JP2008239074A - Motive power output device, automobile equipped therewith, control method for motive power output device, driving device and control method for driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To exhibit performance of a battery to improve performance of a vehicle. <P>SOLUTION: In the vehicle, a power generator, an engine, and a driving axle are connected to a sun gear of a planetary gear mechanism, a carrier, and a ring gear, and an electric motor is connected to the driving axle. The vehicle has a battery exchanging power with the power generator and the electronic motor. In the vehicle, when stopping the engine or staring the engine by the power generator, input limit Win of the battery is changed by an excess tolerance Wset (S360-S420). It is controlled such that a required torque is output to the driving axle by a torque input/output from the electric motor and a torque applied to the driving axle from the power generator through the sun gear including a torque based on a change of a rotation speed of an inertial system including the power generator within a range of the input limit Win. Thereby, the engine can be started or stopped by the power generator, and the required torque can be satisfied. As a result, the performance of the battery is exhibited to improve the performance of the vehicle. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a power output device that outputs power to a drive shaft, a vehicle that is mounted with the power output device, travels with the axle connected to the drive shaft, a control method for the power output device, an internal combustion engine, and a charge / discharge power storage means. The present invention relates to a drive device for driving the drive shaft by being connected to a drive shaft connected to an output shaft of the internal combustion engine and connected to an axle, and a control method for the drive device.

Conventionally, as this type of power output device, an engine, a generator that generates power by the power from the engine, a motor that outputs power for traveling, and a battery that exchanges power with the generator and the motor are installed in a vehicle. Have been proposed (see, for example, Patent Document 1). In this device, when the accelerator pedal is turned off, the regenerative braking of the motor corresponding to the engine brake is prohibited for a predetermined time, so that the electric power generated by the generator and the electric power generated by the regenerative control of the motor are used. The battery is prevented from being charged with excessive power.
Japanese Patent Laid-Open No. 08-79911

  However, although the power output device described above can suppress the battery from being charged with excessive electric power, the regenerative control of the motor is prohibited. Give a sense of incongruity. By the way, an internal combustion engine, a planetary gear mechanism connected to the output shaft and the drive shaft of the internal combustion engine, a generator connected to the planetary gear mechanism, a motor that inputs and outputs power to the drive shaft, a generator, and a motor In a power output device of the type having a battery that exchanges power with the power, the internal combustion engine is started by motoring the generator with input / output of power to the drive shaft, or the rotational speed of the internal combustion engine is suppressed by the generator Torque can be output to stop the internal combustion engine. In this case, when starting with the motoring of the internal combustion engine by the generator or when stopping the rotational speed of the internal combustion engine by the generator, depending on the case, the generator is generated and the internal combustion engine and the generator are connected. Since the power is input to and output from the drive shaft by the change in the rotational speed of the inertial system including the motor, the electric motor is also generated. In this case as well, it can be considered that the regenerative control of the electric motor is similarly prohibited. However, as described above, the braking force is not output and the driver feels uncomfortable.

  The power output device of the present invention, a vehicle equipped with the power output device, the control method of the power output device, the drive device, and the control method of the drive device exhibit the capability of a power storage device such as a secondary battery to improve the performance of the device. Is one of the purposes. In addition, the power output apparatus of the present invention, the automobile equipped with the same, the control method of the power output apparatus, the drive apparatus, and the control method of the drive apparatus correspond to the required driving force while inputting and outputting power to the output shaft of the internal combustion engine. One of the purposes. Furthermore, a power output device of the present invention, an automobile on which the power output device is mounted, a control method for the power output device, a drive device, and a control method for the drive device are set to suppress deterioration of the power storage device.

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

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
An electric power input unit connected to the drive shaft and an output shaft of the internal combustion engine and capable of inputting / outputting power to / from the output shaft of the internal combustion engine with input / output of power to the drive shaft by input / output of electric power and power Output means;
An electric motor for inputting and outputting power to the drive shaft;
A power storage means for exchanging power with the power drive input / output means and the motor;
Required driving force setting means for setting required driving force required for the drive shaft;
When power is input / output to / from the output shaft of the internal combustion engine with power input / output from the power / power input / output means, the power storage means may be charged exceeding the rated value of the power storage means. The driving force input / output from / to the driving shaft from the power power input / output means including the driving force based on the change in the rotational speed of the system including the internal combustion engine within the range up to the allowable power, and from the motor to the driving shaft. Control means for controlling the internal combustion engine, the power drive input / output means, and the electric motor so that the set required drive power is output to the drive shaft by a drive power that is the sum of the output drive powers. The gist is to provide.

  In the power output device of the present invention, when power is input / output to / from the output shaft of the internal combustion engine with power input / output from the power / power input / output means, the power storage means is charged exceeding the rated value of the power storage means. The drive power input / output from / to the drive shaft from the power drive input / output means to the drive shaft, including the drive force based on the change in the rotational speed of the system including the internal combustion engine within the range up to the allowable power that may be exceeded. The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the required drive force is output to the drive shaft by the drive force summed with the input / output drive force. Therefore, it is possible to cope with the required driving force while inputting / outputting power to / from the output shaft of the internal combustion engine by the power / power input / output means. As a result, the performance of the power storage means can be demonstrated and the performance of the device can be further improved. The power storage means normally controls the power drive input / output means and the electric motor so as to be charged / discharged within the range of the rated value, but the power storage means with electric power exceeding the rated value for a limited time. There is no problem with charging.

