JP2009280010A - Vehicle, control method thereof, and drive unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more properly set an estimated road surface gradient as an estimated value of a road surface gradient. <P>SOLUTION: Output torque Tr to be output to a driving shaft is calculated by using torque based on torque commands Tm1* and Tm2* of two motors and torque based on the change of the number of revolutions (S310), and an estimated road surface gradient θest is calculated by using estimated acceleration αest to be obtained by using the calculated output torque Tr and acceleration α (amount of change per unit time of a vehicle speed V) (S370, S380). Thus, it is possible to more properly calculate the estimated road surface gradient θest in comparison with when torque based on the change of the number of revolutions of motors MG1 and MG2 is not considered. Then, an engine and the two motors are controlled so that the vehicle can travel with required torque required for the driving shaft within the range of the input/output restriction of a battery by using the estimated road surface gradient θest. Thus, it is possible to more properly perform control using the estimated road surface gradient θest. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

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

Conventionally, this type of vehicle has been proposed to include an engine, a generator, a power split mechanism connected to the engine, the generator, and drive wheels, and a motor connected to the drive wheels of the power split mechanism. (For example, refer to Patent Document 1). In this vehicle, the estimated gradient is calculated based on the difference between the acceleration of the vehicle from the G sensor and the differential value of the rotational speed of the driving wheel from the wheel speed sensor, and the creep torque is increased according to the calculated estimated gradient. This suppresses the vehicle from sliding backward.
JP 2007-185070 A

  In such a hybrid vehicle, when an estimated gradient is used to control an engine, a generator, and a motor, it is an issue to more appropriately calculate the estimated gradient used for these controls. For this reason, it is also desired to calculate the estimated gradient by a method different from the method described above.

  The vehicle, the control method thereof, and the drive device of the present invention are mainly intended to more appropriately set the estimated road surface gradient that is an estimated value of the road surface gradient.

  The vehicle, the control method thereof, and the drive device of the present invention employ the following means in order to achieve the above-described main object.

The vehicle of the present invention
An internal combustion engine;
A generator connected to a drive shaft coupled to the drive wheel and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft; Power power input / output means capable of inputting / outputting power to / from the drive shaft and the output shaft with output;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the generator and the motor;
Acceleration detecting means for detecting the acceleration of the vehicle;
An input / output limit setting means for setting an input / output limit as a maximum allowable power when charging / discharging the power storage means based on the state of the power storage means;
Requested torque setting means for setting a requested torque required for traveling;
An estimated acceleration which is an estimated value of the acceleration of the vehicle calculated based on the torque output from the generator, the torque output from the electric motor, the rotational speed change of the generator and the rotational speed change of the electric motor; Estimated road surface gradient setting means for setting an estimated road surface gradient that is an estimated value of the road surface gradient based on the detected acceleration,
Control means for controlling the internal combustion engine, the electric power drive input / output means, and the electric motor so as to travel with the set required torque within the set input / output restriction range using the set estimated road surface gradient. When,
It is a summary to provide.

  In the vehicle according to the present invention, the estimation is an estimated value of the acceleration of the vehicle calculated based on the torque output from the generator, the torque output from the electric motor, the change in the rotation speed of the generator, and the change in the rotation speed of the electric motor. An estimated road surface gradient, which is an estimated value of the road surface gradient, is set based on the acceleration and the acceleration of the vehicle. Thereby, an estimated road surface gradient can be set more appropriately compared with what sets an estimated road surface gradient without considering the rotation speed change of a generator or an electric motor. Then, the internal combustion engine is configured to travel with the required torque required for traveling within the range of input / output restriction as the maximum allowable power when charging / discharging the power storage means based on the state of the power storage means using the set estimated road surface gradient. The power drive input / output means and the motor are controlled. Thereby, it can drive | work with a request torque within the range of an input / output restriction | limiting using the estimated road surface gradient set more appropriately.

  In such a vehicle of the present invention, the estimated road surface gradient setting means may be means for calculating the estimated acceleration in consideration of friction of the generator when no torque is output from the generator. By so doing, it is possible to set the estimated road surface gradient more appropriately. In the vehicle according to the aspect of the present invention, when no torque is output from the generator, a plurality of generator drive circuits which are drive circuits for driving the generator when the internal combustion engine is in a no-load operation are used. It can also be when the gate of the switching element is shut off.

  In the vehicle according to the present invention, the generator is a generator that generates a counter electromotive force with rotation, and the estimated road surface gradient setting means is a drive circuit that drives the generator. A means for calculating the estimated acceleration in consideration of the friction of the generator and the counter electromotive force generated by rotation of the generator when the gates of a plurality of switching elements of the circuit are being shut off; It can also be. By so doing, it is possible to set the estimated road surface gradient more appropriately.

  Further, in the vehicle of the present invention, the control means sets the setting within the set input / output restriction range using the set estimated road surface gradient when a driving environment condition relating to a driving environment is satisfied. The internal combustion engine, the electric power drive input / output means, and the electric motor may be controlled so as to travel with the required torque.

  Alternatively, in the vehicle of the present invention, the power driving input / output means is connected to three axes of the drive shaft, the output shaft, and the rotating shaft of the generator, and is input / output to any two of the three shafts. It may be a means having a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the power to be generated.

