JP3918820B2 - POWER OUTPUT DEVICE, HYBRID VEHICLE HAVING SAME, AND METHOD FOR CONTROLLING POWER OUTPUT DEVICE - Google Patents

Description

  The present invention relates to a power output device, a hybrid vehicle equipped with the power output device, and a control method for the power output device. More specifically, the present invention relates to a power output device that outputs power to a drive shaft, and a vehicle equipped with the power output device. The present invention relates to a control method for a hybrid vehicle and a power output apparatus.

Conventionally, as this type of power output device, an engine connected to a drive shaft via a transmission having a plurality of shift stages, and a motor generator capable of outputting power to the drive shaft with charge / discharge from a power storage device The thing mounted in the hybrid vehicle provided with these is proposed (refer patent document 1). In this device, when the accelerator pedal that has been depressed is released, the braking force is applied to the vehicle by regenerative braking of the motor generator. By changing the gear position of the transmission so that the braking force is applied to the vehicle, the requested braking force can be applied to the vehicle while preventing overcharging of the power storage device.
Japanese Patent Laid-Open No. 9-277847

  As described above, it is considered as an important issue in the hybrid vehicle to prevent the overcharging of the power storage device at the same time while responding to the braking force required for the vehicle, and more appropriately cope with various situations of the vehicle. It is desirable to be able to do that.

  The power output device of the present invention, the hybrid vehicle equipped with the power output device, and the control method of the power output device are intended to more reliably prevent charging or overcharging of the power storage device due to excessive electric power when the required driving force is suddenly reduced. To do.

  The power output apparatus of the present invention, the hybrid vehicle equipped with the power output apparatus, and the control method of the power output apparatus employ the following means in order to achieve the above object.

The first power output device of the present invention comprises:
A power output device capable of outputting power to a drive shaft,
An internal combustion engine that outputs power by burning the air and fuel sucked through the intake air amount adjusting means capable of adjusting the intake air amount;
Power power input / output means capable of generating electric power using at least a part of the power from the internal combustion engine and capable of inputting / outputting power to / from the drive shaft with input / output of power;
Power storage means capable of exchanging power with the power drive input / output means;
The internal combustion engine is controlled by performing a predetermined gradual change process for the adjustment of the intake air amount by the intake air amount adjusting means so that the drive force based on the required drive force required for the drive shaft is output to the drive shaft. Without controlling the drive and controlling the power input / output means so that when the required drive force is suddenly reduced, the slow change process is performed so that the drive force based on the suddenly reduced required drive force is output to the drive shaft. And a drive control means for performing a slow change prohibition control for driving the internal combustion engine and controlling the electric power input / output means.

  In the first power output apparatus of the present invention, when the required driving force required for the drive shaft suddenly decreases, the intake air amount adjusting means sucks the driving force based on the rapidly decreased required driving force to the drive shaft. The internal combustion engine is driven and controlled without performing a predetermined gradual change process with respect to the adjustment of the air amount, and power can be generated using at least part of the power from the internal combustion engine. It drives and controls power power input / output means capable of power input / output. Accordingly, the power from the internal combustion engine can be quickly reduced, so that the generated power based on the power from the internal combustion engine can be reduced, and the power required by the storage means is excessive while sufficiently responding to the suddenly reduced required driving force. Charging and overcharging can be prevented more reliably.

  In the first power output apparatus of the present invention, the predetermined gradual change process may be an annealing process.

  In the first power output apparatus of the present invention, the slow change prohibition control is a control performed when it is predicted that electric power exceeding the input limit is input to the power storage means due to a sudden decrease in the required driving force. It can also be.

  Furthermore, in the first power output apparatus of the present invention, the power power input / output means includes power transmission means capable of transmitting at least a part of power from the internal combustion engine to the drive shaft by input / output of power and power. The drive shaft may be a means provided with a drive shaft motor capable of inputting / outputting power to / from the drive shaft. In this aspect of the first power output apparatus of the present invention, the power transmission means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and one of the three shafts. Means comprising: a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on power input / output to / from two axes; and an electric motor for a rotary shaft capable of generating / outputting power to / from the third shaft. And the power transmission means includes a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft, It is a counter-rotor motor that transmits at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action between the first rotor and the second rotor. You can also.

