JP4217234B2 - POWER OUTPUT DEVICE, AUTOMOBILE MOUNTING THE SAME, DRIVE DEVICE, AND CONTROL METHOD FOR POWER OUTPUT DEVICE - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly perform the continuous operation of an internal combustion engine when an intermittent operation is inhibited. <P>SOLUTION: When the intermittent operation of an engine 22 is inhibited, and a speed from a speed sensor 88 is within a high vehicle speed region, a motoring mode is executed to operate the motoring of the engine 22 by a motor MG1 by cutting the fuel of the engine 22, and to output a torque matched with a request torque to a ring gear shaft 32a as a drive axle, and when the speed is within a low vehicle speed region, an independent operation mode is executed to operate the independent operation of the engine 22 by stopping the motor MG1, and to output a torque matched with the request torque to a ring gear shaft 32a. Thus, it is possible to improve energy efficiency by executing the motoring mode which is more efficient than the independent operation mode, and to prevent inconvenience due to the execution of the motoring mode in the low vehicle speed region, for example, the continuous discharging of a battery 50. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

  The present invention relates to a power output device that outputs power to a drive shaft, an automobile that is mounted with the power output device and travels while the axle is connected to the drive shaft, and an internal combustion engine and chargeable / dischargeable power storage means. The present invention relates to a drive device connected to an output shaft and connected to an axle, and a method for controlling a power output device.

Conventionally, as this type of power output device, a device that is mounted on a hybrid vehicle and in which an engine, a first motor, and a second motor are respectively connected to a sun gear, a carrier, and a ring gear of a planetary gear has been proposed (for example, Patent Documents). 1). In this device, a normal drive mode in which the engine is operated based on the output energy to be output to the ring gear shaft and the rotation speed of the ring gear shaft, and the power from the engine is torque-converted and output by the first motor and the second motor. Energy efficiency is improved by selectively switching operation modes such as a charge / discharge mode and a motor drive mode in which the engine operation is stopped and power is output from the second motor.
JP-A-9-308012

  Thus, in the above-mentioned power output device, it is described that the vehicle travels with intermittent operation of the engine, but the processing when the intermittent operation of the engine is prohibited is not taken into consideration. When intermittent operation of the engine is prohibited, it can be considered that the engine is idling and that the power to be output from the second motor to the ring gear shaft is output to travel with continuous operation of the engine. If the engine idling operation is always performed, the energy efficiency may deteriorate due to fuel consumption accompanying the idling operation.

  The power output device of the present invention, a vehicle equipped with the power output device, a drive device, and a control method for the power output device are one of the purposes for appropriately performing continuous operation of the internal combustion engine when intermittent operation is prohibited. In addition, the power output device of the present invention, the automobile on which the power output device is mounted, the drive device, and the control method of the power output device are one of the purposes for more efficiently performing the continuous operation of the internal combustion engine when the intermittent operation is prohibited. To do. Furthermore, it is an object of the power output apparatus of the present invention, an automobile on which the power output apparatus is mounted, a drive apparatus, and a control method for the power output apparatus to suppress a decrease in drive performance. Another object of the power output apparatus, the automobile equipped with the power output apparatus, the drive apparatus, and the control method for the power output apparatus of the present invention is to suppress shift shock.

  In order to achieve at least a part of the above object, the power output apparatus of the present invention, the automobile on which the power output apparatus is mounted, the driving apparatus, and the control method of the power output apparatus employ the following means.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Intermittent operation prohibiting means for prohibiting intermittent operation of the internal combustion engine;
When the internal combustion engine is not prohibited from being intermittently operated, the internal combustion engine and the internal combustion engine are configured so that a driving force based on a required driving force required for the drive shaft is output to the drive shaft along with the intermittent operation of the internal combustion engine. When the power drive input / output means and the electric motor are driven and controlled, and the intermittent operation of the internal combustion engine is prohibited, based on the drive state of the drive shaft, the internal combustion engine is used as a fuel cut and the power drive input / output means The internal combustion engine, the power power input / output means, and the electric motor so that the driving force based on the required driving force is output to the drive shaft by motoring the internal combustion engine with the continuous operation of the internal combustion engine. The first engine continuous operation control for controlling the driving of the engine and the power motive power input / output means are stopped and the internal combustion engine is operated autonomously, whereby the request is accompanied by the continuous operation of the internal combustion engine. Control means for switching and executing the internal combustion engine, the electric power drive input / output means, and second engine continuous operation control for driving and controlling the electric motor so that a driving force based on power is output to the drive shaft. This is the gist.

