JP4086014B2 - POWER OUTPUT DEVICE, AUTOMOBILE, AND CONTROL METHOD FOR POWER OUTPUT DEVICE - Google Patents

Description

  The present invention relates to a power output device, an automobile, and a control method for the power output device, and more specifically, power power input / output means for outputting at least part of power from an internal combustion engine to a drive shaft with input / output of power and power. The present invention relates to a power output device including a vehicle, an automobile, and a method for controlling the power output device.

Conventionally, as this type of power output device, an engine, a clutch motor including a rotor connected to the output shaft of the engine and a rotor connected to the drive shaft, a rotor connected to the drive shaft, and the rotor can be rotated. An assist motor comprising a stable stator and a control device for controlling the engine, the clutch motor and the assist motor so that the vibration accompanying the operation of the engine is out of the resonance frequency range of the drive device or power output device Has been proposed (for example, Patent Document 1). According to this device, it is possible to prevent resonance associated with the operation of the engine of the drive device, the power output device provided in the drive device, and other equipment.
JP-A-9-201005

  In this way, preventing inconvenience such as resonance associated with engine operation, for example, inconvenience such as generation of a booming noise, is one of the important issues from the viewpoint of improving the durability of the apparatus and not causing the operator to feel uncomfortable. Has been. It is thought that the occurrence of such a resonance phenomenon and a booming noise can be caused not only by the operating state of the engine, but also by the operating state of a clutch motor or assist motor that is connected to the engine output shaft or drive shaft and inputs / outputs power. It is also necessary to consider the operating state of these motors.

  The power output apparatus, the automobile, and the control method for the power output apparatus according to the present invention have an object to suppress the generation of a humming sound accompanying the operation of the internal combustion engine. Another object of the power output apparatus, the automobile, and the power output apparatus control method of the present invention is to improve the energy efficiency of the apparatus.

  The power output apparatus, the automobile, and the control method for the power output apparatus of the present invention employ the following means in order to achieve at least a part of the above-described object.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power;
Power storage means capable of exchanging power with the power drive input / output means;
Required power setting means for setting required power required for the drive shaft;
An operation line setting means for setting an operation line for moving an operating point of the internal combustion engine so that a booming noise is not generated when the internal combustion engine is operated based on an operating state of the power drive input / output means;
Control means for controlling the internal combustion engine and the power drive input / output means based on the set operation line and the set required power;
It is a summary to provide.

  In the power output apparatus of the present invention, an operation line for moving the operating point of the internal combustion engine is set so that no muffler noise is generated when the internal combustion engine is operated based on the operating state of the power power input / output means. And the internal combustion engine and the power drive input / output means are controlled based on the required power. As a result, it is possible to suppress the humming noise that occurs when the power input / output means and the internal combustion engine are operated.

  In such a power output apparatus of the present invention, the operation line setting means may be means for setting the operation line based on the power input / output state of the power power input / output means. In this case, the operation line setting means determines that the booming sound area is larger when the power inputted / outputted by the power / power input / output means is larger and a louder noise area is generated when the internal combustion engine is operated. It may be a means for setting an operation line to avoid it. In this way, it is possible to set the operation line so that the muffled sound area becomes large when the power input / output by the power power input / output means is large.

  In the power output apparatus of the present invention, the operation line setting means may be means for setting the operation line based on torque from the power power input / output means. In this case, the operation line setting means avoids the booming sound area because it is assumed that the larger the absolute value of the torque of the power / power input / output means, the larger the booming noise area that is generated when the internal combustion engine is operated. It may be a means for setting an operation line to do so. In this way, when the absolute value of the torque of the power drive input / output means is large, it is possible to set the operation line so that the muffled sound area becomes large.

  Further, in the power output apparatus of the present invention, the operation line setting means may be means for setting by selecting one operation line from a plurality of operation lines. In this way, an operation line corresponding to the size of the booming sound area can be selected. Further, the operation line setting means may be means for setting the operation line so as to increase the efficiency of the internal combustion engine. In this way, the internal combustion engine can be operated efficiently.

  Alternatively, in the power output apparatus according to the present invention, the drive shaft may include an electric motor capable of inputting / outputting power, and the control means may output the power based on the set required power to the drive shaft. And means for controlling the electric power drive input / output means and the electric motor.