  In such a power output apparatus of the present invention, the control means starts the internal combustion engine with input / output of power from the power / power input / output means and / or inputs power from the power / power input / output means. It may be a means for setting the excess allowable power when the internal combustion engine is stopped with an output.

  Further, in the power output apparatus of the present invention, the control means is a power that acts on the drive shaft by a driving force based on a change in the number of revolutions of the electric power generated by the power power input / output means and the system including the internal combustion engine. It is also possible to set the excess allowable power based on the above. In this way, it is possible to set the excess allowable power as much as necessary. In this aspect of the power output apparatus of the present invention, the control means may be means for setting the excess allowable power within a limit range based on a state of the power storage means. In this way, it is possible to prevent the power storage means from being charged with excessive power and being deteriorated.

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

The automobile of the present invention is the power output device of the present invention according to any one of the above-described aspects, that is, basically a power output device that outputs power to the drive shaft, the internal combustion engine, the drive shaft, Power power input / output means connected to the output shaft of the internal combustion engine and capable of inputting / outputting power to / from the output shaft of the internal combustion engine with input / output of power to the drive shaft by input / output of power and power; An electric motor that inputs / outputs power to / from the drive shaft, an electric storage unit that exchanges electric power with the electric power drive input / output unit and the electric motor, a required drive force setting unit that sets a required drive force required for the drive shaft, When power is input / output to / from the output shaft of the internal combustion engine with input / output of power from the power / power input / output means, excess allowable power that may charge the power storage means beyond the rated value of the power storage means Of the system including the internal combustion engine within a range of up to The setting is based on the sum of the driving force input / output from / to the driving shaft from the power / power input / output means and the driving force output from the electric motor to the driving shaft, including the driving force based on the change in rotation number. A power output device including a control means for controlling the internal combustion engine, the electric power power input / output means and the electric motor so that the required drive force is output to the drive shaft, and the drive shaft is connected to the axle The main point is to travel.

  In this automobile of the present invention, since the power output device of the present invention according to any one of the above-described aspects is mounted, the same effect as the power output device of the present invention, for example, the ability of the power storage means is exhibited. The effect of improving the performance of the vehicle, the effect of being able to respond to the required driving force while inputting / outputting power to / from the output shaft of the internal combustion engine, and suppressing the deterioration of the power storage device due to being charged by excessive electric power An effect that can be achieved.

The method for controlling the power output apparatus of the present invention includes:
Electric power connected to the internal combustion engine, the drive shaft and the output shaft of the internal combustion engine, and capable of inputting / outputting power to / from the output shaft of the internal combustion engine with input / output of power to the drive shaft by input / output of power and power A power output device control method comprising: a power input / output unit; an electric motor that inputs / outputs power to / from the drive shaft; and an electric power input / output unit and a power storage unit that exchanges electric power with the motor,
(A) setting a required driving force required for the driving shaft;
(B) When power is input / output to / from the output shaft of the internal combustion engine with power input / output from the power / power input / output means, the power storage means is charged beyond the rated value of the power storage means. The driving force input / output from / to the driving shaft from the power driving input / output means including the driving force based on the change in the rotational speed of the system including the internal combustion engine within the range up to the excess allowable power, and from the motor Controlling the internal combustion engine, the power drive input / output means, and the electric motor so that the set required drive force is output to the drive shaft by a drive force that is the sum of the drive force output to the drive shaft. Is the gist.

  According to the control method of the power output apparatus of the present invention, when power is input / output to / from the output shaft of the internal combustion engine with power input / output from the power / power input / output means, the rated value of the power storage means is exceeded. Drive power input / output from / to the drive shaft from the power drive input / output means, including drive power based on changes in the rotational speed of the system including the internal combustion engine within the range up to the excess allowable power that may charge the power storage means The internal combustion engine, the power drive input / output means, and the electric motor are controlled such that the required driving force is output to the driving shaft by the driving force that is the sum of the driving force input and output from the electric motor to the driving shaft. Therefore, it is possible to cope with the required driving force while inputting / outputting power to / from the output shaft of the internal combustion engine by the power / power input / output means. As a result, the performance of the power storage means can be demonstrated and the performance of the device can be further improved.

The drive device of the present invention is
A drive device mounted on a vehicle together with an internal combustion engine and chargeable / dischargeable power storage means, connected to an output shaft of the internal combustion engine and connected to a drive shaft connected to an axle, and driving the drive shaft,
Electric power can be exchanged with the power storage means, connected to the drive shaft and the output shaft of the internal combustion engine, and output shaft of the internal combustion engine with input / output of power to the drive shaft by input / output of power and power Power input / output means capable of inputting / outputting power to
An electric motor capable of exchanging electric power with the power storage means and the power driving input / output means and inputting / outputting power to the drive shaft;
Required driving force setting means for setting required driving force required for the drive shaft;
When power is input / output to / from the output shaft of the internal combustion engine with power input / output from the power / power input / output means, the power storage means may be charged exceeding the rated value of the power storage means. The driving force input / output from / to the driving shaft from the power power input / output means including the driving force based on the change in the rotational speed of the system including the internal combustion engine within the range up to the allowable power, and from the motor to the driving shaft. Control means for controlling the internal combustion engine, the power drive input / output means, and the electric motor so that the set required drive power is output to the drive shaft by a drive power that is the sum of the output drive powers. The gist is to provide.