  In the power output apparatus of the present invention, when intermittent operation of the internal combustion engine is not prohibited, the driving force based on the required driving force required for the drive shaft is output to the drive shaft with the intermittent operation of the internal combustion engine. When the internal combustion engine, the power power input / output means and the electric motor are driven and controlled, and the intermittent operation of the internal combustion engine is prohibited, the internal combustion engine is cut into fuel based on the drive state of the drive shaft, and the internal power is input by the power power input / output means. A first engine continuation for driving and controlling the internal combustion engine, the power power input / output means, and the electric motor so that a driving force based on the required driving force is output to the drive shaft with the continuous operation of the internal combustion engine by motoring the engine. By stopping the operation control and power power input / output means and operating the internal combustion engine independently, the internal combustion engine is continuously operated so that a driving force based on the required driving force is output to the drive shaft. The related electric power-mechanical power input output mechanism and the electric motor by switching between the second engine continuous operation control for controlling the drive to run. That is, since the first engine continuous operation control and the second engine continuous operation control are switched and executed based on the drive state of the drive shaft, the continuous operation of the internal combustion engine when the intermittent operation is prohibited is performed. This can be performed appropriately according to the driving state.

  In such a power output apparatus of the present invention, the power output device includes a shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a change in the gear ratio, and the intermittent operation prohibiting means includes the shift transmission. It may be a means for prohibiting intermittent operation of the internal combustion engine based on the state of the means. In this aspect of the power output apparatus of the present invention, the intermittent operation prohibiting means is means for prohibiting intermittent operation of the internal combustion engine while the gear ratio in the shift transmission means is being changed. While the gear ratio in the shift transmission means is being changed, the execution of one engine continuous operation control is maintained so that the first engine continuous operation control and the second engine continuous operation control are not switched. It can also be a means. In this way, a shift shock can be suppressed.

  In the power output apparatus of the present invention, the control means executes the first engine continuous operation control when the rotational speed of the drive shaft is in a high rotational speed region, and the rotational speed of the drive shaft is low. It may be a means for executing the second engine continuous operation control when it is in several regions. By so doing, energy efficiency can be improved by executing the first engine continuous operation control, which is more efficient than the second engine continuous operation control, and the rotational speed of the drive shaft is in the low rotational speed region. It is possible to avoid inconvenience (for example, inconvenience such as discharge from the power storage means being continued for a relatively long time) by executing the first engine continuous operation control. In this aspect of the power output apparatus of the present invention, the control means switches between the first engine continuous operation control and the second engine continuous operation control with hysteresis with respect to the rotational speed of the drive shaft. It can also be a means. By so doing, it is possible to suppress frequent switching between the first engine continuous operation control and the second engine continuous operation control with respect to a slight change in the rotational speed of the drive shaft.

  Alternatively, in the power output apparatus of the present invention, the control means executes the first engine continuous operation control when the required driving force is in a negative region as the driving state of the driving shaft, and the required driving force When the engine is in the positive region, the second engine continuous operation control may be executed. In this way, it is possible to improve energy efficiency by executing the first engine continuous operation control that is more efficient than the second engine continuous operation control, and at the same time when the required driving force is in the positive region. It is possible to avoid inconveniences (for example, inconveniences such as discharge from the power storage means being continued for a relatively long time) by executing the engine continuous operation control. In this aspect of the power output apparatus of the present invention, the control means is means for switching and executing the first engine continuous operation control and the second engine continuous operation control with hysteresis with respect to the required driving force. It can also be. By so doing, it is possible to suppress frequent switching between the first engine continuous operation control and the second engine continuous operation control with respect to a slight change in the required driving force.

  In the power output apparatus of the present invention, the power / power input / output means is connected to three axes of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and enters any two of the three shafts. It is a means provided with a 3-axis type power input / output means for inputting / outputting power to the remaining one shaft based on the output power and a generator for inputting / outputting power to / from the third shaft. The power drive input / output means may include a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotation A counter-rotor electric motor that rotates by relative rotation between the child and the second rotor may also be used.

The automobile of the present invention
The power output apparatus of the present invention according to any one of the above-described embodiments, that is, a power output apparatus that basically outputs power to a drive shaft, the internal combustion engine, the output shaft of the internal combustion engine, and the drive shaft Power power input / output means for outputting at least part of the power from the internal combustion engine to the drive shaft by input / output of power and power, an electric motor capable of inputting / outputting power to the drive shaft, and the power Power input / output means and power storage means capable of exchanging electric power with the motor, intermittent operation prohibiting means for prohibiting intermittent operation of the internal combustion engine, and intermittent operation of the internal combustion engine when intermittent operation of the internal combustion engine is not prohibited The internal combustion engine, the electric power drive input / output means, and the electric motor are driven and controlled so that a driving force based on a required driving force required for the driving shaft with operation is output to the driving shaft. Intermittent luck Is prohibited, the internal combustion engine is motor-cut by the power power input / output means based on the drive state of the drive shaft, and the internal combustion engine is continuously operated by the motoring of the internal combustion engine. The first engine continuous operation control for controlling the drive of the internal combustion engine, the power power input / output means and the motor so that a driving force based on the required driving force is output to the drive shaft, and the power power input / output means are stopped The internal combustion engine, the power drive input / output means, and the electric motor so that the drive force based on the required drive force is output to the drive shaft by continuously operating the internal combustion engine and continuing the operation of the internal combustion engine. A power output device comprising a control means for switching and executing the second engine continuous operation control for controlling the driving of the vehicle and traveling with the axle connected to the driving shaft. The gist.