The drive device of the present invention is
Power generation mounted on a vehicle together with an internal combustion engine and power storage means, connected to a drive shaft connected to a drive wheel, and connected to an output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft and capable of inputting / outputting power A power input / output means capable of exchanging power with the power storage means and capable of inputting / outputting power to / from the drive shaft and the output shaft with input / output of power and power, and the power storage means and power An electric motor capable of exchanging power and inputting / outputting power to / from the drive shaft,
An input / output limit setting means for setting an input / output limit as a maximum allowable power when charging / discharging the power storage means based on the state of the power storage means;
An estimated acceleration which is an estimated value of the acceleration of the vehicle calculated based on the torque output from the generator, the torque output from the electric motor, the rotational speed change of the generator and the rotational speed change of the electric motor; Estimated road surface gradient setting means for setting an estimated road surface gradient that is an estimated value of the road surface gradient based on the acceleration of the vehicle,
Control for controlling the internal combustion engine, the electric power drive input / output means, and the electric motor so as to travel with the required torque required for traveling within the set input / output limit range using the set estimated road surface gradient. Means,
It is a summary to provide.

  In the driving device of the present invention, the estimated value of the acceleration of the vehicle is calculated based on the torque output from the generator, the torque output from the motor, the change in the rotation speed of the generator, and the change in the rotation speed of the motor. An estimated road surface gradient that is an estimated value of the road surface gradient is set based on the estimated acceleration and the acceleration of the vehicle. Thereby, an estimated road surface gradient can be set more appropriately compared with what sets an estimated road surface gradient without considering the rotation speed change of a generator or an electric motor. Then, the internal combustion engine is configured to travel with the required torque required for traveling within the range of input / output restriction as the maximum allowable power when charging / discharging the power storage means based on the state of the power storage means using the set estimated road surface gradient. The power drive input / output means and the motor are controlled. Thereby, it can drive | work with a request torque within the range of an input / output restriction | limiting using the estimated road surface gradient set more appropriately.

The vehicle control method of the present invention includes:
An internal combustion engine and a generator connected to the drive shaft connected to the drive wheels and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft and having power input / output Power input / output means capable of inputting / outputting power to / from the drive shaft and the output shaft, an electric motor capable of inputting / outputting power to / from the drive shaft, the generator and the electric motor A vehicle control method comprising a storage means capable of exchange,
(A) An estimation that is an estimated value of the acceleration of the vehicle calculated based on the torque output from the generator, the torque output from the electric motor, a change in the rotation speed of the generator, and a change in the rotation speed of the electric motor Based on the acceleration and the detected acceleration, an estimated road surface gradient that is an estimated value of the road surface gradient is set,
(B) The vehicle is driven with the set required torque within the range of the input / output restriction as the maximum allowable power when charging / discharging the power storage unit based on the state of the power storage unit using the set estimated road surface gradient. Controlling the internal combustion engine, the power input / output means and the electric motor;
It is characterized by that.

  In the vehicle control method of the present invention, the estimated value of the acceleration of the vehicle calculated based on the torque output from the generator, the torque output from the motor, the change in the rotation speed of the generator, and the change in the rotation speed of the motor. Based on the estimated acceleration and the vehicle acceleration, an estimated road surface gradient that is an estimated value of the road surface gradient is set. Thereby, an estimated road surface gradient can be set more appropriately compared with what sets an estimated road surface gradient without considering the rotation speed change of a generator or an electric motor. Then, the internal combustion engine is configured to travel with the required torque required for traveling within the range of input / output restriction as the maximum allowable power when charging / discharging the power storage means based on the state of the power storage means using the set estimated road surface gradient. The power drive input / output means and the motor are controlled. Thereby, it can drive | work with a request torque within the range of an input / output restriction | limiting using the estimated road surface gradient set more appropriately.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 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 vehicle.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as engine ECU) 24 performs fuel injection control, ignition control, and intake air amount adjustment. Under control of operation such as control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank position from a crank position sensor (not shown) that detects the crank angle of the crankshaft 26 of the engine 22. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22, based on a crank position from a crank position sensor (not shown).

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

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

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. 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 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 the 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 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 so as 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.

  Further, in the hybrid vehicle 20 of the embodiment, when traveling environment conditions relating to the traveling environment are satisfied, such as when traveling on a slope (uphill or downhill) or a curved road, a torque conversion operation mode, a charge / discharge operation mode, a motor The vehicle travels in a driving environment reflecting operation mode that considers the driving environment as compared with the driving mode (hereinafter collectively referred to as a normal driving mode). For example, when traveling on a downhill road with the accelerator off, the braking torque applied to the ring gear shaft 32a (hereinafter referred to as the engine) by motoring the engine 22 that has stopped fuel injection by the motor MG1 at a rotational speed based on the road surface gradient or the like. The engine 22, the motor MG 1, and the motor MG 2 are controlled to operate such that a large braking force is applied to the vehicle by the braking torque from the motor MG 2 to the ring gear shaft 32 a (sometimes referred to as a brake). Or when traveling on an uphill road or a curved road, a request corresponding to the required torque based on the accelerator opening Acc and the vehicle speed V is accompanied by the operation of the engine 22 at a rotational speed equal to or higher than the lower limit rotational speed based on the road surface gradient or the like. The engine 22, the motor MG1, and the motor MG so that the power is output to the ring gear shaft 32a as the drive shaft. Or controls the operation of the door.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when traveling in the traveling environment reflecting operation mode using the road surface gradient will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec) when the driving environment condition is satisfied.

