JP4209375B2 - Power output apparatus, automobile equipped with the same, and control method of power output apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent overspeed of a motor MG2, and to suppress overcharge to a battery. <P>SOLUTION: The automobile comprises an engine, a motor MG1 and a driving shaft that are connected to a planetary gear, a motor MG2 connected to the driving shaft via a transmission, and a battery for exchanging electric power with the motors MG1 and MG2. When it is fixed to an Lo gear due to abnormality of the transmission, a request torque Tr* requested by a driver is limited by a request torque limit Trmax set small with increase in rotation speed Nm2 of motor MG2 (S140, S150), and the engine and motors MG1 and MG2 are controlled based on the limited demand torque (S160-S210). Thus, the overspeed of the motor MG2 can be prevented. Since the amount of power generation of the motor MG1 is suppressed with the limitation of the request torque Tr*, the overcharge to the battery can be suppressed comparing with the case of limiting only the torque outputted from the motor MG2. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a power output apparatus, an automobile equipped with the power output apparatus, and a method for controlling the power output apparatus.

Conventionally, as this type of power output device, an engine output shaft is connected to a drive shaft connected to an axle via a planetary gear mechanism, a generator is connected to a rotating element of the planetary gear mechanism, and a speed change is made to the drive shaft. The thing mounted in the motor vehicle which connected the electric motor via the machine is proposed (for example, refer patent document 1). In this apparatus, the power from the electric motor is changed to the power corresponding to the vehicle speed and is output to the drive shaft by changing the gear position of the transmission according to the vehicle speed.
JP 2002-225578 A (FIG. 1)

  However, in the above-described power output device, although it is described that the gear position of the transmission is set to a gear position corresponding to the vehicle speed, it is taken into account for dealing with a state where the gear position of the transmission cannot be changed due to some abnormality. Absent. When the speed change stage of the transmission cannot be changed, particularly when the speed change from the high speed reduction ratio to the reduction speed ratio cannot be performed, the motor may be driven at the upper limit rotational speed. On the other hand, it is conceivable to limit the driving of the electric motor. However, since the operation of the engine and the generator is not limited, the power storage device may be overcharged due to excessive power generation.

  One of the objects of the power output apparatus, the automobile equipped with the power output apparatus, and the method for controlling the power output apparatus of the present invention is to prevent the motor from being driven at the upper limit rotational speed. Another object of the power output device of the present invention, a vehicle equipped with the power output device, and a method of controlling the power output device is to prevent an overcharge of a power storage device such as a secondary battery. Furthermore, it is an object of the power output apparatus of the present invention, an automobile equipped with the same, and a control method for the power output apparatus to suppress deterioration of drivability.

  In order to achieve at least a part of the above object, the first power output apparatus of the present invention, an automobile equipped with the same, and a method for controlling the power output apparatus 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 together with power input / output;
An electric motor that can input and output power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a change in gear ratio;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
When the input / output state of power to the drive shaft of the electric motor is a normal input / output state, the drive force obtained based on the operation of the operator is set as the required drive force to be output to the drive shaft, When the input / output state of power to the drive shaft is different from the normal input / output state, the required drive is limited to the drive force obtained based on the operation of the operator based on the drive state of the electric motor. Required driving force setting means for setting as force,
Control means for controlling the internal combustion engine, the power power input / output means, the electric motor, and the shift transmission means so that power based on the set required driving force is output to a drive shaft;
It is a summary to provide.

  In the first power output apparatus of the present invention, when the input / output state of the power to the drive shaft of the electric motor that inputs / outputs the power to / from the drive shaft via the shift transmission means is the normal input / output state, the operation is performed by the operator. The driving force obtained based on this is set as the required driving force to be output to the drive shaft, and is obtained based on the operation of the operator when the input / output state of power to the drive shaft of the motor is different from the normal input / output state The driving force limited based on the driving state of the electric motor with respect to the driving force is set as the required driving force. Then, the internal combustion engine, the power drive input / output means, the electric motor, and the shift transmission means are controlled so that power based on the set required drive force is output to the drive shaft. Therefore, when the input / output state of power to the drive shaft of the motor is different from the normal input / output state, the required driving force is limited, thereby suppressing the inconvenience such as the motor being in a driving state exceeding the upper limit rotational speed. It is possible to suppress charging of the power storage means with excessive electric power.

  In the first power output apparatus of the present invention, the input / output state different from the normal state may be a state in which the electric motor is driven at a rotational speed equal to or higher than a predetermined rotational speed. It is also possible that the gear ratio cannot be changed. In this case, when the speed change ratio in the speed change transmission means cannot be changed, the speed change ratio when the speed of the motor is reduced and output to the drive shaft is changed from the higher speed change ratio to the lower speed change ratio. It is also possible to assume that the change is impossible.

  In the first power output device of the present invention, the restriction based on the driving state of the electric motor may be a restriction performed with an upper limit value that tends to decrease as the rotational speed of the electric motor increases. When the electric motor is driven at an upper limit rotational speed that can be driven, the limit may be set to an upper limit value of 0 or less. In this way, it is possible to perform more appropriate restriction according to the driving state of the electric motor, or to prevent the electric motor from being driven exceeding the upper limit rotational speed.

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 together with power input / output;
An electric motor that can input and output power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a change in gear ratio;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
State detecting means for detecting the state of the shift transmission means;
When a normal state is detected as the state of the shift transmission means by the state detection means, a driving force obtained based on an operation by an operator is set as a required driving force to be output to the drive shaft, and the state detection means Therefore, when a state different from the normal state is detected as the state of the speed change transmission means, the driving force obtained based on the operation of the operator is limited based on the rotation state of the drive shaft and the state of the speed change transmission means. Requested driving force setting means for setting the driven force as the requested driving force;
Control means for controlling the internal combustion engine, the power power input / output means, the electric motor, and the shift transmission means so that power based on the set required driving force is output to a drive shaft;
It is a summary to provide.

  In the second power output apparatus of the present invention, when the state of the transmission means for transmitting the power between the rotating shaft and the drive shaft of the motor with the change of the transmission gear ratio is the normal state, it is based on the operation of the operator. The drive force obtained in this way is set as the required drive force to be output to the drive shaft, and the rotation of the drive shaft with respect to the drive force obtained based on the operation of the operator when the state of the transmission means is different from the normal state The driving force limited based on the state and the state of the transmission means is set as the required driving force. Then, the internal combustion engine, the power drive input / output means, the electric motor, and the shift transmission means are controlled so that power based on the set required drive force is output to the drive shaft. Accordingly, when the state of the transmission means is different from the normal state, the required driving force is limited, so that it is possible to suppress inconveniences such as the driving state of the electric motor exceeding the upper limit rotation speed, and to store the electric power with excessive electric power. The charging of the means can be suppressed. Here, the transmission transmission means may be a stepped transmission.