The hybrid vehicle of the present invention is the first power output device of the present invention according to any one of the above-described aspects, that is, basically a power output device capable of outputting power to the drive shaft, wherein the intake air amount is reduced. An internal combustion engine that outputs power by combusting air and fuel sucked through an adjustable intake air amount adjusting means, and that can generate power using at least a part of the power from the internal combustion engine, Based on power drive input / output means capable of inputting / outputting power to / from the drive shaft with output, power storage means capable of exchanging power with the power drive input / output means, and required drive force required for the drive shaft A predetermined gradual change process is performed with respect to the adjustment of the intake air amount by the intake air amount adjusting means so that the driving force is output to the drive shaft to drive the internal combustion engine and to drive the power power input / output means. Control and said When the required driving force suddenly decreases, the internal combustion engine is driven and controlled without performing the gradual change process so that the driving force based on the suddenly reduced required driving force is output to the drive shaft and the power power input / output means is driven. The gist of the invention is that a power output device including a drive control means for performing a slow change prohibition control is mounted, and an axle is connected to the drive shaft for traveling.

  In the hybrid vehicle of the present invention, the first power output device of the present invention according to any one of the above-described aspects is mounted, so that the same effect as that of the power output device of the present invention, for example, a drastically reduced required driving force is sufficient. In other words, the power storage means can be charged with excessive electric power and the effect of more reliably preventing overcharging.

  In such a hybrid vehicle of the present invention, the slow change prohibition control is performed when the accelerator pedal is turned off from the on operation and the required driving force is suddenly reduced, or the driving force is limited to suppress the slip generated on the wheel. Therefore, the control can be performed when the required driving force is suddenly reduced. In this way, it is possible to perform the gentle change prohibition control according to the operation state of the accelerator pedal and the driving state of the wheels.

The second power output device of the present invention is:
A power output device including an internal combustion engine that outputs power by burning air and fuel sucked through an intake air amount adjusting means capable of adjusting an intake air amount,
Power generation means capable of generating power using at least part of the power from the internal combustion engine;
Power storage means capable of inputting power generated by the power generation means;
A predetermined gradual change process is performed to adjust the intake air amount by the intake air amount adjusting means so that a driving force based on a required driving force required for the internal combustion engine is output, and the internal combustion engine is driven and controlled. And a drive control means for driving the internal combustion engine without performing the gradual change process so that a driving force based on the suddenly reduced required driving force is output when the required driving force is suddenly reduced.

  In the second power output apparatus of the present invention, when the required driving force required for the internal combustion engine is suddenly reduced, the intake air amount is adjusted by the intake air amount adjusting means so that the driving force based on the suddenly reduced required driving force is output. The internal combustion engine is driven and controlled without performing a predetermined slow change process for the adjustment. Accordingly, since the driving force from the internal combustion engine can be quickly reduced, the power generated by the power generation means based on the driving force from the internal combustion engine can be reduced, and the power storage means can be charged with excessive power when the required driving force is rapidly reduced. And overcharge can be prevented more reliably.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine that outputs power by combusting the air and fuel sucked through the intake air amount adjusting means capable of adjusting the intake air amount, and at least part of the power from the internal combustion engine can generate electric power. A power output input / output means capable of inputting / outputting power to / from the drive shaft with input / output of electric power, and a storage means capable of exchanging power with the power power input / output means. There,
The internal combustion engine is controlled by performing a predetermined gradual change process for the adjustment of the intake air amount by the intake air amount adjusting means so that the drive force based on the required drive force required for the drive shaft is output to the drive shaft. Without controlling the drive and controlling the power input / output means so that when the required drive force is suddenly reduced, the slow change process is performed so that the drive force based on the suddenly reduced required drive force is output to the drive shaft. The gist of the invention is to perform the slow change prohibition control for controlling the driving of the internal combustion engine and controlling the power input / output means.

