JP3875934B2 - Control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for a hybrid vehicle capable of intending to make a motor generator small capacity as well as to ensure a wide range of shift while securing durability and reliability of the motor generator without providing unpleasant feeling due to the unintentional reduction of output power of an engine during driving. <P>SOLUTION: In the controller for the hybrid vehicle having a hybrid driving system with a Ravigneaux type combined planetary gear row 3 in which four elements of a first motor generator MG1, the engine 1, an output gear 4, and a second motor generator MG2 are coupled such that they arranged in the order of their rotating speed, and having an engine controller 21, motor controller 23, and hybrid controller 26, the control equipment has an objective engine power calculating portion 53 calculating an objective engine power Pe, and an overdrive changing gear ratio upper limit determining portion 54 carrying out motor control in which the greater becomes the objective engine power Pe, to the lower side is shifted a overdrive changing gear ratio upper limit value i<SB>Hi</SB>. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention belongs to a technical field of a hybrid vehicle control device using an engine and two motor generators as drive sources.
[0002]
[Prior art]
Conventionally, as a control device for a hybrid vehicle, for example, a device described in JP 2000-102106 A is known.
[0003]
In this conventional publication, a continuously variable transmission function is realized by a small-capacity motor, and it is an object to reduce the electric energy loss of the transmission, to reduce the size and weight, and to reduce the cost. The engine, two planetary gears, There is described a hybrid drive system comprising two motor generators for controlling sun gears of two planetary gears, a planetary gear carrier connected to an engine, and a planetary gear ring gear connected to wheels.
[0004]
The engine speed with respect to the vehicle speed and the vehicle torque with respect to the engine torque are determined by the speed control or torque control of the two motor generators so that the gear ratio can be arbitrarily changed. A control system is described in which the engine output is reduced when the capacity is exceeded.
[0005]
[Problems to be solved by the invention]
However, in the conventional hybrid vehicle control device, when the motor output required for the speed change function exceeds the motor capacity, the engine control is performed to reduce the engine output. Regardless of the driver's intention that appears in accelerator operation, etc. during driving, control is performed to reduce the engine output every time the motor capacity is exceeded, and this causes changes in driving force and vehicle speed, including the driver Gives the passenger a sense of incongruity. In particular, when a low-capacity motor is used in order to reduce the size and weight, the frequency at which the motor rated capacity is exceeded, that is, the frequency at which engine output reduction control is performed becomes higher.
[0006]
In addition, since the engine output reduction control with response delay is executed by the post-control when the motor output exceeds the motor capacity, it is impossible to avoid the motor operation at a high load exceeding the motor capacity limit. The motor life is shortened due to overheating of the motor or the basic performance of the motor is deteriorated.
[0007]
The present invention has been made paying attention to the above-mentioned problems, and it is possible to reduce the capacity of the motor generator while ensuring the durability reliability of the motor generator without giving a sense of incongruity due to unintended engine output reduction during traveling. An object of the present invention is to provide a control device for a hybrid vehicle that can achieve a wide shift range.
[0008]
[Means for Solving the Problems]
  In order to achieve the above object, in the present invention, the four elements of the engine, the first motor generator, the second motor generator, and the output member are in order of the rotational speeds of the first motor generator, the engine, the output member, and the second motor generator. In the control apparatus for a hybrid vehicle having a hybrid drive system having planetary gear mechanisms connected in this manner, engine power detection means is provided, and the motor control means increases the overdrive speed ratio as the detected engine power increases.Reciprocal ofupper limit(1 /i_Hi )An overdrive speed ratio limiting unit that performs motor control to move the motor to the low side.
[0009]
Here, as the “first motor generator and the second motor generator”, two independent motor generators may be used. In addition, although the external appearance is one motor generator by a common stator and two rotors, Two motor generators may be achieved.
[0010]
The “planetary gear mechanism” is a mechanism composed of planetary gears having at least four rotating members for connecting the four elements of the engine, the first motor generator, the second motor generator, and the output member. A type compound planetary gear train.
[0011]
“Engine power detection means” refers to means for directly or indirectly detecting engine power. For example, means for detecting engine power by a torque sensor, means for estimating engine power by estimation calculation, vehicle status Means for calculating the target engine power by calculation based on
[0012]
  The “overdrive speed ratio limiting unit” is an overdrive speed ratio by motor control that independently controls the rotation speed and torque of the first motor generator and the second motor generator.Reciprocal ofA control unit that defines an upper limit value according to the magnitude of engine power.
[0013]
【The invention's effect】
  Therefore, in the hybrid vehicle control device of the present invention, the overdrive speed ratio is controlled by motor control that independently controls the rotation speed and torque of the first motor generator and the second motor generator.Reciprocal ofSince the upper limit value is specified according to the engine power level, the motor generator has a low capacity while ensuring the durability and reliability of the motor generator without causing a sense of incongruity due to unintentional reduction in engine output during driving. And ensuring a wide shift range can be achieved.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment for realizing a control device for a hybrid vehicle of the present invention will be described with reference to the drawings.
[0015]
(First embodiment)
First, the configuration will be described.
FIG. 1 is an overall system diagram showing a control apparatus for a hybrid vehicle according to a first embodiment. The configuration of the hybrid drive system will be described with reference to FIG. 1. 1 is an engine, 2 is a coaxial multilayer motor (first motor generator and second motor generator), 3 is a Ravigneaux type planetary gear train (planetary gear mechanism), and 4 is an output. Gear (output member), 5 is a counter gear, 6 is a drive gear, 7 is a differential, 8 and 8 are drive shafts, 9 is a motor and gear case, 10 is an engine output shaft, 11 is a first motor generator output shaft, and 12 is The second motor generator output shaft, 13 is a motor chamber, and 14 is a gear chamber.
[0016]
The coaxial multilayer motor 2 is fixed to a motor & gear case 9 and has a stator S as a fixed armature wound with a coil, an outer rotor OR arranged outside the stator S and embedded with a permanent magnet (not shown), The inner rotor IR, which is arranged inside the stator S and embedded with permanent magnets (not shown), is arranged coaxially. Hereinafter, the stator S + outer rotor OR is referred to as a first motor generator MG1, and the stator S + inner rotor IR is referred to as a second motor generator MG2.
[0017]
The Ravigneaux type planetary gear train 3 includes a common carrier C that supports the first pinion P1 and the second pinion P2 that mesh with each other, a first sun gear S1 that meshes with the first pinion P1, and a second sun gear that meshes with the second pinion P2. It has four rotating elements of S2 and a ring gear R meshing with the second pinion P2. The first sun gear S1, the first pinion P1, the second pinion P2 and the ring gear R constitute a double pinion type planetary gear, and the second sun gear S2, the second pinion P2 and the ring gear R constitute a single pinion type planetary gear. The
[0018]
The hybrid drive system connects the ring gear R and the engine output shaft 10, connects the first sun gear S 1 and the first motor generator output shaft 11, and connects the second sun gear S 2 and the second motor generator output shaft 12. And the output gear 4 (Out) is connected to the common carrier C.
