JP2010089695A - Hybrid car and method of controlling the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To drive a vehicle at torque closer to torque required for traveling. <P>SOLUTION: A torsion angle θ of a damper computed by integrating a difference between engine speed Ne and the rotational frequency Nc of a carrier shaft serving as an input shaft is multiplied by the spring constant K of the damper to compute estimated torque Teest that is estimated to be actually outputted from the engine (S120-S130). A torque command Tm1* for a generator is set based on the estimated torque Teest so that the engine is operated at a desired engine speed Ne* (S160). Also, a torque command Tm2* for an electric motor is set so that the required torque Tr* is outputted to a drive shaft according to the set torque command Tm1* (S170-S190). The engine is operated at a desired operating point, and the engine, the generator and the electric motor are controlled so that the generator and the electric motor are driven at the torque commands Tm1*, Tm2*, respectively (S200). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle and a control method thereof.

Conventionally, this type of vehicle is based on the difference between the rotation speed of the output shaft and the rotation speed of the rear shaft in a vehicle in which the output shaft of the engine is connected to the rear shaft of the axle via a torsion element such as a damper. A device that detects the twist of the twisting element has been proposed (see, for example, Patent Document 1). In this vehicle, by setting the fuel injection amount to the engine based on the detected torsion, the vibration of the vehicle due to the torsion of the torsion element is suppressed.
JP 2001-82212 A

  An engine, a generator, a planetary gear mechanism in which three rotating elements are connected to an output shaft of the engine, a rotating shaft of the generator, and a driving shaft connected to the axle; an electric motor that outputs power to the driving shaft; In a hybrid vehicle equipped with the engine, the required torque required for the drive shaft for traveling is set, the power to be output from the engine is set based on the required torque, and the engine operating point for outputting the set power The engine, the generator, and the motor are controlled such that the engine is operated at the set operation point and the required torque is output to the drive shaft. On the other hand, the output from the engine does not become the desired output if any error occurs in any of the control items such as air density, intake air volume, fuel injection charge, ignition timing, etc. Even if it does, it does not necessarily output the set power from the engine. As a result, the vehicle travels by outputting a torque different from the required torque to the drive shaft as much as an error occurs in the power from the engine. Considering these, even if an error occurs in the power from the engine, it is desirable to travel by outputting a torque closer to the required torque to the drive shaft. In a hybrid vehicle comprising an engine, a transmission connected to the output shaft of the engine and a drive shaft connected to the axle, and an electric motor that outputs power to the output shaft or the drive shaft, the hybrid vehicle is driven for traveling. The required torque required for the shaft is set, the torque to be output from the engine is set based on the required torque, and the engine and the electric motor are output so that the set torque is output from the engine and the required torque is output to the drive shaft. However, even in such a hybrid vehicle, a torque different from the required torque is output to the drive shaft as much as an error occurs in the torque output from the engine. For this reason, even if an error occurs in the torque output from the engine, it is desired to travel by outputting a torque closer to the required torque to the drive shaft.

  The main object of the hybrid vehicle and its control method of the present invention is to travel with a torque closer to the required torque required for traveling.

  The hybrid vehicle of the present invention and its control method employ the following means in order to achieve the main object described above.

The first hybrid vehicle of the present invention is
An internal combustion engine, a generator capable of inputting / outputting power, and an input shaft in which a first rotation element among three rotation elements is directly connected to an output shaft of the internal combustion engine via a torsion element are connected and A planetary gear mechanism in which a second rotating element is connected to a rotating shaft of a generator and a third rotating element is connected to a driving shaft connected to an axle, and an electric motor capable of inputting and outputting power to the driving shaft And a power storage means capable of exchanging electric power with the generator and the electric motor,
Output shaft rotational speed detection means for detecting an output shaft rotational speed that is the rotational speed of the output shaft;
Input shaft rotational speed detection means for detecting the input shaft rotational speed which is the rotational speed of the input shaft;
A required torque setting means for setting a required torque required for the drive shaft for traveling;
A target operating point for setting a target operating point consisting of a target rotational speed and a target torque for operating the internal combustion engine based on the set required torque;
Generator torque command setting means for setting a generator torque command that is a torque command of the generator so that the internal combustion engine is operated at a target rotational speed at the set target operation point;
Output from the internal combustion engine based on the torsion angle of the torsion element and the spring constant of the torsion element calculated based on the difference between the detected output shaft speed and the detected input shaft speed. Engine torque estimating means for estimating the engine torque that is
The electric motor such that a torque obtained by subtracting a torque acting on the drive shaft from the set required torque when the estimated engine torque is output from the internal combustion engine is output from the electric motor to the drive shaft. Motor torque command setting means for setting a motor torque command which is a torque command of
The internal combustion engine is operated at the set target operation point, and the internal combustion engine and the generator are controlled so as to be driven by the set generator torque command, and the set electric motor Control means for controlling the electric motor so that the electric motor is driven by a torque command;
It is a summary to provide.

  In the first hybrid vehicle of the present invention, the required torque required for the drive shaft connected to the axle for travel is set, and the target rotational speed at which the internal combustion engine should be operated based on the set required torque, A target operating point consisting of the target torque is set, a generator torque command that is a torque command of the generator is set so that the internal combustion engine is operated at the target rotational speed at the set target operating point, and the output shaft of the internal combustion engine is set. Output from the internal combustion engine based on the torsion angle of the torsion element and the spring constant of the torsion element calculated based on the difference between the output shaft speed that is the rotation speed and the input shaft speed that is the rotation speed of the input shaft. Torque obtained by subtracting the torque that acts on the drive shaft when the estimated engine torque is output from the internal combustion engine from the set required torque. Setting the motor torque command and the torque command of the electric motor so as to be output to the drive shaft from the motive. The internal combustion engine is operated at the set target operating point, and the internal combustion engine and the generator are controlled so as to be driven by the set generator torque command, and the motor is driven by the set motor torque command. Control the motor. When the output shaft of the internal combustion engine and the input shaft on the axle side are connected via the torsion element, the torque acting on the input shaft from the internal combustion engine side corresponds to the torque caused by the torsion of the torsion element. Therefore, when the internal combustion engine is operating, the twist angle of the torsion element can be considered to indicate the output of the internal combustion engine, although it depends on the rotational speed of the input shaft and the degree of its increase. Therefore, in the first hybrid vehicle of the present invention, the engine torque, which is the torque output from the internal combustion engine, is estimated based on the twist angle of the twist element. Thereby, the engine torque can be estimated as the torque actually output from the internal combustion engine. The motor torque command is set so that the torque obtained by subtracting the torque acting on the drive shaft from the required torque when the estimated engine torque is output from the internal combustion engine from the motor acts on the drive shaft. By controlling, the vehicle can travel with a torque closer to the required torque.

