JP4267410B2 - Power output device and automobile equipped with the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve energy efficiency by outputting power to a drive shaft rotating reversely using power from an internal combustion engine and applying large torque to the drive shaft rotating at a low speed or stopping in rotation. <P>SOLUTION: A motor MG1 is connected to a sun gear 31 of a first planetary gear P1 of a a power distribution integration mechanism 30, a motor MG2 is connected to a ring gear 32 of the first planetary gear P1 and a ring gear 37 of a second planetary gear P2, the drive shaft 65 connected to drive wheels 69a, 69b is connected to a carrier 34 of the first planetary gear P1, a crank shaft 26 of an engine 22 is connected to a sun gear 36 of the second planetary gear P2, and a brake B1 is connected to a carrier 39 of the second planetary gear P2. A rotary shaft of the motor MG1 and the crank shaft 26 of the engine 22 are connected by a clutch C1. Reverse travel is performed or larger torque is applied at low speed by power from the engine 22 by switching the clutch C1 and the brake B1. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  The present invention relates to a power output device and a vehicle on which the power output device is mounted, and more particularly to a power output device that outputs power to a drive shaft and a vehicle on which the power shaft is mounted and the axle is mechanically connected to the drive shaft.

Conventionally, as this type of power output device, it is a device mounted on an automobile, wherein a first motor is connected to a sun gear of a planetary gear, a second motor is connected to a ring gear, and a drive shaft connected to a drive wheel is connected to a carrier. There has been proposed one in which an output shaft of an engine is connected to a rotation shaft of a second motor via a one-way clutch (for example, see Patent Document 1). In this device, since the one-way clutch is free, the power from the first motor and the power from the second motor can be output to the drive shaft while the operation of the engine is stopped.
JP-A-7-135701 (FIG. 33, page 8)

  However, in such a power output device, when the vehicle is driven backward by rotating the drive shaft in the reverse direction, it is necessary to use the power from the first motor and the power from the second motor, and the power from the engine cannot be used. . Further, since the torque output from the engine, the first motor, and the second motor needs to balance the rotation speed of each rotating element of the planetary gear, the torque that can be output to the drive shaft that is rotating at low speed or stopped is simply the engine. Therefore, the sum of the torque that can be output from the first motor, the torque that can be output from the first motor, and the torque that can be output from the second motor cannot be obtained.

  The power output device of the present invention and a vehicle equipped with the power output device are intended to output power to a drive shaft that rotates in reverse using power from an internal combustion engine. Another object of the power output apparatus of the present invention and a vehicle equipped with the power output apparatus is to apply a large torque to a drive shaft that is rotating at low speed or stopped. Furthermore, the power output apparatus of the present invention and the automobile on which the power output apparatus is mounted have an object of improving energy efficiency.

  In order to achieve at least a part of the above-described object, the power output apparatus of the present invention and the automobile equipped with the same have adopted 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;
A first electric motor capable of generating electricity;
A second electric motor capable of generating electricity;
A first shaft connected to the drive shaft, a second shaft connected to the rotation shaft of the first motor, a third shaft connected to the rotation shaft of the second motor, and an output shaft of the internal combustion engine. A multi-axis power input / output means having a plurality of axes including a fourth axis and a fifth axis connected, and capable of outputting power to the drive shaft with a balance of power input / output to / from the plurality of axes;
Connection releasing means for connecting and releasing the connection between the second shaft and the fourth shaft;
Stop releasing means for stopping rotation of the fifth shaft and releasing the stop;
It is a summary to provide.

  In the power output apparatus according to the present invention, the first shaft connected to the drive shaft, the second shaft connected to the rotation shaft of the first motor, the third shaft connected to the rotation shaft of the second motor, and the internal combustion engine. A multi-shaft power input / output means having a plurality of shafts including a fourth shaft and a fifth shaft connected to an engine output shaft and capable of outputting power to a drive shaft with a balance of power input / output to / from the plurality of shafts. The second shaft and the fourth shaft are connected or released by the connection release means, and the rotation of the fifth axis is stopped or the rotation stop is released by the stop release means. That is, since the output shaft of the internal combustion engine and the rotary shaft of the first electric motor are connected or disconnected, the power from the internal combustion engine can be output by changing the shaft. Moreover, the output form of power to the drive shaft can be changed by stopping the rotation of the fifth shaft or releasing the rotation stop. In this way, the connection relationship in the multi-axis power input / output means can be variously changed, so that power is output to the drive shaft that rotates in reverse using the power from the internal combustion engine, or the rotation is stopped or stopped at low speed. Power from the internal combustion engine or power from the first electric motor or the second electric motor can be applied to the drive shaft. Further, the energy efficiency of the entire apparatus can be improved by changing these various connection relationships as necessary.