[0019]
The output rotation and output torque from the output gear 4 are transmitted from the drive shafts 8 and 8 to drive wheels (not shown) through the counter gear 5 → the drive gear 6 → the differential 7.
[0020]
The hybrid vehicle control system will be explained with reference to FIG. 1. 21 is an engine controller, 22 is a throttle valve actuator, 23 is a motor controller, 24 is an inverter, 25 is a battery, 26 is a hybrid controller, and 27 is an accelerator opening sensor ( Accelerator opening degree detection means), 28 is a vehicle speed sensor (vehicle speed detection means), 29 is a motor temperature sensor (motor temperature detection means), and 30 is an engine speed sensor.
[0021]
The engine controller 21 outputs a command for controlling the rotational speed of the engine 1 to the throttle valve actuator 22 in accordance with a command from the hybrid controller 26. That is, the throttle valve is controlled to open and close using the detected value of the engine speed from the engine speed sensor 30 as feedback information.
[0022]
The motor controller 23 outputs to the inverter 24 commands for independently controlling the rotational speed N1 and torque T1 of the first motor generator MG1 and the rotational speed N2 and torque T2 of the second motor generator MG2.
[0023]
The inverter 24 is connected to a coil of the stator S of the coaxial multilayer motor 3 and, according to a command from the motor controller 23, a composite current obtained by combining the drive current to the inner rotor IR and the drive current to the outer rotor OR. produce. A battery 25 is connected to the inverter 24.
[0024]
The hybrid controller 26 inputs sensor signals from an accelerator opening sensor 27, a vehicle speed sensor 28, a motor temperature sensor 29, an engine speed sensor 30, and the like, and performs predetermined calculation processing. The hybrid controller 26 includes an engine control program (engine control means) that outputs a control command to the engine controller 21 according to the calculation processing result, and a motor that outputs a control command to the motor controller 23 according to the calculation processing result. A control program (motor control means) is incorporated.
[0025]
The hybrid controller 26 and the engine controller 21 and the hybrid controller 26 and the motor controller 23 are connected to each other by bidirectional communication lines.
[0026]
FIG. 2 shows that in the hybrid controller 26, one of the first motor generator MG1 and the second motor generator MG2 is used for discharging and the other is used for power generation. A block diagram in a direct power distribution control mode in which motors are controlled by determining torques T1 and T2 is shown.
[0027]
  In FIG. 2, 50 is a target drive torque determination unit, 51 is an output shaft rotation number calculation unit, 52 is a target power calculation unit, 53 is a target engine power calculation unit (engine power detection means), and 54 is an overdrive speed ratio.ReciprocalAn upper limit value determining unit (overdrive speed ratio limiting unit), 55 is an optimum fuel efficiency engine speed determining unit, 56 is an engine torque calculating unit, 57 is a motor operating point calculating unit, 58 is an operating point checking unit, and 59 is an engine speed. A setting change unit 60 is a motor operating point determination unit.
[0028]
The target drive torque determination unit 50 determines the target drive torque To based on the accelerator opening detection value APS, the vehicle speed detection value Vsp, and the target drive torque map (FIG. 4).^~To decide.
[0029]
The output shaft rotational speed calculation unit 51 calculates the output shaft rotational speed No using the vehicle speed detection value Vsp and the conversion coefficient K1.
[0030]
The target power calculation unit 52 receives the target drive torque To from the target drive torque determination unit 50.^~, The output shaft rotational speed No from the output shaft rotational speed calculation unit 51, and the conversion coefficient K2, the target power Po^~Is calculated.
[0031]
The target engine power calculation unit 53 is configured to output a target power Po.^~And the target engine power Pe using the mechanical efficiency ηm^~Is calculated.
[0032]
  The overdrive gear ratioReciprocalThe upper limit determination unit 54 determines the target engine power Pe^~And Pe^~−i_HiOverdrive gear ratio using map (Fig. 5)Reciprocal ofupper limit(1 /i_Hi).
[0033]
The optimum fuel efficiency engine speed determining unit 55 is configured to output the target engine power Pe.^~Then, the optimum fuel consumption engine speed Neα is determined using the engine output map (FIG. 6) based on the optimum fuel consumption line.
[0034]
The engine torque calculation unit 56 sets the optimum fuel efficiency engine speed Neα as the engine speed Ne, and sets the target engine power Pe.^~The engine torque Te is calculated from the engine speed Ne.
[0035]
  The motor operating point calculation unit 57, when the engine speed Ne and the gear ratio i (= Ne / No) are known,
N1 ＝ Ne ＋ α （Ne−No） (1)
N2 ＝ No−β (Ne-No) (2)
To = T1 + T2 + Te (3)
N1 ・ T1 ＋ N2 ・ T2 = 0 (4)
αT1 + To = (1 + β) T2 (5)
N1, T1: Number of rotations and torque of the first motor generator
      N2, T2: Second motor generator speed and torque
      α, β: gear ratio of planetary gear
The motor operating points (N1, T1, N2, T2) are calculated by the equations (1) to (5) (E-IVT balance equation) expressed as follows.
[0036]
  The operating point confirmation unit 58 uses the engine speed Ne (= Neα) from the engine torque calculation unit 56 and the output shaft speed No from the output shaft rotation number calculation unit 51 to obtain the reciprocal of the gear ratio (= No / Ne), and the reciprocal of this gear ratio is the overdrive gear ratio.ReciprocalOverdrive gear ratio determined by the upper limit determination unit 54Reciprocal ofupper limitvalue (1 / i_Hi) Determine whether or not:
[0037]
The engine speed setting changing unit 59 is operated by the operating point checking unit 58 (1 / i_Hi) <(No / Ne) When it is determined, every time it is determined, the optimum fuel efficiency engine speed Neα is increased by a predetermined speed ΔNe to obtain a new engine speed Neα.
[0038]
The motor operating point determination unit 60 is operated by the operating point confirmation unit 58 (1 / i_Hi) ≧ (No / Ne), the motor operating point (N1, T1, N2, T2) calculated by the motor operating point calculator 57 is determined as the motor operating point used for motor control. In the confirmation part (1 / i_Hi) <(No / Ne), the motor operating point is calculated using the changed engine speed Neα (1 / i_Hi) Repeat until it is determined that ≧≧ (No / Ne), and determine the motor operating point (N1, T1, N2, T2).