  In the power output apparatus of the present invention, the power / power input / output means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and the rotary shaft, and is input / output to any two of the three shafts. It is also possible to provide a means comprising three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the power to be output, and a generator capable of inputting / outputting power to / from the rotating shaft, The electric power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the second rotor. It is also possible to use a counter-rotor motor that rotates by relative rotation with the other rotor.

  The automobile of the present invention is a power output apparatus of the present invention according to any one of the above-described aspects, that is, basically a power output apparatus that outputs power to a drive shaft, and includes an internal combustion engine and an output of the internal combustion engine. An electric power input / output means connected to the shaft and the drive shaft and outputting at least a part of the power from the internal combustion engine to the drive shaft with input and output of electric power and power; and the electric power input / output means; Power storage means capable of exchanging electric power, required power setting means for setting required power required for the drive shaft, and a booming noise when the internal combustion engine is operated based on the operating state of the power power input / output means An operation line setting means for setting an operation line for moving the operation point of the internal combustion engine so that the occurrence of the engine is not generated, and the internal combustion engine and the power power input / output based on the set operation line and the set required power hand Equipped with a power output apparatus and a control means for controlling the bets, axle to the drive shaft to the gist to become linked.

  In this automobile of the present invention, since the power output device of the present invention according to any one of the above aspects is mounted, the effect of the power output device of the present invention, for example, the effect of suppressing the generation of a booming noise, etc. Similar effects can be achieved.

The hybrid vehicle control method of the present invention includes:
An internal combustion engine, and an electric power / power input / output means connected to the output shaft of the internal combustion engine and the drive shaft and outputting at least a part of the power from the internal combustion engine to the drive shaft with input / output of electric power and power And a power output device control method comprising:
Set the required power required for the drive shaft,
Setting an operation line for moving the operating point of the internal combustion engine so that no humming noise is generated when the internal combustion engine is operated based on the operating state of the power power input / output means;
The gist is to control the internal combustion engine and the power power input / output means based on the set operation line and the set required power.

  According to this hybrid vehicle control method of the present invention, an operation line for moving the operating point of the internal combustion engine is set so that no humming noise is generated when the internal combustion engine is operated based on the operating state of the electric power input / output means. Since the internal combustion engine and the electric power input / output means are controlled based on the set operation line and the set required power, the generation of a booming noise that can occur when the electric power input / output means and the internal combustion engine are operated is suppressed. can do.

  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. 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 an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed 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 thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every 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 rotational speed Ne of the engine 22, the motor MG1. , MG2 rotation speeds Nm1, Nm2, required charge / discharge power Pb * for charging / discharging the battery 50, input / output limits Win, Wout of the battery 50, and other data necessary for control are executed (step S100). . Here, the rotational speed Ne of the engine 22 is calculated based on the rotational position of the crankshaft 26 detected by a crank position sensor (not shown) and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. The required charge / discharge power Pb * of the battery 50 is set based on the remaining capacity (SOC) and is input from the battery ECU 52 by communication. The input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb and the remaining capacity (SOC) of the battery 50 and input from the battery ECU 52 by communication.

  When the data is input in this way, the drive request torque T * to be output to the ring gear shaft 32a as the drive shaft as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V and the vehicle request required for the vehicle. The power P * is set (step S110). In the embodiment, the drive request torque T * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the drive request torque T * 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 T * is derived from the stored map and set. FIG. 3 shows an example of the required torque setting map. The vehicle required power P * can be calculated as the sum of the required drive torque T * multiplied by the rotational speed Nr of the ring gear shaft 32a and the required charge / discharge power Pb * required by the battery 50 and the loss Loss. . The rotational speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k.

  Subsequently, the engine required power Pe * to be output from the engine 22 is set based on the set vehicle required power P * (step S120). The required engine power Pe * is set this time with the engine required power Pe * set by executing this routine so far because the response of the engine 22 is slower than the motors MG1, MG2, etc. The engine required power Pe * is set using a smoothing process or a rate process in which the vehicle required power P * is eventually set as the engine required power Pe * using the vehicle required power P *.

