JP4196961B2 - Power output apparatus, automobile equipped with the same, and control method therefor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To rapidly cope with the abrupt change of a drive force by driving a device related to an increase/decrease of the drive force within the range of a drive limit even if the drive force to be outputted when the device is operated near the drive limit is abruptly changed. <P>SOLUTION: In a hybrid automobile having an output shaft of the engine, a drive shaft connected to an axle, and a power distributing/integrating mechanism connected to the rotating shaft of a motor, when a temporary motor torque Tm1tmp calculated as a torque to be outputted from the motor to operate the engine at a target rotational speed of Ne* is less than the lower limit torque Tm1min of the motor, the torque of the motor is relieved and the torque of the engine is increased (S160 to S200). <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a power output apparatus, an automobile equipped with the same, and a control method thereof.

Conventionally, this type of power output device includes an engine, a planetary gear in which a carrier is connected to the crankshaft of the engine and a drive shaft connected to an axle and a ring gear, and a first gear connected to a sun gear of the planetary gear. A motor and a second motor connected to the drive shaft are provided, the engine speed is set in consideration of the state of the battery when the accelerator is off, and the first motor is controlled so that the engine is operated at that speed. The thing is proposed (for example, refer patent document 1).
Japanese Patent Laid-Open No. 2005-2898

  In such a power output device, it is desirable to respond quickly to changes in the required driving force to be output set based on the accelerator operation of the operator, etc., but the device involved in the increase or decrease in driving force is set in that device. If the required driving force changes suddenly while the vehicle is operating at the drive limit, the change may not be promptly handled. For example, in the above-described power output device, the engine speed is controlled by the speed control of the first motor, and the required driving force increases rapidly when the lower limit torque of the rated value is output from the first motor. Sometimes, when the engine speed is increased simultaneously with the output of the required driving force, the engine speed cannot be increased quickly.

  The power output apparatus of the present invention, the automobile equipped with the same, and the control method thereof quickly respond to a sudden change in the driving force to be output even when a device involved in the increase or decrease of the driving force is operated in the vicinity of the drive limit. One of the purposes. In addition, the power output apparatus of the present invention, the automobile equipped with the power output apparatus, and the control method thereof are provided for a sudden change in the driving force to be output when a device involved in the increase or decrease in the driving force is operated in the vicinity of the drive limit. One of the purposes is to drive the device within the range of the drive restriction even when responding quickly.

  In order to achieve at least a part of the above-described object, the power output apparatus of the present invention, the automobile equipped with the same, and the control method thereof employ the following means.

The first power output device of the present invention comprises:
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 capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Required driving force setting means for setting required driving force required for the drive shaft;
Target operating point setting means for setting a target operating point of the internal combustion engine based on the set required driving force using predetermined constraints;
When the target operation control for controlling the internal combustion engine and the electric power input / output unit is performed so that the internal combustion engine is operated at the set target operation point, the lower limit drive set in the electric power input / output unit is performed. When the power / power input / output means is to be controlled so that a driving force exceeding the force is output, the internal combustion engine is operated at the set target operating point and the driving force based on the set required driving force The internal combustion engine, the power drive input / output means, and the electric motor are controlled so as to be output to the drive shaft, and when attempting to execute the target operation control, the drive force less than the lower limit drive force is output. When the power drive input / output means is to be controlled, if the internal combustion engine is operated at an operating point where the torque is higher than the set target operating point. The internal combustion engine and the power power input / output means so that a driving force equal to or greater than the lower limit driving force is output from the power power input / output means and a driving force based on the set required driving force is output to the drive shaft. Control means for controlling the electric motor;
It is a summary to provide.