  In the control method for the power output apparatus according to the present invention, when the required driving force required for the drive shaft suddenly decreases, the intake air amount adjusting means sucks so that the driving force based on the rapidly decreased required driving force is output to the drive shaft. The internal combustion engine is driven and controlled without performing a predetermined gradual change process with respect to the adjustment of the air amount, and power can be generated using at least part of the power from the internal combustion engine. It drives and controls power power input / output means capable of power input / output. Accordingly, the power from the internal combustion engine can be quickly reduced, so that the generated power based on the power from the internal combustion engine can be reduced, and the power required by the storage means is excessive while sufficiently responding to the suddenly reduced required driving force. Charging and overcharging can be prevented more reliably.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention, and FIG. 2 is an overview of the configuration of an engine 22 included in the hybrid vehicle 20 of the embodiment. FIG. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  The engine 22 is configured as an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. As shown in FIG. 2, the air purified by an air cleaner 122 is sucked through a throttle valve 124. In addition, by injecting gasoline from the fuel injection valve 126, air and gasoline are mixed, sucked into the fuel chamber through the intake valve 128, explosively burned by an electric spark from the spark plug 130, and pushed down by the energy. The reciprocating motion of the piston 132 is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). An EGR pipe 152 that supplies exhaust gas to the intake side is attached to the subsequent stage of the purification device 134, and the engine 22 supplies exhaust gas as non-combustion gas to the intake side to mix air, exhaust gas, and gasoline. Can be sucked into the combustion chamber.

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. Signals from various sensors that detect the state of the engine 22 are input to the engine ECU 24 via an input port (not shown). For example, the engine ECU 24 performs intake / exhaust of the crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26 and the coolant temperature from the water temperature sensor 142 that detects the coolant temperature of the engine 22 and the combustion chamber. The cam position from the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the intake valve 128 and the exhaust valve, the throttle position SP from the throttle valve position sensor 146 that detects the position of the throttle valve 124, and the load of the engine 22 The suction negative pressure from the vacuum sensor 148 that detects the amount of intake air, the EGR gas temperature from the temperature sensor 156 that detects the temperature of the EGR gas in the EGR pipe 152, and the like are input via the input port. Various control signals for driving the engine 22 are output from the engine ECU 24 through an output port (not shown). For example, the engine ECU 24 sends a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, a control signal to the ignition coil 138 integrated with the igniter, and the intake valve 128. A control signal to the variable valve timing mechanism 150 that can change the opening / closing timing, a drive signal to the EGR valve 154 that adjusts the EGR amount, and the like are output via the output port. Further, the engine ECU 24 communicates with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operating state of the engine 22 as necessary. .

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

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

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

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

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

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the required torque to be output to the ring gear shaft 32a is suddenly reduced will be described. FIG. 3 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the remaining capacity SOC of the battery 50, the motor MG1. , MG2 rotation speeds Nm1 and Nm2, and data such as input limit Win for battery 50 are input (step S100). Here, the rotation speeds Nm1 and Nm2 are calculated based on the rotation positions detected by the rotation position detection sensors 43 and 44 and input from the motor ECU 40 by communication. In addition, the remaining capacity SOC is calculated based on the charge / discharge current of the battery 50 detected by the current sensor, and is input from the battery ECU 52 by communication. The input limit Win is input by reading what is set based on the temperature of the battery 50, the remaining capacity SOC, and the like and written in a predetermined area of the RAM 76 by an input limit setting processing routine (not shown).

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft is set based on the input accelerator opening Acc and the vehicle speed V (step S102). In the embodiment, the required torque Tr * is set by preliminarily obtaining the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr * and storing it in the ROM 74 as a required torque setting map, and the accelerator opening Acc and the vehicle speed. When V is given, the corresponding required torque Tr * is derived from the map. An example of the required torque setting map is shown in FIG.