  In such a power output device of the present invention, the multi-axis power input / output means is configured to perform a residual operation based on the rotational speed of any one of the three axes of the first shaft, the second shaft, and the third shaft. And a means for rotating the remaining shaft based on the number of rotations of any one of the three axes of the third axis, the fourth axis, and the fifth axis. it can. The multi-axis power input / output means supplies power to the remaining shafts based on power input / output to any two of the first shaft, the second shaft, and the third shaft. Input / output is performed on any two of the three axes of the first three-axis power input / output means for inputting / outputting, the fourth axis, the fifth axis, and the sixth axis connected to the third axis. It can also be a means provided with a second three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the power.

  Further, in the power output apparatus of the present invention, switching between the connection between the second shaft and the fourth shaft by the connection release means and the release of the connection and the stop release based on the required power required for the drive shaft. It is possible to provide switching control means for stopping the rotation of the fifth shaft by the means and switching the cancellation of the stop. In this way, depending on the required power required for the drive shaft, the output shaft of the internal combustion engine and the rotation shaft of the first electric motor are connected, the connection is released, and the rotation of the fifth shaft is stopped. The rotation stop can be released.

  In the power output apparatus according to the aspect of the invention including the switching control means, the switching control means normally connects the second shaft and the fourth shaft and releases the rotation stop of the fifth shaft. The connection release means and the stop release means may be drive controlled. In this case, the switching control means connects the second shaft and the fourth shaft when the required power is a power in a predetermined low rotation high torque range and a first predetermined output condition is satisfied. At the same time, the connection release means and the stop release means are drive-controlled so that the fifth shaft stops rotating, or the switching control means is a power that reversely rotates the drive shaft. When the second predetermined output condition is satisfied, the connection releasing means and the stop releasing means are arranged so that the connection between the second shaft and the fourth shaft is released and the fifth shaft stops rotating. The switching control means is configured to control the driving between the second axis and the fourth axis when the required power is within a predetermined power range and a third predetermined output condition is satisfied. Unlink Can be as rotation stop of the fifth axis is a means for controlling driving and the stop release means and the connection release means to be released together with the. By switching as described above, it is possible to efficiently output power that matches the required power required for the drive shaft. The first predetermined output condition, the second predetermined output condition, and the third predetermined output condition are set based on factors other than the required power, for example, set based on the remaining capacity of the power storage device included in the apparatus. It can be set based on this.

  In the power output apparatus of the present invention, a required power setting means for setting a required power to be output to the drive shaft based on an operation of an operator, and a target to be output from the internal combustion engine based on the set required power Target power setting means for setting power, the internal combustion engine and the first electric motor so that the set target power is output from the internal combustion engine and power based on the required power is output to the drive shaft. Drive control means for driving and controlling the second electric motor. In this way, the power based on the operation can be output from the internal combustion engine to the operator and output to the drive shaft.

  In the power output apparatus according to the aspect of the invention including the drive control unit, the power storage unit capable of exchanging power with the first motor and the second motor, and the power storage unit based on the state of the power storage unit. Request power setting means for setting required power to be charged / discharged, and the target power setting means is means for setting the target power based on the set required power and the set required power. There can be. In this way, the energy efficiency of the device can be further improved by using the power storage means efficiently.

  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 is capable of generating power with an internal combustion engine. An electric motor, a second electric motor capable of generating electricity, a first shaft connected to the drive shaft, a second shaft connected to the rotary shaft of the first motor, and a rotary shaft of the second motor A plurality of shafts including a third shaft and a fourth shaft and a fifth shaft connected to the output shaft of the internal combustion engine, and output power to the drive shaft with a balance of power input to and output from the plurality of shafts Possible multi-axis power input / output means, connection release means for connecting and releasing the second shaft and the fourth shaft, and stopping and releasing the stop of the fifth shaft A power output device comprising stop release means, and an axle is mechanically coupled to the drive shaft. It made it to the gist.

  In the automobile of the present invention, the power output device of the present invention according to any one of the above-described aspects is mounted. Therefore, the effects exerted by the power output device of the present invention, for example, the output shaft of the internal combustion engine and the rotating shaft of the first electric motor. The drive shaft based on the effect that the power from the internal combustion engine based on the connection or release of the connection can be output by changing the shaft, or the rotation of the fifth shaft is stopped or the rotation stop is released The power output to the drive shaft that rotates in reverse using the power from the internal combustion engine based on the effect that the power output form can be changed and the connection relationship in the multi-shaft power input / output means can be changed in various ways The power from the internal combustion engine, the power from the first electric motor or the second electric motor can be applied to the drive shaft that is rotating at low speed or stopped, and various connection relationships as needed. And the effect that it is possible to improve the energy efficiency based on changing Te and can provide the same effect.