  In the first power output device of the present invention, the internal combustion engine and the power power input are operated so that the internal combustion engine is operated at a target operation point set based on the required driving force required for the drive shaft using predetermined constraints. When the power driving input / output means is to be controlled so that a driving force exceeding the lower limit driving force set in the power driving input / output means is output when the target driving control for controlling the output means is executed, The internal combustion engine, the power power input / output means, and the electric motor are controlled so that the internal combustion engine is operated at the point and the driving force based on the required driving force is output to the drive shaft. As a result, it is possible to output a driving force based on the required driving force to the drive shaft while operating the internal combustion engine under conditions that impose predetermined constraints. On the other hand, when the power driving input / output means is to be controlled so that a driving force less than the lower limit driving force is output when the target driving control described above is executed, the internal combustion engine is operated at an operating point where the torque is higher than the target operating point. In addition, the internal combustion engine, the power drive input / output means, and the electric motor are controlled so that a drive force exceeding the lower limit drive force is output from the power drive input / output means and a drive force based on the required drive force is output to the drive shaft. . Thereby, since the rotation speed of an internal combustion engine can be raised rapidly, the motive power output from an internal combustion engine can be enlarged rapidly. Moreover, it is possible to output a driving force based on the required driving force to the drive shaft while maintaining a state in which the electric power driving input / output means is controlled to output a driving force equal to or higher than the lower limit driving force.

  In such a first power output apparatus of the present invention, the control means controls the power power input / output means so that a driving force less than the lower limit driving force is output when the target operation control is to be executed. The torque output from the internal combustion engine is gradually increased from the set target torque and the driving force output from the power drive input / output unit is controlled to gradually increase. You can also. The target operation control may be control including control for feeding back the electric power input / output means so that the internal combustion engine is operated at the set target operation point. Further, the predetermined restriction may be a restriction that allows the internal combustion engine to operate efficiently.

The second power output device 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 capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Required driving force setting means for setting required driving force required for the drive shaft;
When the set required driving force suddenly increases while driving the power power input / output means with the lower limit driving force set in the power power input / output means, the power power input / output means drives the lower limit drive. The internal combustion engine so that the torque output from the internal combustion engine is increased and the driving force based on the set required driving force is output to the drive shaft. Rapid increase control means for controlling the electric power drive input / output means and the electric motor;
It is a summary to provide.

  In the second power output device of the present invention, the required driving force required for the drive shaft rapidly increased while the power power input / output means was driven with the lower limit driving force set in the power power input / output means. In some cases, the state in which a driving force equal to or higher than the lower limit driving force is output from the power driving input / output means, the torque output from the internal combustion engine increases, and the driving force based on the required driving force is output to the driving shaft. The internal combustion engine, the power drive input / output means, and the electric motor are controlled. Thereby, since the rotation speed of an internal combustion engine can be raised rapidly, the motive power output from an internal combustion engine can be enlarged rapidly. In addition, it is possible to output the driving force based on the required driving force to the drive shaft while maintaining the state in which the driving force exceeding the lower limit driving force is output from the power driving input / output means.

  Such a second power output apparatus of the present invention comprises a target operating point setting means for setting a target operating point of the internal combustion engine based on the set required driving force using a predetermined constraint, and the rapid increase control The means controls the internal combustion engine and the electric power drive input / output means so that the torque of the target operating point is output from the internal combustion engine after the internal combustion engine is operated at the set rotational speed of the target operating point. It can also be a means to do. If it carries out like this, it can be set as the state which outputs the driving force based on a request | required driving force to a drive shaft, operating an internal combustion engine on the conditions which imposed the predetermined | prescribed restrictions rapidly.

  In these first or second power output devices of the present invention, the power power input / output means is connected to three shafts of the output shaft, the drive shaft, and the rotating shaft of the internal combustion engine, A means comprising three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on power input / output to / from any two axes, and a generator capable of inputting / outputting electric power to / from the rotating shaft. It can also be. The power drive input / output means includes 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 A counter-rotor motor that rotates by relative rotation with the second rotor may also be used.