  Subsequently, the required engine power Pe to be output from the engine 22 by the sum of the required torque Tr * set in step S102 multiplied by the rotational speed Nr of the ring gear shaft 32a and the required charge / discharge amount Pb * of the battery 50 and the loss. * Is set (step S104), and a process for setting the target rotational speed Ne * and the target torque Te * of the engine 22 based on the set engine required power Pe * is performed (step S106). This process is performed by setting the target rotational speed Ne * and the target torque Te * based on the operation line for operating the engine 22 efficiently and the engine required power Pe *. FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant target power Pe * (Ne * × Te *).

  When the target rotational speed Ne * and the target torque Te * of the engine 22 are set, the set target rotational speed Ne *, the rotational speed Nr (= Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30 are obtained. The target rotational speed Nm1 * of the motor MG1 is calculated using the following formula (1), and the target torque Tm1 * of the motor MG1 is calculated by the following formula (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1. Is calculated (step S108). FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of each rotating element of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotational speed of the sun gear 31, the C-axis indicates the rotational speed of the carrier 34, and the R-axis indicates the rotational speed Nr of the ring gear 32 (ring gear shaft 32a). As described above, since the rotation speed of the sun gear 31 is the rotation speed Nm1 of the motor MG1 and the rotation speed of the carrier 34 is the rotation speed Ne of the engine 22, the target rotation speed Nm1 * of the motor MG1 is the rotation speed of the ring gear shaft 32a. Based on Nr, the target rotational speed Ne * of the engine 22 and the gear ratio ρ of the power distribution and integration mechanism 30, it can be calculated by the equation (1). Therefore, the engine 22 can be rotated at the target rotational speed Ne * by setting the target torque Tm1 * so as to rotate at the target rotational speed Nm1 * and driving and controlling the motor MG1. Here, Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “KP” in the second term on the right side is a gain of a proportional term. Yes, “KI” in the third term on the right side is the gain of the integral term.

  The motor is used to apply the required torque Tr * to the ring gear shaft 32a using the required torque Tr *, the target torque Tm1 * of the motor MG1, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35. The target torque Tm2 * to be output from MG2 is calculated and set by the following equation (3) (step S110), and the current rotational speed Nm1 of the motor MG1 is set from the input limit Win of the battery 50 to the target torque Tm1 * of the motor MG1. Torque lower limit as a lower limit of the torque that may be output from motor MG2 by subtracting the product (power consumption or generated power of motor MG1) and dividing by the number of revolutions Nm2 of motor MG2 (see the following equation (4)) A value Tm2min is calculated (step S112).

  Next, the request torque change amount ΔTr is calculated by subtracting the previous request torque (previous Tr *) from the request torque Tr * set in step S102 (step S114), and the absolute value of the calculated request torque change amount ΔTr is calculated. The threshold value Tref is compared (step S116), and the target torque Tm2 * set in step S110 is compared with the torque lower limit value Tm2min calculated in step S112 (step S118). Here, the threshold value Tref is a threshold value set for determining whether or not the required torque Tr * for the ring gear shaft 32a has rapidly decreased. In the embodiment, the sudden decrease in the required torque Tr * to the ring gear shaft 32a is determined based on the required torque change amount ΔTr. However, the required torque to the ring gear shaft 32a depends on whether or not the depressed accelerator pedal 83 is released. It is good also as what judges the sudden decrease of Tr *. Whether or not the depressed accelerator pedal 83 is released can be determined based on the current accelerator opening Acc and the previous accelerator opening. When slipping due to idling occurs in the drive wheels 63a and 63b, in order to limit the required torque Tr * in order to suppress the slip, the required torque Tr * is rapidly decreased depending on whether or not the slip has occurred. It can also be determined. Note that whether or not slip has occurred in the drive wheels 63a and 63b can be determined based on the current rotation speed Nr of the ring gear shaft 32a and the previous rotation speed of the ring gear shaft 32a.