  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. Nm2, input / output limits Win and Wout of the battery 50, an estimated road surface gradient θest which is an estimated value of the road surface gradient, a first motor system abnormality flag F1 indicating whether an abnormality has occurred in the motor MG1 or the inverter 41, and the like are necessary for the control. A process of inputting correct data 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 based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and are input from the battery ECU 52 by communication. Further, the estimated road surface gradient θest is input by reading what is set by a later-described estimated road surface gradient setting processing routine and written at a predetermined address in the RAM 76. The first motor system abnormality flag F1 is set to 0 when the motor MG1 and the inverter 41 are normal by a first motor system state determination routine (not shown), and when the motor MG1 and the inverter 41 are abnormal. It is assumed that the value 1 is set and the data written at a predetermined address in the RAM 76 is input by reading. The determination as to whether the motor MG1 and the inverter 41 are normal can be made, for example, by determining whether the current flowing through the motor MG1 or the inverter 41 corresponds to a torque command Tm1 * described later, This can be done by determining whether the temperature of 41 is equal to or lower than a predetermined allowable temperature.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained, for example, by multiplying the vehicle speed V by a conversion factor k (Nr = k · V).

  Subsequently, a lower limit rotation speed Nemin of the engine 22 is set based on the vehicle speed V and the estimated road surface gradient θest (step S120). Here, the lower limit rotational speed Nemin of the engine 22 is stored in the ROM 74 as a lower limit rotational speed setting map in advance, in which the relationship between the vehicle speed V, the estimated road surface gradient θest, and the lower limit rotational speed Nemin of the engine 22 is predetermined. When the vehicle speed V and the estimated road surface gradient θest are given, the corresponding lower limit rotation speed Nemin is derived from the stored map and set. An example of the lower limit rotational speed setting map is shown in FIG. In the example of FIG. 4, the lower limit rotational speed Nemin of the engine 22 is set so as to increase as the vehicle speed V increases and the absolute value of the estimated road surface gradient θest increases. This is because, for example, an engine brake that tends to increase as the gradient increases when the vehicle is traveling on a downhill road with the accelerator off is applied to the vehicle.

  Next, the value of the first motor system abnormality flag F1 is checked (step S130). When the first motor system abnormality flag F1 is 0, that is, when the motor MG1 and the inverter 41 are normal, the required power Pe * is obtained. The threshold value Pref is compared (step S140). Here, as the threshold value Pref, a lower limit value of power at which the engine 22 can be operated efficiently can be used.

  When the required power Pe * is equal to or greater than the threshold value Pref, a temporary rotational speed Nettmp and a temporary torque Tentmp are set as temporary operating points at which the engine 22 should be operated based on the set required power Pe * (step S150). The larger of the temporary rotational speed Netmp and the lower limit rotational speed Nemin of the engine 22 is set as the target rotational speed Ne * of the engine 22 and the required power Pe * is divided by the target rotational speed Ne * to obtain the target torque of the engine 22 Te * is set, and the target rotational speed Ne * and target torque Te * are transmitted to the engine ECU 24 (step S160). Setting of the temporary rotational speed Nettmp and the temporary torque Tempmp of the engine 22 is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 5 shows an example of the operation line of the engine 22 and how the temporary rotational speed Nettmp and the temporary torque Tentmp are set. As shown in the figure, the temporary rotational speed Netmp and the temporary torque Tentmp can be obtained from the intersection of the operation line and a curve having a constant required power Pe * (Netmp × Tempp). The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * also takes in the intake air 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 quantity control, fuel injection control, and ignition control are performed.

  Next, using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35, the target of the motor MG1 is expressed by the following equation (1). Formula (2) is calculated based on the calculated target rotational speed Nm1 *, the input rotational speed Nm1 of the motor MG1, the target torque Te * of the engine 22, and the gear ratio ρ of the power distribution and integration mechanism 30. Thus, a temporary torque Tm1tmp, which is a temporary value of the torque to be output from the motor MG1, is calculated (step S170). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 shows an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Note that the two thick arrows on the R axis indicate the torque that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a (the torque that is output from the engine 22 and acts on the ring gear shaft 32a via the power distribution and integration mechanism 30). ) And the torque that the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Equation (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)
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 torque that may be output from the motor MG1 that satisfies both the expressions (3) and (4) (step S180), and the set temporary torque Tm1tmp is expressed by the expression ( The torque command Tm1 * of the motor MG1 is set by limiting with the torque limits Tm1min and Tm1max according to 5), and this is transmitted to the motor ECU 40 (step S190). Here, Expression (3) is a relationship in which the sum of torques output to the ring gear shaft 32a by the motor MG1 and the motor MG2 is within a range from the value 0 to the required torque Tr *, and Expression (4) is the relationship with the motor MG1. This is a relationship in which the sum of the electric power input and output by the motor MG2 is within the range of the input and output limits Win and Wout. An example of the torque limits Tm1min and Tm1max is shown in FIG. The torque limits Tm1min and Tm1max can be obtained as the maximum value and the minimum value of the torque command Tm1 * in the region indicated by the oblique lines in the figure. Further, the motor ECU 40 that has received the torque command Tm1 * performs switching control of the switching element of the inverter 41 so that the motor MG1 is driven by the torque command Tm1 *.

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

  Then, the torque command Tm1 * set as the required torque Tr * is divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further divided by the gear ratio Gr of the reduction gear 35 to obtain the torque to be output from the motor MG2. A temporary torque Tm2tmp, which is a temporary value, is calculated by the following equation (6) (step S200), and the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * are multiplied by the current rotational speed Nm1 of the motor MG1. The torque limits Tm2min and Tm2max as 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 the number of revolutions Nm2 of the motor MG2 ) And formula (8) (step S210) and the set temporary torque Tm2tmp is calculated by formula (9). Click limit Tm2min, it sets the torque command Tm2 * of the motor MG2 is limited by Tm2max be sent to the motor ECU 40 (step S220), and terminates the drive control routine. Here, Expression (6) can be easily derived from the alignment chart of FIG. Further, the motor ECU 40 that has received the torque command Tm2 * performs switching control of the switching element of the inverter 42 so that the motor MG2 is driven by the torque command Tm2 *. By such control, when the required power Pe * is relatively large in a state where the traveling environment condition is satisfied, the engine 22 is efficiently operated at a rotational speed equal to or higher than the lower limit rotational speed Nemin based on the estimated road surface gradient θest. The vehicle can travel by outputting the required torque Tr * to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout.

