JP2013112048A - Control device and control method for power output device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To more excellently suppress vibration or noise from an engine by accurately controlling the revolution speed of the engine by an electric motor connected to the output shaft of the engine via a torsion element.SOLUTION: When an engine 22 is run, the revolution speed Nm1 of a motor MG1 is obtained, and the obtained revolution speed Nm1 is corrected based on the torsion angle θd of a damper 28 serving as a torsion element to calculate a control revolution number Nmc1 (steps S130 to S150). The motor MG1 is controlled so as to eliminate a difference between the target revolution number Nm1* set based on the target revolution number Ne* of the engine 22 and the control revolution number Nmc1 (steps S160 to S200).

Description

  The present invention relates to a control device and a control method for a power output device including an engine capable of outputting power and an electric motor connected to the output shaft of the engine through at least a torsion element.

  Conventionally, as a control device for this type of power output device, an input shaft that receives power from an engine, a rotating shaft and a drive shaft of a motor generator are mechanically coupled, and power from the engine is supplied to the motor generator and the drive shaft. A power split mechanism configured to mechanically distribute the power split between the engine output shaft and the power split mechanism input shaft, and the relative rotation between the engine output shaft and the power split mechanism input shaft. A device that controls a power output device including a damper that transmits power while suppressing has been proposed (see, for example, Patent Document 1). The control device estimates and calculates the engine torque using the rotational angular velocity of the crankshaft calculated from the detection value of the engine speed sensor, and calculates the estimated engine torque based on the torsion angle of the damper. Correction is performed using a correction term consisting of force, and engine abnormality is diagnosed based on the corrected estimated engine torque. Thus, by correcting the estimated engine torque by the correction term composed of the elastic force of the damper calculated based on the torsion angle of the damper, the elasticity of the damper acting on the crankshaft of the engine according to the rotational state of the motor generator The estimated engine torque can be calculated with higher accuracy in consideration of the force, and the engine abnormality can be detected more accurately based on the estimated engine torque.

JP 2009-29212 A

  In the above-described conventional power output device, the engine speed oscillates at a predetermined cycle due to engine torque pulsation, damper resonance, etc., and thereby connected to the engine crankshaft via a damper or power split mechanism. The rotational speed of the motor generator also vibrates. Since a damper is interposed between the engine and the motor generator, the rotational speed fluctuates before and after the damper, and the phase between the engine rotational speed vibration and the motor generator rotational speed vibration may shift. For this reason, when the engine speed is controlled by the motor generator, the engine speed control can be accurately performed due to the phase shift between the engine speed vibration and the motor speed vibration. Therefore, there is a risk of promoting vibration and noise from the engine.

  The control device and the control method for a power output apparatus according to the present invention control vibrations and noise from the engine more accurately by controlling the rotational speed of the engine with an electric motor connected to the output shaft of the engine via at least a torsion element. The main purpose is to suppress well.

  In order to achieve the above-mentioned main object, the power output device control device and control method of the present invention employ the following means.

The control device of the power output device of the present invention is
In a control device for a power output device comprising: an engine capable of outputting power; and an electric motor connected to the output shaft of the engine via at least a torsion element and capable of inputting and outputting power to the output shaft;
When the engine is operated, the rotational speed of the electric motor is acquired, and the acquired rotational speed is corrected based on the twist angle of the torsion element to set the control rotational speed, and the target engine of the engine The electric motor is controlled such that there is no difference between the target rotational speed of the electric motor set based on the rotational speed and the control rotational speed.

  In the control device for the power output apparatus of the present invention, when the engine is operated, the rotation speed of the electric motor is acquired, and the acquired rotation speed is corrected based on the twist angle of the twist element. The rotational speed is calculated, and the electric motor is controlled so that there is no difference between the target rotational speed of the motor set based on the target engine rotational speed of the engine and the control rotational speed. Thus, by correcting the rotational speed of the electric motor based on the twist angle of the torsion element and setting the rotational speed for control, the phase between the rotational speed vibration of the engine output shaft and the vibration of the rotational speed for motor control Therefore, by controlling the motor so that there is no difference between the control rotational speed and the target rotational speed of the motor, the rotational speed of the engine can be controlled more accurately and vibration from the engine can be controlled. And noise can be suppressed more satisfactorily.