  When the absolute value of the required torque change amount ΔTr is less than or equal to the threshold value Tref, or when the target torque Tm2 * is greater than or equal to the torque lower limit value Tm2min, it is determined that there is no possibility of charging or overcharging the battery 50 with excessive power. The opening smoothing prohibition flag Fth is set to 0 (step S120). On the other hand, when the absolute value of the required torque change amount ΔTr is larger than the threshold value Tref and the target torque Tm2 * is less than the torque lower limit value Tm2min, the throttle opening smoothing prohibition flag Fth is set to a value 1 (step S122). Processing for resetting the torque Tm2 * to the torque lower limit value Tm2min is performed (step S124). Thus, the target torque Tm2 * can be set as a torque limited by the input limit Win of the battery 50. Here, the throttle opening smoothing prohibition flag Fth is a flag for determining whether or not the annealing process to be performed for the adjustment of the opening of the throttle valve 124 should be prohibited when the throttle control of the engine 22 is performed. The details of the processing performed based on the value of the flag will be described later.

  When the target rotational speed Ne *, target torque Te *, throttle opening smoothing prohibition flag Fth, and target torques Tm1 *, Tm2 * of the motors MG1, MG2 are set in this way, the target rotational speed Ne * of the engine 22 and the target Torque Te * and throttle opening smoothing prohibition flag Fth are transmitted to engine ECU 24, and target torques Tm1 * and Tm2 * of motors MG1 and MG2 are transmitted to motor ECU 40 (step S126), and the drive control routine is terminated. . The engine ECU 24 that has received the target rotational speed Ne *, the target torque Te *, and the throttle opening smoothing prohibition flag Fth causes the engine 22 to operate at a point corresponding to the target rotational speed Ne * and the target torque Te *. Control such as throttle control, fuel injection control, and ignition control at 22 is performed. The motor ECU 40 that has received the target torques Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the target torque Tm1 * and the motor MG2 is driven by the target torque Tm2 *. To do.

  Next, details of the processing of the engine ECU 24 that has received the target rotational speed Ne *, the target torque Te *, and the throttle opening smoothing prohibition flag Fth will be described. FIG. 7 is a flowchart illustrating an example of an engine drive control routine executed by the engine ECU 24 of the hybrid vehicle 20 according to the embodiment. This routine is executed when the target rotational speed Ne *, the target torque Te *, and the throttle opening smoothing prohibition flag Fth are received from the hybrid electronic control unit 70 by communication.

  When the engine drive control routine is executed, the engine ECU 24 first inputs data such as the target rotational speed Ne *, the target torque Te *, and the throttle opening smoothing prohibition flag Fth (step S200). The opening of the throttle valve 124 (target throttle opening TH *) to be adjusted based on Te * is set (step S202). In the embodiment, the target throttle opening TH * is obtained in advance by storing the relationship between the target torque Te * and the target throttle opening TH * in a ROM (not shown) of the engine ECU 24 as a map. If so, the corresponding target throttle opening TH * is derived from the map.

  When the target throttle opening TH * is set in this way, the value of the throttle opening smoothing prohibition flag Fth set in steps S120 and S122 of the drive control routine of FIG. 3 is checked (step S204), and the throttle opening smoothing is performed. When the prohibition flag Fth is 0, the set target throttle opening TH * is subjected to a smoothing process according to the following equation (5) (step S206), and based on the target throttle opening TH * after the smoothing process. Then, throttle control, that is, a drive signal is output to the throttle motor 136 (step S208), fuel injection control and ignition control are performed (step S210), and this routine is terminated. The smoothing process is applied to the change in the throttle opening particularly when the purifier 134 (catalyst) is in a low temperature state and not fully activated, or the oxygen sensor is in a low temperature state and the air-fuel ratio feedback control is performed. This is because when it cannot be performed, the purification device 134 may not be able to sufficiently treat the harmful components due to an increase in the harmful components in the exhaust due to a rapid change in the throttle opening. In addition, a sudden change in the throttle opening also causes a torque shock (vibration) of the engine 22. Here, in Equation (5), “K” is a smoothing coefficient, and is set within a range of 0 to 1. This “K” may be set to decrease as the temperature decreases, for example, based on the temperature of the purifier 134 (three-way catalyst), the temperature of an oxygen sensor (not shown) attached to the exhaust side of the engine 22, and the like. it can. Of course, “K” may be determined as a constant.