Tm2tmp = (Tr * ＋ 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 required power Pe * is less than the threshold value Pref in step S140, the lower limit rotational speed Nemin of the engine 22 is set to the target rotational speed Ne * and the target torque Te * is set so that the engine 22 is operated without load (independent operation). 0 is set and the target rotational speed Ne * and the target torque Te * are transmitted to the engine ECU 24 (step S230), and the value 0 is set to the temporary torque Tm1tmp of the motor MG1 (step S240). Execute. The engine ECU 24 that has received the target torque Te * having a value of 0 performs control such as intake air amount control, fuel injection control, and ignition control so that the engine 22 is independently operated at the target rotational speed Ne *. With this control, when the required power Pe * is relatively small in a state where the traveling environment condition is satisfied, the battery 50 is turned on while the engine 22 is autonomously operated at a rotational speed equal to or higher than the lower limit rotational speed Nemin based on the estimated road surface gradient θest. The vehicle can travel by outputting the required torque Tr * to the ring gear shaft 32a as the drive shaft within the range of the output limits Win and Wout. At this time, the motor MG1 is controlled so that torque is not output.

  When the first motor system abnormality flag F1 is a value of 1 in step S130, that is, when an abnormality has occurred in the motor MG1 or the inverter 41, the lower limit rotation speed Nemin of the engine 22 is set to the target rotation speed so that the engine 22 operates independently. The target torque Te * is set to a value 0 and the target rotational speed Ne * and the target torque Te * are transmitted to the engine ECU 24 (step S250), so that the inverter 41 is first shut off. A motor system gate cutoff command is transmitted to the motor ECU 40 (step S260), a value 0 is set to the torque command Tm1 * of the motor MG1 used in the processing of steps S200 and S210 (step S270), and the processing after step S200 is executed. . The motor ECU 40 that has received the first motor system gate cutoff command performs gate cutoff of the inverter 41 (all switching elements are turned off). By such control, when an abnormality occurs in the motor MG1 or the inverter 41 in a state where the traveling environment condition is satisfied, the engine 22 is independently operated at a rotational speed equal to or higher than the lower limit rotational speed Nemin based on the estimated road surface gradient θest and the inverter. While the gate is shut off at 41, the required torque Tr * can be output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50 to run.

  The drive control has been described above. Next, the setting of the estimated road surface gradient θest used in this drive control will be described. FIG. 8 is a flowchart illustrating an example of an estimated road surface gradient setting process routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec) in parallel with the drive control routine of FIG.

  When the estimated road surface gradient setting processing routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 and the rotational angular accelerations dωm1 and dωm2 of the motors MG1 and MG2. The process of inputting data such as the acceleration α, the gate cutoff flag F2 indicating whether or not the inverter 41 is gate-blocked, and the autonomous operation flag F3 indicating whether or not the engine 22 is autonomously operated is executed (step S300). ). Here, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are inputted by reading what is set in the drive control routine of FIG. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 input in this way correspond to the torque output from the motors MG1 and MG2. Note that the torque command Tm1 * uses a value of 0 when the inverter 41 is gate-cut. Further, the rotational angular accelerations dωm1 and dωm2 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 acceleration α is input by reading the amount of change per unit time of the vehicle speed V calculated based on the vehicle speed V from the vehicle speed sensor 88 and written in a predetermined address of the RAM 76. Therefore, the road surface gradient is reflected in the acceleration α. The gate cutoff flag F2 is set to a value of 0 when the inverter 41 is not gate-blocked and a value of 1 is set when the inverter 41 is gate-blocked by a gate cutoff flag setting routine (not shown). Input from the ECU 40 by communication. The self-sustained operation flag F3 is obtained by setting a value of 0 when the engine 22 is operating under load by a self-supporting operation flag setting routine (not shown) and setting a value of 1 when the engine 22 is operating independently. Input from the ECU 24 by communication. When engine 22 is operating independently, motor MG1 is controlled so that torque is not output.

  When the data is input in this way, the torque commands Tm1 *, Tm2 * of the motors MG1, MG2, the gear ratio Gr of the reduction gear 35, the rotational angular accelerations dωm1, dωm2 of the motors MG1, MG2, the moment of inertia Ig on the motor MG1 side, and the motor MG2 side Based on the inertia moment Im, the output torque Tr output to the ring gear shaft 32a is calculated by the following equation (10) (step S310). Here, in Expression (10), “Im · dωm2 · Gr” represents a torque acting on the ring gear shaft 32a based on a change in the rotational speed of the motor MG2, and “Ig · dωm1” represents a change in the rotational speed of the motor MG1. The torque which acts on the sun gear 31 based on is shown. Thus, by calculating the output torque Tr in consideration of the torque based on the rotational speed change of the motors MG1 and MG2 in addition to the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, the rotational speeds of the motors MG1 and MG2 are calculated. The output torque Tr can be calculated more appropriately as compared with the case where the torque based on the change is not taken into consideration.