  Since the power output device of the present invention is installed in the automobile of the present invention, the same effect as the effect of the power output device of the present invention, for example, continuous operation of the internal combustion engine when intermittent operation is prohibited is more appropriate. An effect that can be performed in a short time, an effect that the internal combustion engine can be continuously operated more efficiently when intermittent operation is prohibited, an effect that the shift shock can be suppressed, and the like can be achieved.

The drive device of the present invention is
A drive device mounted on a vehicle together with an internal combustion engine and chargeable / dischargeable power storage means, connected to the output shaft of the internal combustion engine and connected to the axle,
Connected to the output shaft of the internal combustion engine and a drive shaft connected to the axle, can exchange electric power with the power storage means, and drives at least a part of the power from the internal combustion engine by input and output of electric power and power. Power power input / output means for outputting to the shaft;
An electric motor capable of exchanging electric power with the power storage means and capable of inputting and outputting power to the drive shaft;
Intermittent operation prohibiting means for prohibiting intermittent operation of the internal combustion engine;
When the internal combustion engine is not prohibited from being intermittently operated, the internal combustion engine and the internal combustion engine are configured so that a driving force based on a required driving force required for the drive shaft is output to the drive shaft along with the intermittent operation of the internal combustion engine. When the power drive input / output means and the electric motor are driven and controlled, and the intermittent operation of the internal combustion engine is prohibited, based on the drive state of the drive shaft, the internal combustion engine is used as a fuel cut and the power drive input / output means The internal combustion engine, the power power input / output means, and the electric motor so that the driving force based on the required driving force is output to the drive shaft by motoring the internal combustion engine with the continuous operation of the internal combustion engine. The first engine continuous operation control for controlling the driving of the engine and the power motive power input / output means are stopped and the internal combustion engine is operated autonomously, whereby the request is accompanied by the continuous operation of the internal combustion engine. Control means for switching and executing the internal combustion engine, the electric power drive input / output means, and second engine continuous operation control for driving and controlling the electric motor so that a driving force based on power is output to the drive shaft. This is the gist.

  In the drive device according to the present invention, when intermittent operation of the internal combustion engine is not prohibited, the internal combustion engine is configured such that a drive force based on a required drive force required for the drive shaft is output to the drive shaft with the intermittent operation of the internal combustion engine. When the engine, the power power input / output means and the motor are driven and controlled, and the intermittent operation of the internal combustion engine is prohibited, based on the drive state of the drive shaft, the internal combustion engine is cut into fuel and the internal combustion engine is operated by the power power input / output means. The first engine continuous operation for driving and controlling the internal combustion engine, the power drive input / output means, and the electric motor so that the driving force based on the required driving force is output to the drive shaft with the continuous operation of the internal combustion engine. The internal combustion engine is operated so that the driving force based on the requested driving force is output to the drive shaft with the continuous operation of the internal combustion engine by stopping the control and the power power input / output means and operating the internal combustion engine independently. Run by switching between the second engine continuous operation control for driving and controlling the electric power-mechanical power input output means and the electric motor. That is, since the first engine continuous operation control and the second engine continuous operation control are switched and executed based on the drive state of the drive shaft, the continuous operation of the internal combustion engine when the intermittent operation is prohibited is performed. This can be performed appropriately according to the driving state.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine; power power input / output means connected to the output shaft and drive shaft of the internal combustion engine for outputting at least a part of power from the internal combustion engine to the drive shaft by input and output of power and power; and the drive A power output device control method comprising: an electric motor capable of inputting / outputting power to a shaft; and an electric power input / output means and an electric storage means capable of exchanging electric power with the electric motor,
When the internal combustion engine is not prohibited from being intermittently operated, the internal combustion engine and the internal combustion engine are configured so that a driving force based on a required driving force required for the drive shaft is output to the drive shaft along with the intermittent operation of the internal combustion engine. When the power drive input / output means and the electric motor are driven and controlled, and the intermittent operation of the internal combustion engine is prohibited, based on the drive state of the drive shaft, the internal combustion engine is used as a fuel cut and the power drive input / output means The internal combustion engine, the power power input / output means, and the electric motor so that the driving force based on the required driving force is output to the drive shaft by motoring the internal combustion engine with the continuous operation of the internal combustion engine. The first engine continuous operation control for controlling the driving of the engine and the power motive power input / output means are stopped and the internal combustion engine is operated autonomously, whereby the request is accompanied by the continuous operation of the internal combustion engine. The second engine continuous operation control for drivingly controlling the internal combustion engine, the power power input / output means, and the electric motor so as to output a driving force based on power to the drive shaft is performed by switching. .