  In the drive device of the present invention, when power is input / output to / from the output shaft of the internal combustion engine with power input / output from the power / power input / output means, the power storage means is charged exceeding the rated value of the power storage means. The drive power input / output from the power input / output means to the drive shaft, including the drive power based on the change in the rotational speed of the system including the internal combustion engine, within the range up to the excess allowable power, and the motor to the drive shaft. The internal combustion engine, the power drive input / output means, and the electric motor are controlled such that the required drive force is output to the drive shaft by the drive force summed with the output drive force. Therefore, it is possible to cope with the required driving force while inputting / outputting power to / from the output shaft of the internal combustion engine by the power / power input / output means. As a result, the performance of the power storage means can be demonstrated and the performance of the device can be further improved.

The method for controlling the drive device of the present invention includes:
It is mounted on a vehicle together with an internal combustion engine and chargeable / dischargeable power storage means, can exchange power with the power storage means, and is connected to a drive shaft connected to an axle and an output shaft of the internal combustion engine, and inputs and outputs power and power. Power drive input / output means capable of inputting / outputting power to / from the output shaft of the internal combustion engine with power input / output to the drive shaft, and the drive shaft capable of exchanging power with the power storage means and the power drive input / output means. A control method of a drive device comprising an electric motor for inputting and outputting power to
(A) setting a required driving force required for the driving shaft;
(B) When power is input / output to / from the output shaft of the internal combustion engine with power input / output from the power / power input / output means, the power storage means is charged beyond the rated value of the power storage means. The driving force input / output from / to the driving shaft from the power driving input / output means including the driving force based on the change in the rotational speed of the system including the internal combustion engine within the range up to the excess allowable power, and from the motor Controlling the internal combustion engine, the power drive input / output means, and the electric motor so that the set required drive force is output to the drive shaft by a drive force that is the sum of the drive force output to the drive shaft. Is the gist.

  According to the control method of the drive device of the present invention, when power is input / output to / from the output shaft of the internal combustion engine with power input / output from the power / power input / output means, the rated value of the power storage means is exceeded. Driving power and electric motor input / output from / to the drive shaft from the power power input / output means including the driving force based on the change in the rotational speed of the system including the internal combustion engine within the range up to the excess allowable power that may charge the power storage means The internal combustion engine, the power drive input / output means, and the electric motor are controlled such that the required drive force is output to the drive shaft by the sum of the drive force input to and output from the drive shaft. Therefore, it is possible to cope with the required driving force while inputting / outputting power to / from the output shaft of the internal combustion engine by the power / power input / output means. As a result, the performance of the power storage means can be demonstrated and the performance of the device can be further improved.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

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

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

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

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

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

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

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70 of the embodiment, and FIG. 3 is used to set the input / output limits Win and Wout of the battery 50 used for such drive control. 4 is a flowchart showing an example of an input / output restriction setting routine executed by a battery ECU 52. Both routines are repeatedly executed at predetermined time intervals (for example, every 8 msec). Hereinafter, drive control will be described first, and then setting of input / output limits Win and Wout of the battery 50 used in the drive control will be described.

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control such as Nm2, input / output restrictions Win and Wout of the battery 50 is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the input / output limits Win and Wout of the battery 50 are set by the input / output limit setting routine illustrated in FIG.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * to be output from the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map. The required power Pe * can be calculated by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a, and adding the charge / discharge request amount Pb * of the battery 50 and the loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35. The charge / discharge request amount Pb * can be set by the remaining capacity SOC of the battery 50, the accelerator opening degree Acc, and the like.

  When the required power Pe * is set, the set required power Pe * is compared with the threshold value Pref (step S120). Here, the threshold value Pref sets the range of the motor operation mode in which the operation of the engine 22 is stopped and the vehicle travels only with the power output from the motor MG2, and is set according to the performance of the motor MG2 and the capacity of the battery 50. can do.

  When it is determined that the required power Pe * is equal to or greater than the threshold value Pref, it is determined whether the torque conversion operation mode or the charge / discharge operation mode, and it is determined whether or not the engine 22 is operating (step S130). When the engine 22 is in operation, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * (step S140). In this setting, when the required torque Tr * is set to the required power Pe *, the target rotational speed Ne * and the target torque Te * are set based on the operation line for efficiently operating the engine 22 and the required power Pe *. Set. FIG. 5 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 *).

  When the target rotational speed Ne * and the target torque Te * are set, the following is performed using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30. The target rotational speed Nm1 * of the motor MG1 is calculated by the expression (1), and the torque command Tm1 * of the motor MG1 is calculated by the expression (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 ( Step S150). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. 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 multiplying the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of torque that may be input / output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 are expressed by the following equations (3 ) And equation (4) (step S160), and the time change rate (for example, rotation) of the required torque Tr *, the inertia moment Im of the inertia system composed of the engine 22 and the motor MG1 viewed from the motor MG1, and the rotational speed Nm1 The deviation between the number Nm1 and the rotation speed Nm1 previously input in this routine is calculated between the execution time of this routine. (The value divided by 8 msec in the embodiment)), the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 using the torque command Tm1 * and the gear ratio ρ of the power distribution and integration mechanism 30 is calculated by the equation (5). (Step S170), the torque command Tm2 * of the motor MG2 is set as a value obtained by limiting the temporary motor torque Tm2tmp with the calculated torque limits Tmin and Tmax (Step S180). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Here, in Expression (5), “Im · dNm1 / dt” indicates the torque input to the sun gear 31 in accordance with a change in the rotational speed of the inertial system including the engine 22 and the motor MG1. Therefore, “(Tm1 * −Im · dNm1 / dt) / ρ” in the second term on the right side of the equation (5) indicates that the torque output from the motor MG1 including the torque accompanying the change in the rotational speed of the inertial system is the sun gear. The torque acting on the ring gear shaft 32a via 31 is shown. The torque indicated by the two thick arrows on the R axis in the nomogram of FIG. 6 includes the torque (Im · dNm1 / dt) input to the sun gear 31 in accordance with the change in the rotational speed of the inertial system. The torque output from MG1 acts on the ring gear shaft 32a, and the torque Tm2 * output from the motor MG2 becomes the torque acting on the ring gear shaft 32a via the reduction gear 35.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + (Tm1 * -Im ・ dNm1 / dt) / ρ) / Gr (5)