  In such a first hybrid vehicle of the present invention, the generator torque command setting means includes a feedforward term based on the estimated engine torque, the detected output shaft rotational speed, and the set target operating point. The generator torque command may be set by adding a feedback term that reduces the difference from the target rotational speed. As described above, the engine torque is estimated as the torque that is actually output from the internal combustion engine. Therefore, by setting the generator torque command based on the engine torque, the internal combustion engine can be rotated at a speed closer to the target speed. You can drive.

The second hybrid vehicle of the present invention is
Connected to the internal combustion engine, an input shaft directly connected to the output shaft of the internal combustion engine via a torsion element, and a drive shaft connected to the axle, the drive shaft having a gear ratio capable of changing the power of the input shaft A hybrid vehicle comprising: transmission means for transmitting to the motor; an electric motor capable of inputting and outputting power to the input shaft or the drive shaft; and an electric storage means capable of exchanging electric power with the electric motor,
Output shaft rotational speed detection means for detecting an output shaft rotational speed that is the rotational speed of the output shaft;
Input shaft rotational speed detection means for detecting the input shaft rotational speed which is the rotational speed of the input shaft;
A required torque setting means for setting a required torque required for the drive shaft for traveling;
Target torque setting means for setting a target torque to be output from the internal combustion engine based on the set required torque and a gear ratio of the transmission means;
Output from the internal combustion engine based on the torsion angle of the torsion element and the spring constant of the torsion element calculated based on the difference between the detected output shaft speed and the detected input shaft speed. Engine torque estimating means for estimating the engine torque that is
The electric motor such that a torque obtained by subtracting a torque acting on the drive shaft from the set required torque when the estimated engine torque is output from the internal combustion engine is output from the electric motor to the drive shaft. Motor torque command setting means for setting a motor torque command which is a torque command of
Control means for controlling the internal combustion engine so that the set target torque is output from the internal combustion engine and controlling the electric motor so that the electric motor is driven by the set electric motor torque command;
It is a summary to provide.

  In the second hybrid vehicle of the present invention, the required torque required for the drive shaft connected to the axle for traveling is set, and output from the internal combustion engine based on the set required torque and the transmission gear ratio. The torsion angle and torsion of the torsion element calculated based on the difference between the output shaft rotation speed that is the rotation speed of the output shaft of the internal combustion engine and the input shaft rotation speed that is the rotation speed of the input shaft The engine torque, which is the torque output from the internal combustion engine, is estimated based on the spring constant of the element, and the torque that acts on the drive shaft when the estimated engine torque is output from the internal combustion engine is subtracted from the set required torque. An electric motor torque command, which is a torque command for the electric motor, is set so that the obtained torque is output from the electric motor to the drive shaft. The internal combustion engine is controlled so that the set target torque is output from the internal combustion engine, and the electric motor is controlled so that the electric motor is driven by the set electric motor torque command. As described above, since the twist angle of the torsion element can be considered to indicate the output of the internal combustion engine, by estimating the engine torque that is the torque output from the internal combustion engine based on the twist angle of the twist element. The engine torque can be estimated as the torque actually output from the internal combustion engine. The motor torque command is set so that the torque obtained by subtracting the torque acting on the drive shaft from the required torque when the estimated engine torque is output from the internal combustion engine from the motor acts on the drive shaft. By controlling, the vehicle can travel with a torque closer to the required torque.

  In such a first or second hybrid vehicle of the present invention, the engine torque estimating means is operated by integrating and calculating the difference between the detected output shaft speed and the detected input shaft speed. The engine torque may be estimated by multiplying a twist angle of the twist element and a spring constant of the twist element.

The first hybrid vehicle control method of the present invention comprises:
An internal combustion engine, a generator capable of inputting / outputting power, and an input shaft in which a first rotation element among three rotation elements is directly connected to an output shaft of the internal combustion engine via a torsion element are connected and A planetary gear mechanism in which a second rotating element is connected to a rotating shaft of a generator and a third rotating element is connected to a driving shaft connected to an axle, and an electric motor capable of inputting and outputting power to the driving shaft And a power storage means capable of exchanging electric power with the generator and the electric motor, and a control method of a hybrid vehicle comprising:
(A) setting a required torque required for the drive shaft for traveling;
(B) setting a target operating point consisting of a target rotational speed and a target torque for operating the internal combustion engine based on the set required torque;
(C) The torsion angle of the torsion element and the spring constant of the torsion element calculated based on the difference between the output shaft rotation speed that is the rotation speed of the output shaft and the input shaft rotation speed that is the rotation speed of the input shaft And estimating the engine torque which is the torque output from the internal combustion engine based on
(D) setting a generator torque command that is a torque command of the generator so that the internal combustion engine is operated at a target rotational speed at the set target operating point;
(E) The torque obtained by subtracting the torque acting on the drive shaft from the set required torque when the estimated engine torque is output from the internal combustion engine is output from the electric motor to the drive shaft. Set the motor torque command, which is the torque command of the motor,
(F) controlling the internal combustion engine and the generator so that the internal combustion engine is operated at the set target operation point and the generator is driven by the set generator torque command; Controlling the electric motor so that the electric motor is driven by a torque command;
This is the gist.

  In the first hybrid vehicle control method of the present invention, the required torque required for the drive shaft connected to the axle for traveling is set, and the target for operating the internal combustion engine based on the set required torque is set. A target operating point consisting of the rotational speed and the target torque is set, and the calculation is based on the difference between the output shaft rotational speed, which is the rotational speed of the output shaft of the internal combustion engine, and the input shaft rotational speed, which is the rotational speed of the input shaft. Based on the twist angle of the torsion element and the spring constant of the torsion element, the engine torque that is the torque output from the internal combustion engine is estimated, and the generator is operated so that the internal combustion engine is operated at the target rotational speed at the set target operation point. Is obtained by subtracting the torque that acts on the drive shaft when the estimated engine torque is output from the internal combustion engine from the set required torque. Torque sets the motor torque command and the torque command of the electric motor so as to be output to the drive shaft from the motor. The internal combustion engine is operated at the set target operating point, and the internal combustion engine and the generator are controlled so as to be driven by the set generator torque command, and the motor is driven by the set motor torque command. Control the motor. As described above, since the torsion angle of the torsion element can be considered to indicate the output of the internal combustion engine, by estimating the engine torque, which is the torque output from the internal combustion engine, based on the torsion angle of the torsion element. The engine torque can be estimated as the torque actually output from the internal combustion engine. The motor torque command is set so that the torque obtained by subtracting the torque acting on the drive shaft from the required torque when the estimated engine torque is output from the internal combustion engine from the motor acts on the drive shaft. By controlling, the vehicle can travel with a torque closer to the required torque.