  According to the control method of the power output apparatus of the present invention, when the intermittent operation of the internal combustion engine is not prohibited, the drive force based on the required drive force required for the drive shaft accompanying the intermittent operation of the internal combustion engine is When the internal combustion engine, the power power input / output means and the electric motor are driven and controlled so that the intermittent operation of the internal combustion engine is prohibited, the internal combustion engine is cut into fuel based on the drive state of the drive shaft. By driving the internal combustion engine by the input / output means, the internal combustion engine, the power power input / output means, and the electric motor are controlled so that a driving force based on the required driving force is output to the drive shaft along with the continuous operation of the internal combustion engine. By stopping the first engine continuous operation control and power power input / output means and operating the internal combustion engine independently, a driving force based on the required driving force is output to the drive shaft along with the continuous operation of the internal combustion engine. It is to run by switching between the second engine continuous operation control for driving and controlling an internal combustion engine and an electric power-mechanical power input output means and the electric motor. That is, since the first engine continuous operation control and the second engine continuous operation control are switched and executed based on the drive state of the drive shaft, the continuous operation of the internal combustion engine when the intermittent operation is prohibited is performed. This can be performed appropriately according to the driving state.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution and integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire drive system of the vehicle.

  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 motor MG2 is connected to the ring gear 32 via the transmission 60. The motor MG1 generates power. When the motor MG1 functions as a motor, the 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 22 input from the carrier 34. And the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32. The ring gear 32 is mechanically connected to the drive wheels 39a and 39b via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32 is output 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 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. 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 be able 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 a Lo gear state), the brake B1 is turned on and the brake B2 is turned off to rotate the rotating shaft 48 of the motor MG2. Is rotated 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). Note that 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. The brakes B1 and B2 are turned on and off by a hydraulic actuator. Although not shown, this hydraulic actuator includes a mechanical pump that is driven by power from the engine 22 and an electric pump that is driven by electric power. The hydraulic pressure generated from either of the pumps is applied to the brakes B1 and B2 side. The brakes B1 and B2 can be turned on and off by supplying them individually.

  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 the 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 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. The hybrid electronic control unit 70 outputs a drive signal to the hydraulic actuators 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 embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the 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 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 so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment will be described. FIG. 3 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data required for control, such as Nm2, charge / discharge required power Pb * of the battery 50, input / output restrictions Win and Wout of the battery 50, is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The charge / discharge required power Pb * is set based on the remaining capacity (SOC) of the battery 50 and the like, and is input from the battery ECU 52 by communication. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do.

  When the data is 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. And the required power P * required for the vehicle is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map. The required power P * can be calculated as the sum of the set required torque Tr * multiplied by the rotation speed Nr of the ring gear shaft 32a, the charge / discharge required power Pb *, and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the current gear ratio Gr of the transmission 60.

  When the required power P * is set, the set required power P * is compared with the predetermined power Pref (step S120). Here, the predetermined power Pref is determined in advance based on the engine 22 and the motor MG2, for example, as a value near the lower limit in a power region where the engine 22 can be efficiently operated.

  If it is determined that the required power P * is equal to or greater than the predetermined power Pref, it is assumed that the required power P * is output from the engine 22, and the target rotational speed Ne * and the target torque Te * of the engine 22 are calculated based on the required power P *. Setting is performed (step S130). In this setting, the target rotational speed Ne * and the target torque Te * are set based on the operation line for efficiently operating the engine 22 and the required power 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 having a constant required power P * (Ne * × Te *).

  Then, 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). And a torque command Tm1 * for the motor MG1 is calculated by the equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S140). 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 dividing the number Nm2 by the gear ratio Gr of the transmission 60 is shown. Equation (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the 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, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 is expressed by the following equation (3). In addition, the temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S240). Calculated by equation (5) (step S250), and with the calculated torque limits Tmin and Tmax Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the motor torque Tm2tmp (step S260). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Equation (5) can be easily derived from the collinear diagram of FIG. 6 described above.