  The automobile of the present invention is the first or second 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 the drive shaft, Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power; Electric motor capable of inputting / outputting power to / from the drive shaft, electric power / power input / output means, power storage means capable of exchanging electric power with the motor, and required drive force setting means for setting required drive force required for the drive shaft And target operating point setting means for setting a target operating point of the internal combustion engine based on the set required driving force using a predetermined constraint, and the internal combustion engine is operated at the set target operating point. Before When the target operation control for controlling the internal combustion engine and the power power input / output means is performed, the power power input / output means is output so that a driving force exceeding a lower limit driving force set in the power power input / output means is output. When the control is to be performed, the internal combustion engine is operated at the set target operating point, and the internal combustion engine and the power power are output so that a driving force based on the set required driving force is output to the driving shaft. The input / output means and the electric motor are controlled, and when the target operation control is to be executed, the power / power input / output means is controlled so that a driving force less than the lower limit driving force is output. The internal combustion engine is operated at an operating point with a torque higher than the target operating point, and a driving force equal to or higher than the lower limit driving force is output from the electric power input / output means. And a control means for controlling the internal combustion engine, the power input / output means, and the electric motor so that a driving force based on the set required driving force is output to the drive shaft. A power output device or a power output device for outputting power to a drive shaft, which is connected to the internal combustion engine and the output shaft of the internal combustion engine and the drive shaft from the internal combustion engine with input and output of electric power and power Power power input / output means capable of outputting at least a part of the power to the drive shaft, an electric motor capable of inputting / outputting power to the drive shaft, and power exchange with the power power input / output means and the motor. A power storage means, a required drive force setting means for setting a required drive force required for the drive shaft, and a power drive input / output means driven at a lower limit drive force set in the power drive input / output means. During the above set When the required driving force is rapidly increased, a state in which a driving force equal to or higher than the lower limit driving force is output from the power driving input / output means is maintained, and a torque output from the internal combustion engine is increased and set. A second power output device of the present invention, comprising: a sudden increase control means for controlling the internal combustion engine, the power power input / output means, and the electric motor so that a driving force based on a required driving force is output to the drive shaft. And the axle is connected to the drive shaft.

  Since the first or second power output device of the present invention according to any one of the above-described aspects is mounted on the automobile of the present invention, the effects exhibited by the first or second power output device of the present invention, for example, the internal combustion Maintaining the effect that the engine output speed can be increased rapidly and the power output from the internal combustion engine can be increased rapidly, and that the power power input / output means is controlled so that a driving force exceeding the lower limit driving force is output. The same effect as the effect that the driving force based on the required driving force can be output to the drive shaft can be obtained.

The control method of the first power output device of the present invention is:
An internal combustion engine, and power power input / output means connected to the output shaft and drive shaft of the internal combustion engine and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power A power output device control method comprising: an electric motor capable of inputting / outputting power to / from the drive shaft; and an electric power power input / output means and an electric storage means capable of exchanging electric power with the electric motor,
(A) setting a required driving force required for the driving shaft;
(B) setting a target operating point of the internal combustion engine based on the set required driving force using a predetermined constraint;
(C) When the target operation control for controlling the internal combustion engine and the power power input / output means is performed so that the internal combustion engine is operated at the set target operation point, the power power input / output means is set. When the power / power input / output means is to be controlled so that a driving force equal to or greater than a lower limit driving force is output, the internal combustion engine is operated at the set target operating point and driving based on the set required driving force The internal combustion engine, the electric power drive input / output means, and the electric motor are controlled so that a force is output to the drive shaft, and a drive force less than the lower limit drive force is output when the target operation control is executed. When the electric power drive input / output means is to be controlled, the internal combustion engine is operated at an operating point whose torque is higher than the set target operating point. The internal combustion engine, the power power input / output unit, and the power power input / output unit so that a driving force equal to or greater than the lower limit driving force is output and a driving force based on the set required driving force is output to the drive shaft. The gist is to control the motor.

  In the control method for the first power output apparatus of the present invention, the internal combustion engine is operated so that the internal combustion engine is operated at a target operation point set based on a required driving force required for the drive shaft using a predetermined constraint. When the power driving input / output means is to be controlled so that a driving force equal to or higher than the lower limit driving force set in the power driving input / output means is output when the target operation control for controlling the power driving input / output means is performed. The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the internal combustion engine is operated at the target operation point and the driving force based on the required driving force is output to the drive shaft. As a result, it is possible to output a driving force based on the required driving force to the drive shaft while operating the internal combustion engine under conditions that impose predetermined constraints. On the other hand, when the power driving input / output means is to be controlled so that a driving force less than the lower limit driving force is output when the target driving control described above is executed, the internal combustion engine is operated at an operating point where the torque is higher than the target operating point. In addition, the internal combustion engine, the power drive input / output means, and the electric motor are controlled so that a drive force exceeding the lower limit drive force is output from the power drive input / output means and a drive force based on the required drive force is output to the drive shaft. . Thereby, since the rotation speed of an internal combustion engine can be raised rapidly, the motive power output from an internal combustion engine can be enlarged rapidly. Moreover, it is possible to output a driving force based on the required driving force to the drive shaft while maintaining a state in which the electric power driving input / output means is controlled to output a driving force equal to or higher than the lower limit driving force.