[0039]
Next, the operation will be described.
[0040]
[Adoption of coaxial multilayer motor]
By adopting the 2-rotor / 1-stator coaxial multilayer motor 2, two magnetic field lines are created for the outer rotor magnetic field line and the inner rotor magnetic field line, and the coil and inverter 24 can be shared by the two inner rotor IR and outer rotor OR. . The two rotors IR and OR can be controlled independently by applying a composite current obtained by superimposing the current for the inner rotor IR and the current for the outer rotor OR to one coil. That is, in terms of appearance, one coaxial multilayer motor 2 can be used as a combination of different or similar functions of the motor function and the generator function.
[0041]
Therefore, for example, compared to the case where two independent motor generators each having a rotor and a stator are provided, cost (reduced number of parts, reduced inverter current rating, reduced magnet) and size (reduced by coaxial structure, reduced inverter size) ) ・ Efficiency (iron loss reduction / inverter loss reduction) can be advantageous.
[0042]
In addition, since it has a high degree of freedom in selection, such as using (motor + motor) or (generator + generator) as well as using (motor + generator) only with composite current control, When the coaxial multilayer motor 2 is adopted as the drive source of the hybrid vehicle as in the first embodiment, the most effective or efficient combination can be selected from these many options according to the vehicle state. .
[0043]
[Adoption of Ravigneaux type compound planetary gear train]
As in the first embodiment, the hybrid drive system having four elements of the engine, the first motor generator, the second motor generator, and the output member has four rotating members for connecting the four elements. Various planetary gear mechanisms can be employed if any.
[0044]
However, among the many planetary gear mechanisms, a rigid lever model that can easily express the dynamic operation of the planetary gear mechanism can be introduced, and the axial dimension can be shortened to make a compact planetary gear mechanism. The Ravigneaux type compound planetary gear train 3 was adopted because it was possible.
[0045]
That is, the Ravigneaux type compound planetary gear train 3 realizes a combination of four planetary gears (two parallel longitudinal planetary gears and two crossing front and rear planetary gears) while having the width dimension of two planetary gears. Therefore, for example, the axial dimension is greatly reduced as compared with the case where four planetary gears are arranged in the axial direction.
[0046]
[Application to hybrid drive system]
When the coaxial multilayer motor 2 and the Ravigneaux type compound planetary gear train 3 are applied to the hybrid drive system, there are merits listed below.
[0047]
  (i)Since they are coaxial with each other, the output shafts 11 and 12 of the coaxial multilayer motor 2 and the sun gears S1 and S2 of the Ravigneaux type compound planetary gear train 3 can be easily connected by, for example, spline fitting. The combination compatibility is very good, which is extremely advantageous in terms of space, cost and weight.
[0048]
  (ii)When one of the coaxial multilayer motors 2 is used as a discharge (motor) and the other is used as a power generator (generator), it is possible to control the motor current via one inverter 24, and the battery 25 is reduced from being taken out. can do. For example, in the case of the direct power distribution control mode, the carry-out from the battery 25 can theoretically be zero.
[0049]
  (iii)When both the coaxial multilayer motors 2 are used as discharges (motors), the driving range can be widened. In other words, all the areas where the value obtained by multiplying the two motor powers is less than the maximum power value (constant value) can be used as a driveable range, and one motor can be used with a small power and the other motor can be used with a large power. it can.
[0050]
[Features of continuously variable transmission by motor control]
Hybrid drive with engine 1 connected to ring gear R of Ravigneaux type planetary gear train 3, first motor generator MG1 and second motor generator MG2 connected to both sun gears S1, S2, and output gear 4 connected to common carrier C When considering continuously variable transmission by motor control of the system, it has the characteristics listed below.
[0051]
  (i)The motor operating point (the rotational speeds N1, N2 and torques T1, T2 of the first motor generator MG1 and the second motor generator MG2) can be easily calculated by a balance formula.
That is, as described above, the hybrid drive system can be configured with the battery load minimized, so that the positive and negative powers of the first motor generator MG1 and the second motor generator MG2 are balanced. Further, when the hybrid drive system is represented by a collinear diagram, it is as shown in FIG. 7, and it is necessary to neutralize the lever of this collinear diagram in order to maintain a certain gear ratio.
Therefore, by using the alignment chart of FIG. 7, the balance formulas (1) to (5) are obtained, and the motor operating point (N1, T1, N2, T2) is calculated by solving the balance formula. be able to.
[0052]
  (ii)There are two speed ratios at which the motor power (= motor passing power) becomes “zero”.
In FIG. 9, the reciprocal (1 / i) of the gear ratio is taken on the horizontal axis, and the motor torque T1, T2 when the motor torque, the motor speed, and the motor power are taken on the vertical axis, the motor speeds N1, N2, and the motor Power P_MG1, P_MG2Each characteristic is shown. This motor power P_MG1, P_MG2Looking at the characteristics, it is a target characteristic that is folded back at the motor power zero line, such that one is the discharge side and the other is the power generation side, and the motor power zero line is about 0.6, which is the reciprocal of the gear ratio. It intersects with the position of about 1.5. That is, by shifting the gear ratio from low to high, the motor power becomes zero near 1 / speed ratio = about 0.6 and 1 / speed ratio = about 1.5.
[0053]
  (iii)The motor torque increases toward the low side.
[0054]
The electrical lowest side gear ratio is determined by the motor torques T1 and T2. For this reason, at the time of high torque start, an electric low gear ratio, which is determined by limiting the motor torque, is used.
[0055]
  (iv)When the engine 1 is at a low output, the motor torque T1, T2 and the rotational speeds N1, N2 are not restricted on both sides, and the shift range can be very wide.
For example, when the engine speed Ne is 1600 rpm and the engine torque Te is 83.9 Nm, the shift range 5.7 can be obtained.
[0056]
[Motor operating point calculation processing]
FIG. 3 is a flowchart showing the flow of the motor operating point calculation process executed by the hybrid controller 26 of the first embodiment. Each step will be described below.
[0057]
In step S1, based on the accelerator opening detection value APS, the vehicle speed detection value Vsp, and the target drive torque map, the target drive torque To^~And the process proceeds to step S2. Here, as shown in FIG. 4, the target drive torque map is constant up to a predetermined vehicle speed Vsp, but has a characteristic that decreases as the vehicle speed Vsp increases when the vehicle speed Vsp is exceeded.^~And the larger the accelerator opening APS, the larger the target drive torque To^~Is given.
[0058]
  In step S2, the output shaft rotational speed No is calculated by the following equation using the vehicle speed detection value Vsp and the conversion coefficient K1, and the process proceeds to step S3.