The second hybrid vehicle control method of the present invention comprises:
The drive shaft connected to an internal combustion engine, an input shaft directly connected to the output shaft of the internal combustion engine via a torsion element, and a drive shaft connected to an axle to change the power of the input shaft. A hybrid vehicle control method comprising: transmission means for transmitting to the motor; an electric motor capable of inputting and outputting power to the input shaft or the drive shaft; and an electric storage means capable of exchanging electric power with the electric motor,
(A) setting a required torque required for the drive shaft for traveling;
(B) setting a target torque to be output from the internal combustion engine based on the set required torque and the speed ratio of the transmission means;
(C) The torsion angle of the torsion element and the spring constant of the torsion element calculated based on the difference between the output shaft rotation speed that is the rotation speed of the output shaft and the input shaft rotation speed that is the rotation speed of the input shaft And estimating the engine torque which is the torque output from the internal combustion engine based on
(D) A torque obtained by subtracting a torque acting on the drive shaft from the set required torque when the estimated engine torque is output from the internal combustion engine is output from the electric motor to the drive shaft. Set the motor torque command, which is the torque command of the motor,
(E) controlling the internal combustion engine so that the set target torque is output from the internal combustion engine and controlling the electric motor so that the electric motor is driven by the set electric motor torque command;
This is the gist.

  In the second hybrid vehicle control method of the present invention, the required torque required for the drive shaft connected to the axle is set for traveling, and the internal combustion engine is set based on the set required torque and the transmission gear ratio. The target torque to be output from the engine is set, and the torsion of the torsion element calculated based on the difference between the output shaft rotational speed that is the rotational speed of the output shaft of the internal combustion engine and the input shaft rotational speed that is the rotational speed of the input shaft A request that estimates the engine torque, which is the torque output from the internal combustion engine, based on the angle and the spring constant of the torsion element, and sets the torque that acts on the drive shaft when the estimated engine torque is output from the internal combustion engine A motor torque command, which is a torque command of the motor, is set so that torque obtained by subtracting from the torque is output from the motor to the drive shaft. The internal combustion engine is controlled so that the set target torque is output from the internal combustion engine, and the electric motor is controlled so that the electric motor is driven by the set electric motor torque command. As described above, since the twist angle of the torsion element can be considered to indicate the output of the internal combustion engine, by estimating the engine torque that is the torque output from the internal combustion engine based on the twist angle of the twist element. The engine torque can be estimated as the torque actually output from the internal combustion engine. The motor torque command is set so that the torque obtained by subtracting the torque acting on the drive shaft from the required torque when the estimated engine torque is output from the internal combustion engine from the motor acts on the drive shaft. By controlling, the vehicle can travel with a torque closer to the required torque.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as a first 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 23 that detects a 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 the crank position from the crank position sensor 23.

  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 carrier 34 has a carrier shaft 34 a as an input shaft and a damper 28, the crankshaft 26 of the engine 22, the sun gear 31 has a motor MG 1, and the ring gear 32 has a ring gear shaft 32 a. When the motor MG1 functions as a generator, the power from the engine 22 input from the carrier 34 is distributed to the sun gear 31 side and the ring gear 32 side according to the gear ratio. When MG1 functions as an electric motor, the power from the engine 22 input from the carrier 34 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, 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 first embodiment configured in this way is the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83 by the driver and the vehicle speed V. The engine 22, the motor MG1, and the motor MG2 are 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 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.

  Next, the operation of the hybrid vehicle 20 of the first embodiment configured as described above 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 drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly, the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the motor MG1. , MG2 rotation speeds Nm1, Nm2, input / output limits Win, Wout of the battery 50, and other data necessary for control are executed (step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from the crank position sensor 23 and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and input from the battery ECU 52 by communication.

  When the data is input in this way, the input rotation speeds Nm1 and Nm2 of the motors MG1 and MG2, the gear ratio ρ of the power distribution and integration mechanism 30 (the number of teeth of the sun gear 31 / the number of teeth of the ring gear 32), and the reduction ratio Gr of the reduction gear 35 The rotation speed Nc of the carrier shaft 34a as the input shaft is calculated based on the following equation (1) (step S110), and the value obtained by subtracting the rotation speed Nc of the carrier shaft 34a from the rotation speed Ne of the engine 22 is integrated. The torsion angle θ of the damper 28 is calculated by the following equation (2) (step 120), and the estimated output torque estimated to be output from the engine 22 by multiplying the calculated torsion angle θ by the spring constant K of the damper 28. Test is calculated (step S130). Thus, the estimated output torque Test of the engine 22 is calculated based on the twist angle θ of the damper 28 because the crankshaft 26 as the output shaft of the engine 22 is connected to the carrier shaft 34a as the input shaft via the damper 28. In this case, the torque that acts on the carrier shaft 34a from the engine 22 side is basically based on the fact that it corresponds to the torque that acts on the carrier shaft 34a according to the twist of the damper 28.