  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 is connected to an engine 22 and a crankshaft 26 of the engine 22 via a damper 28, and to drive wheels 69a and 69b via a differential gear 68 and a gear mechanism 66. The power distribution / integration mechanism 30 connected, the motor MG1 capable of generating power connected to the power distribution / integration mechanism 30, the motor MG2 capable of generating power also connected to the power distribution / integration mechanism 30, and the entire power output device are controlled. The hybrid electronic control unit 70 is 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 two planetary gears P1 and P2, a clutch C1, and a brake B1. A rotation shaft of the motor MG1 is connected to the sun gear 31 of the first planetary gear P1, a rotation shaft of the motor MG2 is connected to the ring gear 32, and a gear mechanism 66 is connected to the carrier 34 connecting the pinion gear 33. Since the carrier 34 of the first planetary gear P1 is connected to the gear mechanism 66 as described above, and finally connected to the drive wheels 69a and 69b, the rotation shaft is referred to as a “drive shaft” 65 for convenience of explanation. I will call it. A crankshaft 26 of the engine 22 is connected to the sun gear 36 of the second planetary gear P2, and is also connected to the sun gear 31 of the first planetary gear P1 via the clutch C1. Therefore, by turning on the clutch C1, the crankshaft 26 of the engine 22 can be connected to the sun gear 31 of the first planetary gear P1, that is, the rotation shaft of the motor MG1. The rotation shaft of the motor MG2 is connected to the ring gear 37 of the second planetary gear P2. Further, the carrier 39 that couples the pinion gear 38 of the second planetary gear P2 is connected to the case via the brake B1.

  The power distribution and integration mechanism 30 thus configured can disconnect the engine 22 by turning off both the clutch C1 and the brake B1. 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 when power is output to the drive shaft 65 with both the clutch C1 and the brake B1 turned off. An example is shown in FIG. In the figure, the left R1 and R2 axes indicate the rotation speed of the ring gear 32 of the first planetary gear P1 and the rotation speed of the ring gear 37 of the second planetary gear P2 which are the rotation speed Nm2 of the motor MG2, and the C1 axis is the rotation of the drive shaft 65. The number of rotations of the carrier 34 of the first planetary gear P1 that is a number Nd is shown, and the S1 axis shows the number of rotations of the sun gear 31 of the first planetary gear P1 that is the number of rotations Nm1 of the motor MG1. The C2 axis indicates the rotation speed of the carrier 39 of the second planetary gear P2, and the S2 axis indicates the rotation speed Ne of the crankshaft 26 of the engine 22 (hereinafter referred to as the rotation speed Ne of the engine 22) of the sun gear 36 of the second planetary gear P2. Indicates the rotation speed. As described above, by turning on the clutch C1, the sun gear 31 of the second planetary gear P2 (the crankshaft 26 of the engine 22) can be connected to the sun gear 31 of the first planetary gear P1 (the rotation shaft of the motor MG1). In the collinear diagram of FIG. 2, the S1 axis and the S2 axis are shown to overlap. In the figure, the arrows on the R1 and R2 axes indicate the torque Tm2 output from the motor MG2, the arrow on the C1 axis indicates the torque Td acting on the drive shaft 65, and the arrow on the S1 axis indicates the motor MG1. The torque Tm1 output from is shown. Here, although the torque Td acting on the drive shaft 65 actually acts in the rotational direction, it is shown acting downward for ease in considering the balance. A black circle on the S2 axis indicates that the rotational speed Ne of the engine 22 is 0, that is, the engine 22 is stopped. Therefore, the diagonal line in which the three arrows act is the collinear line of the first planetary gear P1, and the diagonal line in which the rotational speed Ne of the engine 22 and the torque Tm2 of the motor MG1 act is the collinear line of the second planetary gear P2. . In this collinear diagram, the torque acting on each rotating element (each axis) can be equated with the force acting on this beam when the collinear is regarded as a beam. Therefore, the torque acting on each axis or the torque to be acted on can be calculated by solving the balance of beams on which similar forces are acting. In the figure, ρ1 is the gear ratio of the first planetary gear P1 (the number of teeth of the sun gear 31 / the number of teeth of the ring gear 32), and ρ2 is the gear ratio of the second planetary gear P2 (the number of teeth of the sun gear 36 / the teeth of the ring gear 37). Number). Thus, the engine 22 can travel by outputting power to the drive shaft 65 by the power from the motor MG1 and the motor MG2 while the operation of the engine 22 is stopped.