Further, the rotational speed for control is calculated by subtracting the output rotational speed from the input rotational speed of the torsional element based on the torsion angle to calculate a rotational speed difference, and the calculated rotational speed difference is a value converted to the rotating shaft of the motor. May be set by adding to the acquired number of rotations of the motor. As described above, by setting the control rotational speed of the electric motor based on the rotational speed difference between the input rotational speed and the output rotational speed of the torsion element, the phase of the rotational speed vibration of the engine output shaft and the control rotational speed The deviation from the vibration phase can be suppressed more favorably. Therefore, by controlling the electric motor so that there is no difference between the control rotational speed and the target rotational speed of the motor, the engine rotational speed can be controlled with higher accuracy to further suppress vibration and noise from the engine. can do.

  In addition, the power output device can input and output a first rotating element connected to the output shaft of the engine via the torsion element, a second rotating element connected to the rotating shaft of the electric motor, and power. A planetary gear mechanism having a third rotating element connected to the second electric motor may be further provided.

The method for controlling the power output apparatus of the present invention includes:
In a control method of a power output device comprising: an engine capable of outputting power; and an electric motor capable of inputting / outputting power connected to the output shaft of the engine via at least a torsion element,
When the engine is operated, the rotational speed of the electric motor is acquired, and the acquired rotational speed is corrected based on the twist angle of the torsion element to set the control rotational speed, and the target engine of the engine The electric motor is controlled such that there is no difference between the target rotational speed of the motor set based on the rotational speed and the control rotational speed.

  According to the control method for a power output apparatus of the present invention, it is possible to suppress a phase shift between the rotation speed vibration of the engine output shaft and the vibration of the motor control rotation speed. By controlling the electric motor so that there is no difference from the target rotational speed, the rotational speed of the engine can be controlled with higher accuracy, and vibration and noise from the engine can be better suppressed.

1 is a schematic configuration diagram of a hybrid vehicle 20 that is an example of a hybrid vehicle including a control device for a power output device according to the present invention. 7 is a flowchart illustrating an example of a drive control routine that is executed by the hybrid ECU 70 at predetermined time intervals when the engine 22 is in operation. It is explanatory drawing which shows an example of the map for request | requirement torque setting. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the planetary gear 30 when the engine 22 is operated. FIG. It is a time chart which shows an example of the time change state of the rotation speed Ne of the engine 22, the rotation speed Nm1 of the motor MG1, and the control rotation speed Nmc1 when executing the drive control routine.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 which is an example of a hybrid vehicle including a control device for a power output apparatus according to the present invention. A hybrid vehicle 20 shown in the figure includes an engine (internal combustion engine) 22 that outputs power using a hydrocarbon fuel such as gasoline and light oil, a single-pinion planetary gear 30, and a motor MG1 that mainly operates as a generator. And a motor MG2 for inputting / outputting power via a planetary gear type reduction gear mechanism 36 to a drive shaft 35 connected to the drive wheels 39a, 39b via a transmission gear mechanism 37 and a differential gear 38.

  Further, hybrid vehicle 20 is connected to an engine electronic control unit (hereinafter referred to as “engine ECU”) 24 for controlling engine 22, inverters 41 and 42 for driving motors MG 1 and MG 2, and inverters 41 and 42. Battery 50, motor electronic control unit (hereinafter referred to as “motor ECU”) 40 that controls motors MG 1 and MG 2 via inverters 41 and 42, and battery electronic control unit (hereinafter referred to as “motor ECU”) 40 that manages battery 50. And a hybrid electronic control unit (hereinafter referred to as “hybrid ECU”) 70 that controls the entire vehicle while communicating with the engine ECU 24, the motor ECU 40, the battery ECU 55, and the like.