  Tr = Tm2 * ・ Gr−Im ・ dωm2 ・ Gr − (Tm1 * −Ig ・ dωm1) / ρ (10)

  Subsequently, the values of the input gate cutoff flag F2 and the independent operation flag F3 are checked (steps S320 and S330). When both the gate cutoff flag F2 and the independent operation flag F3 are 0, that is, the inverter 41 is gate-off. When the engine 22 is in a load operation without being driven, the driving force for driving (Tr · kd) obtained by multiplying the output torque Tr by the conversion coefficient kd for converting the output torque Tr to the driving force for driving. The estimated acceleration αest, which is an estimated value of the acceleration of the vehicle when it is assumed that the vehicle travels on a flat road, is calculated by dividing the vehicle resistance m by the vehicle mass m (step S370), and the calculated estimated acceleration Based on αest, acceleration α (amount of change in vehicle speed V per unit time) and gravitational acceleration g, the estimated road surface gradient θest is calculated by the following equation (11). San (step S380), and ends the estimated road surface gradient setting routine. Here, the running resistance Rd can be a value determined in advance through experiments or the like based on the vehicle speed V or the like. Further, as the vehicle mass m, the total mass when one person gets on or the predetermined total mass when lightly loaded can be used. As described above, since the road surface gradient is reflected in the acceleration α (the amount of change in the vehicle speed V per unit time), the estimated road surface gradient θest can be calculated from the equation (11). In this way, the estimated acceleration αest is calculated and calculated using the output torque Tr calculated in consideration of the torque based on the rotational speed change of the motors MG1 and MG2 in addition to the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2. By calculating the estimated road surface gradient θest using the estimated acceleration αest and the acceleration α, the estimated road surface gradient θest can be calculated more appropriately.

  θest = arcsin (α-αest) / g (11)

  In steps S320 and S330, when the gate cutoff flag F2 is 0 and the independent operation flag F3 is 1, that is, when the inverter 41 is not shut off and the engine 22 is operating autonomously, it is based on the friction of the motor MG1. Torque (hereinafter referred to as friction torque) Tfm1 acting on the sun gear 31 is set to a correction value β (−Tfm1 / ρ) acting on the ring gear shaft 32a (step S340), and the set correction value β is output torque. The output torque Tr is recalculated by adding to the Tr (step S360), and the estimated road surface gradient θest is calculated by the equation (11) using the estimated acceleration αest obtained by using the recalculated output torque Tr and the vehicle acceleration α. Calculate (steps S370 and S380), an estimated road surface gradient setting processing routine To completion. Here, the friction torque Tfm1 can be a value determined in advance through experiments or the like based on the rotational speed Nm1 of the motor MG1 and the temperature toil of the lubricating oil that lubricates the motor MG1. In the direction of decreasing the absolute value of the rotational speed Nm1, a torque is set such that the absolute value tends to increase as the rotational speed Nm1 increases, and the absolute value tends to increase as the lubricating oil temperature toil decreases. The latter is based on the fact that the lower the temperature toil of the lubricating oil, the higher the viscosity of the lubricating oil. As described above, when the engine 22 is operating independently, the torque based on the change in the rotational speed of the motors MG1 and MG2 and the friction torque Tfm1 of the motor MG1 are considered in addition to the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2. And calculating the estimated road surface gradient θest more appropriately by calculating the estimated road surface gradient θest using the estimated acceleration αest and the acceleration α obtained using the calculated output torque Tr. Can do.

  When the gate shutoff flag F2 is 1 in step S320, that is, when the inverter 41 is gate shut off, the friction torque Tfm1 of the motor MG1 is applied to the torque (−Tfm1 / ρ) acting on the ring gear shaft 32a and the motor MG1. The sum of the torque (−Tbefm1 / ρ) acting on the ring gear shaft 32a and the torque (−Tbefm1 / ρ) acting on the sun gear 31 based on the counter electromotive force generated by the rotation (hereinafter referred to as counter electromotive force induced torque) is set as the correction value β. In addition to setting (step S350), the set correction value β is added to the output torque Tr to recalculate the output torque Tr (step S360), and the estimated acceleration αest obtained using the recalculated output torque Tr and the vehicle The estimated road gradient θest is calculated by the following equation (11) using the acceleration α. Step S370, S380), and ends the estimated road surface gradient setting routine. Here, the counter electromotive force-induced torque Tbefm1 can be a value determined in advance by experiments or the like based on the rotational speed Nm1 of the motor MG1 or the voltage of the power line 54. In the embodiment, the rotational speed Nm1 of the motor MG1 is used. In the range where the absolute value of the rotational speed Nm1ref is greater than or equal to the predetermined rotational speed Nm1ref, a torque is set such that the absolute value increases as the rotational speed Nm1 increases in the direction of decreasing the absolute value of the rotational speed Nm1. The value 0 is set in the range of several Nm1ref or less. As the predetermined rotation speed Nm1ref, the rotation speed Nm1 of the motor MG1 in which the counter electromotive force generated in the motor MG1 and the voltage of the power line 54 are substantially equal can be used. As described above, when the gate of the inverter 41 is cut off, the torque based on the change in the rotational speed of the motors MG1 and MG2 in addition to the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, the friction torque Tfm1 of the motor MG1 and the motor MG1. Is estimated by calculating the output torque Tr in consideration of the back electromotive force caused torque Tbefm1 and calculating the estimated road surface gradient θest using the estimated acceleration αest and acceleration α obtained using the calculated output torque Tr. The road surface gradient θest can be calculated more appropriately.