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

  When the target rotational speed Ne *, target torque Te * of the engine 22 and torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are thus set, whether or not a shift request is made to change the gear state of the transmission 60. Is determined (step S270). Here, the speed change request is made at a predetermined timing based on the required torque Tr * and the vehicle speed V. If it is determined that no shift request is made, the target engine speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40, respectively. Then, the drive control routine is finished (step S290). 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. Further, 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, if it is determined that a shift request has been made, a shift process for changing the gear state of transmission 60 is performed (step S280), and each set value is transmitted to engine ECU 24 and motor ECU 40 (step S290). ), And finishes the drive control routine. In the shift process, when an upshift request is made to switch from the Lo gear state to the Hi gear state, the brake B1 is switched off and the brake B2 is switched on, and the brake B1 is switched on and the brake B2 is switched off. When the downshift gear shift request for switching from the Hi gear state to the Lo gear state is made, the brake B1 is turned on and the brake B2 is turned off. This is a process for driving and controlling the hydraulic actuator of the transmission 60 so that the brake B1 is turned off and the brake B2 is turned on.

  If it is determined in step S120 that the required power P * is less than the predetermined power Pref, it is determined whether intermittent operation of the engine 22 is prohibited (step S150). Here, in the embodiment, whether or not the intermittent operation of the engine 22 is prohibited is determined according to whether or not the gear state of the transmission 60 is in the Hi gear state, or the gear state of the transmission 60 is changed. Whether the electric pump as the hydraulic actuator of the transmission 60 is abnormal (for example, when the motor of the electric pump reaches a high temperature state), whether the transmission 60 It is determined whether or not the temperature (oil temperature) of the oil used in the hydraulic actuator is outside the range of the appropriate temperature, and the engine 22 is intermittently operated when a positive determination is made in any of these. Was prohibited. The intermittent operation of the engine 22 is prohibited when the gear state of the transmission 60 is the Hi gear state. The upper limit of the torque that can be applied from the motor MG2 to the ring gear shaft 32a when the transmission 60 is in the Hi gear state. This is because when the operation of the engine 22 is stopped in this state, the power performance deteriorates, and the intermittent operation of the engine 22 is prohibited when the gear state of the transmission 60 is being changed. When stopping the operation of the engine 22, the motor MG1 outputs a torque in a direction to hold down the rotational speed of the engine 22, and outputs a torque canceling the torque acting on the ring gear shaft 32a side from the motor MG2. However, if the gear state of the transmission 60 is changed in a state where this torque is output from the motor MG2, the gear shift system Tsu is because there is a case in which click occurs. Further, prohibiting intermittent operation of the engine 22 when an abnormality occurs in the electric pump as the hydraulic actuator of the transmission 60 or when the oil temperature is outside the appropriate temperature range results in such a state. This is because a sufficient hydraulic pressure cannot be generated by the electric pump alone, and the hydraulic pressure required for the operation of the brakes B1 and B2 is secured by the mechanical pump driven by the power from the engine 22.

  If it is determined that intermittent operation of the engine 22 is not prohibited, a fuel cut command for instructing fuel cut of the engine 22 is transmitted to the engine ECU 24 (step S160), and a value 0 is set in the torque command Tm1 * ( Step S170), torque limits Tmin and Tmax are set according to the above-described equations (3) and (4) (step S240), and provisional motor torque Tm2tmp of the motor MG2 is set according to the above-described equation (5) (step S250). Then, the torque command Tm2 * of the motor MG2 is set as a value obtained by limiting the temporary motor torque Tm2tmp with the torque limits Tmin and Tmax (step S260), the processing after step S270 is performed, and the drive control routine is ended. The torque command Tm2 * is calculated by dividing the required torque Tr * by the gear ratio Gr of the current transmission 60 according to the above-described equation (5) since the value 0 is set in the torque command Tm1 * in step S170. The temporary motor torque Tm2tmp (Tr * / Gr) is set as a value limited by the torque limits Tmin and Tmax. That is, the operation of the engine 22 is stopped and the torque corresponding to the required torque Tr * is controlled only by the power from the motor MG2.