  In such a second power output apparatus of the present invention, the state different from the normal state may be a state in which the change of the transmission gear ratio in the transmission transmission means is impossible. In this case, when the speed change ratio in the speed change transmission means cannot be changed, the speed change ratio when the speed of the motor is reduced and output to the drive shaft is changed from the higher speed change ratio to the lower speed change ratio. It is also possible to assume that the change is impossible. In this way, it is possible to cope with a state in which it is impossible to change the transmission ratio in the transmission transmission means.

  Further, in the second power output apparatus of the present invention, the restriction based on the rotational state of the drive shaft and the state of the speed change transmission means is performed with an upper limit value that tends to decrease as the rotational speed of the drive shaft increases. It can also be assumed. By so doing, it is possible to perform more appropriate restriction according to the rotational state of the drive shaft and the state of the transmission transmission means.

  Further, in the second power output device of the present invention, the state different from the normal state includes a state in which the change of the transmission ratio in the transmission transmission means is impossible and a state in which the transmission ratio in the transmission transmission means is changed. And the limitation based on the rotational state of the drive shaft and the state of the transmission transmission means is such that the rotational speed of the drive shaft is larger than the first rotational speed when the change of the transmission ratio in the transmission transmission means is impossible. The upper limit value tends to be smaller, and when the speed ratio in the speed change transmission means is changed, the rotational speed of the drive shaft is greater than the second rotational speed greater than the first rotational speed. It can also be a restriction performed with an upper limit value that tends to be smaller. By so doing, it is possible to start limiting the required driving force at the number of revolutions according to the state of the transmission transmission means. That is, it is possible to prevent an unexpected restriction from being executed while changing the gear ratio. As a result, it is possible to suppress the deterioration of drivability when the speed ratio of the transmission means is changed. In this case, when the speed change ratio in the speed change transmission means cannot be changed, the speed change ratio when the speed of the motor is reduced and output to the drive shaft is changed from the higher speed change ratio to the lower speed change ratio. The state in which the change is impossible and the speed change ratio in the speed change transmission means is changed is when the speed of the motor is reduced and output to the drive shaft. It can also be set as the state which has been changed to the gear ratio.

  In the second power output apparatus of the present invention, the limit based on the rotational state of the drive shaft and the state of the transmission means has an upper limit value of 0 or less when the motor is driven at an upper limit rotational speed at which the motor can be driven. It can also be a restriction to do. In this way, the electric motor can be prevented from being driven beyond the upper limit rotational speed. In this case, the limitation based on the rotation state of the drive shaft and the state of the transmission transmission means is that when the motor is driven at an upper limit rotation speed that can be driven, the power from the motor is decelerated to the drive shaft. The limit may be set with an upper limit value having a larger tendency as the speed reduction ratio in the transmission transmission means at the time of output is smaller. By so doing, it is possible to perform a restriction in accordance with the gear ratio of the transmission transmission means.

  Further, in the second power output device of the present invention, the restriction based on the rotation state of the drive shaft and the state of the speed change transmission means is performed when the power from the electric motor is decelerated and output to the drive shaft. It is also possible that the limit is set when the electric motor rotates at a limit start rotational speed greater than or equal to a greater tendency as the speed reduction ratio in the shift transmission means is smaller. If it carries out like this, a restriction | limiting can be started by the rotation speed of the electric motor according to the gear ratio of a transmission transmission means.

  In the first or second power output apparatus of the present invention, the power power input / output means is connected to three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and any of the three shafts. Or a three-axis power input / output means for inputting / outputting power to the remaining shaft based on the power input / output to / from the two shafts, and a generator for inputting / outputting power to / from the third shaft. And a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft, the first rotor and the second rotation It may be a counter-rotor motor that outputs at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action with the child.

  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 capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power; and an electric motor capable of inputting / outputting power; Transmission transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a change in gear ratio, the electric power driving input / output means, the power storage means capable of exchanging electric power with the electric motor, and the electric motor When the input / output state of power to the drive shaft is a normal input / output state, the drive force obtained based on the operation of the operator is set as the required drive force to be output to the drive shaft, and the drive of the motor The input / output state of power to the shaft Requested driving force setting means for setting, as the requested driving force, a driving force limited based on the driving state of the electric motor with respect to the driving force obtained based on the operation of the operator in an unusual input / output state; Control means for controlling the internal combustion engine, the power power input / output means, the electric motor, and the shift transmission means so that power based on the set required driving force is output to a drive shaft. 1 is a power output device that outputs power to a drive shaft, and is connected to the internal combustion engine, the output shaft of the internal combustion engine, and the drive shaft from the internal combustion engine with input and output of electric 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, and transmission of power between the rotating shaft of the motor and the drive shaft to change a gear ratio. Accompanying transmission A state of the speed change transmission means by means of the state detection means, a state detection means for detecting the state of the speed change transmission means, and a state of the speed change transmission means. When the state is detected, the driving force obtained based on the operation of the operator is set as the required driving force to be output to the drive shaft, and the state of the shift transmission unit is different from the normal state by the state detection unit. Is detected as a required driving force, which is set based on the rotational state of the driving shaft and the state of the transmission means with respect to the driving force obtained based on the operation of the operator. Force setting means, the internal combustion engine, the electric power power input / output means, the electric motor, and the gear shift so that power based on the set required driving force is output to the drive shaft. And a control means for controlling the transmission means. The second power output device according to the present invention is mounted, and the axle is connected to the drive shaft.

  Since the vehicle according to the present invention is equipped with the first or second power output device of the present invention according to any one of the above-described aspects, the effects exhibited by the first or second power output device of the present invention, for example, an electric motor An effect that can suppress inconveniences such as the motor being in a driving state exceeding the upper limit rotational speed by limiting the required driving force when the input / output state of power to the drive shaft is different from the normal input / output state In addition, it is possible to achieve the same effect as the effect of suppressing the charging of the power storage means by excessive electric power.

The first power input / output device of the present invention comprises:
A power input / output device that inputs power from an internal combustion engine and outputs power to a 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 power input / output;
An electric motor that can input and output power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a change in gear ratio;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
When the input / output state of power to the drive shaft of the electric motor is a normal input / output state, the drive force obtained based on the operation of the operator is set as the required drive force to be output to the drive shaft, When the input / output state of power to the drive shaft is different from the normal input / output state, the required drive is limited to the drive force obtained based on the operation of the operator based on the drive state of the electric motor. Required driving force setting means for setting as force,
Control means for controlling the power power input / output means, the electric motor, and the shift transmission means so that power based on the set required driving force is output to the drive shaft, and for outputting a control signal to the internal combustion engine side; ,
It is a summary to provide.