No ＝ Vsp ・ K1
  In step S3, the target drive torque To determined in step S1^~And the target power Po using the following equation using the output shaft rotational speed No calculated in step S2 and the conversion coefficient K2.^~And the process proceeds to step S4. Target power Po^~Is the engine power target value at 100% mechanical efficiency.
Po^~= To^~× No ・ K2
  In step S4, target power Po^~And the target engine power Pe by the following formula using the mechanical efficiency ηm^~And the process proceeds to step S5.
Pe^~= Po^~× 1 / ηm
  In step S5, the target engine power Pe^~And Pe^~−i_HiOverdrive gear ratio using mapReciprocal ofupper limit(1 /i_Hi )And the process proceeds to step S6.
[0059]
  Where overdrive gear ratioReciprocal ofupper limit(1 /i_Hi )As shown in FIG. 8, when the maximum overdrive speed ratio at the maximum vehicle speed is i2, and the maximum overdrive speed ratio when the engine is fully open is i0, the speed ratio range from the speed ratio i0 to the speed ratio i2 Overdrive gear ratioReciprocal ofupper limit(1 /i_Hi )Set as a variable area.
[0060]
  This is set as a minimum condition to ensure at least the maximum overdrive speed ratio i0 when the engine is fully opened regardless of the magnitude of the engine power. The overdrive gear ratio is limited depending on the engine power.Reciprocal ofupper limit(1 /i_Hi )Maximum overdrive gear ratio at maximum vehicle speed as much as possibleReciprocal of (1 /i2)Based on the idea of expanding to.
[0061]
  And target engine power Pe^~The larger the is, the overdrive gear ratioReciprocal ofupper limit(1 /i_Hi )The low side (gear ratio)Reciprocal of (1 /i0)To the side). For example, as shown in FIG. 5, the target engine power Pe^~Overdrive gear ratio in the region of up to 50%Reciprocal ofupper limit(1 /i_Hi )The maximum overdrive gear ratio at the maximum vehicle speedReciprocal of (1 /i2)And target engine power Pe^~Overdrive gear ratio at 100%Reciprocal ofupper limit(1 /i_Hi ) The, Equivalent overdrive gear ratio in which motor passing power in direct power distribution control mode is equal to 1.0 gear ratioReciprocal of (1 /i1)And target engine power Pe^~In the range of 50% to 100%, the overdrive gear ratio is reduced due to the characteristic that gradually decreases from the gear ratio i2 to the gear ratio i1.Reciprocal ofupper limit(1 /i_Hi )give.
[0062]
  Figure 5 Overdrive gear ratioReciprocal ofThe upper limit value characteristic is the target engine power Pe^~Overdrive gear ratio in the region up to 50%Reciprocal ofupper limitvalue (1 / i_Hi) Is given by 2.2 (= 1 / i2) and the target engine power Pe^~Overdrive gear ratio in the range of 50% to 100%Reciprocal ofupper limitvalue (1 / i_Hi) Is given by the characteristic of gradually decreasing from 2.2 (= 1 / i2) to 1.8 (1 / i1) to the low side.
[0063]
In step S6, the target engine power Pe^~Then, using the engine output map by the optimum fuel consumption line, the optimum fuel consumption engine speed Neα is determined, and the process proceeds to step S7. Here, as shown in FIG. 6, the engine output map by the optimum fuel consumption line is created based on fuel consumption data using the engine to be adopted.
[0064]
In step S7, the optimum fuel efficiency engine speed Neα is set to the engine speed Ne, and the target engine power Pe is set.^~The engine torque Te is calculated from the ratio of the engine speed Ne and the process proceeds to step S8.
[0065]
In step S8, the motor operating point (N1, T1, N2, T2) is calculated using the following balance equations (1) to (5) when the engine speed Ne and the gear ratio i (= Ne / No) are known. ) And the process proceeds to step S9.
[0066]
Each motor speed N1, N2 is
N1 ＝ Ne ＋ α （Ne−No） (1)
N2 = No-β (Ne-No) ... (2)
It is obtained by. However, No = Ne × (1 / i)
Further, the balance on the alignment chart shown in FIG. 7 can be expressed by the following three equations.
Torque vertical balance
To = T1 + T2 + Te ... (3)
Motor power balance
N1 ・ T1 ＋ N2 ・ T2 ＝ Pb (4)
Balance of lever rotation direction
αT1 + To = (1 + β) T2 (5)
If the battery power Pb in the above equation (4) is set to Pb = 0 and the simultaneous equations of motion are solved,
T1 =-{N2 / (βN1 + (α + 1) N2)} ・ Te ... (6)
T2 = {N1 / (βN1 + (α + 1) N2)} · Te ... (7)
Thus, the motor rotational speeds N1 and N2 can be calculated from the equations (1) and (2), and the motor torques T1 and T2 can be calculated from the equations (6) and (7).
[0067]
  In step S9, the reciprocal of the gear ratio (= No / Ne) is calculated using the engine speed Ne (= Neα) calculated in step S7 and the output shaft speed No calculated in step S2. The reciprocal of this gear ratio is the overdrive gear ratioReciprocalOverdrive shift determined by upper limit determination unit 54RatioReciprocalUpper limit of(1 / i_Hi) Determine whether or not: And (1 / i_Hi) ≧ (No / Ne), that is, if it is determined that it is the hatched area of FIG. 5, the process proceeds to step S11. Also, (1 / i_Hi) <(No / Ne), that is, if it is determined that the area exceeds the hatched area in FIG. 5, the process proceeds to step S10.
[0068]
In step S10, in step S9 (1 / i_Hi) <(No / Ne) When it is determined, every time it is determined, the optimum fuel efficiency engine speed Neα is increased by a predetermined speed ΔNe (for example, about 50 rpm) to obtain a new engine speed Neα, and step S7 Migrate to
[0069]
In step S11, in step S9 (1 / i_Hi) ≧ (No / Ne), the motor operating point (N1, T1, N2, T2) calculated in step S8 is determined as the motor operating point used for motor control, and in step S9 (1 / i_Hi) <(No / Ne), it is determined in step S9 that the motor operating point is calculated using the changed engine speed Neα (1 / i_Hi) Repeat until it is determined that ≧≧ (No / Ne), and determine the motor operating point (N1, T1, N2, T2).
[0070]
  [Motor control action]
  Overdrive gear ratioReciprocal ofupper limit(1 /i_Hi )At the time of shifting in the lower region, in the flowchart of FIG. 3, the flow proceeds from step S1, step S2, step S3, step S4, step S5, step S6, step S7, step S8, and step S9 in step S9. , (1 / i_Hi) ≧ (No / Ne) is satisfied, the process proceeds to step S11, and a control command for obtaining the motor operating points (N1, T1, N2, T2) calculated in step S8 is output to the motor controller 23. .