  In addition, the power distribution and integration mechanism 30 turns on the clutch C1 and turns off the brake B1, thereby adding the motor MG1 and the engine 22 to the three rotating elements of the sun gear 31, the ring gear 32, and the carrier 34 of the first planetary gear P1. , The motor MG2 and the drive shaft 65 can be made to function as a so-called three-element type power distribution and integration mechanism. FIG. 3 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 in this state. Since the crankshaft 26 of the engine 22 is connected to the sun gear 31 of the first planetary gear P1 by the clutch C1, the two collinear lines coincide with each other, and the torque Tm1 of the motor MG1 and the torque Te of the engine 22 are applied to the S1 and S2 axes. Can act.

  Furthermore, the power distribution and integration mechanism 30 can turn the power from the engine 22 on the drive shaft 65 by changing the rotation direction by turning off the clutch C1 and turning on the brake B1. FIG. 4 shows an example of 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 when the vehicle is moving backward with the power from the engine 22. In the figure, broken line arrows indicate torques acting on the rotation shafts (R1, R2 axes) of the motor MG2 based on the output of the torque Te from the engine 22. Thus, when the brake B1 is turned on and power is output from the engine 22, the power acts as power for rotating the rotation shaft (R1, R2 shaft) of the motor MG2 in the reverse rotation direction. At this time, if torque is applied from the motor MG1 in the reverse rotation direction, torque in the reverse rotation direction is applied to the drive shaft 65, so the drive shaft 65 rotates in the reverse direction. That is, the hybrid vehicle 20 can be driven backward by the power from the engine 22.

  In addition, the power distribution and integration mechanism 30 can cause high-torque power to act on the drive shaft 65 driven or stopped at a low rotational speed by turning on both the clutch C1 and the brake B1. it can. FIG. 5 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 in this state. When the drive shaft 65 is not rotating, the engine 22 cannot be operated, but the power from the motor MG1 and the motor MG2 can be decelerated and output to the drive shaft 65. When the drive shaft 65 begins to rotate and the engine 22 can be operated, the power from the motor 22 is added to the power from the motor MG1 and the motor MG2 to decelerate and output to the drive shaft 65. Here, for the torque Te of the engine 22 and the torque Tm1 of the motor MG1, the ratio of the rotational speed Ne, Nm1 of the engine 22 or the motor MG1 and the rotational speed Nd of the drive shaft 65 is a collinear chart (FIG. 5). As shown in FIG. 2, when α1: α2, when the sum of the torque Te of the engine 22 and the torque Tm1 of the motor MG1 is multiplied by the reduction ratio α (α = α1 / α2), the torque is applied to the drive shaft 65. it can. For the torque Tm2 of the motor MG2, if the ratio of the rotational speed Nm2 of the motor MG2 and the rotational speed Nd of the drive shaft 65 is β1: β2 as shown in the lower part of the nomogram (FIG. 5), the torque of the motor MG2 The torque can be applied to the drive shaft 65 as a torque obtained by multiplying Tm2 by the reduction ratio β (β = β1 / β2). The on / off control of the clutch C1 and the brake B1 described above is performed by the hybrid electronic control unit 70.

  Both motor MG1 and 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 battery 60 via inverters 51 and 52. The power line 64 connecting the inverters 51 and 52 and the battery 60 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 51 and 52, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, the battery 60 is charged / discharged by electric power generated from one of the motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 60 is not charged / discharged. The motors MG1, MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 50. The motor ECU 50 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 53 and 54 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase currents applied to the motors MG1 and MG2 are input, and the motor ECU 50 outputs switching control signals to the inverters 51 and 52. The motor ECU 50 communicates with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 according to the control signal from the hybrid electronic control unit 70, and stores data on the operating state of the motors MG1 and MG2 as necessary. Output to the hybrid electronic control unit 70.

  The battery 60 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 62. The battery ECU 62 receives signals necessary for managing the battery 60, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 60, and a power line 64 connected to the output terminal of the battery 60. The charging / discharging current from the attached current sensor (not shown), the battery temperature from the temperature sensor (not shown) attached to the battery 60, and the like are input. Output to the control unit 70. In the battery ECU 62, the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor for managing the battery 60, the input / output limit Win based on the remaining capacity (SOC) and the battery temperature, Wout and the like are also calculated or set.