  On the other hand, when the throttle opening smoothing prohibition flag Fth is 1, that is, when the required torque Tr * suddenly decreases, the target throttle opening TH * is not subjected to the smoothing process on the set target throttle opening TH *. Based on this, throttle control is performed (step S208), fuel injection control and ignition control are performed (step S210), and this routine is terminated. The reason why the smoothing process is not performed on the target throttle opening TH * when the required torque Tr * is suddenly reduced is to reduce the output of the engine 22 quickly. As can be seen from the drive control routine of FIG. 2, when the required torque Tr * is suddenly reduced, the engine required power Pe * (target torque Te *) of the engine 22 is suddenly reduced or the target torque Tm2 * of the motor MG2 is reduced. It suddenly decreases (the amount of power generation increases rapidly). At this time, if the target throttle opening TH * corresponding to the target torque Te * is subjected to a smoothing process, immediately after the required torque Tr * is suddenly reduced, the output from the engine 22 is not suddenly reduced but becomes relatively large. The amount of power generated by the motor MG1 responsible for the reaction force of the engine torque is also relatively large. For this reason, the sum of the electric power generated by the motor MG1 and the motor MG2 becomes large, and the battery 50 may be charged with excessive electric power or overcharge. On the other hand, if the smoothing process is prohibited with respect to the target throttle opening TH * of the engine 22 when the required torque Tr * is suddenly decreased, the output of the engine 22 can be quickly reduced to suppress the amount of power generated by the motor MG1. Therefore, the motor MG2 can prevent the battery 50 from being charged or overcharged by excessive electric power while responding to the required torque Tr *. However, when the smoothing process is not performed on the target throttle opening TH *, the purification rate by the purification device 134 may decrease or the engine 22 may vibrate.

  According to the hybrid vehicle 20 of the embodiment described above, when the accelerator pedal 83 is turned off from on or slip occurs in the drive wheels 63a and 63b, the required torque Tr * to the ring gear shaft 32a is suddenly reduced. The engine 22 is driven and controlled (throttle control) without performing a smoothing process on the target throttle opening TH * corresponding to the target torque Te * of the engine 22 set based on the required torque Tr *. As well as the power generation amount of the motor MG1 responsible for the reaction force of the engine torque. As a result, it is possible to more reliably prevent charging or overcharging of the battery 50 due to excessive power while responding to the required torque Tr * that has been rapidly reduced by the motor MG2.

  In the hybrid vehicle 20 of the embodiment, during normal operation (when the throttle opening smoothing prohibition flag Fth is 0), the target throttle opening TH * is subjected to a smoothing process to perform throttle control. The throttle control may be performed by performing other gentle change processing such as using rate processing instead of the annealing processing.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 8) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

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

  Further, in addition to the hybrid vehicle 20 of the embodiment and the hybrid vehicles 120 and 220 of the modified example, any hybrid vehicle including a generator that can generate power by at least a part of the power from the engine and supply it to a power storage device such as a battery. For example, a so-called series-type hybrid vehicle that generates power from the engine by a generator and generates power by the generator and charge / discharge of the power storage device can input / output power from the motor to the drive shaft, or via a transmission. Thus, the present invention may be applied to a so-called parallel hybrid vehicle that outputs power from the engine to the drive shaft and can input and output power from the generator motor to the drive shaft with charging and discharging of the power storage device. Furthermore, the present invention is not limited to such a hybrid vehicle, and may naturally be applied to a moving body such as a ship or an aircraft.

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

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus as one embodiment of the present invention. It is a block diagram which shows the outline of a structure of the engine 22 with which the hybrid vehicle 20 of an Example is provided. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that the target rotation speed Ne * and target torque Te * of the engine 22 are set. 3 is a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30. FIG. It is a flowchart which shows an example of the engine drive control routine performed by engine ECU24 of the hybrid vehicle 20 of an Example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line , 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b driving wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 8 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Ignition Plug, 132 piston, 134 purification device, 136 throttle motor, 138 ignition coil, 140 crank position sensor, 142 water temperature sensor, 144 cam position sensor, 146 throttle valve position sensor, 148 vacuum sensor, 150 variable valve timing mechanism, 152 EGR pipe 154 EGR valve, 156 temperature sensor, 230 pair rotor motor, 232 inner rotor, 234 Outer rotor, MG1, MG2 motor.

