JP4365354B2 - Power output apparatus, automobile equipped with the same, and control method of power output apparatus - Google Patents

Description

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

Conventionally, as this type of power output device, an engine, a first motor generator, and a drive shaft are connected to a planetary gear, and a second motor generator is connected to the drive shaft, and power is supplied to the first motor generator and the second motor generator. Some have been provided with a battery to exchange (see, for example, Patent Document 1). In this device, the first motor generator sets the upper limit value of charge / discharge power based on the temperature of the battery and the amount of electricity stored in the battery, and prevents the power charged / discharged from the battery from exceeding the set upper limit value of charge / discharge power. In addition, by controlling the second motor generator, the battery is prevented from being charged and discharged with excessive electric power.
JP-A-11-187777

  In general, in such a power output device, considering the reduction in size and capacity of the battery, the first and second motors are used in order to suppress deterioration of the battery due to excessive input / output of the battery. There is a need to better control the generator. Further, when considering increasing the ratings of the first and second motor generators without changing the battery capacity, it is necessary to control the first and second motor generators more appropriately. The Further, in such a power output device, it is desired that the performance of the first and second motor generators be further exhibited when the capacity of the battery and the ratings of the first and second motor generators are not changed. That is, in such a power output apparatus, it is considered as problems to suppress the deterioration of the battery and to make the performance of the device incorporated in the apparatus more effective.

  The power output device of the present invention, an automobile equipped with the power output device, and a method for controlling the power output device are one of the objects to suppress deterioration of the power storage device. The power output device of the present invention, the automobile on which the power output device is mounted, and the control method of the power output device are one of the objects for fully exhibiting the performance of the equipment incorporated in the device.

  In order to achieve at least a part of the above object, the power output apparatus of the present invention, the automobile equipped with the same, 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 with input / 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;
Required driving force setting means for setting required driving force required for the drive shaft;
Permissible range setting means for setting a permissible range of the operating state of the internal combustion engine based on the set required driving force, the input / output limitation of the power storage means, and the change in the rotational speed of the rotating system including the output shaft of the internal combustion engine. When,
The internal combustion engine, the power power input / output means, and the electric motor so that the internal combustion engine is operated within the set allowable range and a driving force based on the set required driving force is output to the drive shaft. Control means for controlling
It is a summary to provide.

  In the power output apparatus of the present invention, the operating state of the internal combustion engine is allowed based on the required driving force required for the drive shaft, the input / output limitation of the power storage means, and the rotational speed change of the rotary system including the output shaft of the internal combustion engine. A range is set, and the internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the internal combustion engine is operated within the set allowable range and a driving force based on the required driving force is output to the drive shaft. Therefore, since the allowable range of the operating state of the internal combustion engine can be set more appropriately than that in which the change in the rotational speed of the rotating system is not taken into account, the internal combustion engine can be operated within a more appropriate range. As a result, it is possible to further suppress input and output of excessive power to the power storage means, and to suppress deterioration of the power storage means. Further, since the power power input / output means and the electric motor can be operated within a more appropriate range by operating the internal combustion engine within a more appropriate range, the performance of the power power input / output means and the motor can be sufficiently exhibited. . Of course, the driving force based on the required driving force can be output to the drive shaft.

  In such a power output apparatus of the present invention, the allowable range setting means includes the driving force based on a change in the rotational speed of the rotating system including the output shaft of the internal combustion engine, and is applied to the drive shaft via the power power input / output means. The first relationship in which the sum of the driving force output and the driving force output from the electric motor to the driving shaft is less than or equal to the set required driving force, and the rotational speed of the rotating system including the output shaft of the internal combustion engine The sum of the power input / output by the power power input / output means and the power input / output by the electric motor, including the power required for input / output of the driving force based on the change, is within the input / output limit range of the power storage means. The second relationship can be a means for setting the allowable range as a compatible range. In this way, the allowable range of the operating state of the internal combustion engine can be set more appropriately. In this case, the allowable range setting means calculates a drive range of the power drive input / output means in which the first relationship and the second relationship are compatible, and sets the allowable range from the calculated drive range. It can also be a means.

  Further, in the power output apparatus of the present invention, the allowable range setting means uses the predetermined relationship among the relationship between the rotational speed and the torque as the operating state of the internal combustion engine as the allowable range. It may be a means for setting a number range. In this way, the allowable rotational speed range of the internal combustion engine can be set more appropriately.

  Further, in the power output apparatus of the present invention, the control means sets a target operating state in which the internal combustion engine should be operated based on the set required driving force, and sets the set target operating state within the allowable range. It is also possible to set the execution operation state by limiting, and to control the internal combustion engine to be operated in the set execution operation state. If it carries out like this, an internal combustion engine can be drive | operated in the execution driving | running state in the tolerance | permissible_range.