  According to the hybrid vehicle 20 of the embodiment described above, the output torque output to the ring gear shaft 32a using the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 and the torque based on the rotational speed change of the motors MG1, MG2. Since Tr is calculated and the estimated road surface gradient θest is calculated using the estimated acceleration αest and the acceleration α (change amount per unit time of the vehicle speed V) obtained using the calculated output torque Tr, the motors MG1 and MG2 The estimated road surface gradient θest can be calculated more appropriately as compared with the case where the torque based on the change in the rotational speed is not taken into consideration. In addition, when the engine 22 is operating independently, estimation is performed in consideration of the torque based on the change in the rotational speed of the motors MG1 and MG2 and the friction torque Tfm1 of the motor MG1 in addition to the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2. When the road surface gradient θest is calculated and the inverter 41 is gate-cut off, in addition to the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, the torque based on the change in the rotational speed of the motors MG1 and MG2 and the friction torque Tfm1 of the motor MG1 Since the estimated road surface gradient θest is calculated in consideration of the counter electromotive force induced torque Tbefm1 of the motor MG1, the estimated road surface gradient θest can be calculated more appropriately. When the driving environment condition is satisfied, the engine 22 is operated at a rotational speed equal to or higher than the lower limit rotational speed Nemin based on the estimated road surface gradient θest, and the required torque Tr is within the range of the input / output limits Win and Wout of the battery 50. * The target road speed Ne * and target torque Te * of the engine 22 and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set to control the engine 22 and the motors MG1 and MG2 so that the vehicle travels by *. Control using θest can be performed more appropriately.

  In the hybrid vehicle 20 of the embodiment, when the inverter 41 is shut off, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, the torque based on the change in the rotational speed of the motors MG1 and MG2, and the friction torque Tfm1 of the motor MG1 Although the estimated road surface gradient θest is calculated based on the counter electromotive force induced torque Tbefm1 of the motor MG1, the estimated road surface gradient θest may be calculated without considering the counter electromotive force induced torque Tbefm1 of the motor MG1. .

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is operating autonomously, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, the torque based on the change in the rotational speed of the motors MG1 and MG2, and the friction torque Tfm1 of the motor MG1. Based on the estimated road surface gradient θest, when the inverter 41 is gate-cut off, the torque based on the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 and the change in the rotational speed of the motors MG1, MG2 and the friction torque Tfm1 of the motor MG1. And the estimated road surface gradient θest based on the counter electromotive force induced torque Tbefm1 of the motor MG1, but at these times, the friction torque Tfm1 of the motor MG1 and the counter electromotive force induced torque Tbefm1 of the motor MG1 are not considered. , Motor MG1 The estimated road surface gradient θest may be calculated based on torque commands Tm1 *, Tm2 * of MG2, and torque based on changes in the rotational speed of the motors MG1, MG2. Even in this case, it is possible to more appropriately calculate the estimated road surface gradient θest as compared with the motor MG1 and MG2 that do not consider the torque based on the rotational speed change.

  In the hybrid vehicle 20 of the embodiment, the lower limit rotation speed Nemin of the engine 22 is set based on the vehicle speed V and the estimated road surface gradient θest, but the lower limit rotation speed Nemin of the engine 22 is set based only on the estimated road surface gradient θest. It may be set.

  In the hybrid vehicle 20 of the embodiment, it has been described that the engine 22 and the motors MG1 and MG2 are controlled using the estimated road surface gradient θest when the driving environment condition is satisfied. Regardless of whether the engine 22 and the motors MG1 and MG2 are controlled using the estimated road surface gradient θest, for example, the engine 22 and the motors MG1 and MG2 are controlled using the estimated road surface gradient θest when starting. It may be a thing.

  In the hybrid vehicle 20 of the embodiment, torque limits Tm1min and Tm1max for limiting the temporary torque Tm1tmp of the motor MG1 within the range satisfying the above-described formulas (3) and (4) are obtained, and the torque command Tm1 * of the motor MG1 is set. At the same time, the torque limits Tm2min and Tm2max are obtained from the equations (7) and (8) and the torque command Tm2 * of the motor MG2 is set. However, the torque limits Tm1min and Tm1max are limited within the range satisfying the equations (3) and (4) The motor torque Tm1tmp is set as it is as the torque command Tm1 * of the motor MG1, and the torque limit Tm2min and Tm2max are obtained from the equations (7) and (8) using the torque command Tm1 *. Tm2 * may be set. 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 rotation speed Nm2 of the motor MG2 and the expected motor rotation 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 35. 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 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 9) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

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

  Moreover, it is not limited to what is applied to such a motor vehicle, It is good also as forms of vehicles other than motor vehicles, such as a train. Moreover, it is good also as a form of the drive device mounted in a vehicle with the engine 22 and the battery 50, and good also as a form of the control method of such a vehicle.