  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. In addition, the hybrid electronic control unit 70 outputs a drive signal to the clutch C1, a drive signal to the brake B1, and the like through an output port. Further, as described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 50, and the battery ECU 62 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 50, and the battery ECU 62. Is doing.

  The hybrid vehicle 20 of the embodiment configured in this way calculates the drive request torque Td * to be output to the drive shaft 65 based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. The engine 22, the motor MG1, and the motor MG2 are controlled so that the required power corresponding to the drive request torque Td * is output to the drive shaft 65. 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 drive shaft 65, and the power required for charging and discharging the battery 60. 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 60 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is output to the drive shaft 65 with torque conversion by MG2. Charge-discharge drive mode for driving and controlling the motors MG1 and MG2, there is a motor operation mode in which operation control to output a power commensurate with the required power from the motor MG2 to stop the operation of the engine 22 to the drive shaft 65. The torque conversion operation mode and the charge / discharge operation mode have only a difference in whether the battery 60 is charged or discharged, and there is no substantial difference in control.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above will be described separately for the forward operation and the reverse operation. FIG. 6 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70 when the driver operates the shift lever 81 to the drive (D range). This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the motor MG1. , MG2 rotation speeds Nm1, Nm2, required charging / discharging power Pb * for charging / discharging the battery 60, and the like are input (step S100). Here, the rotational speed Ne of the engine 22 is calculated based on the rotational position of the crankshaft 26 detected by a crank position sensor (not shown) and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 50 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 53 and 54. It was supposed to be. Further, the required charging / discharging power Pb * for charging / discharging the battery 60 is set based on the remaining capacity (SOC) and input from the battery ECU 62 by communication.

  When the data is input in this way, the drive request torque Td * to be output to the drive shaft 65 as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V, and the vehicle request power P * required for the vehicle, Is set (step S110). In the embodiment, the drive request torque Td * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the drive request torque Td * in the ROM 74 as a required torque setting map, and the accelerator opening Acc and the vehicle speed. When V is given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 7 shows an example of the required torque setting map. The required vehicle power P * can be calculated as the sum of the required charge / discharge power Pb * required by the battery 60 and the loss Loss obtained by multiplying the set required drive torque Td * by the rotational speed Nd of the drive shaft 65. . The rotational speed Nd of the drive shaft 65 can be obtained by multiplying the vehicle speed V by the conversion factor k.

  When the drive request torque Td * and the vehicle request power P * are set, the engine request power Pe * to be output from the engine 22 is set based on the set vehicle request power P * (step S120). The required engine power Pe * is set this time with the engine required power Pe * set by executing this routine so far because the response of the engine 22 is slower than the motors MG1, MG2, etc. The engine required power Pe * is set using a smoothing process or a rate process in which the vehicle required power P * is eventually set as the engine required power Pe * using the vehicle required power P *. Subsequently, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set engine required power Pe * (step S130). In this setting, the target rotational speed Ne * and the target torque Te * are set based on the operation line for operating the engine 22 efficiently and the engine required power Pe *. FIG. 8 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 by the intersection of the operating line and a curve with a constant engine required power Pe * (Ne * × Te *).

  Next, the vehicle speed V is compared with the threshold value Vref, and the drive request torque Td * is compared with the threshold value Tref (steps S140 and S150). Here, the threshold value Vref and the threshold value Tref are set in order to switch the clutch C1 and the brake B2 on and off. When the vehicle speed V is less than the threshold value Vref and the drive request torque Td * is less than the threshold value Tref, that is, when the vehicle is stopped or traveling at a relatively low speed, a relatively low torque is requested, the alignment chart of FIG. In this state, both the clutch C1 and the brake B1 are turned off so as to run with the engine 22 stopped (step S160), and in order to stop the operation of the engine 22, the target rotational speed Ne * and the target torque Te * Is set to 0 (step S170), and the following equation (1) obtained from the relational expression of the balance in the collinear line of the first planetary gear P1 using the drive request torque Td * and the gear ratio ρ1 of the first planetary gear P1. And the torque command Tm1 * of the motor MG1 and the torque command Tm2 * of the motor MG2 are obtained and set by the equation (2) (step S180). The set target rotational speed Ne * and 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 (step S260) for driving. The control routine ends. 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 50 that receives the torque commands Tm1 * and Tm2 * switches the switching elements of the inverters 51 and 52 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. Since the value 0 is set for the target rotational speed Ne * and the target torque Te *, the engine ECU 24 stops control such as fuel injection control and ignition control when the engine 22 is in operation. When the engine 22 is stopped, the state (stopped state) is maintained.