  The engine ECU 24 is configured as a microcomputer centered on a CPU (not shown). In addition to the CPU, a ROM that stores various programs, a RAM that temporarily stores data, an input / output port, and a communication port (all not shown). Etc.). The engine ECU 24 includes a state of the engine 22 such as a crank position from a crank position sensor (not shown) that detects the rotational position of the crankshaft 26 and a throttle opening TH from a throttle opening sensor (not shown) that detects the opening of a throttle valve. Signals from various sensors for detecting the signal are input via the input port. The engine ECU 24 outputs a control signal for controlling the fuel injection amount, intake air amount, ignition timing, and the like of the engine 22. The engine ECU 24 communicates with the hybrid ECU 70, controls the engine 22 based on a signal from the hybrid ECU 70, a signal from the sensor, and the like, and transmits data related to the operating state of the engine 22 to the hybrid ECU 70 as necessary. Further, the engine ECU 24 calculates the rotational speed of the crankshaft 26 based on the signal from the crank position sensor, that is, the rotational speed Ne of the engine 22, and detects the rotational speed Ne of the engine 22 detected by, for example, the rotational speed Ne or an air flow meter (not shown). Based on the intake air amount or throttle opening TH, a predetermined map or calculation formula, engine torque Test, which is an estimated value of torque output from engine 22, is calculated.

  The planetary gear 30 is connected to the sun gear (second element) 31 connected to the rotor (rotary shaft) of the motor MG1 and to the drive shaft 35 and to the rotor (rotary shaft) of the motor MG2 via the reduction gear mechanism 36. And a planetary carrier (first element) 34 that supports the plurality of pinion gears 33 and is connected to the crankshaft 26 of the engine 22 via a damper 28 as a torsion element. When the motor MG1 functions as a generator that generates power using at least part of the power from the engine 22, the planetary gear 30 transmits the power from the engine 22 transmitted to the planetary carrier 34 to the sun gear 31 and the ring gear 32. Distribute according to gear ratio. In addition, planetary gear 30 integrates the power from engine 22 transmitted to planetary carrier 34 and the power from motor MG1 transmitted to sun gear 31 when motor MG1 functions as an electric motor, and outputs it to ring gear 32. The power output to the ring gear 32 is finally output to the drive wheels 39a and 39b via the drive shaft 35, the transmission gear mechanism 37, the differential gear 38, and the like. The damper 28 includes at least an input element 28a connected to the crankshaft 26, an output element 28b connected to the planetary carrier 34, and a plurality of elastic bodies arranged between the input element 28a and the output element 28b. (Spring) 28c.

  Motors MG1 and MG2 are configured as well-known synchronous generator motors, and exchange power with battery 50 via inverters 41 and 42, respectively. The power line 45 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the power generated by one of the motors MG1 and MG2 can be consumed by the other. And Therefore, the battery 50 is charged / discharged according to the electric power generated or consumed by the motors MG1, MG2, and is not charged / discharged if the balance of electric power is balanced between the motors MG1 and MG2.

  The motor ECU 40 is configured as a microcomputer centering on a CPU (not shown). In addition to the CPU, a ROM for storing various programs, a RAM for temporarily storing data, an input / output port and a communication port (all not shown). Etc.). The motor ECU 40 receives signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, phase currents applied to the motors MG1 and MG2 detected by a current sensor (not shown), and the like. The motor ECU 40 outputs a switching control signal and the like to the inverters 41 and 42. Further, motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of motors MG1 and MG2 based on signals input from rotational position detection sensors 43 and 44. Further, the motor ECU 40 communicates with the hybrid ECU 70, controls the motors MG1 and MG2 based on signals from the hybrid ECU 70, and transmits data related to the states of the motors MG1 and MG2 to the hybrid ECU 70 as necessary.

  The battery 50 is configured as a lithium ion secondary battery or a nickel hydride secondary battery having a rated output voltage of 200 to 300 V, for example. The battery ECU 55 that manages the battery 50 is also configured as a microcomputer centered on a CPU (not shown). In addition to the CPU, a ROM that stores various programs, a RAM that temporarily stores data, an input / output port, and communication Ports (none of which are shown). Further, the battery ECU 55 communicates with the hybrid ECU 70 and the engine ECU 24, and transmits data regarding the state of the battery 50 to the hybrid ECU 70 and the like as necessary. The battery ECU 55 includes a charge / discharge voltage (inter-terminal voltage) Vb from a voltage sensor (not shown) installed between the terminals of the battery 50, a current (not shown) installed in a power line connected to the output terminal of the battery 50. A charge / discharge current Ib from the sensor, a battery temperature Tb from a temperature sensor (not shown) installed in the battery 50, and the like are input. The charge / discharge voltage Vb and the charge / discharge current Ib are positive on the discharge side and negative on the charge side.