Nc = (ρ ・ Nm1 + Nm2 / Gr) / (1 + ρ) (1)
θ = 2π ・ ∫ (Ne-Nc) dt (2)

  Next, 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 accelerator opening Acc and the vehicle speed V and the engine 22 are requested. The required power Pe * is set (step S140). 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 rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Subsequently, a target rotational speed Ne * and a target torque Te * are set as operating points at which the engine 22 should be operated based on the set required power Pe * (step S150). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 4 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, 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 (3). Based on the calculated target rotational speed Nm1 *, the input rotational speed Nm1 of the motor MG1, the estimated output torque Test of the engine 22, and the gear ratio ρ of the power distribution and integration mechanism 30, the rotational speed Nm1 * is calculated. To calculate and set the torque command Tm1 * of the motor MG1 (step S160). Here, Expression (3) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 5 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. Expression (3) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (4) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *, and a feedforward term corresponding to the estimated output torque Test of the engine 22 and the target rotational speed of the motor MG1. It consists of a feedback term consisting of a proportional term and an integral term that reduce the difference between Nm1 * and the rotational speed Nm1. In Equation (4), “k1” in the second term on the right side is the gain of the proportional term, and “k2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (3)
Tm1 * =-ρ ・ Teest / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (4)

  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 (5) (step S170), 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. Torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing the difference 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 equation (6). And the calculated temporary torque Tm2tmp as a torque limit Tm2min, T Limit sets the torque command Tm2 * of the motor MG2 at 2max (step S190). In other words, when the motor MG1 is driven by the torque command Tm1 *, the temporary torque of the motor MG2 is set so that the torque obtained by subtracting the torque acting on the ring gear shaft 32a as the drive shaft from the required torque Tr * acts on the ring gear shaft 32a from the motor MG2. The torque Tm2tmp is set, and the torque command Tm2 * of the motor MG2 is set so that the temporary torque Tm2tmp is output from the motor MG2 within the range of the input / output limits Win and Wout of the battery 50. Here, since the torque command Tm1 * of the motor MG1 is set based on the estimated output torque Test of the engine 22 as described above, the torque command Tm2 * of the motor MG2 is output from the estimated output torque Teest from the engine 22. When set, the required torque Tr * is set to be output to the ring gear shaft 32a.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (6)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (7)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S200), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  In general, the output from the engine 22 does not become a desired output if any error occurs in any of control items such as air density, intake air amount, fuel injection charge, ignition timing, etc., and the piston of the engine 22 reciprocates. The rotational resistance due to motion and piston friction is not uniform. Therefore, even if the target operating point is set and the engine 22 is operated, it is considered that the torque actually acting on the carrier shaft 34a by the output from the engine 22 is deviated from the target torque Te *. As a result, when the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set based on the target torque Te * of the engine 22, the torque acting on the ring gear shaft 32a as the drive shaft is the torque output from the engine 22 Therefore, the torque is different from the required torque Tr * by the amount of error. Therefore, in the hybrid vehicle 20 of the first embodiment, the estimated output torque Test is calculated as the torque actually output from the engine 22 based on the torsion angle θ of the damper 28 (steps S110 to S130). Based on the estimated output torque Test, torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set (steps S160 to S190). As a result, even if an error occurs between the torque output from the engine 22 and the target torque Te *, the engine 22 can be operated at a rotational speed closer to the target rotational speed Ne * and the required torque Tr *. It is possible to travel by outputting a torque close to 2 to the ring gear shaft 32a.

  According to the hybrid vehicle 20 of the first embodiment described above, the twist angle θ of the damper 28 is calculated and calculated based on the difference between the rotational speed Ne of the engine 22 and the rotational speed Nc of the carrier shaft 34a as the input shaft. By multiplying the twisted angle θ of the damper 28 by the spring constant K of the damper 28, the estimated output torque Test as the torque actually output from the engine 22 is calculated, and the calculated estimated output torque Test is output from the engine 22. When the engine 22 is operated, the torque command Tm1 * of the motor MG1 is set so that the engine 22 is operated at the target rotational speed Ne * at the target operating point, and the ring gear shaft 32a as the drive shaft is requested based on the set torque command Tm1 *. Set the torque command Tm2 * of the motor MG2 so that the torque Tr * is output. Since the engine 22 and the motors MG1 and MG2 are controlled, the engine 22 can be operated at a speed closer to the target speed Ne *, and a torque closer to the required torque Tr * is output to the ring gear shaft 32a. You can travel.

  In the hybrid vehicle 20 of the first embodiment, in the drive control routine, the estimated torque Test of the engine 22 is first calculated (steps S110 to S130), and then the required torque Tr * and the target operating point of the engine 22 are set. (Steps S140 and S150), however, the order is not limited to this, and the required torque Tr * and the target operating point of the engine 22 are set first, and then the estimated torque Test of the engine 22 is set. It doesn't matter.

  In the hybrid vehicle 20 of the first embodiment, the rotational speed Nc of the carrier shaft 34a as the input shaft is calculated based on the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, but the rotational position of the carrier shaft 34a is detected. In a vehicle equipped with a rotational position detection sensor such as an electromagnetic pickup type, the rotational speed Nc of the carrier shaft 34a may be calculated and detected based on a signal from the rotational position detection sensor.

  In the hybrid vehicle 20 of the first embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35, but the motor MG2 may be directly attached to the ring gear shaft 32a, or the reduction gear. Instead of 35, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a two-speed shift, a three-speed shift, or a four-speed shift.

  In the hybrid vehicle 20 of the first 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 modification of FIG. 6, the motor MG2 May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 6) 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).

  Next, a hybrid vehicle 20B as a second embodiment of the present invention will be described. FIG. 7 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20B as the second embodiment. As illustrated, the hybrid vehicle 20B of the second embodiment includes an engine 22, a motor MG connected to an input shaft 34b connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and an input. An automatic transmission 30b connected to the drive shaft 32b connected to the shaft 34b and connected to the drive wheels 63a and 63b, and a hybrid electronic control unit 70 for controlling the entire vehicle are provided. Here, in the configuration of the hybrid vehicle 20B of the second embodiment, the engine 22 and the battery 50 and the engine ECU 24 and the battery ECU 52 that control them are the same as those described in the first embodiment, and the hybrid electronic control is performed. The unit 70 is the same as that described in the first embodiment, except that the unit 70 is connected to an automatic transmission electronic control unit (hereinafter referred to as ATECU) 30c for controlling the automatic transmission 30b via a communication port. The detailed description thereof will be omitted.

  The motor MG is configured as a well-known synchronous generator motor that can be driven as a generator and driven as an electric motor, similarly to the motors MG1 and MG2 in the hybrid vehicle 20 of the first embodiment, and via an inverter 41b. The battery 50 exchanges power. The motor MG is driven and controlled by the motor ECU 40. Applied to the motor ECU 40 is a signal necessary for driving and controlling the motor MG, for example, a signal from a rotational position detection sensor 43b for detecting the rotational position of the rotor of the motor MG or a motor MG detected by a current sensor (not shown). The phase current to be input is input, and a switching control signal to the inverter 41b is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, and controls the drive of the motor MG by a control signal from the hybrid electronic control unit 70 and, as necessary, data on the operating state of the motor MG. Output to unit 70. The motor ECU 40 also calculates the rotational speed Nm of the motor MG based on the signal from the rotational position detection sensor 43b.