  When the vehicle speed V is less than the threshold value Vref and the drive request torque Td * is greater than or equal to the threshold value Tref, that is, when a relatively high torque is requested when the vehicle is stopped or traveling at a relatively low speed, the alignment chart of FIG. In this state, both the clutch C1 and the brake B2 are turned on so as to travel using the power from the engine 22 in addition to the power from the motors MG1 and MG2 (step S190), and the vehicle speed V and the gear ratio of the first planetary gear P1. The rotational speed Ne of the engine 22 is calculated using ρ1 and the gear ratio ρ2 of the second planetary gear P2, and this is set as the target rotational speed Ne * (step S200). The target rotational speed Ne * and the operation line of the engine 22 described above are calculated. The corresponding target torque Te * is set according to (see FIG. 8) (step S210). Then, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so as to hold the relational expression of the following expression (3), and the set target rotational speed Ne * and target torque Te * of the engine 22 are sent to the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S260), and the drive control routine is terminated.

  When the vehicle speed V is equal to or higher than the threshold value Vref, as shown in the nomograph of FIG. 3, the clutch C1 is turned on and the brake B1 is turned off so that the power distribution and integration mechanism 30 functions as a three-element type power distribution and integration mechanism ( In step S230, the torque command Tm1 * of the motor MG1 is calculated and set by the following equation (4) (step S240), and the torque command Tm2 * of the motor MG2 is calculated and set by the equation (5) (step S250). The set target rotational speed Ne * and 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 (step S260). The drive control routine ends. Here, Expression (4) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Ne * of the engine 22 that is the target rotational speed Nm1 *, and the second term on the right side in Expression (4). “K1” is a gain of the proportional term, and “k2” of the third term on the right side is a gain of the integral term. Equation (5) can be easily derived from the balance in the nomogram of FIG.

  Next, the operation during reverse travel will be described. FIG. 9 is a flowchart illustrating an example of a reverse control routine executed by the hybrid electronic control unit 70 when the driver operates the shift lever 81 in the reverse (R range). This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  When the reverse control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first performs steps S300 to S330, which are the same as the steps S100 to S130 of the drive control routine illustrated in FIG. Execute. That is, data necessary for control is input (step S300), and the required drive torque Td * and the required vehicle power P * are set based on the input accelerator opening Acc and the vehicle speed V (step S310). The engine required power Pe * is set based on the vehicle required power P * (step S320), and the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the engine required power Pe * (step S330). ). Here, in these processes, by treating the vehicle speed V as the reverse direction as positive, the process for the forward direction can be applied as the process for the reverse direction. Therefore, hereinafter, the drive request torque Td * also treats the reverse direction as positive, and accordingly, the torques of the motors MG1 and MG2 also treat the reverse rotation direction as positive.

  Subsequently, the drive request torque Td * is compared with a threshold value Tref (step S340). Here, the threshold value Tref is set in order to switch the clutch C1 and the brake B2 on and off. When the drive request torque Td * is less than the threshold value Tref, that is, when a relatively low torque is required, the clutch C1 and the brake B1 are set so that the engine 22 is stopped and traveled in the same state as the alignment chart of FIG. Both are turned off (step S350), and the target rotational speed Ne * and target torque Te * of the engine 22 are set to 0 (step S360) to stop the operation of the engine 22 (step S360). The torque command Tm1 * of the motor MG1 and the torque of the motor MG2 are obtained from the above-described formula (1) and formula (2) obtained from the relational expression of the balance in the collinear line of the first planetary gear P1 using the gear ratio ρ1 of the one planetary gear P1. The command Tm2 * is obtained and set (step S370), and the set target engine speed Ne * and target torque Te * of the engine 22 are set. For the torque command Tm1 * of the motor MG1, MG2 and transmits to the engine ECU 24, and transmitted to the motor ECU40 for Tm2 * (step S410), and terminates the drive control routine. 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 50 that receives the torque commands Tm1 * and Tm2 * switches the switching elements of the inverters 51 and 52 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. Since the value 0 is set for the target rotational speed Ne * and the target torque Te *, the engine ECU 24 stops control such as fuel injection control and ignition control when the engine 22 is in operation. When the engine 22 is stopped, the state (stopped state) is maintained.