  Further, the battery ECU 55 calculates an integrated value of the charging / discharging current Ib from the current sensor, calculates a remaining capacity SOC indicating a charging ratio of the battery 50 based on the integrated value, and calculates a battery based on the remaining capacity SOC. The charge / discharge required power Pb * (here, the discharge side is positive and the charge side is negative) as 50 target charge / discharge power is calculated. Further, the battery ECU 55 receives the input limit Win as the allowable charging power that is the power allowed for charging the battery 50 based on the remaining capacity SOC and the battery temperature Tb, and the allowable discharge that is the power allowed for discharging the battery 50. An output limit Wout as power is calculated. The input limit Win of the battery 50 can be set by multiplying the base value corresponding to the battery temperature Tb by the input limiting correction coefficient corresponding to the remaining capacity SOC of the battery 50, and the output limit Wout corresponds to the battery temperature Tb. This base value can be set by multiplying the output limit correction coefficient corresponding to the remaining capacity SOC of the battery 50.

  The hybrid ECU 70 is configured as a microcomputer centering on the CPU 72, and has a ROM 74 for storing various programs, a RAM 76 for temporarily storing data, an input / output port and a communication port (not shown), and the like in addition to the CPU 72. As described above, the hybrid ECU 70 communicates with the engine ECU 24, the motor ECU 40, the battery ECU 55, and the like, and exchanges various signals and data with the engine ECU 24, the motor ECU 40, the battery ECU 55, and the like. Further, the hybrid ECU 70 includes a shift range SR from the shift range sensor 82 that detects an ignition signal from the ignition switch (start switch) 80, a shift range SR corresponding to the operation position (shift position) of the shift lever 81, an accelerator pedal. Accelerator opening (accelerator operation amount) Acc from the accelerator pedal position sensor 84 for detecting the depression amount of 83, brake pedal stroke BS from the brake pedal stroke sensor 86 for detecting the depression amount of the brake pedal 85, and from the vehicle speed sensor 87 The vehicle speed V or the like is input via the input port.

  In the hybrid vehicle 20 configured as described above, the required torque Tr * to be output to the drive shaft 35 is calculated based on the accelerator opening Acc and the vehicle speed V, and the torque corresponding to the required torque Tr * is output to the drive shaft. The engine 22 is controlled so as to be output to the engine 35, and torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set. In the control mode of the engine 22, the motor MG1 and the motor MG2, the engine 22 is controlled so that power corresponding to the required torque Tr * is output from the engine 22, and all of the power output from the engine 22 is transmitted to the planetary gear 30 and the motor. Torque conversion operation mode for controlling the motors MG1 and MG2 so that the torque is converted by MG1 and MG2 and output to the drive shaft 35, and the power corresponding to the sum of the required torque Tr * and the power required for charging and discharging the battery 50 The engine 22 is controlled so as to be output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 is torque-converted by the planetary gear 30 and the motors MG1 and MG2. The torque corresponding to the required torque Tr * There are included charge-discharge drive mode for controlling the motors MG1 and MG2 to be outputted to the drive shaft 35. Moreover, in the hybrid vehicle 20, when a predetermined condition is satisfied under the torque conversion operation mode or the charge / discharge operation mode, intermittent operation for automatically stopping and starting the engine 22 is executed.

  Next, the operation of the hybrid vehicle 20 configured as described above will be described. FIG. 2 is a flowchart illustrating an example of a drive control routine that is executed by the hybrid ECU 70 every predetermined time (for example, every several msec) while the engine 22 is operating.