  The automatic transmission 30b includes a torque converter (not shown) with a lockup clutch, a forward 6-speed reverse transmission, and a hydraulic circuit as an actuator for turning on and off the lock-up clutch, multiple clutches and brakes of the transmission. The shift control is performed by the ATECU 30c. The ATECU 30c communicates with the hybrid electronic control unit 70, controls the transmission of the automatic transmission 30b by a control signal from the hybrid electronic control unit 70, and relates to the state of the automatic transmission 30b such as the current gear ratio γ as necessary. Data is output to the hybrid electronic control unit 70.

  Next, the operation of the thus configured hybrid vehicle 20B of the second embodiment will be described. FIG. 8 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 drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly, the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the motor MG. A process of inputting data necessary for control, such as the rotational speed Nm, the input / output limits Win and Wout of the battery 50, and the current gear ratio γ of the automatic transmission 30b from the ATECU 30c is executed (step S300). The rotational speed Ne of the engine 22 and the input of the input / output limits Win and Wout of the battery 50 are the same as those in the drive control routine of the first embodiment described above. The rotation number Nm of the motor MG is calculated based on the rotation position of the rotor of the motor MG detected by the rotation position detection sensor 43b and is input from the motor ECU 40 by communication. The rotation speed Nm of the motor MG corresponds to the rotation speed of the input shaft 34b.

  When the data is input in this way, the torsion angle θ of the damper 28 is calculated by the following equation (8) based on the value obtained by subtracting the rotation speed Nm of the motor MG from the input rotation speed Ne of the engine 22 (step 310). By multiplying the twist angle θ by the spring constant K of the damper 28, the estimated output torque Test2 estimated to be output from the engine 22 is calculated (step S320). As described above, the estimated torque Test2 of the engine 22 is calculated based on the twist angle θ of the damper 28 as described above. The torque acting on the input shaft 34b from the engine 22 side is input according to the twist of the damper 28. Based on the torque corresponding to the shaft 34b.

  θ = 2π ・ ∫ (Ne-Nm) dt (8)

  Next, a required torque Td * to be output to the drive shaft 32b coupled to the drive wheels 63a and 63b is set as a torque required for the vehicle based on the accelerator opening Acc and the vehicle speed V (step S330). The target torque Te * to be output from the engine 22 is set by dividing the set required torque Td * by the current speed ratio γ of the automatic transmission 30b (step S340). Here, the required torque Td * is set using a map obtained by replacing the required torque Tr * in the required torque setting map of FIG. 3 described above with the required torque Td *.

  Subsequently, a value obtained by multiplying the required torque Td * by the estimated output torque Test 2 of the engine 22 by the current transmission gear ratio γ of the automatic transmission 30b is further divided by the transmission gear ratio γ, and a temporary torque to be output from the motor MG. The temporary torque Tmtmp, which is a value, is calculated by the following equation (9) (step S350), and the torque that may be output from the motor MG by dividing the input / output limits Win and Wout of the battery 50 by the rotational speed Nm of the motor MG. Torque limits Tmmin and Tmmax as upper and lower limits are calculated (step S360), and the set temporary torque Tmtmp is limited by the torque limits Tmmin and Tmmax to set a torque command Tm * for the motor MG (step S370). That is, when the estimated output torque Test2 is output from the engine 22, the torque command Tm * of the motor MG is output so that the torque obtained by subtracting the torque acting on the drive shaft 32b from the required torque Td * is output from the motor MG to the drive shaft 32b. Is set.

  Tmtmp = (Tr * -Teest2 ・ γ) / γ (9)

  When the target torque Te * of the engine 22 and the torque command Tm * of the motor MG are thus set, the target torque Te * of the engine 22 is transmitted to the engine ECU 24 and the torque command Tm * of the motor MG is transmitted to the motor ECU 40 ( Step S380), the drive control routine is terminated. The engine ECU 24 that has received the target torque Te * performs control such as intake air amount control, fuel injection control, and ignition control in the engine 22 so that the target torque Te * is output from the engine 22. Further, the motor ECU 40 that has received the torque command Tm * performs switching control of the switching element of the inverter 41b so that the motor MG is driven by the torque command Tm *. By such control, it is possible to travel by outputting a torque close to the required torque Tr * by the drive shaft 32b as compared with the case where the motor MG is controlled based on the target torque Te * of the engine 22.

  According to the hybrid vehicle 20B of the second embodiment described above, the twist angle of the damper 28 is calculated and the twist angle θ of the damper 28 is calculated based on the difference between the rotational speed Ne of the engine 22 and the rotational speed Nm of the motor MG. By multiplying the angle θ by the spring constant K of the damper 28, the estimated output torque Test2 is calculated as the torque that is actually output from the engine 22, and when the calculated estimated output torque Test2 is output from the engine 22, the drive shaft Since the engine 22 and the motor MG are controlled by setting the torque command Tm * of the motor MG so that the required torque Td * is output to 32b, the drive shaft 32b outputs a torque close to Td * as the required torque. can do.

  In the hybrid vehicle 20B of the second embodiment, the motor MG is connected to the input shaft 34b on the engine 22 side from the automatic transmission 30b. However, as illustrated in the hybrid vehicle 120B of the modified example of FIG. The motor MG may be connected to the drive shaft 32b closer to the axle than 30b. In this case, the rotational speed of the input shaft 34b is calculated by multiplying the rotational speed Nm of the motor MG by the current speed ratio γ of the automatic transmission 30, or rotational position detection for detecting the rotational position of the input shaft 34b. What is necessary is just to calculate based on the signal from a rotation position detection sensor provided with a sensor. In addition, the torque command Tm * of the motor MG calculates the temporary torque Tmtmp of the motor MG by the following equation (10) instead of the above equation (9), and is within the range of the input / output limits Win and Wout of the battery 50. The temporary torque Tmtmp may be set to be output from the MG.

  In the hybrid vehicle 20B of the second embodiment, in the drive control routine, the estimated torque Test2 of the engine 22 is first calculated (steps S310 to S320), and then the required torque Tr * and the target torque Te * of the engine 22 are set. Although it was assumed (steps S330 and S340), the order is not limited to this, and the required torque Tr * and the target torque Te * of the engine 22 are set first, and then the estimated torque Test of the engine 22 is set. It does n’t matter.