  On the other hand, if it is determined that intermittent operation of the engine 22 is prohibited, an EG operation mode determination flag F is set (step S180). Here, the EG operation mode determination flag F stops the motor MG1 and a mode in which the engine 22 is continuously operated by motoring the engine 22 with the motor MG1 with the engine 22 being fuel cut (hereinafter referred to as a motoring mode). 7 is a flag having any one of the modes in which the engine 22 is continuously operated by performing the autonomous operation of the engine 22 (hereinafter referred to as the autonomous operation mode), and the EG operation illustrated in FIG. 7 by the hybrid electronic control unit 70. It is set by executing the mode determination flag setting process. In the EG operation mode determination flag setting process, the CPU 72 of the hybrid electronic control unit 70 first determines whether or not the gear state of the transmission 60 is being switched (during a gear shift) (step). S300). If it is determined that the gear state of the transmission 60 is being switched, the process is terminated without changing the setting of the EG operation mode determination flag F. This is because if the motoring mode and the self-sustaining operation mode are switched while the gear state of the transmission 60 is being switched, the gear state of the transmission 60 cannot be switched smoothly and a shift shock occurs. based on. On the other hand, if it is determined that the gear state of the transmission 60 is not being switched, the value of the currently set EG operation mode determination flag F is checked (step S310), and the EG operation mode determination flag F is determined. When it is determined that the value is 0, the vehicle speed V is compared with a predetermined vehicle speed V1 (for example, 15 km) (step S320), and when the vehicle speed V is determined to be equal to or lower than the predetermined vehicle speed V1, the setting of the EG operation mode determination flag F is changed. The process is terminated without any change, and when it is determined that the vehicle speed V is greater than the predetermined vehicle speed V1, a value 1 is set to the EG operation mode determination flag F (step S330), and the process ends. When the EG operation mode determination flag F is determined to be 1 in step S330, the vehicle speed V is compared with a predetermined vehicle speed V0 (for example, 10 km) (step S340), and when the vehicle speed V is determined to be equal to or higher than the predetermined vehicle speed V0, the EG The process is terminated without changing the setting of the operation mode determination flag F, and when it is determined that the vehicle speed V is lower than the predetermined vehicle speed V0, a value 0 is set in the EG operation mode determination flag F (step S350). The process ends. Here, the predetermined vehicle speeds V0 and V1 are thresholds for switching between the motoring mode and the self-sustaining operation mode in the EG operation mode determination flag F described above, and the EG operation mode determination flag F against a slight change in the vehicle speed V. Hysteresis is added to prevent frequent switching. FIG. 8 shows an example of the relationship between the vehicle speed V and the EG operation mode determination flag F. As shown in the figure, the EG operation mode determination flag F has a value such that the motoring mode is executed when the vehicle speed V is in the high vehicle speed region, and the autonomous operation mode is executed when the vehicle speed V is in the low vehicle speed region. Is set. The reason for this will be described later.

  When the EG operation mode determination flag F is thus set, the value of the set EG operation mode determination flag F is checked (step S190). When the EG operation mode determination flag F is determined to be 0, the predetermined rotation speed (aridling rotation speed) is determined. ) A self-sustained operation command for autonomously operating the engine 22 with Nidle is transmitted to the engine ECU 24 (step S200), a value 0 is set in the torque command Tm1 * of the motor MG1 (step S210), and the processing after step S240 is performed. To finish the drive control routine. That is, the motor MG1 is stopped and the engine 22 is operated independently, and control is performed so that a torque corresponding to the required torque Tr * is output to the ring gear shaft 32a only by the power from the motor MG2. On the other hand, when the EG operation mode determination flag F is determined to be 1, the fuel cut command is transmitted to the engine ECU 24, and “Ne *” in the above-described equation (1) is replaced with “Nidle” (6 ) Is used to set the target rotational speed Nm1 * of the motor MG1, and the torque command Tm1 * of the motor MG1 is set using the above-described equation (2) based on the set target rotational speed Nm1 * (step S230). The process after step S240 is performed and the drive control routine is terminated. That is, the engine 22 is motor-cut by the motor MG1 at a predetermined rotational speed Nidle by the fuel cut of the engine 22, and the torque required by the torque acting on the ring gear shaft 32a and the power from the motor MG2 when the engine 22 is motored. Control is performed so that torque commensurate with Tr * is output to the ring gear shaft 32a. FIG. 9 shows an example of an alignment chart in the power distribution and integration mechanism 30 when the intermittent operation is prohibited and the engine 22 is continuously operated. In the figure, a solid line A indicates a state where the engine 22 is continuously operated in the motoring mode, and a solid line B indicates a state where the engine 22 is continuously operated in the self-sustaining operation mode. Since the self-sustained operation of the engine 22 is normally performed at an operation point with low efficiency, when the engine 22 is continuously operated, the energy efficiency can be improved by executing the motoring mode rather than the self-sustained operation mode. On the other hand, when the vehicle speed V reaches the low vehicle speed region, the low vehicle speed region is often maintained for a relatively long time (for example, waiting for a signal or traffic jam). The discharge from 50 is continued for a long time. When the vehicle speed V is in the high vehicle speed region, the value 1 is set in the EG operation mode determination flag F to execute the motoring mode. When the vehicle speed V is in the low vehicle speed region, the value 0 is set in the EG operation mode determination flag. The reason why the self-sustained operation mode is executed is to improve the energy efficiency by executing the motoring mode and to avoid the inconvenience caused by executing the motoring mode in the low vehicle speed region.