  When the target rotational speed Ne * and target torque Te * of the engine 22 and the target rotational speed Nm1 * and torque command Tm1 * of the engine MG1 and the torque command Tm2 * of the motor MG2 are thus set, the target rotational speed Ne * and the target of the engine 22 are set. The torque Te * is transmitted to the engine ECU 24, the target rotational speed Nm1 *, the torque command Tm1 *, and the torque command Tm2 * of the motor MG2 are transmitted to the motor ECU 40 (step S190), and the drive control routine is terminated. . The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the target rotational speed Nm1 *, the torque command Tm1 *, and the torque command Tm2 * drives the inverter 41 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. , 42 is switched.

  If it is determined in step S130 that the engine 22 is not operating, the motoring torque Tmt for motoring the engine 22 is set to the torque command Tm1 * of the motor MG1 (step S200). Then, it is determined whether or not the rotational speed Ne of the engine 22 is greater than or equal to a threshold value Nref (step S210). When the rotational speed of the engine 22 is less than the threshold value Nref, input / output of the battery 50 is performed based on the set torque command Tm1 *. The torque (Im · dNm1 / dt) input to the sun gear 31 in accordance with the change in the rotational speed of the inertial system described above within the limits Win and Wout is the required torque Tr * including the torque acting on the ring gear shaft 32a. The torque command Tm2 * of the motor MG2 is set so as to be output to the ring gear shaft 32a (steps S160 to S180), the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S190), and this routine is terminated. To do. When the engine 22 is motored and its rotational speed Ne exceeds the threshold value Nref, the engine ECU 24 is instructed to start fuel injection control, ignition control, etc. of the engine 22 (step S220), and the processing of steps S160 to S190 is performed. Execute and end this routine. Here, the threshold value Nref is the number of revolutions of the engine 22 at which fuel injection control or ignition control is started, and is set to 800 rpm or 1000 rpm, for example.

  When it is determined in step S120 that the required power Pe * is less than the threshold value Pref, it is determined as the motor operation mode, and it is determined whether or not the engine 22 is operating (step S230). If it is determined that the engine 22 is in operation, the engine ECU 24 is instructed to cut the fuel of the engine 22 (step S240), and a stop torque Tst (in FIG. 6) in the direction of pressing down the rotational speed of the engine 22 from the motor MG1. The torque command Tm1 * of the motor MG1 is set so that (downward torque on the S axis) is output (step S220), and within the range of the input / output limits Win and Wout of the battery 50 based on the set torque command Tm1 * The required torque Tr * is output to the ring gear shaft 32a including the torque (Im · dNm1 / dt) input to the sun gear 31 in accordance with the change in the rotational speed of the inertia system described above. The torque command Tm2 * of the motor MG2 is set (steps S160 to S180), Boss was torque command Tm1 *, and sends the Tm2 * to the motor ECU 40 (step S190), and terminates this routine. When the operation of the engine 22 is stopped, the torque command Tm1 * is set to 0 so that the motor MG1 is stopped (step S230), the processing of steps S160 to S190 is executed, and this routine is terminated. .

  The drive control routine has been described above. Next, the input / output restriction setting routine illustrated in FIG. 3 for setting the input / output restrictions Win and Wout of the battery 50 used in the drive control routine will be described.

  When the input / output restriction setting routine is executed, the battery ECU 52 first determines the battery temperature Tb and remaining capacity SOC from the temperature sensor 51b, the terminal voltage Vb from the voltage sensor 51a, the operating state of the engine 22, the torque of the motor MG1. Data necessary for setting the input and output limits Win and Wout of the battery 50 such as Tm1 * and the rotational speed Nm1 are input (step S300). Here, as for the remaining capacity SOC, a value obtained by integrating the charge / discharge current is input from a predetermined address of a RAM (not shown) of the battery ECU 52. The operating state of the engine 22 is input from the hybrid electronic control unit 70 by communication. Further, the torque Tm1 * of the motor MG1 set as the torque command Tm1 * of the motor MG1 by the drive control routine is inputted from the hybrid electronic control unit 70 by communication. As the rotational speed Nm1 of the motor MG1, a value calculated based on the rotational position of the rotor of the motor MG1 detected by the rotational position detection sensor 43 is input from the motor ECU 40 by communication.

  When the data is thus input, input / output limits Win and Wout of the battery 50 are set based on the input battery temperature Tb and the remaining capacity SOC (step S310). Here, the input / output limits Win and Wout of the battery 50 are set as the rated values of the battery 50. In the embodiment, the basic values of the input / output limits Win and Wout are set based on the battery temperature Tb. The output limiting correction coefficient and the input limiting correction coefficient are set based on the remaining capacity SOC of the battery 50, and are set by multiplying the basic values of the set input / output limits Win and Wout by the correction coefficient. FIG. 7 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 8 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.