  Tmtmp = Td * -Teest2 ・ γ (10)

  Further, in the present embodiment, the contents of the present invention have been described as the hybrid vehicles 20 and 20B. However, the hybrid vehicle control method may be adopted.

  Here, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems will be described. In the first embodiment, the engine 22 corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the power distribution and integration mechanism 30 corresponds to a “planetary gear mechanism”, and the motor MG2 corresponds to a “motor”. The battery 50 corresponds to the “power storage means”, the crank position sensor 23 that detects the crank angle of the crankshaft 26, and the engine ECU 24 that calculates the rotational speed Ne of the engine 22 based on the signal from the crank position sensor 23. Corresponds to “output shaft rotational speed detection means”, and rotational speed detection sensors 43 and 44 for detecting the rotational position of the rotors of the motors MG1 and MG2, and the rotational speed Nm1 of the motors MG1 and MG2 based on the detected rotational position. , Nm2 is calculated, and the rotation speed Nc of the carrier shaft 34a is calculated based on the calculated rotation speeds Nm1, Nm2. The hybrid electronic control unit 70 that executes the process of step S110 of the drive control routine of FIG. 2 corresponds to the “input shaft speed detection means”, and the required torque Tr * is calculated based on the accelerator opening Acc and the vehicle speed V. The hybrid electronic control unit 70 that executes the process of step S140 of the drive control routine of FIG. 2 to be set corresponds to “required torque setting means”, and sets the required power Pe * based on the required torque Tr * and the required power. The hybrid electronic control unit 70 executes the processing of steps S140 and S150 of the drive control routine of FIG. 2 for setting a target operating point consisting of the target rotational speed Ne * and the target torque Te * based on Pe * and the operation line. Corresponds to “target operation point setting means”, and the rotational speed Nm1 of the motor MG1 and the engine 22 A hybrid electronic control unit that executes the process of step S160 of the drive control routine of FIG. 2 that calculates and sets the torque command Tm1 * of the motor MG1 based on the estimated output torque Test and the gear ratio ρ of the power distribution and integration mechanism 30. 70 corresponds to “generator torque command setting means”, and the difference between the rotational speed Ne of the engine 22 and the rotational speed Nc of the carrier shaft 34a is integrated to calculate the twist angle θ of the damper 28 and the calculated twist angle θ. 2 is multiplied by the spring constant K of the damper 28 to calculate the estimated output torque Test. The hybrid electronic control unit 70 that executes the processing of steps S120 and S130 of the drive control routine of FIG. 2 corresponds to the “engine torque estimating means”. The torque command Tm1 * divided by the gear ratio ρ of the power distribution and integration mechanism 30 is added to the required torque Tr *. In addition, a temporary torque Tm2tmp, which is a temporary value of the torque to be output from the motor MG2, is set by dividing by the gear ratio Gr of the reduction gear 35, and the temporary output from the motor MG2 within the range of the input / output limits Win and Wout of the battery 50. The hybrid electronic control unit 70 that executes the processing of steps S170 to S190 of the drive control routine of FIG. 2 for setting the torque command Tm2 * of the motor MG2 so that the torque Tm2tmp is output corresponds to the “motor torque command setting means”. The hybrid electronic control that executes the process of step S200 of the drive control routine of FIG. 2 that transmits the target rotational speed Ne * and the target torque Te * to the engine ECU 24 and transmits the torque commands Tm1 * and Tm2 * to the motor ECU 40. Based on unit 70, target speed Ne * and target torque Te * There engine ECU24 the torque command for controlling the engine 22 Tm1 *, the motor ECU40 for controlling the motor MG1, MG2 corresponds to a "control unit" based on Tm2 *. In the second embodiment, the engine 22 corresponds to the “internal combustion engine”, the automatic transmission 30b corresponds to the “transmission means”, the motor MG corresponds to the “electric motor”, and the battery 50 corresponds to the “power storage means”. The crank position sensor 23 for detecting the crank angle of the crankshaft 26 and the engine ECU 24 for calculating the rotational speed Ne of the engine 22 based on a signal from the crank position sensor 23 correspond to “output shaft rotational speed detecting means”. The rotational position detection sensor 43b that detects the rotational position of the rotor of the motor MG and the motor ECU 40 that calculates the rotational speed Nm of the motor MG based on the detected rotational position correspond to “input shaft rotational speed detection means”. 8, which sets the required torque Td * based on the accelerator opening Acc and the vehicle speed V. The hybrid electronic control unit 70 that executes the process of step S330 corresponds to “required torque setting means”, and the target torque Td * is divided by the current speed ratio γ of the automatic transmission 30b to be output from the engine 22. The hybrid electronic control unit 70 that executes the process of step S340 of the drive control routine of FIG. 8 for setting the torque Te * corresponds to “target torque setting means”, and the rotational speed Ne of the engine 22 and the rotational speed Nm of the motor MG. 8 to calculate the torsion angle θ of the damper 28 and to calculate the estimated output torque Test2 by multiplying the calculated torsion angle θ by the spring constant K of the damper 28, step S310 of the drive control routine of FIG. The hybrid electronic control unit 70 that executes the process of S320 performs "engine torque estimation". The torque to be output from the motor MG by subtracting the estimated output torque Test2 of the engine 22 multiplied by the current speed ratio γ of the automatic transmission 30b from the required torque Td * and further dividing by the speed ratio γ The temporary torque Tmtmp is calculated, and the motor MG torque command Tmtmp is set so that the temporary torque Tmtmp is output from the motor MG within the range of the input / output limits Win and Wout of the battery 50 in FIG. The hybrid electronic control unit 70 that executes the processing of steps S350 to S370 of the drive control routine corresponds to “motor torque command setting means”, and transmits the target torque Te * to the engine ECU 24 and the torque command Tm * of the motor MG. Hybrid electronic control unit 70 for transmission to motor ECU 40 A motor ECU40 for controlling the motor MG based on the torque command Te * and controls the engine 22 based on the engine ECU24 and the torque command Tm * corresponds to a "control unit".