  In the power input / output apparatus of the present invention, when the input / output state of power to the drive shaft of the motor that inputs / outputs power to / from the drive shaft via the transmission transmission means is a normal input / output state, it is based on the operation of the operator. The obtained driving force is set as the required driving force to be output to the drive shaft. When the input / output state of power to the drive shaft of the motor is different from the normal input / output state, the driving force obtained based on the operation of the operator On the other hand, the driving force limited based on the driving state of the electric motor is set as the required driving force. Then, the power power input / output means, the electric motor, and the transmission transmission means are controlled so that power based on the set required driving force is output to the drive shaft, and a control signal is output to the internal combustion engine side. Therefore, when the input / output state of power to the drive shaft of the motor is different from the normal input / output state, the required driving force is limited, thereby suppressing the inconvenience such as the motor being in a driving state exceeding the upper limit rotational speed. It is possible to suppress charging of the power storage means with excessive electric power.

The second power input / output device of the present invention is
A power input / output device that inputs power from an internal combustion engine and outputs power to a 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 power input / output;
An electric motor that can input and output power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a change in gear ratio;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
State detecting means for detecting the state of the shift transmission means;
When a normal state is detected as the state of the shift transmission means by the state detection means, a driving force obtained based on an operation by an operator is set as a required driving force to be output to the drive shaft, and the state detection means Therefore, when a state different from the normal state is detected as the state of the speed change transmission means, the driving force obtained based on the operation of the operator is limited based on the rotation state of the drive shaft and the state of the speed change transmission means. Requested driving force setting means for setting the driven force as the requested driving force;
Control means for controlling the internal combustion engine, the power power input / output means, the electric motor, and the shift transmission means so that power based on the set required driving force is output to a drive shaft;
It is a summary to provide.

  In the second power input / output device of the present invention, when the state of the speed change transmission means for transmitting power between the rotating shaft and the drive shaft of the motor with the change of the speed ratio is a normal state, the operation is performed by the operator. The driving force obtained on the basis of the drive shaft is set as the required driving force to be output to the drive shaft. The driving force limited based on the rotation state and the state of the transmission means is set as the required driving force. Then, the internal combustion engine, the power drive input / output means, the electric motor, and the shift transmission means are controlled so that power based on the set required drive force is output to the drive shaft. Accordingly, when the state of the transmission means is different from the normal state, the required driving force is limited, so that it is possible to suppress inconveniences such as the driving state of the electric motor exceeding the upper limit rotation speed, and to store the electric power with excessive electric power. The charging of the means can be suppressed.

The control method of the first power output device of the present invention is:
An internal combustion engine, electric 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 / output of electric power; An electric motor capable of inputting / outputting power, transmission transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a change in gear ratio, and exchange of electric power with the electric power input / output means and the electric motor. A power output device comprising a possible power storage means,
(A) When the input / output state of power to the drive shaft of the electric motor is a normal input / output state, the drive force obtained based on the operation of the operator is set as the required drive force to be output to the drive shaft, When the input / output state of power to the drive shaft of the electric motor is different from the normal input / output state, the driving force limited based on the driving state of the electric motor is limited to the driving force obtained based on the operation of the operator. Set as the required driving force,
(B) The gist is to control the internal combustion engine, the power power input / output means, the electric motor, and the shift transmission means so that power based on the set required driving force is output to the drive shaft.

  According to the control method for the first power output device of the present invention, when the input / output state of the power to the drive shaft of the motor that inputs / outputs the power to / from the drive shaft via the transmission transmission means is the normal input / output state. The driving force obtained based on the operator's operation is set as the required driving force to be output to the drive shaft, and when the input / output state of power to the drive shaft of the motor is different from the normal input / output state, the operator's operation The driving force limited based on the driving state of the motor is set as the required driving force with respect to the driving force obtained based on the internal combustion engine and the electric power so that the power based on the set required driving force is output to the drive shaft. Since the power input / output means, the motor, and the transmission transmission means are controlled, when the input / output state of power to the drive shaft of the motor is different from the normal input / output state, the motor is in a driving state exceeding the upper limit rotational speed. The inconvenience of It is possible to suppress the charging of the power storage unit due to excessive power it is possible to.

  In such a control method of the first power output apparatus of the present invention, the input / output state different from the normal state is a state in which the speed change ratio in the speed change transmission means cannot be changed and the motor rotates at a predetermined speed or higher. It can also be in a state of being driven by a number. Further, the restriction based on the driving state of the electric motor may be a restriction performed with an upper limit value that tends to decrease as the rotational speed of the electric motor increases.

The control method of the second power output device of the present invention is:
An internal combustion engine, electric 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 / output of electric power; An electric motor capable of inputting / outputting power, transmission transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a change in gear ratio, and exchange of electric power with the electric power input / output means and the electric motor. A power output device comprising a possible power storage means,
(A) When the shift transmission means is in a normal state, a driving force obtained based on an operation by an operator is set as a required driving force to be output to the drive shaft, and the shift transmission means is in a state different from the normal state. Sometimes the driving force limited based on the rotation state of the drive shaft and the state of the transmission transmission means with respect to the driving force obtained based on the operation of the operator is set as the required driving force,
(B) The gist is to control the internal combustion engine, the power power input / output means, the electric motor, and the shift transmission means so that power based on the set required driving force is output to the drive shaft.

  According to the control method for the second power output device of the present invention, when the state of the speed change transmission means for performing power transmission between the rotating shaft and the drive shaft of the motor with the change of the speed ratio is the normal state, the operator The driving force obtained on the basis of the operation is set as the required driving force to be output to the drive shaft, and the driving force obtained on the basis of the operation of the operator when the state of the shift transmission means is different from the normal state. The drive power limited based on the rotation state of the drive shaft and the state of the transmission transmission means is set as the required drive force, and the internal combustion engine and the electric power power input / output so that the power based on the set required drive force is output to the drive shaft Control of the motor, the motor, and the transmission transmission means. When the state of the transmission transmission means is different from the normal state, the required driving force is limited so that the motor is in a driving state exceeding the upper limit rotational speed. It is possible to suppress the charging of the power storage unit due to excessive power can be suppressed.

  In such a control method for the second power output apparatus of the present invention, the state different from the normal state may be a state in which the change of the transmission gear ratio in the transmission transmission means is impossible. Further, the restriction based on the rotation state of the drive shaft and the state of the transmission transmission means may be a restriction performed with an upper limit value that tends to decrease as the rotation speed of the drive shaft increases.

  In the control method for the second power output apparatus of the present invention, the state different from the normal state is a state in which the change of the transmission ratio in the transmission transmission means is impossible and a transmission ratio in the transmission transmission means is changed. The limitation based on the rotational state of the drive shaft and the state of the transmission transmission means includes a state in which the rotational speed of the drive shaft is the first rotational speed when the change of the transmission ratio in the transmission transmission means is impossible. This is a limitation performed with an upper limit value that tends to decrease as the value increases, and the second rotation in which the rotational speed of the drive shaft is larger than the first rotational speed when the speed ratio in the transmission means is changed. It can also be a restriction performed with an upper limit value that tends to be smaller as the number becomes larger. By so doing, it is possible to start limiting the required driving force at the number of revolutions according to the state of the transmission transmission means. That is, it is possible to prevent an unexpected restriction from being executed while changing the gear ratio. As a result, it is possible to suppress the deterioration of drivability when the speed ratio of the transmission means is changed. In this case, when the speed change ratio in the speed change transmission means cannot be changed, the speed change ratio when the speed of the motor is reduced and output to the drive shaft is changed from the higher speed change ratio to the lower speed change ratio. The state in which the change is impossible and the speed change ratio in the speed change transmission means is changed is when the speed of the motor is reduced and output to the drive shaft. It can also be set as the state which has been changed to the gear ratio.