  Alternatively, 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 any two of the three shafts are connected. It may also be a means provided with a three-axis power input / output means for inputting / outputting power to the remaining shaft based on the input / output power, and a generator capable of inputting / outputting power to the third shaft. And a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft, wherein the first rotor and the second rotor It may be a counter-rotor motor that outputs at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action.

  The automobile of the present invention is a power output apparatus of the present invention according to any one of the above-described aspects, that is, basically a power output apparatus that outputs power to a drive shaft, and includes an internal combustion engine and an output of the internal combustion engine. A power input / output means connected to the shaft and the drive shaft for outputting at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power and power; An electric motor capable of output; an electric power input / output means; an electric storage means capable of exchanging electric power with the electric motor; a required driving force setting means for setting a required driving force required for the drive shaft; and the set request An allowable range setting means for setting an allowable range of the operating state of the internal combustion engine based on a driving force, an input / output limit of the power storage means, and a rotational speed change of a rotating system including an output shaft of the internal combustion engine; Within the above tolerance Power provided with a control means for controlling the internal combustion engine, the power power input / output means, and the electric motor so that the engine is operated and a driving force based on the set required driving force is output to the drive shaft. The gist is that an output device is mounted and the axle is connected to the drive shaft.

  In this automobile of the present invention, since the power output device of the present invention according to any one of the aspects described above is mounted, the effect of the power output device of the present invention, for example, the effect of suppressing deterioration of the power storage means, etc. Similar effects can be achieved.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, and power power input / output means connected to the output shaft and the drive shaft of the internal combustion engine and outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power A control method for a power output device comprising: an electric motor capable of inputting / outputting power to / from the drive shaft; and an electric power input / output means and an electric storage means capable of exchanging electric power with the electric motor,
(A) The allowable range of the operating state of the internal combustion engine is determined based on the required driving force required for the drive shaft, the input / output limitation of the power storage means, and the rotational speed change of the rotary system including the output shaft of the internal combustion engine. Set,
(B) The internal combustion engine and the electric power are input so that the internal combustion engine is operated within the set allowable operating range of the internal combustion engine and a driving force based on the required driving force is output to the driving shaft. The gist is to control the output means and the electric motor.

  According to the control method of the power output apparatus of the present invention, the internal combustion engine is based on the required drive force required for the drive shaft, the input / output limitation of the power storage means, and the rotational speed change of the rotary system including the output shaft of the internal combustion engine. The internal combustion engine, the power power input / output means, and the electric motor are operated so that the internal combustion engine is operated within the set allowable range and the driving force based on the required driving force is output to the drive shaft. Control. Therefore, since the allowable range of the operating state of the internal combustion engine can be set more appropriately than that in which the change in the rotational speed of the rotating system is not taken into account, the internal combustion engine can be operated within a more appropriate range. As a result, it is possible to further suppress input and output of excessive power to the power storage means, and to suppress deterioration of the power storage means. Further, since the power power input / output means and the electric motor can be operated within a more appropriate range by operating the internal combustion engine within a more appropriate range, the performance of the power power input / output means and the motor can be sufficiently exhibited. . Of course, the driving force based on the required driving force can be output to the drive shaft.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

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

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 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 reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. 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. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