  Nm1 * = Nidle ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (6)

  According to the hybrid vehicle 20 of the embodiment described above, when the intermittent operation of the engine 22 is prohibited, when the vehicle speed V is in the high vehicle speed region, the fuel of the engine 22 is cut and the engine 22 is rotated at a predetermined rotational speed by the motor MG1. A motoring mode for driving and controlling the engine 22, the motor MG1 and the motor MG2 is executed so that the torque corresponding to the required torque Tr * is output to the ring gear shaft 32a while being motored by Nidle, and the vehicle speed V is set to a low vehicle speed range. In some cases, the motor MG1 is stopped and the engine 22 is independently operated at a predetermined rotational speed Nidle, and the engine 22, the motor MG1, and the motor MG2 are controlled independently so that torque corresponding to the required torque Tr * is output to the ring gear shaft 32a. Since the operation mode is executed, it is more efficient than the independent operation mode. By executing the motoring mode, energy efficiency can be improved and inconvenience caused by executing the motoring mode in the low vehicle speed range, for example, by continuing the motoring of the engine 22 by the motor MG1 from the battery 50 It can be avoided that the discharge is continuously performed for a relatively long time. In addition, since the predetermined vehicle speeds V0 and V1 are provided with hysteresis, it is possible to suppress frequent switching between the motoring mode and the independent operation mode with respect to slight changes in the vehicle speed V. Of course, a torque commensurate with the required torque Tr * can be output to the ring gear shaft 32a as the drive shaft.

  Further, according to the hybrid vehicle 20 of the embodiment, when the gear state of the transmission 60 is being switched, the motoring mode and the independent operation mode are not switched regardless of the vehicle speed V. Can be suppressed.

  In the hybrid vehicle 20 of the embodiment, when the intermittent operation of the engine 22 is prohibited, the motoring mode and the independent operation mode are not switched while the gear state of the transmission 60 is being switched. However, although a shift shock occurs, the motoring mode and the self-sustaining operation mode may be switched based on the vehicle speed V even when the gear state of the transmission 60 is being switched.

  In the hybrid vehicle 20 of the embodiment, the motoring mode and the self-sustaining operation mode are switched based on the vehicle speed V from the vehicle speed sensor 88. However, considering that the engine 22 is continuously operated at a predetermined rotation speed Nidle, the motor Since the vehicle speed V can be estimated based on the rotational speed Nm1 of the MG1, the predetermined rotational speed Nidle, and the gear ratio ρ of the power distribution and integration mechanism 30, the motoring mode and the independent operation mode are performed using the rotational speed Nm1 of the motor MG1. It is good also as what switches.

  In the hybrid vehicle 20 of the embodiment, the motoring mode and the independent operation mode are switched based on the vehicle speed V in steps S320 and S340 of the EG operation mode determination flag setting process illustrated in FIG. 7, but the required torque Tr * The motoring mode and the self-sustaining operation mode may be switched based on the above. An example of the relationship between the required torque Tr * and the EG operation mode determination flag F in this case is shown in FIG. In the figure, the predetermined torques T0 and T1 are such that the motoring mode is executed when the required torque Tr * is in the negative region, and the independent operation mode is executed when the required torque Tr * is in the positive region. It is a threshold value for switching the EG operation mode determination flag F, and is set in the vicinity of the value 0. The predetermined torques T0 and T1 have hysteresis so that the EG operation mode determination flag F is not frequently switched with a slight change in the required torque Tr *. As a result, it is possible to improve the energy efficiency by executing a motoring mode that is more efficient than the self-sustained operation mode, and to execute the motoring mode when the required torque Tr * is in the positive region. Inconvenience, for example, inconvenience such as excessive discharge of the battery 50 can be avoided.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 capable of shifting with two gear ratios of Hi and Lo is used. However, the gear ratio at which the transmission can be switched is not limited to two gears, but three gears or more. A transmission capable of shifting with a gear ratio may be used, or a continuously variable transmission may be used. Further, such a transmission may not be provided.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to wheels 39c and 39d in FIG. 11) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 39a and 39b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

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

  The present invention is applicable to the automobile industry.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output device as one embodiment of the present invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30; It is a flowchart which shows an example of EG operation mode determination flag setting processing. It is explanatory drawing which shows an example of the relationship between the vehicle speed V and the EG driving mode determination flag F. It is explanatory drawing which shows an example of the alignment chart of the power distribution integration mechanism 30 at the time of continuing the engine 22 when intermittent operation is prohibited. It is explanatory drawing which shows an example of the relationship between request | requirement torque Tr * and EG operation mode determination flag F. FIG. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d 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 Electric power line, 60 Transmission, 60a Double pinion planetary gear mechanism, 60b Single pinion planetary gear mechanism, 61 Sun gear, 62 Ring gear, 63a First pinion Gear, 63b 2nd pinion gear, 64 carrier, 65 sun gear, 66 ring gear, 67 pinion gear, 68 carrier, 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, MG1, MG2 motor, B1, B2 brake.