  Next, the power generation amount Pchg of the motor MG1 is calculated by multiplying the torque command Tm1 * of the motor MG1 set when the routine was executed last time by the rotational speed Nm1 of the motor MG1 (step S130). Here, it is preferable that the power generation amount Pchg is essentially calculated using the torque command Tm1 * of the motor MG1 set in this routine this time, but the engine required power Pe using the annealing process or the rate process. Since * is set, the operating point of the engine 22 does not change suddenly, and the startup interval of this routine is as short as a predetermined time (8 msec), so the torque command Tm1 * set when this routine was executed last time is Inconvenience does not occur even if it is used and calculated.

  When the power generation amount Pchg by the motor MG1 is calculated, an operation line of the engine 22 is set so as to avoid a booming noise based on the calculated power generation amount Pchg (step S140). In the embodiment, it corresponds to four sections (0 to Pmax / 4, Pmax / 4 to Pmax / 2, Pmax / 2 to 3Pmax / 4, 3Pmax / 4 to Pmax) obtained by dividing the maximum power generation amount Pmax of the motor MG1 into four equal parts. The operation lines DL1 to D14 for avoiding the booming noise are determined and stored in advance in the ROM 74, and when the power generation amount Pchg is given, the corresponding operation line is derived and set. An example of the operation lines DL1 to DL4 of the embodiment is shown in FIGS. As shown in FIGS. 4 to 7, the operation lines DL <b> 1 to DL <b> 4 are set so as to avoid the booming sound region, assuming that the booming noise region increases as the power generation amount Pchg of the motor MG <b> 1 increases. . Here, the operation line DL1 is set as an operation line capable of operating the engine 22 efficiently. Therefore, it can be considered that the other operation lines DL2 to DL4 are created based on the operation line DL1, so that the operation lines DL1 to DL4 are prevented from generating a muffled noise and the engine 22 as much as possible. Is set to operate efficiently.

  Subsequently, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set target power Pe * and the set operation line (step S150). FIG. 7 also shows how the target rotational speed Ne * and the target torque Te * are set when the operation line DL4 is set. As shown in the figure, the target rotational speed Ne * and the target torque Te * are determined by the intersection of an operation line set so as to avoid the booming noise region and a curve with a constant target power Pe * (Ne * × Te *). Can be sought.

  Next, using 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, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S160). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 8 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by multiplying the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * ＝ Ne * ・ (1 + ρ) / ρ−Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * −Nm1) + k2∫ (Nm1 * −Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 is expressed by the following equation (3). , (4) (step S170), and using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30, a temporary motor torque Tm2tmp is calculated as a torque to be output from the motor MG2. (5) (Step S180), and the temporary torque is calculated with the calculated torque limits Tmin and Tmax. Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the torque Tm2tmp (step S190). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Equation (5) can be easily derived from the collinear diagram of FIG. 8 described above.

Tmin = (Win−Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout−Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

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

  According to the hybrid vehicle 20 of the embodiment described above, the operation line for avoiding the booming noise is set based on the power generation amount Pchg of the motor MG1, and the target rotational speed Ne * of the engine 22 is set using the set operation line. Since the target torque Te * is set and the engine 22 and the motors MG1 and MG2 are controlled, it is possible to suppress the generation of a booming noise. In addition, since the set operation lines DL1 to DL4 are basically created based on the operation line DL1 for efficiently operating the engine 22, the engine 22 is efficiently operated while suppressing the generation of a booming noise. be able to. As a result, the energy efficiency of the vehicle can be improved. Of course, the vehicle can travel by outputting torque (power) based on the required torque Tr * requested by the driver.

  In the hybrid vehicle 20 of the embodiment, the operation lines DL1 to DL4 corresponding to the four regions of the power generation amount Pchg of the motor MG1 are set in advance, and the four operation lines DL1 to DL4 are based on the power generation amount Pchg of the motor MG1. The corresponding operation line is selected, but the number of such operation lines is not limited to four, and any number of three or less or five or more may be used. In addition, an operation line that does not generate a booming sound may be created each time based on the power generation amount Pchg of the motor MG1.