  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”, a combination of the motor MG1 and the power distribution and integration mechanism 30 corresponds to “power power input / output means”, the motor MG2 corresponds to “electric motor”, The battery 50 corresponds to the “power storage means”, and the hybrid electronic control unit 70 that calculates the acceleration α (the amount of change per unit time of the vehicle speed V) based on the vehicle speed V from the vehicle speed sensor 88 is used as the “acceleration detection means”. This is the maximum allowable power that may charge / discharge the battery 50 based on the remaining capacity (SOC) of the battery 50 based on the integrated value of the charge / discharge current detected by the current sensor and the battery temperature Tb of the battery 50. The battery ECU 52 for calculating the input / output limits Win and Wout corresponds to the “input / output limit setting means”, and the required torque T based on the accelerator opening Acc and the vehicle speed V. The hybrid electronic control unit 70 that executes step S110 of the drive control routine of FIG. 2 for setting * corresponds to “required torque setting means”, and the engine 22 is loaded and the inverter 41 is gate-cut. If not, the output torque Tr output to the ring gear shaft 32a is calculated using the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 and the torque based on the rotational speed change of the motors MG1 and MG2, and the engine 22 is operated independently. When the inverter 41 is not gate-cut off, the torques Tm1 * and Tm2 * of the motors MG1 and MG2, the torque based on the change in the rotational speed of the motors MG1 and MG2, and the friction torque Tfm1 of the motor MG1 are applied to the ring gear shaft 32a. Calculate the output torque Tr to be output and When the motor 41 is shut off, the torques Tm1 * and Tm2 * of the motors MG1 and MG2, the torque based on the change in the rotational speed of the motors MG1 and MG2, the friction torque Tfm1 of the motor MG1, and the counter electromotive force torque Tbefm1 of the motor MG1. Is used to calculate the output torque Tr output to the ring gear shaft 32a, and is estimated using the estimated acceleration αest and acceleration α (amount of change per unit time of the vehicle speed V) obtained using the calculated output torque Tr. The hybrid electronic control unit 70 for executing the estimated road surface gradient calculation processing routine of FIG. 8 for calculating the road surface gradient θest corresponds to “estimated road surface gradient setting means”, and when the driving environment condition is satisfied, the motor MG1 When there is no abnormality in the inverter 41, the lower limit rotational speed based on the estimated road surface gradient θest The target speed Ne * and the target torque Te of the engine 22 are set so that the engine 22 is driven at a load speed or a self-sustained operation at a speed equal to or higher than emin and travels with the required torque Tr * within the range of the input / output limits Win and Wout of the battery 50 * And torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set and transmitted to the engine ECU 24 and the motor ECU 40. When an abnormality occurs in the motor MG1 or the inverter 41, the lower limit rotational speed Nemin or more based on the estimated road surface gradient θest is exceeded. Of the engine 22 so that the engine 22 runs at the required torque Tr * within the range of the input / output limits Win and Wout of the battery 50, and the motor MG2 has the target rotational speed Ne * and the target torque Te *. Torque command Tm2 * is set and engine ECU 24 or motor A hybrid electronic control unit 70 for performing the processing after step S120 of the drive control routine of FIG. 2 for transmitting the first motor system gate cutoff command to the motor ECU 40 so that the gate of the inverter 41 is shut off. An engine ECU 24 that controls the engine 22 based on the received target rotational speed Ne * and the target torque Te *, and controls the motors MG1 and MG2 based on the received torque commands Tm1 * and Tm2 * and the first motor system gate The motor ECU 40 that shuts off the gate of the inverter 41 when receiving the shut-off command corresponds to “control means”. Further, the motor MG1 corresponds to a “generator”, and the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”. Further, the counter-rotor motor 230 also corresponds to “power power input / output means”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine 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 and integration mechanism 30 or the anti-rotor motor 230, but is connected to the drive shaft connected to the drive wheels. In addition, a generator is connected to the output shaft of the internal combustion engine so that it can rotate independently of the drive shaft, and power can be input and output, and power is input to the drive shaft and output shaft with input and output of power and power. Any output can be used. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a generator or an electric motor such as a capacitor. The “acceleration detection means” is not limited to the one that calculates the acceleration α (the amount of change per unit time of the vehicle speed V) based on the vehicle speed V from the vehicle speed sensor 88, but the one that calculates the acceleration of the vehicle. Anything can be used. The “input / output limit setting means” is not limited to the one that calculates the input / output limits Win and Wout based on the remaining capacity (SOC) of the battery 50 and the battery temperature Tb of the battery 50, but the remaining capacity ( In addition to the SOC) and the battery temperature Tb, the input / output limit is set as the maximum allowable power that allows charging / discharging of the power storage means based on the state of the power storage means, such as that calculated based on the internal resistance of the battery 50 Any object can be used. The “required torque setting means” is not limited to the one that sets 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. In the case where the travel route is set in advance, any device may be used as long as it sets the required torque required for travel, such as setting the required torque based on the travel position on the travel route. . "Estimated road surface gradient setting means" is based on torque commands Tm1 * and Tm2 * of motors MG1 and MG2 and changes in the rotational speeds of motors MG1 and MG2 when engine 22 is under load operation and gate of inverter 41 is not shut off. Torque is used to calculate the output torque Tr output to the ring gear shaft 32a, and when the engine 22 is operating independently and the inverter 41 is not gate-cut, the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 and the motor The output torque Tr output to the ring gear shaft 32a is calculated using the torque based on the rotational speed change of MG1 and MG2 and the friction torque Tfm1 of the motor MG1, and when the inverter 41 is gate-cut off, the torque of the motors MG1 and MG2 Commands Tm1 *, Tm2 * and motor MG1, The output torque Tr output to the ring gear shaft 32a is calculated using the torque based on the rotational speed change of G2, the friction torque Tfm1 of the motor MG1, and the counter electromotive force induced torque Tbefm1 of the motor MG1, and the calculated output torque Tr is used. It is not limited to the one that calculates the estimated road surface gradient θest using the estimated acceleration αest and the acceleration α (the amount of change per unit time of the vehicle speed V) obtained from the torque output from the generator and the motor Estimated acceleration, which is the estimated value of the vehicle's acceleration calculated based on the output torque, the change in the rotation speed of the generator, and the change in the rotation speed of the motor, and the estimated value of the road surface gradient based on the acceleration of the vehicle. Any method may be used as long as a certain estimated road surface gradient is set. 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 is operated at a rotational speed equal to or higher than the lower limit rotational speed Nemin based on the estimated road surface gradient θest when the driving environment condition is satisfied and the motor MG1 and the inverter 41 are not abnormal. The target rotational speed Ne * and the target torque Te * of the engine 22 and the torque commands of the motors MG1 and MG2 so that the vehicle is driven by the required torque Tr * within the range of the input and output limits Win and Wout of the battery 50 while being operated in a load or independent. The engine 22 and the motors MG1 and MG2 are controlled by setting Tm1 * and Tm2 *. When an abnormality occurs in the motor MG1 and the inverter 41, the engine 22 operates at a rotational speed equal to or higher than the lower limit rotational speed Nemin based on the estimated road surface gradient θest. Independent operation and within input / output limits Win and Wout of battery 50 The target rotational speed Ne * and target torque Te * of the engine 22 and the torque command Tm2 * of the motor MG2 are set to control the engine 22 and the motor MG2 and the inverter 41 is gate-cut off. However, the present invention is not limited to this, and any apparatus may be used as long as it controls the internal combustion engine, the power power input / output means, and the motor so as to travel with the required torque within the range of the input / output restriction using the estimated road surface gradient. Absent. 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. Any one of the three axes connected to the three axes of the drive shaft, the output shaft, and the rotating shaft of the generator, such as those connected to the motor and those having a different operation action from the planetary gear such as a differential gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method 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 problems is the same as that of the embodiment described in the column of means for solving the problems. 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 problems. 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 drive devices.