  Furthermore, in the control method for the second power output apparatus of the present invention, the restriction based on the rotation state of the drive shaft and the state of the transmission means is determined from the motor when the motor is driven at an upper limit rotational speed at which the motor can be driven. It is also possible to limit the power with the upper limit value having a larger tendency as the speed reduction ratio in the speed change transmission means is smaller when the rotational speed is reduced and output to the drive shaft. By so doing, it is possible to perform a restriction in accordance with the gear ratio of the transmission transmission means.

  Alternatively, in the control method for the second power output apparatus of the present invention, the restriction based on the rotation state of the drive shaft and the state of the transmission means can reduce the rotational speed of the power from the electric motor to the drive shaft. It can also be a restriction that is made when the electric motor rotates at a restriction start rotational speed that is larger or larger as the speed reduction ratio in the speed change transmission means at the time of output is smaller. If it carries out like this, a restriction | limiting can be started by the rotation speed of the electric motor according to the gear ratio of a transmission transmission 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 the configuration of a hybrid vehicle 20 as a first embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the first embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, A motor MG1 capable of generating electricity connected to the distribution integration mechanism 30, a motor MG2 connected to the power distribution integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire vehicle are provided.

  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 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the transmission 60 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 output from the ring gear shaft 32a to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.

  Both the motor MG1 and the motor MG2 are 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 and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the electric power balance is balanced by the motor MG1 and the motor MG2. 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 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 and the rotational speed Nr of the ring gear shaft 32a by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. Yes. 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 transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of a double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, and the first pinion gear 63a. A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as the Lo gear state), the brake B1 is turned on and the brake B2 is turned off to turn the rotation shaft 48 of the motor MG2 off. The rotation is reduced at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). When the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited. In the first embodiment, the brakes B1 and B2 are turned on and off by adjusting the hydraulic pressure applied to the brakes B1 and B2 by driving a hydraulic actuator (not shown).

  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 from the temperature sensor (not shown) 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. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 is provided with an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the accelerator pedal position sensor 84 to be detected, the brake pedal position BP from the brake pedal position sensor 86 to detect the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, etc. are input via the input port. Has been. Further, the hybrid electronic control unit 70 outputs drive signals and the like to actuators (not shown) of the brakes B1 and B2 of the transmission 60. 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 communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  The hybrid vehicle 20 of the first embodiment configured in this way is the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83 by the driver and the vehicle speed V. The engine 22, the motor MG1, and the motor MG2 are 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 first embodiment configured as described above will be described. FIG. 3 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70 of the first embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control, such as Nm2, drive limit Tlim of motor MG2, abnormality determination flag F1 of transmission 60, state determination flag F2 of transmission 60, 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 speed sensors 43 and 44. It was supposed to be. Further, the driving limit Tlim of the motor MG2 is inputted by multiplying the rated maximum torque at the rotational speed Nm2 of the motor MG2 by a correction coefficient determined based on the motor temperature or the inverter temperature. The abnormality determination flag F1 is determined by a transmission abnormality determination routine (not shown) based on the rotation speed Nr of the ring gear shaft 32a, the rotation speed Nm2 of the motor MG2, and the like. The value 0 is set and the data written at a predetermined address in the RAM 76 is read and input. Here, the abnormality determination of the transmission 60 is performed, for example, when the time required for switching (for example, about 200 msec to 400 msec) elapses when the gear state of the transmission 60 is switched, and the rotational speed Nr of the ring gear shaft 32a. Is performed by determining whether or not the gear state change processing of the transmission 60 has been performed by comparing the product obtained by multiplying the gear ratio after the change by the gear ratio and the rotation speed Nm2 of the motor MG2. Can do. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k. The state determination flag F2 is obtained, for example, by determining the gear state based on the reduction ratio Gr of the transmission 60 calculated by dividing the rotational speed Nm2 of the motor MG2 by the rotational speed Nr of the ring gear shaft 32a ( The value 1 is input when the Hi gear is in the state, and the value 0) is input when the Lo gear is in the state.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a, 39b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. Is set (step S110). In the first embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr *, and the accelerator opening Acc and the vehicle speed. When V is given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of a map for setting the required torque.

  Next, the value of the abnormality determination flag F1 is checked (step S120). When the abnormality determination flag F1 is 0, that is, when the transmission 60 is normal, the required power P * is set based on the required torque Tr * (step S160). Here, the required power P * can be calculated as a value obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear and adding the charge / discharge required amount Pb * of the battery 50 and the loss Loss. The required charge / discharge amount Pb * can be set by the remaining capacity (SOC) of the battery 50, the accelerator opening Acc, and the like.

  When the required power P * is thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set target power P * (step S170). 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 target power P *. FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant target power Pe * (Ne * × Te *).

  Subsequently, 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 S180). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 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. As shown in FIG. 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 transmission 60 is shown. Expression (1) can be easily derived by using this alignment chart. Note that the two thick arrows on the R axis indicate that the torque Te * output from the engine 22 when the engine 22 is 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 Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the transmission 60. 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, a motor obtained by multiplying the output limit Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1. The torque limit Tm2max as the upper limit of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (or generated power) of MG1 by the rotation speed Nm2 of the motor MG2 is calculated by the following equation (3) ( Step S190), using the target torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30, a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated by Equation (4) (Step S200). ) Calculated torque limit Tm2max and temporary motor torque Tm2tmp By comparing the limit Tlim set the smallest value as the torque command Tm2 * of the motor MG2 (step S210). By setting the torque command Tm2 * of the motor MG2 in this way, the target torque Tr * output to the ring gear shaft 32a is limited within the output limit range of the battery 50, and is limited within the drive limit range of the motor MG2. It can be set as torque. Equation (4) can be easily derived from the collinear diagram of FIG. 6 described above.