The control method of the second power output device of the present invention is:
An internal combustion engine, and power power input / output means connected to the output shaft and drive shaft of the internal combustion engine and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power A power output device control method comprising: an electric motor capable of inputting / outputting power to / from the drive shaft; and an electric power power input / output means and an electric storage means capable of exchanging electric power with the electric motor,
When the required driving force required for the drive shaft rapidly increases while driving the power power input / output means with the lower limit driving force set in the power power input / output means, the power power input / output means The internal combustion engine maintains a state in which a driving force equal to or greater than the lower limit driving force is output, the torque output from the internal combustion engine increases, and the driving force based on the required driving force is output to the driving shaft. The power motive power input / output means and the electric motor are controlled.

  In the control method for the second power output apparatus of the present invention, the required driving force required for the drive shaft while driving the power power input / output means with the lower limit driving force set in the power power input / output means. When the engine speed increases rapidly, the state in which the driving force exceeding the lower limit driving force is output from the electric power input / output means is maintained, the torque output from the internal combustion engine increases, and the driving force based on the required driving force is output to the drive shaft. The internal combustion engine, the power drive input / output means, and the electric motor are controlled. Thereby, since the rotation speed of an internal combustion engine can be raised rapidly, the motive power output from an internal combustion engine can be enlarged rapidly. In addition, it is possible to output the driving force based on the required driving force to the drive shaft while maintaining the state in which the driving force exceeding the lower limit driving force is output from the power driving input / output means.

  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 a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to 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 hybrid vehicle 20 of the embodiment configured as described above, particularly when the driving force is further output by the accelerator pedal 83 being further depressed when the motor MG1 is driven near the lower limit torque of the rated value. The operation will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, 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 Nm1, of the motors MG1, MG2. A process of inputting data necessary for control such as Nm2, input / output restrictions Win and Wout of the battery 50 is executed (step S100). Here, 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. To do. The input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Subsequently, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * (step S120). In this setting, the target rotational speed Ne * and the target torque Te * are set based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 4 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, using the 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 based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1, the temporary motor torque Tm1tmp of the motor MG1 is calculated by the equation (2) (step S130). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 5 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. 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 and “3” in the third term on the right side. “k2” and “k3” in the third term on the right side are the gain of the proportional term, the gain of the integral term, and the gain of the derivative term, respectively.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1tmp = k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt + k3 ・ d (Nm1 * -Nm1) / dt (2)

  When the target rotational speed Nm1 * and the temporary motor torque Tm1tmp of the motor MG1 are calculated in this way, the calculated temporary motor torque Tm1tmp is compared with the lower limit torque Tm1min set as the rated value of the motor MG1 (step S140). When the calculated temporary motor torque Tm1tmp is equal to or greater than the lower limit torque Tm1min, the temporary motor torque Tm1tmp is set as the torque command Tm1 * of the motor MG1 (step S150), and the input / output limits Win and Wout of the battery 50 and the calculated motor MG1 torque The torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by multiplying the command Tm1 * by the current rotational speed Nm1 of the motor MG1 by the rotational speed Nm2 of the motor MG2. Torque limits Tmin and Tmax as upper and lower limits are calculated by the following equations (3) and (4) (step S210), and the required torque Tr *, torque command Tm1 *, and gear ratio ρ of the power distribution and integration mechanism 30 are used. Temporary motor torque T as torque to be output from motor MG2 The 2tmp calculated by Equation (5) (step S220), the calculated torque limit Tmin, set the torque command Tm2 * of the motor MG2 limits the tentative motor torque Tm2tmp at Tmax (step S230). 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. 5 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. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S240), 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.