  At the start of the drive control routine of FIG. 2, the hybrid ECU 70 (CPU 72) determines the accelerator opening degree Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 87, the rotational speed Ne of the engine 22, the engine torque Test, and the motor. Input processing of data necessary for control such as the rotation speeds Nm1 and Nm2 of MG1 and MG2, the charge / discharge required power Pb * of the battery 50, the input limit Win and the output limit Wout is executed (step S100). The rotational speed Ne and engine torque Test of the engine 22 are input from the engine ECU 24 through communication, and the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 through communication, and the charge / discharge required power Pb * of the battery 50 The input limit Win and the output limit Wout are input from the battery ECU 55 by communication.

  After the data input process in step S100, the hybrid ECU 70 derives a value corresponding to the accelerator opening Acc and the vehicle speed V input in step S100 from the required torque setting map illustrated in FIG. After setting as the required torque Tr * to be performed, a required power Pe * that is a command value of power to be output to the engine 22 is set (step S110). The required power Pe * is the required travel power required for traveling of the hybrid vehicle 20, that is, the required torque Tr * required for travel and the rotational speed Nr of the drive shaft 35 (the rotational speed Nm2 / motor MG2 / the gear of the reduction gear mechanism 36). It is obtained by adding the loss Loss to a value obtained by subtracting the charge / discharge required power Pb * from the product of the ratio Gr or vehicle speed V × conversion coefficient k).

  Next, the hybrid ECU 70 sets a target rotational speed Ne * and a target torque Te * that are target operating points of the engine 22 based on the required power Pe * (step S120). In the embodiment, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on a predetermined operation line (not shown) and the required power Pe * in order to operate the engine 22 efficiently. . The operating line is obtained by connecting operating points at which the engine 22 is operated most efficiently for each engine required power Pe * obtained through experiments and analyses.

  Subsequently, the hybrid ECU 70 calculates the torsion angle θd (rad) of the damper 28 according to the following equation (1) (step S130). Here, “k” in the equation (1) is the spring constant of the damper 28, and “ρ” is the gear ratio of the planetary gear 30 (the number of teeth of the sun gear 31 / the number of teeth of the ring gear 32). “Tm1 *” is the torque command value of the motor MG1 set immediately before execution of this routine, “Im” is the inertia of the drive component downstream of the damper 28, and “dNc / dt” is The time differential value (drive-side angular acceleration) of the rotational speed Nc of the planetary carrier 34 of the planetary gear 30, “Ie” is the inertia of the engine 22, and “dNe / dt” is the engine 22 input in step S 100. Is the time differential value (engine side angular acceleration) of the rotation speed Ne. As “dt”, the execution cycle of this routine is used, and the rotational speed Nc of the planetary carrier 34 is based on the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 input in step S100. Is calculated according to Equation (2) is a dynamic relational expression for the rotating element of the planetary gear 30 and is easily derived from the collinear chart of FIG. 4 showing the dynamic relation between the rotational speed and torque in the rotating element of the planetary gear 30. Can be done.

θd = 2 / k × ((1 + ρ) / ρ × previous Tm1 * -Teest-Im × dNc / dt-Ie × dNe / dt) (1)
Nc = ρ / (1 + ρ) × Nm1 + 1 / (1 + ρ) × Nm2 (2)

  Here, the torsion angle θd of the damper 28 calculated according to the equation (1) is calculated from the rotational angle θe of the input element 28a of the damper 28, that is, the crankshaft 26 of the engine 22, as shown in the following equation (3). It is equal to the value obtained by subtracting the rotation angle θc of the planetary carrier 34 of the output element 28 b, that is, the planetary gear 30. Therefore, as shown in the following equation (4), the input rotation speed of the damper 28, that is, the rotation speed of the crankshaft 26 of the engine 22 is obtained by time-differentiating the torsion angle θd of the damper 28 and multiplying the value (60 / 2π). A rotation speed difference Nd (rpm) between Ne (rpm) and the output rotation speed of the damper 28, that is, the rotation speed Nc (rpm) of the planetary carrier 34 of the planetary gear 30 can be calculated (step S140).