Tm2max ＝ (Wout−Tm1 * ・ Nm1) / Nm2 (3)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (4)

  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 S220), 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 the abnormality determination flag F1 is 1 in step S120, that is, when the transmission 60 is abnormal, the value of the state determination flag F2 is checked (step S130). When the state determination flag F2 is 0, it is determined that the transmission 60 is abnormal in the state of being fixed to the Lo gear state, and the required torque limit Trmax is set based on the rotational speed Nm2 of the motor MG2 (step S140). ), The required torque Tr * derived in step S110 is compared with the required torque limit Trmax, and the smaller one is set again as the required torque Tr * (step S150), and steps S160 to S160 are performed in the same manner as when the transmission 60 is normal. The process of S220 is performed and this routine is terminated. In the first embodiment, the required torque limit Trmax is set in such a manner that the relationship between the rotational speed Nm2 of the motor MG2 and the required torque limit Trmax is obtained in advance as a map and stored in the ROM 74, and the rotational speed Nm2 of the motor MG2 is given. And the corresponding required torque limit Trmax is derived from the map. An example of this map is shown in FIG. As shown in the figure, the required torque limit Trmax is set so as to decrease as the rotation speed Nm2 of the motor MG2 exceeds the predetermined rotation speed Nm2ref, and when the rotation speed Nm2 of the motor MG2 is the upper limit rotation speed Nm2max. Is set to a value of 0. This is based on the reasons of preventing over-rotation of the motor MG2 and suppressing overcharging of the battery 50. The torque output from the motor MG2 is limited to a small value when the rotation speed Nm2 is near the upper limit rotation speed Nm2max due to the drive limit Tlim. In this case, if the required torque Tr * is not limited by the required torque limit Trmax, even if the engine 22 is operated based on the required torque Tr * and the motor MG1 generates power, the generated power cannot be consumed by the motor MG2. Arise. In this case, the surplus power is charged in the battery 50 and the battery 50 is overcharged. In the first embodiment, the required torque Tr * is limited to suppress such overcharging of the battery 50. Here, the upper limit rotational speed Nm2max is an upper limit value of the rotational speed at which the motor MG2 can be continuously driven, and is determined by the rating of the motor MG2. The required torque limit Trmax is set to the maximum torque that can be output from the apparatus when the rotational speed Nm2 of the motor MG2 is equal to or lower than the predetermined rotational speed Nm2ref.

  When the state determination flag F2 is determined to be 1 in step S130, that is, when it is determined that the transmission 60 is abnormal with the Hi gear fixed, the transmission 60 is abnormal but Lo. Since there is no inconvenience of excessive rotation that occurs when the gear is fixed, the same processing as when the transmission 60 is normal is performed (steps S160 to S220), and this routine is terminated. In this case, since the motor MG2 is driven at a low rotation and high torque as compared with the Lo gear state, the efficiency of the motor MG2 is reduced or the torque command Tm2 * is set to the drive limit Tlim. May be limited by

  According to the hybrid vehicle 20 of the first embodiment described above, when the transmission 60 is abnormal in the state of being fixed to the Lo gear state, when the rotational speed Nm2 of the motor MG2 exceeds the predetermined rotational speed Nm2ref, the value becomes Since the required torque Tr * is limited by the required torque limit Trmax set so as to decrease as the value increases, it is possible to suppress over-rotation of the motor MG2. Moreover, since the target rotational speed Ne *, target torque Te *, and torque commands Tm1 * and Tm2 * of the engine 22 are set based on the required torque Tr * limited by the required torque limit Trmax, the required torque Tr * is not limited. Compared with the one that limits only the torque command Tm2 *, overcharge to the battery 50 can be suppressed.

  In the hybrid vehicle 20 of the first embodiment, as shown in FIG. 7, the required torque limit Trmax is set so that the value becomes 0 when the rotation speed Nm2 of the motor MG2 is the upper limit rotation speed Nm2max. As shown in FIG. 6, the required torque limit Trmax may be set so that a negative torque (braking torque) is obtained when the rotation speed Nm2 of the motor MG2 is the upper limit rotation speed Nm2max. In this way, since the braking force is applied to the vehicle when the rotational speed Nm2 of the motor MG2 is in the vicinity of the upper limit rotational speed Nm2max, the rotational speed Nm2 of the motor MG2 is further suppressed from exceeding the upper limit rotational speed Nm2max. Can do.

  In the hybrid vehicle 20 of the first embodiment, the required torque limit Trmax is set so as to decrease linearly as the rotational speed Nm2 of the motor MG2 increases. However, as the rotational speed Nm2 of the motor MG2 increases, the required torque limit Trmax decreases. The required torque limit Trmax may be set so as to become smaller, or the required torque limit Trmax may be set so as to decrease stepwise as the rotational speed Nm2 of the motor MG2 increases.

  In the hybrid vehicle 20 of the first embodiment, when the transmission 60 is in a fixed state in the Hi gear state, the control is performed in the same manner as when the transmission 60 is normal. Needless to say, when the transmission is abnormal in the fixed state, the control for the Hi gear abnormality different from that when the transmission 60 is normal may be performed.

  In the hybrid vehicle 20 of the first embodiment, the transmission 60 that can change gears with two speeds of the Hi gear state and the Lo gear state is used, but the speed of the transmission 60 is limited to two speeds. It is good also as a 3 or more speed stage. In that case, the required torque limit Trmax may be applied to each stage other than the uppermost stage according to the respective reduction gear ratios.

  Next, the hybrid vehicle 20B of the second embodiment will be described. The hybrid vehicle 20B of the second embodiment has the same configuration as the hybrid vehicle 20 of the first embodiment shown in FIG. 1 except that a four-speed transmission 60B is used instead of the transmission 60. Therefore, in the configuration of the hybrid vehicle 20B of the second embodiment, the same components as those of the hybrid vehicle 20 of the first embodiment are denoted by the same reference numerals, and the description thereof is omitted. In the second embodiment, the drive control routine of FIG. 9 is executed instead of the drive control routine of FIG.

  When the drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening degree Acc, the vehicle speed V, the motors MG1, MG2 in the same manner as the processes of steps S100, S110 of the drive control routine of FIG. The drive limit Tlim of the rotational speeds Nm1, Nm2, and MG2, the abnormality determination flag F1 of the four-stage transmission 60B, and the stage number n of the four-stage transmission 60B are input instead of the state determination flag F2 (step S300). The required torque Tr * is set based on the accelerator opening Acc and the vehicle speed V (step S310). Here, the stage number n of the four-speed transmission 60b is calculated by dividing the rotational speed Nm2 of the motor MG2 by the rotational speed Nr of the ring gear shaft 32a in the same manner as the input of the state determination flag F2 in the drive control routine of FIG. The result obtained by determining the state of the four-speed transmission 60B based on the reduction ratio Gr (Nm2 / Nr) of the stage transmission 60B (value is 1 for the first speed, value 2 for the first speed, value 2 for the third speed 3. The value 4) is input at the top.

  Subsequently, the value of the abnormality determination flag F1 of the four-speed transmission 60B is checked (step S320). When the abnormality determination flag F1 is 0, it is determined that the four-speed transmission 60B is normal, and the drive control of FIG. Similar to the routine, the processing after step S160 is executed, and this routine is terminated.