On the other hand, when it is determined that the temporary motor torque Tm1tmp calculated in step S140 is less than the lower limit torque Tm1min, the temporary motor torque Tm1tmp calculated when the routine was executed last time is subtracted from the calculated temporary motor torque Tm1tmp to obtain a feedback term deviation. ΔPID is calculated (step S160), and the motor torque command Tm1 * is calculated by adding the rate value Trt to the calculated feedback term deviation ΔPID added to the torque command Tm1 * set when this routine was last executed. The calculated motor torque command Tm1 * is limited by the lower limit torque Tm1min (step S180). Here, the rate value Trt is set as a torque to be transferred to the torque from the engine 22 among the torque that should be output from the motor MG1 each time this routine is executed. It can be determined by the performance of MG1, the performance of the engine 22, and the like. For this reason, while the temporary motor torque Tm1tmp is calculated as less than the lower limit torque Tm1min, every time this routine is executed, the rate delayed Trt is transferred from the torque output from the motor MG1 to the torque output from the engine 22, Accordingly, the torque command Tm1 * of the motor MG1 becomes larger (smaller as an absolute value). Then, the difference between the calculated temporary motor torque Tm1tmp and the torque command Tm1 * is calculated as the engine torque adjustment amount Teadj (step S190), and the calculated engine torque adjustment amount Teadj is added to the target torque Te * and the target of the engine 22 is calculated. The torque Te * is reset (step S200), the torque command Tm2 * of the motor MG2 is set using the set torque command Tm1 * of the motor MG1 (steps S210 to S230), and the set target rotational speed Ne * or The reset target torque Te * and the set torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the engine ECU 24 and the motor ECU 40 (step S240), and this routine ends. The engine ECU 24 that has received the target rotational speed Ne * and the reset target torque Te * performs throttle opening control and fuel injection control so that the engine 22 is operated at operating points based on the target rotational speed Ne * and the target torque Te *. , Ignition control is executed. As described above, since the target torque Te * is increased when reset, the engine ECU 24 is controlled to be larger than the normal throttle opening. For this reason, the torque from the engine 22 increases. Since the torque command Tm2 * of the motor MG2 is set by the processing in steps S210 to S230 described above, the required torque Tr * is set as a torque that is limited within the range of the input / output limits Win and Wout of the battery 50. It can output to the ring gear shaft 32a.

  Consider a case where the accelerator pedal 83 is depressed when the motor MG1 is driven in the vicinity of the lower limit torque Tm1tmp, the required torque Tr * increases rapidly, and the temporary motor torque Tm1tmp is calculated as less than the lower limit torque Tm1min. At this time, the torque command Tm1 * of the motor MG1 is set so as to increase by the rate value Trt over the lower limit torque Tm1tmp (steps S160 to S180), and the target torque Te * of the engine 22 increases the torque of the motor MG1 (absolute value). (Step S190, S200). For this reason, the engine 22 is operated at an operation point having a higher torque than the operation point at which the engine 22 is efficiently operated, and the rotational speed Ne of the engine 22 is rapidly increased. When the rotational speed Ne of the engine 22 approaches the target rotational speed Ne * and the temporary motor torque Tm1tmp is calculated as the lower limit torque Tm1min or more, the temporary motor torque Tm1tmp is set to the torque command Tm1 * of the motor MG1 ( In step S150), the engine 22 is also controlled to operate using the target torque Te * that is efficiently operated. That is, in the above-described case, first, the torque of the motor MG1 is loosened and the torque of the engine 22 is increased to quickly increase the rotational speed Ne of the engine 22 to the target rotational speed Ne *, and then the normal control is returned. Become.

  According to the hybrid vehicle 20 of the embodiment described above, the accelerator pedal 83 is depressed when the motor MG1 is driven in the vicinity of the lower limit torque Tm1tmp, the required torque Tr * increases rapidly, and the temporary motor torque Tm1tmp becomes the lower limit torque Tm1min. When calculated as less than, the torque of the motor MG1 is loosened and the torque of the engine 22 is increased. Therefore, the rotational speed Ne of the engine 22 can be rapidly increased to the target rotational speed Ne *. Moreover, since the torque command Tm2 * of the motor MG2 is set as a torque in which the required torque Tr * is limited within the range of the input / output limits Win and Wout of the battery 50, the torque based on the required torque Tr * is used as a ring gear as a drive shaft. It can output to the shaft 32a. After the rotational speed Ne of the engine 22 is brought close to the target rotational speed, the engine 22 is efficiently operated with the required power Pe * required to output the required torque Tr * to the ring gear shaft 32a as the drive shaft. Since the output torque is controlled so that the torque limited to the required torque Tr * within the range of the input / output limits Win and Wout of the battery 50 is output to the ring gear shaft 32a as the drive shaft, the required torque Tr * is input to the battery 50. It is possible to output efficiently to the ring gear shaft 32a within the range of the output limits Win and Wout.