  Subsequently, the value of the excess permission flag Fin is checked (step S320), and when the excess permission flag F is 0, processing for determining whether or not the battery 50 may be charged with power exceeding the rated value is performed (step S320). S330). In this process, for example, it is determined whether or not the inter-terminal voltage Vb of the battery 50 is less than a predetermined voltage, or whether or not the battery temperature Tb is within an appropriate temperature range. It can be performed by determining whether or not charging is possible in a good state. When charging with electric power exceeding the rated value of the battery 50 is permitted, whether or not the automatic start condition is satisfied and start of the engine 22 is started, whether or not the automatic stop condition is satisfied and stop of the engine 22 is started. It is determined whether or not (step S340). If charging with electric power exceeding the rated value of the battery 50 is not permitted, or charging with electric power exceeding the rated value is permitted, the automatic start condition or automatic stop condition for the engine 22 is not satisfied. End the I / O restriction setting routine. In this case, rated values are set for the input / output limits Win and Wout.

  When it is determined that the automatic start condition is satisfied and start of the engine 22 is started in a state where charging with electric power exceeding the rated value of the battery 50 is permitted, or the automatic stop condition is satisfied and the engine 22 is stopped. Then, a value 1 is set to the excess permission flag F (step S350), and it is determined whether the engine 22 is being started or stopped (step S360), and the engine 22 is started. When it is in the middle of stopping or in the middle of stopping, it is determined whether or not a predetermined time T has elapsed since the start of the current excess allowable amount setting process (step S370). Here, the predetermined time T is set as a time limit that allows the excess allowable amount setting process to be continuously executed, and is set as a time slightly longer than a time required for starting and stopping the engine 22 normally. It has been. Therefore, normally, the predetermined time T does not elapse while the engine 22 is being started or stopped.

  If it is determined that the predetermined time T has not elapsed since the start of the excess allowable amount setting process while the engine 22 is being started or stopped, the input torque of the motor MG1 The motor power Pm1 generated (consumed) by the motor MG1 is calculated by multiplying Tm1 * and the rotation speed Nm1 (step S380), and the calculated motor power Pm1 and the motor power (previous Pm1) calculated in the previous routine are calculated. Torque (-(Tm1 * -Im · dNm1 / dt) /) applied to the ring gear shaft 32a via the sun gear 31 including the torque accompanying the change in the rotational speed of the inertial system including the motor MG1 On the basis of a value (power) obtained by multiplying ρ) by the rotation speed (Nm2 / Gr) of the ring gear shaft 32a, the battery 50 is expressed by the following equation (6). An excess allowable amount Wset as an upper limit of power that may be input exceeding the rated value is calculated (step S390), and an upper limit Wmax of the allowable amount is set based on the input battery temperature Tb and the remaining capacity SOC ( In step S400), upper and lower limit guards are applied using the upper limit Wmax set with the excess allowable amount Wset and a value 0 (lower limit) (step S410), and the excess allowable amount Wset after the upper and lower limit guards are applied is rated in step S310. The input limit Win is changed by subtracting from the input limit Win set as a value (step S420), and this routine is terminated. Since the input limit Win is set as a value having a negative sign in the embodiment (see FIG. 7), the value obtained by subtracting the excess allowable amount Wset from the input limit Win is the amount of power that may be input to the battery 50. Will increase. As a result, in the drive control routine, the torque command Tm2 * of the motor MG2 is set within the limit range of the input limit Win that is reduced by the excess allowable amount Wset from the rated value, so the torque command of the motor MG2 is set by the excess allowable amount Wset. Tm2 * can be set small (increase the absolute value). As a result, it is possible to suppress the torque command Tm2 * of the motor MG2 from being largely limited by the input limit Win of the battery 50 while the engine 22 is being motored by the motor MG1, and more reliably the ring gear shaft 32a. Torque corresponding to the required torque Tr * can be output. In the embodiment, the upper limit Wmax is set by deriving the upper limit value Wmax using an upper limit value setting map (not shown) based on the battery temperature Tb and the remaining capacity SOC. Such an excessive allowable amount setting process is performed only for a short time while the engine 22 is being started or while the engine 22 is being stopped.

  Wset = Pm1-previous Pm1-(-(Tm1 * -Im ・ dNm1 / dt) / ρ) ・ Nm2 / Gr (6)

  When it is determined that the predetermined time T has elapsed since the start of this excess allowable amount setting process even if the start of the engine 22 has been completed, the stop of the engine 22 has been completed, or the start or stop has not been completed, Based on the inter-terminal voltage Vb input toward the end of the excess allowable amount setting process, a rate ΔW for gradually decreasing the excess allowable amount Wset is set (step S430), and the set rate ΔW is set in this routine last time. A value obtained by subtracting the excess allowable amount (previous Wset) is set as a new excess allowable amount Wset (step S440), and it is determined whether or not the set excess allowable amount Wset is 0 or less (step S450). When it is determined that the capacity Wset is not less than 0, the excess allowable amount Wset is determined from the input limit Win set as the rated value in step S310. By subtracting, the input restriction Win is changed (step S420), and this routine is finished. Here, in the embodiment, the rate ΔW is obtained in advance by storing the relationship between the inter-terminal voltage Vb and the rate ΔW in a ROM (not shown) of the battery ECU 52 as a rate setting map, and given the inter-terminal voltage Vb. The corresponding rate ΔW is derived from the map and set. An example of this map is shown in FIG.