  In the hybrid vehicle 20 of the embodiment, the operation line is set so as not to generate a booming noise based on the power generation amount Pchg of the motor MG1, but the operation line is set based on the torque of the motor MG1 so as not to generate a booming noise. It is good also as what to do. This is because the power generation amount Pchg of the motor MG1 is expressed as a product of the torque of the motor MG1 and the rotation speed, and the occurrence of a booming noise is considered to be influenced by the torque rather than the rotation speed. Further, in the hybrid vehicle 20 of the embodiment, the operation line is set so as not to generate a booming noise based on the power generation amount Pchg of the motor MG1, but the power consumption amount of the motor MG2 in addition to the power generation amount Pchg of the motor MG1. Alternatively, the operation line may be set so as not to generate a booming noise based on the torque. In this case, it is preferable to set the operation line on the assumption that the region where the muffler noise is generated becomes larger as the power consumption and torque of the motor MG2 are larger.

  In the hybrid vehicle 20 of the embodiment, the power generation amount Pchg is calculated using the torque command Tm1 * of the motor MG1 set when this routine was executed last time, and a booming noise is generated based on the calculated power generation amount Pchg. The engine 22 and the motors MG1 and MG2 are controlled based on the set operation line, and the torque command Tm1 * of the motor MG1 set based on the operation line is used. The power generation amount Pchg of the motor MG1 is calculated again, and it is determined whether or not the operation line set using the recalculated power generation amount Pchg should be used. When it is determined that the operation line should be used, the engine 22 is based on the operation line. Or motors MG1 and MG2, and when it is determined that it should not be used, the recalculated power generation amount P Engine 22 and the motor MG1 based on the set operation line sets the operation line corresponding to hg, MG2 may be controlled to.

  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. 9) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

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

  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.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of operation line DL1. It is explanatory drawing which shows an example of operation line DL2. It is explanatory drawing which shows an example of operation line DL3. It is explanatory drawing which shows an example of operation line DL4. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

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

Claims (8)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power;
Power storage means capable of exchanging power with the power drive input / output means;
Required power setting means for setting required power required for the drive shaft;
As the electric power input / output by the electric power drive input / output means is larger, the muffler sound region where the muffler sound is generated when the internal combustion engine is operated becomes larger, so that the muffler sound region is avoided and the muffler noise is not generated. An operation line setting means for setting an operation line for moving the operating point of the internal combustion engine;
Control means for controlling the internal combustion engine and the power drive input / output means based on the set operation line and the set required power;
A power output device comprising: 2. The power output apparatus according to claim 1, wherein the operation line setting means is a means for setting by selecting one operation line from a plurality of operation lines. The power output apparatus according to claim 1 or 2, wherein the operation line setting means is means for setting the operation line so that the efficiency of the internal combustion engine is increased. The power output device according to any one of claims 1 to 3 ,
An electric motor capable of inputting and outputting power to the drive shaft;
The said control means is a means which controls the said internal combustion engine, the said electric power power input / output means, and the said electric motor so that the motive power based on the set demanded power may be output to the said drive shaft. Power output device. The power power input / output means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft, and the remaining shaft based on power input / output to / from any two of the three shafts The power output device according to any one of claims 1 to 4 , further comprising: a three-axis power input / output means for inputting / outputting power to / from the power generator; The power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the first rotor The power output device according to any one of claims 1 to 4 , wherein the power output device is a counter-rotor motor that rotates by relative rotation with the two rotors. An automobile comprising the power output device according to any one of claims 1 to 6 and an axle connected to the drive shaft. An internal combustion engine, and an electric power / power input / output means connected to the output shaft and the drive shaft of the internal combustion engine and outputting at least a part of the power from the internal combustion engine to the drive shaft with input / output of electric power and power A power output device control method comprising: a power storage means capable of exchanging power with the power power input / output means;
Set the required power required for the drive shaft,
As the electric power input / output by the electric power drive input / output means is larger, the muffler sound region where the muffler sound is generated when the internal combustion engine is operated becomes larger, so that the muffler sound region is avoided and the muffler noise is not generated. Set the operating line to move the operating point of the internal combustion engine,
A control method for a power output apparatus, wherein the internal combustion engine and the power power input / output means are controlled based on the set operation line and the set required power.

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