θd = θe-θc (3)
Nd = 60 / 2π x dθd / dt = 60 / 2π x dθe / dt-60 / 2π x dθc / dt = Ne-Nc (4)

  After calculating the rotational speed difference Nd between the rotational speed Ne of the crankshaft 26 of the engine 22 and the rotational speed Nc of the planetary carrier 34 in this manner, the hybrid ECU 70 sets the control rotational speed Nmc1 according to the following equation (5). (Step S150). However, “(1 + ρ) / ρ × Nd” in the second term on the right side of the equation (5) is the rotational speed difference Nd between the rotational speed Ne of the crankshaft 26 of the engine 22 and the rotational speed Nc of the planetary carrier 34. Of the sun gear 31 of the planetary gear 30, that is, the rotary shaft converted value of the motor MG 1.

  Nmc1 = Nm1 + (1 + ρ) / ρ × Nd (5)

  Here, FIG. 5 shows an example of changes over time in the rotational speed Ne of the engine 22, the rotational speed Nm1 of the motor MG1, and the control rotational speed Nmc1 when the engine 22 is operated. As shown in the figure, in the hybrid vehicle 20 of the embodiment, the rotational speed Ne of the engine 22 vibrates at a predetermined cycle due to torque pulsation of the engine 22, resonance of the damper 28, and the like. Further, the rotational speed Nm1 of the motor MG1 connected through the damper 28 and the planetary gear 30 also vibrates. Since damper 28 is interposed between engine 22 and motor MG1, between input element 28a and output element 28b of damper 28, that is, between crankshaft 26 of engine 22 and planetary carrier 34 of planetary gear 30. The rotational speed fluctuates, which may cause a phase shift between the rotational speed vibration of the engine 22 and the rotational speed vibration of the motor MG1. Therefore, in the hybrid vehicle 20 of the embodiment, the rotational speed Ne of the crankshaft 26 of the engine 22 and the rotational speed of the planetary carrier 34 are added to the rotational speed Nm1 of the motor MG1 input in step S100 as shown in the above formula (5). The rotational speed Nmc1 for control is set by adding the rotational axis conversion value of the motor MG1 with the rotational speed difference Nd from Nc. As a result, as shown in FIG. 5, it is possible to satisfactorily suppress the deviation between the vibration phase of the control rotational speed Nmc1 and the rotational speed vibration of the crankshaft 26 of the engine 22.

  Then, the hybrid ECU 70 uses the rotational speed command Ne *, the rotational speed Nr (Nm2 / Gr or k × V) of the drive shaft 35, and the gear ratio ρ of the planetary gear 30 to satisfy the target rotational speed of the motor MG1. After calculating the number Nm1 *, the torque command Tm1 for the motor MG1 according to the following equation (7) using the target torque Te * of the engine 22, the target speed Nm1 *, the control speed Nmc1 set in step S150, and the like. * Is set (step S160). Equation (6) is derived from the collinear diagram of FIG. 4 when the rotation speed Nc of the planetary carrier 34 and the rotation speed Ne of the engine 22 are assumed to be the same value. Expression (7) is a relational expression in feedback control for eliminating the difference between the target rotational speed Nm1 * corresponding to the rotational speed command Ne * of the engine 22 of the motor MG1 and the control rotational speed Nmc1. In equation (7), “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. In this way, the motor is controlled so that there is no difference between the control rotational speed Nmc1 considering the torsion angle θd of the damper 28 and the target rotational speed Nm1 * of the motor MG1 set based on the target rotational speed Ne * of the engine 22. By performing feedback control of MG1, the rotational speed Ne of the engine 22 can be controlled with higher accuracy, and vibration and noise from the engine 22 can be satisfactorily suppressed.

