of cooling water of the internal combustion engine. Item 19. A vehicle control method according to Item 18.   When a predetermined starting condition is satisfied when the internal combustion engine is stopped, the internal combustion engine is started and travels with a driving force based on the set required driving force with the operation of the internal combustion engine. The internal combustion engine, the generator, the electric motor, and the lock-up clutch are controlled so that the operation of the internal combustion engine is stopped when a predetermined stop condition is satisfied when the internal combustion engine is operating. The internal combustion engine, the generator, the electric motor, and the lockup clutch are controlled so as to travel with a driving force based on the set required driving force in a state where the operation of the internal combustion engine is stopped. Item 20. A vehicle control method according to Item 18 or 19.   When the internal combustion engine is started, the internal combustion engine, the generator, the electric motor, and the lockup clutch are controlled to start the internal combustion engine in a state where the lockup clutch is engaged. The vehicle control method according to claim 20. An internal combustion engine, a power generator capable of inputting / outputting power, a power shaft, an output shaft of the internal combustion engine, and a rotating shaft of the power generator are connected to three shafts and input / output to any two of the three shafts A three-shaft power input / output means for inputting / outputting power to / from the remaining shaft based on the driven power, and a lock connected to the drive shaft and the power shaft for amplifying the power of the power shaft and outputting it to the drive shaft A control method of a power output device comprising a torque converter with an up clutch and an electric motor capable of outputting power to the drive shaft, wherein the power output device outputs power to the drive shaft,
When the rotational speed of the drive shaft and the accelerator opening are in a disengagement region preset at a low rotational speed and a high accelerator opening, the drive shaft is requested in a state where the lock-up clutch is disengaged. The internal combustion engine, the generator, the electric motor, and the lockup clutch are controlled so that a driving force based on the requested driving force is output to the driving shaft, and the rotational speed of the driving shaft and the accelerator opening degree When not in the disengagement region, the internal combustion engine, the generator, the electric motor, and the lockup so that a driving force based on the required driving force is output to the drive shaft while the lockup clutch is engaged. Control the clutch,
A control method for a power output apparatus.   When a predetermined start condition is satisfied when the internal combustion engine is stopped, the internal combustion engine is started and a driving force based on the required driving force is output to the drive shaft along with the operation of the internal combustion engine. The internal combustion engine, the generator, the electric motor, and the lock-up clutch are controlled so that the operation of the internal combustion engine is stopped when a predetermined stop condition is satisfied when the internal combustion engine is operating. And controlling the internal combustion engine, the generator, the electric motor, and the lockup clutch so that a driving force based on the required driving force is output to the drive shaft in a state where the operation of the internal combustion engine is stopped. 23. A method for controlling a power output apparatus according to claim 22, wherein:   When the internal combustion engine is started, the internal combustion engine, the generator, the electric motor, and the lockup clutch are controlled so that the internal combustion engine is started with the lockup clutch engaged. The method for controlling a power output apparatus according to claim 23.

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