  Here, in the first hybrid vehicle of the present invention, the “internal combustion engine” is not limited to an internal combustion engine that outputs power by a hydrocarbon-based fuel such as gasoline or light oil, but any type such as a hydrogen engine. The internal combustion engine may 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 “planetary gear mechanism” is not limited to the power distribution and integration mechanism 30, and an input in which the first rotating element among the three rotating elements is directly connected to the output shaft of the internal combustion engine via a torsion element. As long as the shaft is connected, the second rotating element is connected to the rotating shaft of the generator, and the third rotating element is connected to the drive shaft connected to the axle, it does not matter. . 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 and an electric motor such as a capacitor. The “output shaft rotational speed detection means” is not limited to the one that detects the crank position of the crankshaft 26 and calculates the rotational speed Ne of the engine 22 based on the detected crank position. Any number may be used as long as it can detect the output shaft rotation number. As the “input shaft rotational speed detection means”, the rotational positions of the rotors of the motors MG1 and MG2 are detected to calculate the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, and based on the calculated rotational speeds Nm1 and Nm2. The rotational speed of the input shaft is not limited to the one that calculates the rotational speed Nc of the shaft 34a, and the rotational speed of the input shaft, such as one that detects the rotational position of the input shaft and calculates the rotational speed of the input shaft based on the detected rotational position. As long as it can detect the input shaft rotation speed, it may be anything. 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 preset, the required torque is set based on the travel position on the travel route, as long as the required torque required for the drive shaft for travel is set. It does n’t matter. As the “target operation point setting means”, a required power Pe * is set based on the required torque Tr *, and a target consisting of the target rotational speed Ne * and the target torque Te * based on the required power Pe * and the operation line. It is not limited to the one that sets the operating point, but any one that sets the target operating point consisting of the target rotational speed and the target torque at which the internal combustion engine should be operated based on the set required torque. It doesn't matter. As the “generator torque command setting means”, based on the rotational speed Nm1 of the motor MG1, the estimated output torque Test estimated to be output from the engine 22, and the gear ratio ρ of the power distribution and integration mechanism 30, the motor MG1 It is not limited to the one that calculates and sets the torque command Tm1 *, but sets the generator torque command that is the torque command of the generator so that the internal combustion engine is operated at the target rotational speed at the set target operating point. It does not matter as long as it does. As the “engine torque estimating means”, the difference between the rotational speed Ne of the engine 22 and the rotational speed Nc of the carrier shaft 34a is integrated to calculate the twist angle θ of the damper 28, and the spring of the damper 28 is calculated to the calculated twist angle θ. The twist of the torsion element calculated based on the difference between the detected output shaft rotational speed and the detected input shaft rotational speed is not limited to the one that calculates the estimated output torque Test by multiplying by the constant K. As long as the engine torque, which is the torque output from the internal combustion engine, is estimated based on the angle and the spring constant of the torsion element, any method may be used. As the “motor torque command setting means”, the motor MG2 is obtained by adding the torque command Tm1 * divided by the gear ratio ρ of the power distribution and integration mechanism 30 to the required torque Tr * and further dividing by the gear ratio Gr of the reduction gear 35. Is set to a temporary torque Tm2tmp which is a temporary value of torque to be output from the motor MG2, and a torque command Tm2 * of the motor MG2 is output so that the temporary torque Tm2tmp is output from the motor MG2 within the range of the input / output limits Win and Wout of the battery 50. It is not limited to what is set. Torque obtained by subtracting the torque acting on the drive shaft from the set required torque when the estimated engine torque is output from the internal combustion engine is output from the motor to the drive shaft. As long as the motor torque command, which is a torque command of the motor, is set, any method may be used. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, the engine 22 is operated with the set target rotational speed Ne * and the target torque Te * and the motors MG1 and MG2 are driven with the torque commands Tm1 * and Tm2 *. And the motors MG1, MG2 are not limited to those that control the internal combustion engine and the generator so that the internal combustion engine is operated at the set target operation point and the generator is driven by the set generator torque command. As long as the motor is controlled so that the motor is driven by the set motor torque command, any method may be used. Further, in the second hybrid vehicle of the present invention, “internal combustion engine”, “electric motor”, “power storage means”, “output shaft rotational speed detection means”, “input shaft rotational speed detection means”, “required torque setting means” , “Engine torque estimating means” and “Motor torque command setting means” are limited to those described in the first and second embodiments, as in the first hybrid vehicle described above. is not. The "transmission means" is not limited to the automatic transmission 30b, but is connected to an input shaft directly connected to the output shaft of the internal combustion engine via a torsion element and a drive shaft connected to the axle. As long as the power is transmitted to the drive shaft with a changeable gear ratio, any power can be used. The “target torque setting means” is not limited to one that sets the target torque Te * to be output from the engine 22 by dividing the required torque Td * by the current speed ratio γ of the automatic transmission 30b. Any target torque may be set as long as the target torque to be output from the internal combustion engine is set based on the requested torque and the transmission gear ratio. 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, the “control means” is limited to one that controls the engine 22 and the motor MG so that the engine 22 is operated with the set target torque Te * and the motor MG is driven with the torque command Tm *. It is not limited to this, and any device may be used as long as it controls the internal combustion engine so that the set target torque is output from the internal combustion engine and controls the motor so that the motor is driven by the set motor torque command. .

  Note that the correspondence between the main elements of the embodiment and the modified example and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. Since this is an example for specifically describing the best mode for carrying out the invention, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  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 vehicle manufacturing industry.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as a first 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 1st 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, the target rotational speed Ne *, and the target torque Te * are set. 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; FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. It is a block diagram which shows the outline of a structure of the hybrid vehicle 20B of 2nd Example. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrid 70 of 2nd Example. It is a block diagram which shows the outline of a structure of the hybrid vehicle 120B of a modification.

Explanation of symbols

  20, 20B, 120, 120B Hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 30b automatic transmission, 30c for automatic transmission Electronic control unit (ATECU), 31 sun gear, 32 ring gear, 32a ring gear shaft, 32b drive shaft, 33 pinion gear, 34 carrier, 34a carrier shaft, 34b input shaft, 35 reduction gear, 40 electronic control unit for motor (motor ECU), 41, 41b, 42 Inverter, 43, 43b, 44 Rotation position detection sensor, 50 battery, 51 Temperature sensor, 52 Battery electronic control unit Re-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, MG, MG1, MG2 motor.