Claims (10)

A power output device capable of outputting power to a drive shaft,
An internal combustion engine that outputs power by burning the air and fuel sucked through the intake air amount adjusting means capable of adjusting the intake air amount;
Power power input / output means capable of generating electric power using at least a part of the power from the internal combustion engine and capable of inputting / outputting power to / from the drive shaft with input / output of power;
Power storage means capable of exchanging power with the power drive input / output means;
The internal combustion engine is controlled by performing a predetermined gradual change process for the adjustment of the intake air amount by the intake air amount adjusting means so that the drive force based on the required drive force required for the drive shaft is output to the drive shaft. Without controlling the drive and controlling the power input / output means so that when the required drive force is suddenly reduced, the slow change process is performed so that the drive force based on the suddenly reduced required drive force is output to the drive shaft. A power output device comprising: drive control means for performing drive control of the internal combustion engine and performing slow change inhibition control for driving control of the power power input / output means.   The power output apparatus according to claim 1, wherein the predetermined gradual change process is an annealing process.   3. The power output apparatus according to claim 1, wherein the gradual change prohibition control is control performed when it is predicted that electric power exceeding an input limit is input to the power storage unit due to a sudden decrease in the required driving force.   The power / power input / output means includes power transmission means capable of transmitting at least part of the power from the internal combustion engine to the drive shaft by input / output of power and power, and a drive shaft capable of inputting / outputting power to / from the drive shaft. The power output device according to any one of claims 1 to 3, wherein the power output device is a means provided with an electric motor.   The power transmission means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and is used as a remaining shaft based on power input / output to / from any two of the three shafts. 5. The power output apparatus according to claim 4, wherein the power output device comprises three-axis power input / output means for inputting / outputting power and a motor for rotating shaft capable of generating power for inputting / outputting power to / from the third shaft.   The power transmission means includes a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft, and the first rotor and the second rotor 5. The power output apparatus according to claim 4, wherein the power output apparatus is a counter-rotor motor that transmits at least a part of power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action with the rotor.   A hybrid vehicle that is mounted with the power output device according to claim 1 and that travels with an axle connected to the drive shaft.   In the slow change prohibiting control, when the accelerator pedal is operated from on to off and the required driving force is suddenly reduced, or the required driving force is sharply reduced due to the limitation of the driving force that is performed to suppress the slip generated on the wheel. 8. The hybrid vehicle according to claim 7, wherein the control is sometimes performed. A power output device including an internal combustion engine that outputs power by burning air and fuel sucked through an intake air amount adjusting means capable of adjusting an intake air amount,
Power generation means capable of generating power using at least part of the power from the internal combustion engine;
Power storage means capable of inputting power generated by the power generation means;
A predetermined gradual change process is performed to adjust the intake air amount by the intake air amount adjusting means so that a driving force based on a required driving force required for the internal combustion engine is output, and the internal combustion engine is driven and controlled. And a drive control means for driving and controlling the internal combustion engine without performing the gradual change process so that a driving force based on the drastically reduced required driving force is output when the required driving force is suddenly reduced. An internal combustion engine that outputs power by combusting the air and fuel sucked through the intake air amount adjusting means capable of adjusting the intake air amount, and at least part of the power from the internal combustion engine can generate electric power. A power output input / output means capable of inputting / outputting power to / from the drive shaft with input / output of electric power, and a storage means capable of exchanging power with the power power input / output means. There,
The internal combustion engine is controlled by performing a predetermined gradual change process for the adjustment of the intake air amount by the intake air amount adjusting means so that the drive force based on the required drive force required for the drive shaft is output to the drive shaft. Without controlling the drive and controlling the power input / output means so that when the required drive force is suddenly reduced, the slow change process is performed so that the drive force based on the suddenly reduced required drive force is output to the drive shaft. A control method for a power output device that performs a slow change prohibition control for controlling the driving of the internal combustion engine and the power power input / output means.

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