  When the drive request torque Td * is equal to or greater than the threshold value Tref, that is, when a relatively high torque is required, the power from the engine 22 is used in addition to the power from the motors MG1 and MG2 as the collinear diagram in FIG. Then, the clutch C1 is turned off and the brake B1 is turned on so as to travel backward (step S380), the torque command Tm2 * of the motor MG2 is calculated and set by the following equation (6) (step S390), and the motor MG1 Torque command Tm1 * is calculated and set by equation (7) (step S400), and the set target engine speed Ne * and target torque Te * of engine 22 are transmitted to engine ECU 24 and torque commands of motors MG1 and MG2 are set. Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S410), and drive control is performed. To end the routine. Here, Expression (6) is a relational expression in feedback control for obtaining torque to be applied to the motor MG2 in order to rotate the engine 22 at the target rotational speed Ne *. In Expression (6), “2” in the second term on the right side. “k3” is the gain of the proportional term, and “k4” of the third term on the right side is the gain of the integral term. Equation (7) can be easily derived from the balance in the nomogram of FIG.

  According to the hybrid vehicle 20 of the embodiment described above, during forward running, the power from the motor MG1 and the motor MG2 is driven in a state where the operation of the engine 22 is stopped by turning off both the clutch C1 and the brake B1. It is possible to travel by outputting to the shaft 65. Further, by turning on the clutch C1 and turning off the brake B1, the power distribution and integration mechanism 30 functions as a so-called three-element type power distribution and integration mechanism, so that the power from the engine 22 is not charged or discharged to the battery 60. Alternatively, torque can be converted with charging / discharging and output to the drive shaft 65 to travel. Further, by turning on both the clutch C1 and the brake B1, when the drive shaft 65 is not rotating, the power from the motor MG1 and the motor MG2 is decelerated and output to the drive shaft 65 to travel. When the motor 65 is rotating, the power from the engine 22 can be added to the power from the motors MG1 and MG2 to decelerate and output to the drive shaft 65 to travel. As described above, since the power can be output by switching the clutch C1 and the brake B1, the switching can be performed by appropriately switching the clutch C1 and the brake B1 according to the state of the vehicle and the request from the driver. The energy efficiency of the entire vehicle can be improved compared to what cannot be done.

  According to the hybrid vehicle 20 of the embodiment, during reverse travel, the power from the motors MG1 and MG2 is applied to the drive shaft 65 while the operation of the engine 22 is stopped by turning off both the clutch C1 and the brake B1. It can output and drive backwards. Further, by turning off the clutch C1 and turning on the brake B1, the hybrid vehicle 20 can be driven backward by the power from the engine 22. In this way, the clutch C1 and the brake B1 can be switched to output the power and the vehicle can move backward, so that the clutch C1 and the brake B1 can be switched appropriately according to the state of the vehicle and the request from the driver. The energy efficiency of the entire vehicle can be improved as compared with the case where the switching cannot be performed.

  Of course, according to the hybrid vehicle 20 of the embodiment, the drive request torque Td * set according to the depression amount of the accelerator pedal 83 of the driver is output to the drive shaft 65 and travels in the forward direction and the reverse direction. be able to.

  In the hybrid vehicle 20 of the embodiment, the motor MG1 is connected to the sun gear 31 of the first planetary gear P1, the motor MG2 is connected to the ring gear 32 of the first planetary gear P1 and the ring gear 37 of the second planetary gear P2, and the carrier of the first planetary gear P1. The drive shaft 65 is connected to 34, the crankshaft 26 of the engine 22 is connected to the sun gear 36 of the second planetary gear P2, and the brake B1 is connected to the carrier 39 of the second planetary gear P2. However, the connection relationship is limited to this. For example, the connection relationship of the sun gear 31 of the first planetary gear P1 and the connection relationship of the ring gear 32 are interchanged, or the connection relationship of the sun gear 36 of the second planetary gear P2 and the connection relationship of the ring gear 37 are interchanged. As various connections Good.

  In each of the above-described embodiments and modifications thereof, a power output device that includes the engine 22, the motor MG1, the motor MG2, and the power distribution and integration mechanisms 30, 130, and 230 and outputs power to the drive shafts 65, 165, and 265 is provided in the vehicle. The power output device may be mounted on a vehicle such as a train other than an automobile, a moving body such as a ship or an aircraft, or used as a power source for non-moving equipment such as construction equipment. Also good.