Claims (6)

An internal combustion engine, a generator capable of inputting / outputting power, and an input shaft in which a first rotation element among three rotation elements is directly connected to an output shaft of the internal combustion engine via a torsion element are connected and A planetary gear mechanism in which a second rotating element is connected to a rotating shaft of a generator and a third rotating element is connected to a driving shaft connected to an axle, and an electric motor capable of inputting and outputting power to the driving shaft And a power storage means capable of exchanging electric power with the generator and the electric motor,
Output shaft rotational speed detection means for detecting an output shaft rotational speed that is the rotational speed of the output shaft;
Input shaft rotational speed detection means for detecting the input shaft rotational speed which is the rotational speed of the input shaft;
A required torque setting means for setting a required torque required for the drive shaft for traveling;
Target operating point setting means for setting a target operating point comprising a target rotational speed and a target torque for operating the internal combustion engine based on the set required torque;
Generator torque command setting means for setting a generator torque command that is a torque command of the generator so that the internal combustion engine is operated at a target rotational speed at the set target operation point;
Output from the internal combustion engine based on the torsion angle of the torsion element and the spring constant of the torsion element calculated based on the difference between the detected output shaft speed and the detected input shaft speed. Engine torque estimating means for estimating the engine torque that is
The electric motor such that a torque obtained by subtracting a torque acting on the drive shaft from the set required torque when the estimated engine torque is output from the internal combustion engine is output from the electric motor to the drive shaft. Motor torque command setting means for setting a motor torque command which is a torque command of
The internal combustion engine is operated at the set target operation point, and the internal combustion engine and the generator are controlled so as to be driven by the set generator torque command, and the set electric motor Control means for controlling the electric motor so that the electric motor is driven by a torque command;
A hybrid car with The hybrid vehicle according to claim 1,
The generator torque command setting means includes a feedforward term based on the estimated engine torque, and a feedback term for reducing a difference between the detected output shaft rotational speed and the target rotational speed at the set target operating point. And a means for setting the generator torque command by adding
Hybrid car. The drive shaft connected to an internal combustion engine, an input shaft directly connected to the output shaft of the internal combustion engine via a torsion element, and a drive shaft connected to an axle to change the power of the input shaft. A hybrid vehicle comprising: transmission means for transmitting to the motor; an electric motor capable of inputting and outputting power to the input shaft or the drive shaft; and an electric storage means capable of exchanging electric power with the electric motor,
Output shaft rotational speed detection means for detecting an output shaft rotational speed that is the rotational speed of the output shaft;
Input shaft rotational speed detection means for detecting the input shaft rotational speed which is the rotational speed of the input shaft;
A required torque setting means for setting a required torque required for the drive shaft for traveling;
Target torque setting means for setting a target torque to be output from the internal combustion engine based on the set required torque and a gear ratio of the transmission means;
Output from the internal combustion engine based on the torsion angle of the torsion element and the spring constant of the torsion element calculated based on the difference between the detected output shaft speed and the detected input shaft speed. Engine torque estimating means for estimating the engine torque that is
The electric motor such that a torque obtained by subtracting a torque acting on the drive shaft from the set required torque when the estimated engine torque is output from the internal combustion engine is output from the electric motor to the drive shaft. Motor torque command setting means for setting a motor torque command which is a torque command of
Control means for controlling the internal combustion engine so that the set target torque is output from the internal combustion engine and controlling the electric motor so that the electric motor is driven by the set electric motor torque command;
A hybrid car with A hybrid vehicle according to any one of claims 1 to 3,
The engine torque estimation means includes a torsion angle of the torsion element and a spring constant of the torsion element calculated by integrating and calculating a difference between the detected output shaft speed and the detected input shaft speed. Is a means for estimating the engine torque by multiplying by
Hybrid car. An internal combustion engine, a generator capable of inputting / outputting power, and an input shaft in which a first rotation element among three rotation elements is directly connected to an output shaft of the internal combustion engine via a torsion element are connected and A planetary gear mechanism in which a second rotating element is connected to a rotating shaft of a generator and a third rotating element is connected to a driving shaft connected to an axle, and an electric motor capable of inputting and outputting power to the driving shaft And a power storage means capable of exchanging electric power with the generator and the electric motor, and a control method of a hybrid vehicle comprising:
(A) setting a required torque required for the drive shaft for traveling;
(B) setting a target operating point consisting of a target rotational speed and a target torque for operating the internal combustion engine based on the set required torque;
(C) The torsion angle of the torsion element and the spring constant of the torsion element calculated based on the difference between the output shaft rotation speed that is the rotation speed of the output shaft and the input shaft rotation speed that is the rotation speed of the input shaft And estimating the engine torque which is the torque output from the internal combustion engine based on
(D) setting a generator torque command that is a torque command of the generator so that the internal combustion engine is operated at a target rotational speed at the set target operating point;
(E) The torque obtained by subtracting the torque acting on the drive shaft from the set required torque when the estimated engine torque is output from the internal combustion engine is output from the electric motor to the drive shaft. Set the motor torque command, which is the torque command of the motor,
(F) controlling the internal combustion engine and the generator so that the internal combustion engine is operated at the set target operation point and the generator is driven by the set generator torque command; Controlling the electric motor so that the electric motor is driven by a torque command;
Control method of hybrid vehicle. The drive shaft connected to an internal combustion engine, an input shaft directly connected to the output shaft of the internal combustion engine via a torsion element, and a drive shaft connected to an axle to change the power of the input shaft. A hybrid vehicle control method comprising: transmission means for transmitting to the motor; an electric motor capable of inputting and outputting power to the input shaft or the drive shaft; and an electric storage means capable of exchanging electric power with the electric motor,
(A) setting a required torque required for the drive shaft for traveling;
(B) setting a target torque to be output from the internal combustion engine based on the set required torque and the speed ratio of the transmission means;
(C) The torsion angle of the torsion element and the spring constant of the torsion element calculated based on the difference between the output shaft rotation speed that is the rotation speed of the output shaft and the input shaft rotation speed that is the rotation speed of the input shaft And estimating the engine torque which is the torque output from the internal combustion engine based on
(D) A torque obtained by subtracting a torque acting on the drive shaft from the set required torque when the estimated engine torque is output from the internal combustion engine is output from the electric motor to the drive shaft. Set the motor torque command, which is the torque command of the motor,
(E) controlling the internal combustion engine so that the set target torque is output from the internal combustion engine and controlling the electric motor so that the electric motor is driven by the set electric motor torque command;
Control method of hybrid vehicle.

Images