Claims (11)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Intermittent operation prohibiting means for prohibiting intermittent operation of the internal combustion engine;
When the internal combustion engine is not prohibited from being intermittently operated, the internal combustion engine and the internal combustion engine are configured so that a driving force based on a required driving force required for the drive shaft is output to the drive shaft along with the intermittent operation of the internal combustion engine. When the power drive input / output means and the electric motor are driven and controlled, and the intermittent operation of the internal combustion engine is prohibited, based on the drive state of the drive shaft, the internal combustion engine is used as a fuel cut and the power drive input / output means The internal combustion engine, the power power input / output means, and the electric motor so that the driving force based on the required driving force is output to the drive shaft by motoring the internal combustion engine with the continuous operation of the internal combustion engine. The first engine continuous operation control for controlling the driving of the engine and the power motive power input / output means are stopped and the internal combustion engine is operated autonomously, whereby the request is accompanied by the continuous operation of the internal combustion engine. Control means for switching and executing the internal combustion engine, the electric power drive input / output means, and second engine continuous operation control for driving and controlling the electric motor so that a driving force based on power is output to the drive shaft. Power output device. The power output device according to claim 1,
A shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a change in the gear ratio;
The intermittent operation prohibiting means is a means for prohibiting intermittent operation of the internal combustion engine based on a state of the shift transmission means. The power output device according to claim 2,
The intermittent operation prohibiting means is a means for prohibiting intermittent operation of the internal combustion engine while the gear ratio in the shift transmission means is being changed,
The control means performs one engine continuous operation control so that the first engine continuous operation control and the second engine continuous operation control are not switched while the speed ratio in the speed change transmission means is being changed. A power output device that is a means of maintaining execution.   The control means executes the first engine continuous operation control when the rotational speed of the drive shaft is in a high rotational speed region as the drive state of the drive shaft, and the rotational speed of the drive shaft is in a low rotational speed region. 4. The power output apparatus according to claim 1, which is means for executing the second engine continuous operation control at a certain time.   5. The power output apparatus according to claim 4, wherein the control means is means for switching and executing the first engine continuous operation control and the second engine continuous operation control with hysteresis with respect to the rotational speed of the drive shaft. .   The control means executes the first engine continuous operation control when the required driving force is in a negative region as the driving state of the drive shaft, and the first means when the required driving force is in a positive region. 4. The power output apparatus according to claim 1, wherein the power output apparatus is means for executing engine continuous operation control.   The power output apparatus according to claim 6, wherein the control means is means for switching and executing the first engine continuous operation control and the second engine continuous operation control with hysteresis with respect to the required driving force.   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 the residual power based on power input / output to any two of the three shafts. A power output apparatus according to any one of claims 1 to 7, comprising: a three-shaft power input / output means for inputting / outputting power to / from one axis of the motor; and a generator for inputting / outputting power to / from the third shaft. .   The power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the first rotor The power output device according to any one of claims 1 to 7, wherein the power output device is a counter-rotor motor rotating by relative rotation with the second rotor.   An automobile on which the power output device according to claim 1 is mounted and an axle is connected to the drive shaft. A drive device mounted on a vehicle together with an internal combustion engine and chargeable / dischargeable power storage means, connected to the output shaft of the internal combustion engine and connected to the axle,
Connected to the output shaft of the internal combustion engine and a drive shaft connected to the axle, can exchange electric power with the power storage means, and drives at least a part of the power from the internal combustion engine by input and output of electric power and power. Power power input / output means for outputting to the shaft;
An electric motor capable of exchanging electric power with the power storage means and capable of inputting and outputting power to the drive shaft;
Intermittent operation prohibiting means for prohibiting intermittent operation of the internal combustion engine;
When the internal combustion engine is not prohibited from being intermittently operated, the internal combustion engine and the internal combustion engine are configured so that a driving force based on a required driving force required for the drive shaft is output to the drive shaft along with the intermittent operation of the internal combustion engine. When the power drive input / output means and the electric motor are driven and controlled, and the intermittent operation of the internal combustion engine is prohibited, based on the drive state of the drive shaft, the internal combustion engine is used as a fuel cut and the power drive input / output means The internal combustion engine, the power power input / output means, and the electric motor so that the driving force based on the required driving force is output to the drive shaft by motoring the internal combustion engine with the continuous operation of the internal combustion engine. The first engine continuous operation control for controlling the driving of the engine and the power motive power input / output means are stopped and the internal combustion engine is operated autonomously, whereby the request is accompanied by the continuous operation of the internal combustion engine. Control means for switching and executing the internal combustion engine, the electric power drive input / output means, and second engine continuous operation control for driving and controlling the electric motor so that a driving force based on power is output to the drive shaft. Drive device.

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