  When the excess allowable amount Wset becomes 0 or less in step S450, the excess permission flag F is set to 0 (step S460), and this routine is finished. Thus, the excess allowable amount setting process ends, and the rated value is set for the input limit Win of the battery 50.

  Consider a case where the engine 22 is motored and started by the motor MG1 while traveling at a relatively high vehicle speed. FIG. 10 is a collinear diagram for dynamically explaining the rotating elements of the power distribution and integration mechanism 30 in this case. In the figure, “Im · dNm1 / dt” on the S axis indicates the torque acting on the sun gear 31 in accordance with the change in the rotational speed of the inertial system including the motor MG1, and “− (Im · dNm1 / dt) on the R axis. “/ Ρ” indicates the torque applied to the ring gear shaft 32 a via the sun gear 31 by the torque accompanying the change in the rotational speed of the inertial system. As shown in the figure, when the engine 22 is started by motoring the motor 22 with the motor MG1 while running at a relatively high vehicle speed, the absolute value of the rotational speed Nm1 of the motor MG1 becomes relatively large, and therefore the rotational speed. The generated power of motor MG1 calculated by multiplying Nm1 and torque Tm1 * also increases. On the other hand, the torque command Tm2 * (temporary motor torque Tm2tmp) of the motor MG2 is output from the motor MG1 including the required torque Tr * and the torque associated with the change in the number of revolutions of the inertial system, as shown in the above-described equation (5). Since the torque is set based on a deviation from the torque (− (Tm1 * −Im · dNm1 / dt) / ρ) acting on the ring gear shaft 32a via the sun gear 31, the required torque Tr * and the rotation of the inertial system Depending on the degree of torque (-(Im · dNm1 / dt) / ρ) acting on the ring gear shaft 32a, the torque MG2 may be regeneratively controlled. In this case, the motor MG2 is driven at a high vehicle speed. In this state, the generated power of the motor MG2 increases. For this reason, when the rated value is set for the input limit Win of the battery 50, the torque command Tm2 * of the motor MG2 may be greatly limited in step S180 of the drive control routine, and in some cases, the torque command Tm2 * is output to the ring gear shaft 32a. The braking force is lost and the driver feels uncomfortable. In the embodiment, when the engine 22 is started by motoring, the input limit Win is relaxed from the rated value by the excess allowable amount Wset, so that the torque command Tm2 * of the motor MG2 is not greatly limited. can do. Such a phenomenon may occur when the engine 22 is stopped by outputting a stop torque Tst that suppresses the number of revolutions of the engine 22 from the motor MG1 while the vehicle is traveling at a relatively low vehicle speed. Even in this case, it is possible to suppress the torque command Tm2 * of the motor MG2 from being greatly restricted by relaxing the input restriction Win by the excess allowable amount Wset.

  According to the hybrid vehicle 20 of the embodiment described above, when the engine 22 is motored by the motor MG1, the engine 22 is stopped by outputting the stop torque Tst that suppresses the rotational speed of the engine 22 from the motor MG1. In this case, the input limit Win of the battery 50 is relaxed from the rated value by the excess allowable amount Wset, and the engine 22 is motored by the motor MG1 within the range of the input limit Win, or the stop torque Tst is generated from the motor MG1. The torque output from the motor MG1 including the torque based on the change in the rotational speed Nm1 of the inertial system including the engine 22 and the motor MG1 is applied to the ring gear shaft 32a as the drive shaft and the ring gear from the motor MG2 The required torque is determined by the sum of the torque output to the shaft 32a. Since the engine 22 and the motors MG1, MG2 are controlled so that the torque Tr * is output to the ring gear shaft 32a, the motor 22 is being motored or the stop torque Tst is being output to the engine 22. In addition, it is possible to prevent the torque command Tm2 * of the motor MG2 from being greatly restricted by the input restriction Win of the battery 50, and to deal with the request torque Tr * without fail. As a result, the performance of the battery 50 can be demonstrated and the performance of the vehicle can be further improved. Moreover, the torque (-(Tm1) applied to the ring gear shaft 32a via the sun gear 31 is the torque output from the motor MG1, including the torque accompanying the change in the rotational speed of the inertial system including the motor power Pm1 and the motor MG1. * -Im · dNm1 / dt) / ρ) is multiplied by the number of rotations (Nm2 / Gr) of the ring gear shaft 32a (power), and the excess allowable amount Wset is set. Can be relaxed. Further, the upper limit value Wmax is set based on the state of the battery 50 such as the battery temperature Tb and the remaining capacity SOC, and the excess allowable amount Wset is set within this range, so that the battery 50 is charged with excessive power. It can suppress and the deterioration can be suppressed.

  In the hybrid vehicle 20 of the embodiment, the torque output from the motor MG1 including the motor power Pm1 of the motor MG1 and the torque accompanying the change in the rotational speed of the inertial system including the motor MG1 in steps S380 and S390 of the input / output restriction setting routine. Is based on a value (power) obtained by multiplying the torque (− (Tm1 * −Im · dNm1 / dt) / ρ) acting on the ring gear shaft 32a via the sun gear 31 by the rotational speed (Nm2 / Gr) of the ring gear shaft 32a. Although the excess allowable amount Wset is set according to the equation (6), a predetermined value may be set for the excess allowable amount Wset.