  When the abnormality determination flag F1 is a value 1, it is determined that the 4-speed transmission 60B is abnormal, and the value of the number n of stages of the 4-speed transmission 60B is checked (step S330). When the number of stages n is 4, it is determined that the four-stage transmission 60B is in an abnormal state but is fixed at the uppermost stage, and the processing after step S160 is executed in the same manner as the drive control routine of FIG. End the routine. On the other hand, when the number of stages n is not 4, the four-stage transmission 60B is determined to be abnormal when fixed at a position other than the uppermost stage, and the required torque limit is based on the number of stages n and the vehicle speed V of the four-stage transmission 60B. Trmax is set (step S340), the set required torque limit Trmax and the required torque Tr * are compared and the smaller one is set as the required torque Tr * (step S350), and the drive control routine of FIG. 3 is performed. Step S160 and subsequent steps are executed, and this routine is terminated. The required torque limit Trmax is set in such a manner that the relationship among the number n of the four-stage transmission 60B, the vehicle speed V, and the required torque limit Trmax is obtained in advance as a map and stored in the ROM 74, and the number n of the four-stage transmission 60B and the vehicle speed are set. When V is given, the corresponding required torque limit Trmax is derived from the map. An example of this map is shown in FIG. In the figure, a solid line, a broken line, and an alternate long and short dash line indicate the required torque limit Trmax when the four-speed transmission 60B has the first, second, and third stages. Predetermined vehicle speeds V1max, V2max, and V3max indicate the upper limit vehicle speed when the four-speed transmission 60B is in each stage, and correspond to the vehicle speed V when the motor MG2 is driven at the upper limit rotation speed Nm2max in each stage. The predetermined torques T1min, T2min, and T3min are determined when the vehicle travels at predetermined vehicle speeds V1max, V2max, and V3max when the four-speed transmission 60B is at each speed, that is, at each speed, the motor MG2 is driven at the upper limit rotational speed Nm2max. Is the value of the required torque limit Trmax at each stage, and the torque required for the vehicle to cruise at a predetermined vehicle speed V1max, V2max, V3max when the downhill road assumed at each stage is at each stage is set. . The torque required for this cruise traveling increases as the number n of the four-speed transmission 60B increases, that is, as the assumed vehicle speed V increases. This is based on the reason that the traveling resistance increases as the vehicle speed V increases. Therefore, in the embodiment, the predetermined torques T1min, T2min, and T3min at each stage are set to larger values as the stage number n of the four-stage transmission 60B is larger. When the predetermined torques T1min, T2min, and T3min are set in each stage as described above, the rotational speeds N1ref, N2ref, and N3ref of the motor MG2 corresponding to the vehicle speeds V1ref, V2ref, and V3ref at which the required torque limit Trmax starts to decrease in each stage are The larger the number n of the four-stage transmission 60B, the larger the number. This is shown in FIG. Thus, by setting the torque limit Trmax in each stage in consideration of the running resistance, it is possible to prevent the required torque Tr * from being excessively limited.

  According to the hybrid vehicle 20B of the second embodiment described above, when the four-speed transmission 60B is abnormal with the gears other than the uppermost gear fixed, the vehicle speed V is the motor MG2 at each stage of the four-speed transmission 60B. The required torque Tr * is limited by the required torque limit Trmax set so as to decrease as the vehicle speed V increases when the vehicle speed V exceeds a predetermined vehicle speed V1ref, V2ref, V3ref corresponding to the predetermined rotational speeds N1ref, N2ref, N3ref. The over-rotation of the motor MG2 can be suppressed by the restriction according to the number of stages n of the stage transmission 60B. In addition, the predetermined rotational speeds N1ref, N2ref, and N3ref of the motor MG2 at each stage are set so as to increase as the stage number n of the four-stage transmission 60B increases. Therefore, the required torque limit Trmax at each stage in consideration of running resistance. Can be set, and it is possible to prevent excessively limiting the required torque Tr *. Further, according to the hybrid vehicle 20B of the second embodiment, the target rotational speed Ne *, the target torque Te *, the torque of the engine 22 is based on the required torque Tr * limited by the required torque limit Trmax as in the first embodiment. Since the commands Tm1 * and Tm2 * are set, overcharging of the battery 50 can be suppressed as compared with the case where only the torque command Tm2 * is limited without limiting the required torque Tr *.

  In the hybrid vehicle 20B of the second embodiment, the four-speed transmission 60B capable of shifting with four speeds is used. However, the transmission is not limited to a stepped transmission, and a continuously variable transmission is used. It may be used. In this case, similarly to the second embodiment, the reduction ratio Gr of the continuously variable transmission is calculated by dividing the rotational speed Nm2 of the motor MG2 by the rotational speed Nr of the ring gear shaft 32a, and the calculated reduction ratio Gr is continuously variable. When the transmission gear ratio is not in the lower limit value and is abnormal, the required torque limit Trmax is set based on the calculated reduction gear ratio Gr and the vehicle speed V, and the required torque Tr * is limited by the required torque limit Trmax. do it.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, the transmission 60 is fixed in the Lo gear state and abnormal, or the four-speed transmission 60B is fixed in a gear state other than the uppermost gear. The required torque Tr * is limited by using the required torque limit Trmax when there is an abnormality, and the case where the gear state of the transmission 60 or the four-stage transmission 60B is changed is not considered, but is considered. It may be a thing. Hereinafter, a third embodiment will be described in consideration of when the gear state of the transmission 60 is changed.

  Next, the hybrid vehicle 20C of the third embodiment will be described. The hybrid vehicle 20C of the third embodiment has the same configuration as the hybrid vehicle 20 of the first embodiment illustrated in FIG. Therefore, in order to avoid duplicate description, the configuration of the hybrid vehicle 20C of the third embodiment is denoted by the same reference numerals as those of the configuration of the hybrid vehicle 20 of the first embodiment, and the illustration and description thereof are omitted. . In the third embodiment, the drive control routine of FIG. 12 is executed instead of the drive control routine of FIG.

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc, the vehicle speed V, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, the drive limit Tlim of the motor MG2, and the transmission 60. The state determination flag F2 and the shift determination flag F3 of the transmission 60 are input (step S400), and the required torque Tr * is set based on the input accelerator opening Acc and the vehicle speed V (step S410). Here, the shift determination flag F3 is set to a value 1 when the gear state switching process of the transmission 60 is started by a switching process routine (not shown), and set to a value 0 when the switching process is completed. The data written at a predetermined address in the RAM 76 is input by reading. When the switching process is completed, state determination flag F2 is changed to a value based on the gear state of transmission 60 after switching.

  Subsequently, the value of the state determination flag F2 of the transmission 60 is checked (step S420). When the state determination flag F2 is a value 1, that is, when the transmission 60 is in the Hi gear state, the processing from step S160 is executed. This routine is terminated.