[0071]
  On the other hand, overdrive gear ratioReciprocal ofupper limit(1 /i_Hi ) YoAt the time of shifting in the high-side region, in step S9 of the flowchart of FIG._Hi) <(No / Ne), the process proceeds to step S10, where the optimum fuel efficiency engine speed Neα is increased by a predetermined speed ΔNe to obtain a new engine speed Neα. Step S7 → Step S8 → Step Proceed to S9. In step S9, (1 / i_Hi) ≧ (No / Ne) until this condition is satisfied, (1 / i_Hi) ≧ (No / Ne) is satisfied, the process proceeds to step S11, and a control command for obtaining the latest motor operating point (N1, T1, N2, T2) calculated in step S8 is output to the motor controller 23. Is done.
[0072]
During this motor control, a control command for obtaining the engine speed Ne determined in step S7 is output to the engine controller 21 at the same time.
[0073]
  [Motor power suppression]
  The above “Characteristics of continuously variable transmission by motor control”(iv)As explained in, in this hybrid drive system that can take a wide gear range, there is no overdrive gear ratio in the overdrive gear ratio region.Reciprocal ofIf the motor output is set so as to be balanced with the engine maximum output without determining the upper limit, there is a problem that the required power of the motor increases.
[0074]
  For example, overdrive gear ratioReciprocal ofIf the upper limit of the limit is removed, the overdrive speed ratioReciprocal of(1 / i_Hi) Can be set to 3.0, for example, (1 / i_Hi) = 3.0, as shown in FIG. 8, it is necessary to apply a motor having a power about 1.3 times the engine power 1.0.
[0075]
  Also, the overdrive gear ratioReciprocalFor example, the upper limit value(1 /i2)Even if it is limited to 2.2 (constant value), as shown in FIG. 8, it is necessary to apply a motor having a power of about 1/2 with respect to an engine power of 1.0. In either case, the motor is increased in size.
[0076]
  On the other hand, in the first embodiment, the overdrive gear ratio isReciprocal ofAs the upper limit value characteristic, as shown in FIG. 5, the target engine power Pe^~Overdrive gear ratio in the region up to 50%Reciprocal ofupper limitvalue (1 / i_Hi) Is given by 2.2 (= 1 / i2) and the target engine power Pe^~Overdrive gear ratio in the range of 50% to 100%Reciprocal ofupper limitvalue (1 / i_Hi) From 2.2 (= 1 / i2) to 1.8 (1 / i1) is gradually reduced to the low side, reducing the required motor power of the first motor generator MG1 and the second motor generator MG2. , The speed change range can be widened.
[0077]
  This point will be described based on the motor power characteristics and engine power characteristics shown in FIG. First, gear ratioReciprocal ofMotor power P when (1 / i) = 1.0_1.0Is the gear ratioReciprocal of(1 / i1) = 1.8 Motor power P_1.8Will be the same. Overdrive gear ratio at maximum vehicle speedReciprocal of (1 /i2)= Motor power P at 2.2_2.2Is the motor power P_1.0About twice as much.
[0078]
  That is, overdrive gear ratioReciprocal ofThe upper limit of(1 /i1)= 1.8 (constant value), about 1/4 of the power (P_1.0, P_1.8) Motor can be applied. In this case, however, the high side of the shift range is i1 = regardless of the engine power.(1 /1.8)Even if the engine power is in the region of 0.5 or less, the overdrive speed ratio i2 =(1 /2.2)Cannot be used.
[0079]
  But overdrive gear ratioReciprocal ofAs the upper limit value characteristic, as shown in FIG. 5, the target engine power Pe^~Overdrive gear ratioReciprocalUpper limit(1 /i2)= 2.2(1 /i1)= If it is given the characteristic of reducing to 1.8, about 1/4 of the power (P_1.0, P_1.8Even if a small motor with a small size is applied, the motor power can be accommodated and the speed change range can be widened.
[0080]
  Therefore, overdrive gear ratioReciprocal ofupper limit(1 /i_Hi )Can be made variable according to the engine power, the frequency of overdriving, which normally results in low fuel consumption, is increased, and even if the accelerator opening is increased, the motor power can be balanced so that the engine 1 will not over-rotate. .
[0081]
[Contrast effect]
A comparison operation with a conventional control device for a hybrid vehicle corresponding to engine control that lowers the engine output when the motor output necessary for the speed change function exceeds the motor capacity will be described.
[0082]
When driving with a hybrid vehicle equipped with a conventional device, control is performed to reduce the engine output every time the motor capacity is exceeded, regardless of the driver's intention that appears in the accelerator operation, etc. Inviting the passengers including the driver to feel uncomfortable. That is, when the driver depresses the accelerator for the purpose of acceleration and the motor capacity is exceeded, the engine output is reduced despite the accelerator depressing operation, and the driver's intention to accelerate is not reflected at all. In particular, when a low-capacity motor is used in order to reduce the size and weight, the frequency at which the motor rated capacity is exceeded, that is, the frequency at which engine output reduction control is performed becomes higher.
[0083]
  On the other hand, the first embodiment apparatus has an overdrive speed ratio.Reciprocal ofupper limit(1 /i_Hi )Because the motor capacity is made low by motor control (speed ratio control) that makes the motor variable according to the engine power, the gear ratio is shifted to the high side when traveling in the overdrive range, and the overdrive speed ratioReciprocal ofupper limit(1 /i_Hi )Overdrive gear ratioReciprocal ofupper limit(1 /i_Hi )The vehicle is kept running, and the engine output does not suddenly decrease as in the prior art, so that the passengers including the driver do not feel uncomfortable.
[0084]
In addition, since the conventional technology performs engine output reduction control with response delay by post-control when the motor output exceeds the motor capacity, avoid motor operation at high loads exceeding the motor capacity limit. The motor life is shortened due to overheating of the motor or the basic performance of the motor is deteriorated.
[0085]
  On the other hand, in the first embodiment, the overdrive speed ratio is set so that the motor output does not exceed the motor rated capacity.Reciprocal ofupper limit(1 /i_Hi )In other words, because the motor rated capacity is kept low by pre-control before exceeding the motor rated capacity, motor operation at high loads exceeding the motor capacity limit can be avoided, and both motor generators MG1, MG2 The durability and reliability can be ensured.
[0086]
Next, the effect will be described.
In the hybrid vehicle control apparatus of the first embodiment, the effects listed below can be obtained.