  In the hybrid vehicle 20 of the embodiment, when the temporary motor torque Tm1tmp is calculated as less than the lower limit torque Tm1min, the torque command Tm1 * of the motor MG1 is set to increase by the rate value Trt and to be equal to or higher than the lower limit torque Tm1min. At the same time, the target torque Te * of the engine 22 is reset so as to increase by increasing the torque of the motor MG1 (decreasing as an absolute value). However, the torque command Tm1 * of the motor MG1 is set large and the target torque of the engine 22 is set. As long as Te * is set to a large value, it is not necessary to use rate processing, and any other method may be used for control.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. 6, the motor MG2 This power may be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 6) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  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.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present 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 a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. 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 electric power Line, 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b drive wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 2 shift position sensor, 83 accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, 230 pair-rotor motor, 232 an inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (9)

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 capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Required driving force setting means for setting required driving force required for the drive shaft;
Target operating point setting means for setting a target operating point of the internal combustion engine based on the set required driving force using predetermined constraints;
When the target operation control for controlling the internal combustion engine and the electric power input / output unit is performed so that the internal combustion engine is operated at the set target operation point, the lower limit drive set in the electric power input / output unit is performed. When the power / power input / output means is to be controlled so that a driving force exceeding the force is output, the internal combustion engine is operated at the set target operating point and the driving force based on the set required driving force The internal combustion engine, the power drive input / output means, and the electric motor are controlled so as to be output to the drive shaft, and when attempting to execute the target operation control, the drive force less than the lower limit drive force is output. When the power drive input / output means is to be controlled, if the internal combustion engine is operated at an operating point where the torque is higher than the set target operating point. The internal combustion engine and the power power input / output means so that a driving force equal to or greater than the lower limit driving force is output from the power power input / output means and a driving force based on the set required driving force is output to the drive shaft. Control means for controlling the electric motor;
A power output device comprising:   When the control means is to control the power / power input / output means so that a driving force less than the lower limit driving force is output when the target operation control is executed, the torque output from the internal combustion engine is gradually increased. 2. The power output apparatus according to claim 1, wherein said power output device is a means for controlling so that the driving force output from said power power input / output means gradually increases as said value becomes larger than said set target torque.   3. The power output apparatus according to claim 1, wherein the target operation control is control including feedback control of the power power input / output means so that the internal combustion engine is operated at the set target operation point.   The power output apparatus according to any one of claims 1 to 3, wherein the predetermined restriction is a restriction that allows the internal combustion engine to be operated efficiently. 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 capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Required driving force setting means for setting required driving force required for the drive shaft;
When the set required driving force suddenly increases while driving the power power input / output means with the lower limit driving force set in the power power input / output means, the power power input / output means causes the lower limit driving to occur. The internal combustion engine so that the torque output from the internal combustion engine is increased and the driving force based on the set required driving force is output to the drive shaft. Rapid increase control means for controlling the electric power drive input / output means and the electric motor;
A power output device comprising: The power output device according to claim 5,
A target operating point setting means for setting a target operating point of the internal combustion engine based on the set required driving force using a predetermined constraint;
The rapid increase control means is configured to input / output power to and from the internal combustion engine so that the torque at the target operating point is output from the internal combustion engine after the internal combustion engine is operated at the set rotational speed of the target operating point. A power output device that is means for controlling the means.   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 rotary shaft, and the remaining power based on power input / output to any two of the three shafts. The power output device according to any one of claims 1 to 6, wherein the power output device comprises three-axis power input / output means for inputting / outputting power to / from the shaft and a generator capable of inputting / outputting electric power to / from the rotating shaft.   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 6, wherein the power output device is a counter-rotor motor rotating by relative rotation with the second rotor.   An automobile comprising the power output device according to any one of claims 1 to 8 and an axle connected to the drive shaft.

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