  On the other hand, when the state determination flag F2 of the transmission 60 is 0, the required torque limit Trmax is set based on the value of the shift determination flag F3 of the transmission 60 and the vehicle speed V (step S430), and the set required torque limit is set. Comparing Trmax with the required torque Tr, the smaller one is reset as the required torque Tr * (step S440), the processing after step S160 is executed, and this routine is terminated. Here, in the third embodiment, the required torque limit Trmax is set in such a manner that the relationship between the value of the shift determination flag F3, the vehicle speed V, and the required torque limit Trmax is obtained in advance as a map and stored in the ROM 74. When the value of F3 and the vehicle speed V are given, the corresponding required torque limit Trmax is derived from the map. FIG. 13 shows an example of the required torque limit setting map. In the figure, the solid line indicates the required torque limit Trmax when the shift determination flag F3 is 0, that is, when the transmission 60 is in the Lo gear state, and the broken line is when the shift determination flag F3 is 1, that is, the transmission 60. The required torque limit Trmax when the switching process for switching from the Lo gear state to the Hi gear state is being performed. The predetermined vehicle speed V4max indicates the vehicle speed V when the motor MG2 is driven at the upper limit rotation speed Nm2max when the transmission 60 is in the Lo gear state. As shown in the figure, when the transmission 60 is in the Lo gear state, the required torque limit Trmax is set so as to decrease as the vehicle speed V increases above the predetermined vehicle speed V4ref, and the gear state switching process of the transmission 60 is performed. If the vehicle speed V is higher than a predetermined vehicle speed V5ref higher than the predetermined vehicle speed V4ref, the vehicle speed V tends to decrease. This is due to the following reason. Consider a case where the driver depresses the accelerator pedal 83 greatly to accelerate the vehicle, and the vehicle speed V reaches a vehicle speed required to switch the transmission 60 from the Lo gear state to the Hi gear state. At this time, when the transmission 60 remains in the Lo gear state, it is determined that there is an abnormality when the transmission 60 is fixed in the Lo gear state, and the vehicle speed V is set to start decreasing at the predetermined vehicle speed V4ref. By limiting the required torque Tr * using the required torque limit Trmax, the over-rotation of the motor MG2 is suppressed. However, if the required torque limit Trmax is used even when the gear state switching process of the transmission 60 is normally performed, the required torque Tr * is limited even though the transmission 60 is normal. In some cases, drivability deteriorates. In the third embodiment, in order to avoid such inconvenience, when the gear state switching process of the transmission 60 is normally performed, as shown by the broken line, the vehicle speed V is higher than the predetermined vehicle speed V4ref. Therefore, the required torque limit Trmax is set so as to start to decrease. As a result, it is possible to suppress the request torque Tr * from being limited while the process of switching the gear state of the transmission 60 is normally performed, and it is possible to suppress deterioration in drivability. Here, the predetermined vehicle speed V4ref is set to, for example, a vehicle speed at which a gear state switching process of the transmission 60 is required. The predetermined vehicle speed V5ref is set to a vehicle speed V that does not limit the required torque Tr * when the gear state switching process of the transmission 60 is normally performed. The vehicle speed V when the gear state switching process of the transmission 60 is completed when 83 is greatly depressed (for example, accelerator opening degree Acc = 100%) or a vehicle speed V slightly higher than that is set. . When an abnormality occurs in the transmission 60 during the process of switching the gear state of the transmission 60, the required torque Tr * is limited by using the required torque limit Trmax indicated by the broken line, The over rotation of the motor MG2 can be suppressed.

  According to the hybrid vehicle 20C of the third embodiment described above, when the transmission 60 is fixed in the Lo gear state, the required torque limit Trmax is set such that the vehicle speed V tends to decrease as the vehicle speed V increases above the predetermined vehicle speed V4ref. When the transmission 60 is switched from the Lo gear state to the Hi gear state, the required torque limit Tmax is set such that the vehicle speed V tends to decrease as the vehicle speed V increases beyond a predetermined vehicle speed V5ref greater than the predetermined vehicle speed V4ref. Since the torque limit Trmax is used to limit the required torque Tr *, it is possible to prevent the request torque Tr * from being unexpectedly limited while the gear state of the transmission 60 is being switched. As a result, it is possible to suppress deterioration of drivability. Further, according to the hybrid vehicle 20C of the third embodiment, by limiting the required torque Tr *, the over-rotation of the motor MG2 can be suppressed and the battery can be suppressed as in the first and second embodiments. Overcharge to 50 can be suppressed.

  In the hybrid vehicles 20B and 20C of the second and third embodiments, the required torque limit Trmax is set using the vehicle speed V. However, the rotational speed Nr of the ring gear shaft 32a as the drive shaft is substituted for the vehicle speed V. The required torque limit Trmax may be set using

  In the hybrid vehicles 20, 20B, 20C of the embodiment, the power of the motor MG2 is shifted by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. Axle (axle connected to wheels 39c and 39d in FIG. 14) different from an axle (axle to which drive wheels 39a and 39b are connected) to which the power of motor MG2 is changed by transmission 60 and ring gear shaft 32a is connected. It is good also as what connects to.

  In the hybrid vehicles 20, 20B and 20C 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 39a and 39b via the power distribution and integration mechanism 30. As illustrated in the hybrid vehicle 220 of the fifteenth modification, 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 39a and 39b are provided. In addition, a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power may be provided.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention is applicable to the automobile industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as a first embodiment. 4 is an explanatory diagram illustrating an example of a configuration of a transmission 60. FIG. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of 1st 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 operation 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; It is explanatory drawing which shows an example of the map for request | requirement torque limitation setting. It is explanatory drawing which shows an example of the map for the request | requirement torque restriction | limiting setting of a modification. It is a part of flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of 2nd Example. It is explanatory drawing which shows an example of the map for request torque limit setting. It is explanatory drawing which shows the relationship between the rotation speed Nm2 of the motor MG2, and the request | requirement torque limitation Trmax. It is a part of flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of 3rd Example. It is explanatory drawing which shows an example of the map for request | requirement torque limitation setting. 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, 20B, 20C, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 Pinion gear, 34 carrier, 37 gear mechanism, 38 differential gear, 39a, 39b, 39c, 39d drive wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 48 rotational shaft , 50 battery, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 60B four-stage transmission, 60a double pinion planetary gear mechanism, 60b single pinion planetary gear mechanism, 6 , 65 Sun gear, 62, 66 Ring gear, 63a First pinion gear, 63b Second pinion gear, 64, 68 Carrier, 67 pinion gear, 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 Counter rotor motor, 232 Inner rotor 234 Outer rotor, MG1, MG2 motor, B1, B2 brake.