[0087]
  (1) The four elements of the engine 1, the first motor generator MG1, the second motor generator MG2, and the output gear 4 are in order of the rotational speeds of the first motor generator MG1, the engine 1, the output gear 4, and the second motor generator MG2. In a hybrid vehicle control device comprising a hybrid drive system having a Ravigneaux type planetary gear train 3 connected in this manner, an engine controller 21, a motor controller 23, and a hybrid controller 26, the target engine power Pe^~Target engine power calculation unit 53 for calculating the target engine power Pe^~The larger the is, the overdrive gear ratioReciprocal ofupper limit(1 /i_Hi )Overdrive gear ratio for motor control to move the motor to the low sideReciprocalAnd the upper limit value determination unit 54, so that both motor generators MG1 and MG2 are secured while ensuring the durability reliability of both motor generators MG1 and MG2 without giving a sense of incongruity due to unintentional reduction in engine output during traveling. Thus, it is possible to achieve both a reduction in the capacity and a wide shift range.
[0088]
  (2) Overdrive gear ratioReciprocalThe upper limit determining unit 54 exceeds the speed ratio range from the speed ratio i0 to the speed ratio i2 when the maximum overdrive speed ratio at the maximum vehicle speed is i2 and the maximum overdrive speed ratio when the engine is fully open is i0. Drive gear ratioReciprocal ofupper limit(1 /i_Hi)ofBecause it was set as a variable range, the overdrive gear ratio was set regardless of the engine power.Reciprocal ofupper limit(1 /i_Hi )Can ensure at least the maximum overdrive speed i0 when the engine is fully open and the overdrive speed ratioReciprocal ofupper limit(1 /i_Hi )Can be expanded to the maximum overdrive speed ratio i2 at the maximum vehicle speed as long as the engine power permits.
[0089]
  (3) The overdrive speed ratio upper limit value determining unit 54 determines the overdrive speed ratio in the region where the engine power reaches the intermediate value.Reciprocal ofupper limit(1 /i_Hi )The maximum overdrive gear ratio at the maximum vehicle speedReciprocal of (1 /i2)Overdrive gear ratio at maximum engine powerReciprocal ofupper limit(1 /i_Hi )The equivalent overdrive gear ratio in which the motor passing power in the direct power distribution control mode is equal to the gear ratio of 1.0.Reciprocal of (1 /i1)Overdrive gear ratio due to the characteristic that the engine power gradually decreases to the low side from the gear ratio i2 to the gear ratio i1 in the range from the intermediate value to the maximum value.Reciprocal ofupper limit(1 /i_Hi )Therefore, it is possible to increase the frequency of overdrive driving that exhibits good fuel efficiency, and to apply motor generators MG1 and MG2 having a power of about 1/4 with respect to the engine power.
[0090]
  (4) Target engine power Pe based on accelerator opening detection value APS and vehicle speed detection value Vsp^~Is provided with a target engine power calculation unit 53 for calculating the overdrive speed ratio.ReciprocalThe upper limit determination unit 54 determines the target engine power Pe^~And overdrive gear ratioReciprocal ofupper limit(1 /i_Hi )Is set on the map, and the calculated target engine power Pe^~And overdrive gear ratio by mapReciprocal ofupper limit(1 /i_Hi )Therefore, the calculation burden on the hybrid controller 26 can be reduced.
[0091]
(5) The motor control program determines the target engine power Pe according to the optimal fuel consumption line of the engine output characteristics.^~The optimal fuel consumption engine speed Neα is obtained from the optimal fuel efficiency engine speed Neα, and the optimal fuel efficiency engine speed Neα is set as the engine speed Ne, and the target engine power Pe^~And an engine torque calculation unit 56 for calculating the engine torque Te from the engine speed Ne, and a motor operation point calculation unit for calculating the motor operation points (N1, T1, N2, T2) by the balance formulas (1) to (5) above. Therefore, the optimal fuel efficiency engine speed Neα is calculated from the optimal fuel efficiency line of the engine output characteristics and the motor operating point (N1, T1, N2, T2) is calculated. Travel can be achieved.
[0092]
  (6) In the motor control program, the reciprocal of the gear ratio (No / Ne) is the overdrive gear ratio.Reciprocal ofupper limitvalue (1 / i_Hi) In the operating point check unit 58 that determines whether or not_Hi) <(No / Ne) When it is determined, the engine speed setting changing unit 59 increases the optimum fuel efficiency engine speed Neα by a predetermined speed ΔNe to make a new engine speed Neα every time it is determined. In the operating point confirmation unit 58 (1 / i_Hi) ≧ (No / Ne), the motor operating point (N1, T1, N2, T2) calculated by the motor operating point calculator 57 is determined as the motor operating point used for motor control. At confirmation unit 58 (1 / i_Hi) <(No / Ne), the motor operating point is calculated using the changed engine speed Neα (1 / i_Hi) ≧ (No / Ne) and the motor operating point determination unit 60 that repeats until it is determined,Reciprocal ofupper limit(1 /i_Hi )When driving exceeding 1, the overdrive gear ratio is quickly updated by updating the engine speed.Reciprocal ofupper limit(1 /i_Hi )Below, overdrive gear ratioReciprocal ofupper limit(1 /i_Hi )It is possible to ensure traveling with a nearby gear ratio.
[0093]
(7) The first motor generator MG1 and the second motor generator MG2 are arranged as a stationary armature around which coils are wound, an outer rotor OR disposed outside the stator S and embedded with permanent magnets, An inner rotor IR arranged inside and having a permanent magnet embedded therein, and an inverter 24 connected to the coil of the stator S and producing a composite current obtained by combining the drive current to the inner rotor IR and the drive current to the outer rotor OR; Since the coaxial multi-layer motor 2 includes the battery 25 connected to the inverter 24, the cost (reducing the number of parts, the inverter current, and the case of providing two independent motor generators each having a rotor and a stator are provided. Reduced rating, reduced magnet), size (miniaturized by coaxial structure, reduced inverter size), efficiency (reduced iron loss, invar) It can be advantageous in terms of loss reduction).
[0094]
(8) The planetary gear mechanism includes a common carrier C that supports the first pinion P1 and the second pinion P2 that mesh with each other, a first sun gear S1 that meshes with the first pinion P1, and a second sun gear S2 that meshes with the second pinion P2. , A Ravigneaux type planetary gear train 3 having four rotational elements with the ring gear R meshing with the second pinion P2, the ring gear R and the engine output shaft 10 are connected, and the first sun gear S1 and the first motor generator output shaft 11 are connected. , The second sun gear S2 and the second motor generator output shaft 12 are connected, and the output gear 4 (Out) is connected to the common carrier C to constitute a hybrid drive system. In addition, a rigid lever model can be introduced that can easily represent a simple operation, and the axial dimension can be shortened to provide a compact planetary gear mechanism.