  In the hybrid vehicle 20 of the embodiment, the upper limit value Wmax for limiting the allowable excess amount Wset is set based on the battery temperature Tb and the remaining capacity SOC in steps S400 and 410 of the input limit setting routine. The upper limit value Wmax may be set based only on the temperature Tb, the upper limit value Wmax may be set based only on the remaining capacity SOC, or other battery 50 states such as the inter-terminal voltage Vb may be set. The upper limit value Wmax may be set based on this.

  In the hybrid vehicle 20 of the embodiment, as indicated by “(Tm1 * −Im · dNm1 / dt) / ρ” in the second term on the right side of the equation (5), the change in the rotational speed of the inertial system including the engine 22 and the motor MG1. The torque output from the motor MG1 including the torque associated with the above is calculated by calculating the torque that acts on the ring gear shaft 32a via the sun gear 31, but is calculated using a map based on the rotation change rate dNm1 / dt. It is good. In this case, for example, the relationship between the rotational change rate dNm1 / dt of the inertial system and the reflection rate α is determined in advance and stored in the RAM 76 as a map, and when the rotational change rate dNm1 / dt is given, the corresponding reflection rate from the map α can be derived and obtained by multiplying the torque Tm1 * of the motor MG1 by this reflection rate α. An example of this map is shown in FIG.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. It may be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 12) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  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 the “internal combustion engine”, the combination of the motor MG1 and the power distribution and integration mechanism 30 and the counter-rotor motor 230 correspond to “power power input / output means”, and the motor MG2 corresponds to the “motor”. Correspondingly, the battery 50 corresponds to “power storage means”, and the hybrid electronic control unit 70 that sets the required torque Tr * required for the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V is provided. It corresponds to “required driving force setting means”, and when the engine 22 is motored by the motor MG1 and started, or when the engine 22 is stopped by outputting the stop torque Tst from the motor MG1, the excess value from the rated value is exceeded. The input limit Win of the battery 50 is relaxed by the amount of the capacity Wset, and the engine MG1 is engineered within the range of the relaxed input limit Win. The motor 22 is motored or the stop torque Tst is output from the motor MG1, and the torque output from the motor MG1 including the torque based on the change in the rotational speed Nm1 of the inertia system including the engine 22 and the motor MG1 is the drive shaft. The engine 22 and the motors MG1, MG2 are controlled so that the required torque Tr * is output to the ring gear shaft 32a by the sum of the torque acting on the ring gear shaft 32a and the torque output from the motor MG2 to the ring gear shaft 32a. The hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40 correspond to "control means". Here, the “internal combustion engine” is not limited to the engine 22 that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “power / power input / output means” is not limited to the combination of the motor MG1 and the power distribution / integration mechanism 30 or the anti-rotor motor 230, and is connected to the drive shaft and the output shaft of the internal combustion engine to transmit power and power. Any device that can input and output power to and from the output shaft of the internal combustion engine with input and output of power to and from the drive shaft by input and output may be used. The “motor” is not limited to the synchronous generator motor, and any type of motor such as an induction motor that inputs and outputs power to the drive shaft may be used. The “power storage means” is not limited to the battery 50 as a secondary battery, and may be any one as long as it can exchange power with the power power input / output means and the motor, such as a capacitor. . The “required driving force setting means” is not limited to setting the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. Any setting may be used as long as the required driving force required for the drive shaft is set, such as setting the required torque based on the travel position. As the “control means”, when the engine 22 is started by motoring with the motor MG1 or when the engine 22 is stopped by outputting the stop torque Tst from the motor MG1, the excess allowable amount Wset is calculated from the rated value. Only the input limit Win of the battery 50 is relaxed, the engine 22 is motored by the motor MG1 within the range of the input limit Win, or the stop torque Tst is output from the motor MG1, and the inertia including the engine 22 and the motor MG1 is included. The torque output from the motor MG1 including the torque based on the change in the rotational speed Nm1 of the system is requested by the sum of the torque acting on the ring gear shaft 32a as the drive shaft and the torque output from the motor MG2 to the ring gear shaft 32a. The engine 22 and the motor are connected so that the torque Tr * is output to the ring gear shaft 32a. It is not limited to the one that controls the motors MG1 and MG2, but when the power is input / output to / from the output shaft of the internal combustion engine together with the power input / output from the power / power input / output means, the rated value of the power storage means The drive input / output from / to the drive shaft from the power drive input / output means, including the drive force based on the change in the rotational speed of the system including the internal combustion engine within the range up to the excess allowable power that may charge the power storage means beyond The internal combustion engine, the power drive input / output means, and the motor are controlled so that the required drive force set by the sum of the force and the drive force output from the motor to the drive shaft is output to the drive shaft. Anything is acceptable. Further, the “control unit” 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. 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.

  In addition, the present invention is not limited to those applied to hybrid vehicles, and is incorporated in non-moving equipment such as a form of drive device mounted on a moving body such as a vehicle other than an automobile, a ship, an aircraft, or a construction facility. It may be in the form of a device. Furthermore, it is good also as a form of the control method of such a drive device.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

  The present invention is applicable to the automobile manufacturing industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is a flowchart which shows an example of the input-output restriction setting routine performed by battery ECU52 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the map for rate setting. It is explanatory drawing which shows an example of the collinear diagram for demonstrating dynamically the rotational element of the power distribution integration mechanism 30 at the time of starting the engine 22 in the state which drive | works at comparatively high speed. It is explanatory drawing which shows an example of the map for reflection rate setting. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b drive wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 Igni 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, 230 for rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2 motor.