Nm1 * = Ne * × (1 + ρ) / ρ-Nm2 / (Gr × ρ) (6)
Tm1 * =-ρ / (1 + ρ) × Te * + k1 × (Nm1 * -Nmc1) + k2 × ∫ (Nm1 * -Nmc1) dt (7)

  After setting the torque command Tm1 * for the motor MG1, the hybrid ECU 70 uses the input / output limits Win and Wout of the battery 50, the torque command Tm1 *, and the current rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 from the motor MG2. Torque limits Tmin and Tmax as upper and lower limits of torque that may be output are calculated according to the following equations (8) and (9) (step S170). Further, the hybrid ECU 70 uses the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the planetary gear 30 and the gear ratio Gr of the reduction gear mechanism 36, and a target torque Tm2tag that is a target value of torque to be output from the motor MG2. Is calculated according to the following equation (10) (step S180). Then, the torque command Tm2 * for the motor MG2 is set to a value in which the target torque Tm2tag is limited by the torque limits Tmin and Tmax (step S190). Thus, the torque output from motor MG2 to drive shaft 35 can be limited within the range of input / output limits Win and Wout of battery 50. Equation (10) can also be easily derived from the collinear chart described above.

Tmin = (Win-Tm1 * × Nm1) / Nm2 (8)
Tmax = (Wout-Tm1 * × Nm1) / Nm2 (9)
Tm2tag = (Tr * + Tm1 * / ρ) / Gr (10)

  After setting torque commands Tm1 * and Tm2 * for motors MG1 and MG2, hybrid ECU 70 transmits engine 22 rotation speed command Ne * and target torque Te * to engine ECU 24, and torque commands Tm1 for motors MG1 and MG2. * And Tm2 * are transmitted to the motor ECU 40 (step S200), and this routine is temporarily terminated. The engine ECU 24 that has received the rotational speed command Ne * and the target torque Te * from the hybrid ECU 70 executes intake air amount control, fuel injection control, ignition timing control, and the like based on the rotational speed command Ne * and the target torque Te *. To do. As a result, the engine 22 is operated so as to output a torque corresponding to the target torque Te *. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * from the hybrid ECU 70 switches the inverters 41 and 42 so that the motor MG1 is driven according to the torque command Tm1 * and the motor MG2 is driven according to the torque command Tm2 *. Switching control of the element is performed.

  As described above, in the hybrid vehicle 20 of the embodiment, when the engine 22 is operated, the rotation speed Nm1 of the motor MG1 is acquired, and the acquired rotation speed Nm1 is based on the twist angle θd of the damper 28. The control rotational speed Nmc1 is calculated by correcting the motor speed so as to eliminate the difference between the target rotational speed Nm1 * of the motor MG1 set based on the target rotational speed Ne * of the engine 22 and the control rotational speed Nmc1. MG1 is controlled. Thus, by correcting the rotational speed Nm1 of the motor MG1 based on the torsion angle θd of the damper 28 and setting the control rotational speed Nmc1, the rotational speed vibration of the crankshaft 26 (output shaft) of the engine 22 and the motor are set. Since the phase shift from the vibration of the control rotation speed Nmc1 of MG1 can be suppressed more satisfactorily, the motor MG1 is controlled so that the difference between the control rotation speed Nmc1 and the target rotation speed Nm1 * of the motor MG1 is eliminated. By controlling, it becomes possible to control the rotation speed Ne of the engine 22 with higher accuracy and to more effectively suppress vibration and noise from the engine 22.

  In the above embodiment, the control rotational speed Nmc1 is determined based on the torsion angle θd based on the input element 28a and the output element 28b of the damper 28, that is, the rotational speed Ne of the crankshaft 26 of the engine 22 and the rotational speed Nc of the planetary carrier 34. Is calculated by adding the rotation axis converted value of the motor MG1 of the calculated rotation speed difference Nd to the rotation speed Nm1 of the motor MG1. Thus, by setting the control rotational speed Nmc1 of the motor MG1 based on the rotational speed difference Nd between the input rotational speed and the output rotational speed of the damper 28, the phase and control of the rotational speed vibration of the crankshaft of the engine 22 are controlled. The deviation from the vibration phase of the rotational speed Nmc1 can be suppressed more favorably. Therefore, by controlling the motor MG1 so that the difference between the control rotational speed Nmc1 and the target rotational speed Nm1 * of the motor MG1 is eliminated, the rotational speed Ne of the engine 22 can be controlled with higher accuracy, Noise can be suppressed even better.