  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.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. It is explanatory drawing which shows an example of the alignment chart which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 at the time of motor running. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship of the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 at the time of making it function as a 3 element type. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30 when the vehicle is moving backward by power from an engine 22. FIG. Explanation showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and the torque in the rotating elements of the power distribution and integration mechanism 30 when high torque power is applied to the drive shaft 65 driven at a low rotational speed. FIG. 4 is a flowchart showing an example of a drive control routine executed by a hybrid electronic control unit 70. 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. 7 is a flowchart showing an example of a reverse control routine executed by the hybrid electronic control unit 70;

Explanation of symbols

  20 Hybrid Vehicle, 22 Engine, 24 Electronic Control Unit for Engine (Engine ECU), 26 Crankshaft, 28 Damper, 30 Power Distribution Integration Mechanism, 31, 36 Sun Gear, 32, 37 Ring Gear, 33, 38 Pinion Gear, 34, 39 Carrier 50, electronic control unit for motor (motor ECU), 51, 52 inverter, 53, 54 rotational position detection sensor, 60 battery, 62 electronic control unit for battery (battery ECU), 64 power line, 65 drive shaft, 66 gear mechanism , 68 Differential gear, 69a, 69b Drive wheel, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 8 An accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, P1, P2 planetary gear, MG1, MG2 motor, C1 clutch, B1 brake.

Claims (11)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first electric motor capable of generating electricity;
A second electric motor capable of generating electricity;
A first shaft connected to the drive shaft, a second shaft connected to the rotation shaft of the first motor, a third shaft connected to the rotation shaft of the second motor, and an output shaft of the internal combustion engine. A multi-axis power input / output means having a plurality of axes including a fourth axis and a fifth axis connected, and capable of outputting power to the drive shaft with a balance of power input / output to / from the plurality of axes;
Connection releasing means for connecting and releasing the connection between the second shaft and the fourth shaft;
Stop releasing means for stopping rotation of the fifth shaft and releasing the stop;
A power output device comprising:   The multi-axis power input / output means rotates the remaining shaft based on the rotational speed of any two of the first shaft, the second shaft, and the third shaft, and the third shaft. 2. The power output apparatus according to claim 1, wherein the power output device is a means for rotating the remaining shaft based on the rotational speed of any two of the three shafts of the shaft, the fourth shaft, and the fifth shaft.   The multi-axis power input / output means inputs / outputs power to / from the remaining shafts based on power input / output to / from any one of the three shafts of the first shaft, the second shaft, and the third shaft. The first three-axis power input / output means, the fourth shaft, the fifth shaft, and the sixth shaft connected to the third shaft. The power output apparatus according to claim 1 or 2, further comprising: a second three-axis power input / output means for inputting / outputting power to / from the remaining shaft.   Based on the required power required for the drive shaft, the connection releasing means connects the second shaft and the fourth shaft, switches the connection release, and stops the fifth shaft rotation by the stop releasing means. 4. A power output apparatus according to claim 1, further comprising switching control means for switching the cancellation of the stop.   The switching control means drives and controls the connection release means and the stop release means so that the second shaft and the fourth shaft are connected as usual and the rotation stop of the fifth shaft is released. The power output apparatus according to claim 4, which is a means.   The switching control means connects the second shaft and the fourth shaft and connects the second shaft and the fourth shaft when the requested power is a power in a predetermined low rotation high torque range and a first predetermined output condition is satisfied. 6. The power output apparatus according to claim 5, wherein said power release device is means for drivingly controlling said connection release means and said stop release means so that the five axes stop rotating.   The switching control unit is configured to release the connection between the second shaft and the fourth shaft when the requested power is power for rotating the drive shaft in the reverse direction and a second predetermined output condition is satisfied. The power output apparatus according to claim 5 or 6, wherein the power output device is means for drivingly controlling the connection release means and the stop release means so that the fifth shaft stops rotating.   The switching control means releases the connection between the second shaft and the fourth shaft and releases the fifth shaft when the requested power is within a predetermined power range and a third predetermined output condition is satisfied. The power output apparatus according to any one of claims 5 to 7, which is means for drivingly controlling the connection release means and the stop release means so that the rotation stop of the motor is released. The power output device according to any one of claims 1 to 8,
Requested power setting means for setting required power to be output to the drive shaft based on an operation of an operator;
Target power setting means for setting target power to be output from the internal combustion engine based on the set required power;
Drive control of the internal combustion engine, the first electric motor, and the second electric motor is performed so that the set target power is output from the internal combustion engine and power based on the required power is output to the drive shaft. Drive control means;
A power output device comprising: The power output device according to claim 9, wherein
Power storage means capable of exchanging electric power with the first motor and the second motor;
Required power setting means for setting required power to charge / discharge the power storage means based on the state of the power storage means;
With
The target power setting means is means for setting the target power based on the set required power and the set required power.   An automobile comprising the power output device according to claim 1 and having an axle mechanically coupled to the drive shaft.