Claims (10)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
An electric power input unit connected to the drive shaft and an output shaft of the internal combustion engine and capable of inputting / outputting power to / from the output shaft of the internal combustion engine with input / output of power to the drive shaft by input / output of electric power and power Output means;
An electric motor for inputting and outputting power to the drive shaft;
A power storage means for exchanging power with the power drive input / output means and the motor;
Required driving force setting means for setting required driving force required for the drive shaft;
When power is input / output to / from the output shaft of the internal combustion engine with power input / output from the power / power input / output means, the power storage means may be charged exceeding the rated value of the power storage means. The driving force input / output from / to the driving shaft from the power power input / output means including the driving force based on the change in the rotational speed of the system including the internal combustion engine within the range up to the allowable power, and from the motor to the driving shaft. Control means for controlling the internal combustion engine, the power drive input / output means, and the electric motor so that the set required drive power is output to the drive shaft by a drive power that is the sum of the output drive powers. Power output device provided.   The control means stops the internal combustion engine when starting the internal combustion engine with power input / output from the power power input / output means and / or with power input / output from the power power input / output means. The power output apparatus according to claim 1, wherein the power output apparatus is a means for setting the excess allowable power when performing the operation.   The control means sets the excess allowable power based on the power generated by the power power input / output means and the power acting on the drive shaft by the drive force based on the change in the rotational speed of the system including the internal combustion engine. The power output apparatus according to claim 1, wherein the power output apparatus is a means for performing the operation.   4. The power output apparatus according to claim 3, wherein the control means is means for setting the excess allowable power within a limit range based on a state of the power storage means.   The power motive power input / output means is connected to the output shaft of the internal combustion engine, the drive shaft, and a third shaft, and the remaining one shaft based on the power input / output to / from any two of the three shafts The power output apparatus according to any one of claims 1 to 4, further comprising: a three-axis power input / output means for inputting / outputting power to / from the power generator and a generator for inputting / outputting power to / from the third shaft.   The power / power input / output means includes a first rotor attached to an output shaft of the internal combustion engine and a second rotor attached to the drive shaft. The first rotor and the second rotor 5. The power output apparatus according to claim 1, wherein the power output apparatus is a counter-rotor motor that outputs at least a part of power from the internal combustion engine to the drive shaft by electromagnetic action with the rotor.   An automobile on which the power output device according to claim 1 is mounted and the drive shaft is connected to an axle. Electric power connected to the internal combustion engine, the drive shaft and the output shaft of the internal combustion engine, and capable of inputting / outputting power to / from the output shaft of the internal combustion engine with input / output of power to the drive shaft by input / output of power and power A power output device control method comprising: a power input / output unit; an electric motor that inputs / outputs power to / from the drive shaft; and an electric power input / output unit and a power storage unit that exchanges electric power with the motor,
(A) setting a required driving force required for the driving shaft;
(B) When power is input / output to / from the output shaft of the internal combustion engine with power input / output from the power / power input / output means, the power storage means is charged beyond the rated value of the power storage means. The driving force input / output from / to the driving shaft from the power driving input / output means including the driving force based on the change in the rotational speed of the system including the internal combustion engine within the range up to the excess allowable power, and from the motor The internal combustion engine, the power power input / output means, and the electric motor are controlled such that the set required driving force is output to the driving shaft by a driving force that is the sum of the driving force output to the driving shaft. Output device control method. A drive device mounted on a vehicle together with an internal combustion engine and chargeable / dischargeable power storage means, connected to an output shaft of the internal combustion engine and connected to a drive shaft connected to an axle, and driving the drive shaft,
Electric power can be exchanged with the power storage means, connected to the drive shaft and the output shaft of the internal combustion engine, and output shaft of the internal combustion engine with input / output of power to the drive shaft by input / output of power and power Power input / output means capable of inputting / outputting power to
An electric motor capable of exchanging electric power with the power storage means and the power driving input / output means and inputting / outputting power to the drive shaft;
Required driving force setting means for setting required driving force required for the drive shaft;
When power is input / output to / from the output shaft of the internal combustion engine with power input / output from the power / power input / output means, the power storage means may be charged exceeding the rated value of the power storage means. The driving force input / output from / to the driving shaft from the power power input / output means including the driving force based on the change in the rotational speed of the system including the internal combustion engine within the range up to the allowable power, and from the motor to the driving shaft. Control means for controlling the internal combustion engine, the power drive input / output means, and the electric motor so that the set required drive power is output to the drive shaft by a drive power that is the sum of the output drive powers. A driving device provided. It is mounted on a vehicle together with an internal combustion engine and chargeable / dischargeable power storage means, can exchange power with the power storage means, and is connected to a drive shaft connected to an axle and an output shaft of the internal combustion engine, and inputs and outputs power and power. Power drive input / output means capable of inputting / outputting power to / from the output shaft of the internal combustion engine with power input / output to the drive shaft, and the drive shaft capable of exchanging power with the power storage means and the power drive input / output means. A control method of a drive device comprising an electric motor for inputting and outputting power to
(A) setting a required driving force required for the driving shaft;
(B) When power is input / output to / from the output shaft of the internal combustion engine with power input / output from the power / power input / output means, the power storage means is charged beyond the rated value of the power storage means. The driving force input / output from / to the driving shaft from the power driving input / output means including the driving force based on the change in the rotational speed of the system including the internal combustion engine within the range up to the excess allowable power, and from the motor The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the set required drive force is output to the drive shaft by a drive force that is the sum of the drive force output to the drive shaft. Control method of the device.

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