  The hybrid vehicle 20 includes a sun gear 31 connected to the rotation shaft of the motor MG1, a ring gear 32 connected to the drive shaft 35 connected to the drive wheels DW, and a planetary connected to the crankshaft 23 of the engine 22. Although the planetary gear 30 having the carrier 34 is included, the application target of the present invention is not limited to this. That is, instead of connecting the engine 22 and the motors MG1 and MG2 to the rotating element of the planetary gear 30 as described above, the rotating shaft of the motor MG2 is connected to the sun gear 31 of the planetary gear 30, and the rotating shaft of the motor MG1 is connected to the ring gear 32. And the crankshaft 23 of the engine 22 may be connected via a damper, and the planetary carrier 34 may be connected to a drive shaft connected to the drive wheels DW. The hybrid vehicle to which the present invention is applied may be a so-called one-motor hybrid vehicle. Further, in the hybrid vehicle 20 described above, instead of the reduction gear mechanism 36, for example, a plurality of planetary gears are included and two or more gear stages of Hi and Lo or three or more gear stages are provided, and the rotational speed of the motor MG2 is increased. A transmission that changes speed and transmits it to the drive shaft 35 may be adopted.

  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 capable of outputting power corresponds to an “engine” and is connected to the crankshaft 26 (output shaft) of the engine 22 via at least a damper 28 (twisting element) and transmits power to the crankshaft 26. The input / output motor MG1 corresponds to an “electric motor”. However, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the invention described in the column of means for solving the problem by the embodiment. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. In other words, the examples are merely specific examples of the invention described in the column of means for solving the problem, and the interpretation of the invention described in the column of means for solving the problem is It should be done based on the description.

  As mentioned above, although the embodiment of the present invention has been described using examples, the present invention is not limited to the above-described examples, and various modifications can be made without departing from the scope of the present invention. Needless to say.

  The present invention can be used in manufacturing industries such as power output devices and hybrid vehicles.

  20, 20B Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 31 sun gear, 32 ring gear, 33 pinion gear, 34 planetary carrier, 35 drive shaft, 36 reduction gear Mechanism, 37 transmission gear mechanism, 38 differential gear, 39a, 39b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42, 49 inverter, 43, 44 rotational position detection sensor, 45 power line, 50 battery, 55 Electronic control unit for battery (battery ECU), 70 Electronic control unit for hybrid (hybrid ECU), 72 CPU, 74 ROM, 76 RAM, 81 Shift lever, 82 Shift range Capacitors, 83 an accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal stroke sensor, 87 vehicle speed sensor, MG1, MG2 motor.

Claims (4)

In a control device for a power output device comprising: an engine capable of outputting power; and an electric motor connected to the output shaft of the engine via at least a torsion element and capable of inputting and outputting power to the output shaft;
When the engine is operated, the rotational speed of the electric motor is acquired, and the acquired rotational speed is corrected based on the twist angle of the torsion element to set the control rotational speed, and the target engine of the engine A control device for a power output device, wherein the motor is controlled such that a difference between a target rotational speed of the motor set based on the rotational speed and the control rotational speed is eliminated.   The control rotational speed is obtained by subtracting the output rotational speed from the input rotational speed of the torsion element based on the twist angle to calculate the rotational speed difference, and the calculated rotational speed converted value of the electric motor on the rotating shaft is calculated as the rotational speed of the motor. The power output device control device according to claim 1, wherein the control device is set by adding to the acquired rotation speed of the electric motor.   The power output device includes a first rotating element connected to the output shaft of the engine via the torsion element, a second rotating element connected to the rotating shaft of the electric motor, and a first rotary element capable of inputting and outputting power. 3. The control device for a power output apparatus according to claim 1, further comprising a planetary gear mechanism having a third rotating element connected to the two electric motors. In a control method of a power output device comprising: an engine capable of outputting power; and an electric motor capable of inputting / outputting power connected to the output shaft of the engine via at least a torsion element,
When the engine is operated, the rotational speed of the electric motor is acquired, and the acquired rotational speed is corrected based on the twist angle of the torsion element to set the control rotational speed, and the target engine of the engine Controlling the electric motor so that there is no difference between the target rotational speed of the motor set based on the rotational speed and the control rotational speed;
Control method of power output device.