[0095]
  (Second embodiment)
  This second embodiment is provided with a motor temperature sensor 29 for detecting the temperatures of the first motor generator MG1 and the second motor generator MG2, and has an overdrive speed ratio.ReciprocalWhen at least one motor temperature TM reaches a high temperature state exceeding the set temperature TMO, the upper limit determination unit 54 sets the target engine power Pe.^~Overdrive gear ratioReciprocal ofIn this example, the upper limit value characteristic is shifted to the low gear ratio side as the motor temperature TM increases.
[0096]
  That is, as shown in FIG.ReciprocalThe upper limit determination unit 54 includes an overdrive speed ratio shown in FIG. 5 of the first embodiment.Reciprocal ofThe upper limit value characteristic is a basic characteristic that is used until the motor temperature TM reaches the set temperature TMO. When the motor temperature TM exceeds the set temperature TMO, the target engine power Pe^~Overdrive gear ratioReciprocal ofThe overdrive speed ratio is shifted stepwise or steplessly to the lower speed ratio as the motor temperature TM rises.Reciprocal ofupper limit(1 /i_Hi )To obtain variable characteristics that increase the limit of^~−i_HiThe map is set. Since other configurations are the same as those of the first embodiment, illustration and description thereof are omitted.
[0097]
Next, the operation will be described.
[0098]
  For example, when the overdrive running state in the capacity limit region of the first motor generator MG1 or the second motor generator MG2 continues for a long time and the temperature of the first motor generator MG1 or the second motor generator MG2 rises, the overdrive Gear ratioReciprocal ofupper limit(1 /i_Hi )Shifts to the low side, and the first motor generator MG1 or the second motor generator MG2 goes out of the limit region and enters an operating state with a margin, and the temperature drops.
[0099]
  That is, target engine power Pe^~Overdrive gear ratioReciprocal ofBy shifting the upper limit value characteristic to the low gear ratio side according to the increase in the motor temperature TM, the temperature increase of the first motor generator MG1 or the second motor generator MG2 can be prevented. As a result, durability deterioration due to overheating of both motor generators MG1, MG2 can be prevented, and a long motor life can be secured. The other operations of the second embodiment apparatus are the same as those of the first embodiment.
[0100]
Next, the effect will be described.
In the hybrid vehicle control apparatus of the second embodiment, the following effects can be obtained in addition to the effects of the first embodiment.
[0101]
  (9) The motor temperature sensor 29 for detecting the temperature of the first motor generator MG1 and the second motor generator MG2 is provided, and the overdrive gear ratio is provided.ReciprocalWhen at least one motor temperature TM reaches a high temperature state exceeding the set temperature TMO, the upper limit determination unit 54 sets the target engine power Pe.^~Overdrive gear ratioReciprocal ofSince the upper limit value characteristic is shifted to the low gear ratio side as the motor temperature TM increases, it is possible to prevent the temperature increase of the first motor generator MG1 or the second motor generator MG2 and to ensure a long motor life. it can.
[0102]
As mentioned above, although the control apparatus of the hybrid vehicle of this invention has been demonstrated based on 1st Example and 2nd Example, about a specific structure, it is not restricted to this 1st Example and 2nd Example. Modifications and additions of the design are permitted without departing from the spirit of the invention according to each claim of the claims.
[0103]
In the first and second embodiments, the first motor generator and the second motor generator are one motor generator in terms of appearance due to the common stator and the two rotors, but two motor generators are functionally achieved. Although an application example of the coaxial multilayer motor 2 has been shown, two independent motor generators may be used.
[0104]
In the first embodiment and the second embodiment, the application example of the Ravigneaux type compound planetary gear train 3 is shown as the planetary gear mechanism, but four elements of the engine, the first motor generator, the second motor generator, and the output member are provided. The coupling is not limited to the Ravigneaux type planetary gear train 3 as long as it is a mechanism constituted by planetary gears having at least four rotating members.
[0105]
In the first embodiment and the second embodiment, an example is shown in which the target engine power calculation unit 53 that calculates the target engine power by calculation based on the accelerator opening and the vehicle speed is used as the engine power detection means. The engine power may be directly detected by the engine, or the engine power may be estimated by estimation calculation using the throttle valve opening and the engine speed.
[0106]
  In the first embodiment and the second embodiment, the overdrive speed ratio as the overdrive speed ratio limiting unitReciprocal ofUpper limit characteristics are given by map, and overdrive gear ratio by map searchReciprocal ofAn example of determining the upper limit value was shown.Reciprocal ofIt may be determined by an arithmetic process using an arithmetic expression corresponding to the upper limit value characteristic.
[0107]
  In the first and second embodiments, the gear ratio calculation valueReciprocal ofOverdriveReciprocal ofIf the gear ratio upper limit is exceeded, the gear ratio calculated value can be changed by changing the engine speed.Reciprocal ofOverdrive gear ratioReciprocal ofAlthough the example below the upper limit was shown, the gear ratio calculation valueReciprocal ofIs overdrive gear ratioReciprocal ofIf the upper limit is exceeded, change the gear ratio to the overdrive gear ratio.Reciprocal ofA limiter process for setting the upper limit value may be performed, and then the motor operating point may be determined.
[Brief description of the drawings]
FIG. 1 is an overall system diagram showing a control apparatus for a hybrid vehicle of a first embodiment.
FIG. 2 is a block diagram of motor control in a direct power distribution control mode in the hybrid controller of the first embodiment device.
FIG. 3 is a flowchart showing a flow of a motor operating point calculation process executed by the hybrid controller of the first embodiment apparatus.
FIG. 4 is a target drive torque map used in the first embodiment apparatus.
FIG. 5 is an overdrive speed ratio with respect to a target engine power used in the first embodiment device.ReciprocalIt is an upper limit map figure.
FIG. 6 is an engine output map diagram based on an optimum fuel consumption line used in the first embodiment apparatus.
FIG. 7 is an alignment chart of a hybrid drive system of the first embodiment device.
FIG. 8 shows motor power P when the reciprocal (1 / i) of the gear ratio is plotted on the horizontal axis, the motor torque is plotted on the vertical axis, and the engine speed and engine torque are normalized to “1”._MG1, P_MG2It is a figure which shows each characteristic of.
FIG. 9 shows the motor when the reciprocal (1 / i) of the gear ratio is taken on the horizontal axis, the motor torque, the motor speed, and the motor power are taken on the vertical axis, and the engine speed and engine torque are normalized to “1”. Torque T1, T2, motor speed N1, N2 and motor power P_MG1, P_MG2It is a figure which shows each characteristic of.
FIG. 10 is an overdrive speed ratio with respect to target engine power and motor temperature used in the second embodiment.ReciprocalIt is an upper limit map figure.