Claims (20)

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 together with power input / output;
An electric motor that can input and output power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a change in gear ratio;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
When there is no abnormality in the shift transmission means and when the electric motor is driven at a rotational speed less than a predetermined rotational speed even if there is an abnormality in the shift transmission means, the driving force obtained based on the operation of the operator is A driving force that is set as a required driving force to be output to the drive shaft, and is obtained based on an operator's operation when the shift transmission means is abnormal and the electric motor is driven at a rotational speed equal to or higher than the predetermined rotational speed. Request driving force setting means for setting the driving force limited based on the driving state of the electric motor as the required driving force;
Control means for controlling the internal combustion engine, the power power input / output means, the electric motor, and the shift transmission means so that power based on the set required driving force is output to a drive shaft;
A power output device comprising:   When there is an abnormality in the speed change transmission means, it is impossible to change from a high speed ratio to a low speed ratio when the speed of the motor is reduced and output to the drive shaft. The power output apparatus according to claim 1, which is a time.   The power output apparatus according to claim 1 or 2, wherein the restriction based on the driving state of the electric motor is a restriction performed with an upper limit value that tends to decrease as the rotational speed of the electric motor increases.   The power output device according to any one of claims 1 to 3, wherein the restriction based on a driving state of the electric motor is a restriction performed with an upper limit value of 0 or less when the electric motor is driven at an upper limit rotation number that can be driven. 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 together with power input / output;
An electric motor that can input and output power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a change in gear ratio;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
State detecting means for detecting the state of the shift transmission means;
When a normal state is detected as the state of the shift transmission means by the state detection means, a driving force obtained based on an operation by an operator is set as a required driving force to be output to the drive shaft, and the state detection means Therefore, when a state different from the normal state is detected as the state of the speed change transmission means, the driving force obtained based on the operation of the operator is limited based on the rotation state of the drive shaft and the state of the speed change transmission means. Requested driving force setting means for setting the driven force as the requested driving force;
Control means for controlling the internal combustion engine, the power power input / output means, the electric motor, and the shift transmission means so that power based on the set required driving force is output to a drive shaft;
A power output device comprising:   The power output apparatus according to claim 5, wherein the shift transmission means is a stepped transmission.   The power output apparatus according to claim 5 or 6, wherein the state different from the normal state is a state in which a change of the transmission gear ratio in the transmission transmission means is impossible.   When the speed change ratio in the speed change transmission means cannot be changed, when the speed of the motor is reduced and output to the drive shaft, the speed change ratio from the higher speed reduction ratio to the lower speed change ratio is changed. The power output apparatus according to claim 7, wherein the power output apparatus is in an impossible state.   The power output according to any one of claims 5 to 8, wherein the restriction based on the rotational state of the drive shaft and the state of the transmission transmission means is a restriction performed with an upper limit value that tends to decrease as the rotational speed of the drive shaft increases. apparatus. The power output device according to claim 5 or 6,
The state different from the normal state includes a state where the change of the transmission ratio in the transmission unit is impossible and a state where the transmission ratio in the transmission unit is changed,
The restriction based on the rotation state of the drive shaft and the state of the transmission transmission means is smaller as the rotation speed of the drive shaft becomes larger than the first rotation speed when the change of the transmission ratio in the transmission transmission means is impossible. In the state where the transmission ratio in the shift transmission means is changed, the rotation speed of the drive shaft increases as the rotation speed becomes greater than or equal to the second rotation speed greater than the first rotation speed. A power output device that is a limit that has an upper limit that tends to decrease. The power output device according to claim 10, wherein
When the speed change ratio in the speed change transmission means cannot be changed, when the speed of the motor is reduced and output to the drive shaft, the speed change ratio from the higher speed reduction ratio to the lower speed change ratio is changed. Is impossible,
The state in which the speed ratio in the speed change transmission means is changed is that the speed ratio when the speed of the motor is reduced and output to the drive shaft is changed from a higher speed ratio to a lower speed ratio. Power output device that is in a state of being.   12. The restriction based on the rotation state of the drive shaft and the state of the transmission transmission means is a restriction performed with an upper limit value of 0 or less when the motor is driven at an upper limit rotation number that can be driven. The power output apparatus described.   The limitation based on the rotation state of the drive shaft and the state of the transmission transmission means is that when the motor is driven at the upper limit rotation speed that can be driven, the power from the motor is decelerated and output to the drive shaft. 13. The power output apparatus according to claim 12, wherein the power output device is a restriction that is performed with an upper limit value that tends to increase as the speed reduction ratio in the shift transmission means decreases.   The restriction based on the rotation state of the drive shaft and the state of the transmission transmission means tends to increase as the reduction ratio in the transmission transmission means decreases when the rotational speed of the power from the electric motor is reduced and output to the drive shaft. The power output apparatus according to any one of claims 5 to 13, which is a restriction performed when the electric motor rotates at a speed equal to or greater than a restriction start rotational speed.   The power power input / output means is connected to the three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and the remaining shaft based on the power input / output to any two of the three shafts. The power output apparatus according to any one of claims 1 to 14, further comprising: a three-axis power input / output means for inputting / outputting power to / from the power generator and a generator for inputting / outputting power to / from the third shaft.   The power drive input / output means includes a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft, and the first rotor and the second rotor. 16. The power output apparatus according to claim 1, wherein the power output apparatus is a counter-rotor motor that outputs at least a part of power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action with the rotor of the motor. .   An automobile comprising the power output device according to any one of claims 1 to 16, wherein an axle is connected to the drive shaft.   18. The vehicle according to claim 17, wherein the required driving force setting means is means for setting, as the required driving force, a driving force limited based on a vehicle speed instead of the rotational state of the driving shaft. A power input / output device that inputs power from an internal combustion engine and outputs power to a 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 power input / output;
An electric motor that can input and output power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a change in gear ratio;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
When there is no abnormality in the shift transmission means and when the electric motor is driven at a rotational speed less than a predetermined rotational speed even if there is an abnormality in the shift transmission means, the driving force obtained based on the operation of the operator is A driving force that is set as a required driving force to be output to the drive shaft, and is obtained based on an operator's operation when the shift transmission means is abnormal and the electric motor is driven at a rotational speed equal to or higher than the predetermined rotational speed. Request driving force setting means for setting the driving force limited based on the driving state of the electric motor as the required driving force;
Control means for controlling the power power input / output means, the electric motor, and the shift transmission means so that power based on the set required driving force is output to the drive shaft, and for outputting a control signal to the internal combustion engine side; ,
A power input / output device. A power input / output device that inputs power from an internal combustion engine and outputs power to a 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 power input / output;
An electric motor that can input and output power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a change in gear ratio;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
State detecting means for detecting the state of the shift transmission means;
When a normal state is detected as the state of the shift transmission means by the state detection means, a driving force obtained based on an operation by an operator is set as a required driving force to be output to the drive shaft, and the state detection means Therefore, when a state different from the normal state is detected as the state of the speed change transmission means, the driving force obtained based on the operation of the operator is limited based on the rotation state of the drive shaft and the state of the speed change transmission means. Requested driving force setting means for setting the driven force as the requested driving force;
Control means for controlling the internal combustion engine, the power power input / output means, the electric motor, and the shift transmission means so that power based on the set required driving force is output to a drive shaft;
A power input / output device.

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