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 hybrid electronic control unit 70 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 temporary rotation speed Nettmp and temporary torque Tentmp are set. It is explanatory drawing which shows an example of the map for a minimum rotation speed setting. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; It is explanatory drawing explaining a mode that torque limitation Tm1min and Tm1max are set. It is a flowchart which shows an example of an estimated road surface gradient setting process routine. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line , 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch , 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 89 acceleration sensor, 230 rotor motor, 232 inner rotor, 234 outer rotor , MG1, MG2 motors.

Claims (8)

An internal combustion engine;
A generator connected to a drive shaft coupled to the drive wheel and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft; Power power input / output means capable of inputting / outputting power to / from the drive shaft and the output shaft with output;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the generator and the motor;
Acceleration detecting means for detecting the acceleration of the vehicle;
An input / output limit setting means for setting an input / output limit as a maximum allowable power when charging / discharging the power storage means based on the state of the power storage means;
Requested torque setting means for setting a requested torque required for traveling;
An estimated acceleration which is an estimated value of the acceleration of the vehicle calculated based on the torque output from the generator, the torque output from the electric motor, the rotational speed change of the generator and the rotational speed change of the electric motor; Estimated road surface gradient setting means for setting an estimated road surface gradient that is an estimated value of the road surface gradient based on the detected acceleration,
Control means for controlling the internal combustion engine, the electric power drive input / output means, and the electric motor so as to travel with the set required torque within the set input / output restriction range using the set estimated road surface gradient. When,
A vehicle comprising:   2. The vehicle according to claim 1, wherein the estimated road surface gradient setting means is means for calculating the estimated acceleration in consideration of friction of the generator when no torque is output from the generator.   When no torque is output from the generator, the gates of a plurality of switching elements of the generator drive circuit, which is a drive circuit for driving the generator, are shut off when the internal combustion engine is in a no-load operation. The vehicle according to claim 2, wherein the vehicle is in a stopped state. The vehicle according to claim 1,
The generator is a generator that generates a counter electromotive force with rotation,
The estimated road surface gradient setting means is configured to rotate the generator friction and the generator when the gates of a plurality of switching elements of a generator drive circuit that is a drive circuit for driving the generator are shut off. A means for calculating the estimated acceleration in consideration of the back electromotive force generated along with it,
vehicle.   The control means is configured to travel with the set required torque within the set input / output restriction range using the set estimated road surface gradient when the driving environment condition relating to the driving environment is established. The vehicle according to any one of claims 1 to 4, which is means for controlling the internal combustion engine, the power drive input / output means, and the electric motor.   The power power input / output means is connected to three shafts of the drive shaft, the output shaft, and the rotating shaft of the generator, and is based on the power input / output to / from any two of the three shafts. The vehicle according to any one of claims 1 to 5, wherein the vehicle has a three-axis power input / output means for inputting / outputting power to / from the shaft. Power generation mounted on a vehicle together with an internal combustion engine and power storage means, connected to a drive shaft connected to a drive wheel, and connected to an output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft and capable of inputting / outputting power A power input / output means capable of exchanging power with the power storage means and capable of inputting / outputting power to / from the drive shaft and the output shaft with input / output of power and power, and the power storage means and power An electric motor capable of exchanging power and inputting / outputting power to / from the drive shaft,
An input / output limit setting means for setting an input / output limit as a maximum allowable power when charging / discharging the power storage means based on the state of the power storage means;
An estimated acceleration which is an estimated value of the acceleration of the vehicle calculated based on the torque output from the generator, the torque output from the electric motor, the rotational speed change of the generator and the rotational speed change of the electric motor; Estimated road surface gradient setting means for setting an estimated road surface gradient that is an estimated value of the road surface gradient based on the acceleration of the vehicle,
Control for controlling the internal combustion engine, the electric power drive input / output means, and the electric motor so as to travel with the required torque required for traveling within the set input / output limit range using the set estimated road surface gradient. Means,
A drive device comprising: An internal combustion engine and a generator connected to the drive shaft connected to the drive wheels and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft and having power input / output Power input / output means capable of inputting / outputting power to / from the drive shaft and the output shaft, an electric motor capable of inputting / outputting power to / from the drive shaft, the generator and the electric motor A vehicle control method comprising a storage means capable of exchange,
(A) An estimation that is an estimated value of the acceleration of the vehicle calculated based on the torque output from the generator, the torque output from the electric motor, a change in the rotation speed of the generator, and a change in the rotation speed of the electric motor Based on the acceleration and the detected acceleration, an estimated road surface gradient that is an estimated value of the road surface gradient is set,
(B) The vehicle is driven with the set required torque within the range of the input / output restriction as the maximum allowable power when charging / discharging the power storage unit based on the state of the power storage unit using the set estimated road surface gradient. Controlling the internal combustion engine, the power input / output means and the electric motor;
A method for controlling a vehicle.

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