Claims (9)

A hybrid having a planetary gear mechanism in which four elements of an engine, a first motor generator, a second motor generator, and an output member are connected in order of rotation speed of the first motor generator, the engine, the output member, and the second motor generator. A drive train,
An engine controller for controlling the rotational speed of the engine;
A motor controller for independently controlling the rotation speed and torque of the first motor generator and the second motor generator;
An engine control means for outputting a control command to the engine controller; a hybrid controller having a motor control means for outputting a control command to the motor controller;
In a hybrid vehicle control device comprising:
Engine power detection means for detecting engine power is provided,
The motor control means includes an overdrive speed ratio limiting unit that performs motor control to move the upper limit (1 / i _Hi ) of the reciprocal of the overdrive speed ratio to the low side as the detected engine power increases. A control device for a hybrid vehicle. In the hybrid vehicle control device according to claim 1,
The overdrive speed ratio limiting part of the motor control means is set to i2 when the maximum overdrive speed ratio at the maximum vehicle speed is i2, and i0 is the maximum overdrive speed ratio when the engine is fully open. Is set as a variable region of the upper limit (1 / i _Hi ) of the reciprocal of the overdrive speed ratio. In the control apparatus of the hybrid vehicle described in any one of Claim 1 or Claim 2,
Using one of the first motor generator and the second motor generator as a discharge and the other as a power generator, the direct power distribution control mode is defined as controlling the rotational speed and torque so that the balance of both is zero. When
The overdrive speed ratio limiting unit is an upper limit (1 / i _Hi ) of the reciprocal of the overdrive speed ratio in the region where the engine power is up to an intermediate value, the reciprocal of the maximum overdrive speed ratio at the maximum vehicle speed (1 / i2), the upper limit of the reciprocal of the overdrive gear ratio at the maximum engine power (1 / i _Hi ), and the equivalent overdrive speed at which the motor passing power in the direct power distribution control mode is equal to the gear ratio 1.0 The reciprocal of the ratio (1 / i1), and in the region where the engine power is from the intermediate value to the maximum value, the upper limit of the reciprocal of the overdrive speed ratio (1) due to the characteristic that gradually decreases from the speed ratio i2 to the speed ratio i1. / i _Hi ), a hybrid vehicle control device. In the hybrid vehicle control device according to any one of claims 1 to 3,
An accelerator opening detection means and a vehicle speed detection means are provided,
The engine power detection means is a target engine power calculation unit that calculates a target engine power Pe ^to based on an accelerator opening detection value APS and a vehicle speed detection value Vsp,
Said overdrive gear ratio limit unit, the target engine power Pe ^~ Overdrive set by map the relationship between the upper limit value of the reciprocal of the transmission ratio (1 / i _Hi), the calculated target engine power Pe ^~ a map A hybrid vehicle control device that determines an upper limit (1 / i _Hi ) of the reciprocal of the overdrive speed ratio by In the hybrid vehicle control device according to claim 4,
The motor control means includes
And the optimal fuel consumption engine speed determination section for determining an optimum fuel consumption engine speed Neα from the target engine power Pe ^~ by the optimum fuel consumption line of engine output characteristics,
An engine torque calculation unit for determining the engine torque Te from the target engine power Pe ^{to the} engine speed Ne, with the optimum fuel efficiency engine speed Neα as the engine speed Ne;
When the engine speed Ne and the gear ratio i (= Ne / No) are known,
N1 ＝ Ne ＋ α （Ne−No） (1)
N2 = No-β (Ne-No) (2)
To = T1 + T2 + Te (3)
N1 ・ T1 ＋ N2 ・ T2 = 0 (4)
αT1 + To = (1 + β) T2 (5)
N1, T1: Number of rotations and torque of the first motor generator
N2, T2: Number of rotations and torque of the second motor generator α, β: Calculate the motor operating point (N1, T1, N2, T2) by the formulas (1) to (5) expressed by the gear ratio of the planetary gear A motor operating point calculation unit,
A control apparatus for a hybrid vehicle, comprising: In the hybrid vehicle control device according to claim 5,
The motor control means includes
The optimal fuel efficiency engine speed Neα is the engine speed Ne, and the overdrive speed ratio limiter determines the reciprocal of the gear ratio calculated from the engine speed Ne and the output shaft speed No (= No / Ne). An operating point check unit that determines whether or not the reciprocal of the drive gear ratio is less than or equal to an upper limit (1 / i _Hi );
When it is determined by the operating point confirmation unit that (1 / i _Hi ) <(No / Ne), every time it is determined, the optimum fuel efficiency engine rotational speed Neα is increased by a predetermined rotational speed ΔNe and a new engine speed is increased. An engine speed setting change unit with a number Neα,
If (1 / i _Hi ) ≥ (No / Ne) is determined by the operating point confirmation unit, the motor operating point (N1, T1, N2, T2) calculated by the motor operating point calculation unit is controlled by the motor. When the operating point confirmation unit determines that (1 / i _Hi ) <(No / Ne), the motor operating point is calculated using the changed optimal fuel efficiency engine speed Neα. Motor operating point determination unit that repeats until it is determined that (1 / i _Hi ) ≧ (No / Ne),
A control apparatus for a hybrid vehicle, comprising: In the control apparatus of the hybrid vehicle described in any one of Claims 1 thru | or 6,
The first motor generator and the second motor generator are a stator as a fixed armature wound with a coil, an outer rotor disposed outside the stator and having a permanent magnet embedded therein, and disposed inside the stator. An embedded inner rotor, an inverter connected to a stator coil and generating a composite current obtained by combining a drive current to the inner rotor and a drive current to the outer rotor, and a battery connected to the inverter A control apparatus for a hybrid vehicle, characterized by being a coaxial multilayer motor. In the control apparatus of the hybrid vehicle described in any one of Claims 1 thru | or 7,
The planetary gear mechanism of the hybrid drive system includes a common carrier that supports the first pinion and the second pinion that mesh with each other, a first sun gear that meshes with the first pinion, a second sun gear that meshes with the second pinion, and a second pinion. A Ravigneaux type compound planetary gear train having four rotating elements with meshing ring gears,
The hybrid drive system connects the ring gear and the engine output shaft, connects the first sun gear and the first motor generator output shaft, connects the second sun gear and the second motor generator output shaft, and A hybrid vehicle control device comprising an output member coupled to a carrier. In the control apparatus of the hybrid vehicle described in any one of Claims 1 thru | or 8,
Motor temperature detecting means for detecting temperatures of the first motor generator and the second motor generator is provided;
The overdrive speed ratio limiting unit increases the upper limit value of the reciprocal of the overdrive speed ratio with respect to engine power to a low speed ratio as the motor temperature increases when at least one motor temperature exceeds a set temperature. A control apparatus for a hybrid vehicle, characterized by being shifted.

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