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

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

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

  Next, the number of rotations of the motor MG1 according to the following equation (1) using the current number of rotations Nm1, the previous number of rotations (previous Nm1) of the motor MG1, and the execution interval of this routine (in the example, several msec) Δt The time change rate (dNm1 / dt) of Nm1 is calculated (step S130). Then, the moment of inertia I of the inertial system consisting of the engine 22 and the motor MG1 viewed from the motor MG1, the time change rate (dNm1 / dt) of the rotational speed Nm1, the temporary motor torque Tm1tmp of the motor MG1, and the temporary motor torque Tm2tmp of the motor MG2 , The gear ratio ρ of the power distribution and integration mechanism 30, the gear ratio Gr of the reduction gear 35, the required torque Tr *, and the input / output limits Win and Wout of the battery 50, and a motor that satisfies both the expressions (2) and (3) Upper and lower limits Tm1max and Tm1min of the temporary motor torque Tm1tmp of MG1 are set (step S140). Here, the expression (2) indicates that the sum of the torque output to the ring gear shaft 32a as the drive shaft via the sun gear 31 of the power distribution and integration mechanism 30 and the torque output from the motor MG2 to the ring gear shaft 32a is 0. The relationship is within the range up to the required torque Tr *, and the expression (3) indicates that the sum of the power input / output by the motor MG1 and the power input / output by the motor MG2 is the input / output limit Win, Wout of the battery 50. The relationship is within the range. In the expressions (2) and (3), “I · dNm1 / dt” indicates that the sun gear is changed in accordance with a change in the rotational speed of an inertial system (a rotating system including the crankshaft 26 of the engine 22) composed of the engine 22 and the motor MG1. 31 shows the torque (I · dNm1 / dt) input / output. Therefore, the first term in the middle side in the equation (2) indicates the torque output to the ring gear shaft 32a via the sun gear 31 including the torque (I · dNm1 / dt) accompanying the change in the rotational speed of the inertial system. The first term in the middle side of the equation (3) indicates the power input / output by the motor MG1 including the power required for input / output of the torque (I · dNm1 / dt) accompanying the change in the rotational speed of the inertial system. Become. FIG. 5 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. In the figure, two thick arrows on the R axis indicate the torque output to the ring gear shaft 32a via the sun gear 31 including the torque (I · dNm1 / dt) associated with the change in the rotational speed of the inertial system, and the motor. The torque Tm2 * output from MG2 indicates the torque acting on the ring gear shaft 32a via the reduction gear 35. Equation (2) can be easily obtained by replacing the torque command “Tm1 *” of the motor MG1 in this alignment chart with the temporary motor torque “Tm1tmp” and the torque command “Tm2 *” of the motor MG2 with the temporary motor torque “Tm2tmp”. Can lead. An example of how the upper and lower limits Tm1max and Tm1min of the temporary motor torque Tm1tmp of the motor MG1 are set using the equations (2) and (3) is shown in FIG. The upper and lower limit values Tm1max and Tm1min can be obtained as the maximum value and the minimum value of the temporary motor torque Tm1tmp in the region indicated by the oblique lines in the drawing. Thus, the upper and lower limit values Tm1max and Tm1min are set more appropriately by setting the upper and lower limit values Tm1max and Tm1min of the temporary motor torque Tm1tmp including the torque (I · dNm1 / dt) accompanying the change in the rotational speed of the inertial system. can do.

dNm1 / dt = (Nm1-previous Nm1) / Δt (1)
0 ≦-(Tm1tmp-I ・ dNm1 / dt) / ρ + Tm2tmp ・ Gr ≦ Tr * (2)
Win ≦ (Tm1tmp-I ・ dNm1 / dt) ・ Nm1 + Tm2tmp ・ Nm2 ≦ Wout (3)

  Subsequently, using the set upper and lower limit values Tm1max and Tm1min of the temporary motor torque Tm1tmp of the motor MG1 and the rotation speed Nm1 of the motor MG1, the upper and lower limit rotation speeds Nm1max and Nm1min allowed for the motor MG1 are expressed by the following equation (4). Of these, the calculation is performed by using the third term on the right side, that is, by the equations (5) and (6) (step S150). Here, the equation (4) is a feedback control for obtaining a torque command Tm1 * of the motor MG1 as a relational expression for rotating the motor MG1 at the target rotation speed Nm1 * when the target rotation speed Nm1 * of the motor MG1 is set. In Expression (4), “k1” in the second term on the right side is the gain of the proportional term, and “k2” in the third term on the right side is the gain of the integral term. The reason why the upper and lower limit rotational speeds Nm1max and Nm1min are calculated without using the integral term as in the equations (5) and (6) is to facilitate the calculation.

Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (4)
Tm1max = previous Tm1 * + k1 (Nm1max-Nm1) (5)
Tm1min = previous Tm1 * + k1 (Nm1min-Nm1) (6)

  Thus, when the upper and lower limit rotational speeds Nm1max and Nm1min of the motor MG1 are calculated, the calculated upper and lower limit rotational speeds Nm1max and Nm1min, 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 are obtained. Using the following equations (7) and (8), the upper and lower rotation speeds Nemax and Nemin allowed for the engine 22 are calculated (step S160). Here, Expression (7) and Expression (8) are dynamic relational expressions for the rotating elements of the power distribution and integration mechanism 30. Expressions (7) and (8) can be easily derived by using the upper limit rotation speed “Nm1max” and the lower limit rotation speed “Nm1min” instead of the target rotation speed “Nm1 *” in the nomogram of FIG. be able to.

Nemax = (ρ ・ Nm1max + Nm2 / Gr) / (1 + ρ) (7)
Nemin = (ρ ・ Nm1min + Nm2 / Gr) / (1 + ρ) (8)

  Then, the temporary target rotational speed Netmp of the engine 22 is limited by the set upper and lower rotational speeds Nemax and Nemin to set the target rotational speed Ne * of the engine 22 (step S170), and requested by the set target rotational speed Ne *. The target torque Te * of the engine 22 is set by dividing the power Pe * (step S180). As in the processing of steps S130 to S180, the upper and lower limits Tm1max and Tm1min of the temporary motor torque Tm1tmp of the motor MG1 are set and set in consideration of the torque (I · dNm1 / dt) accompanying the change in the rotational speed of the inertial system. By setting the upper and lower limit rotation speeds Nemax and Nemin of the engine 22 using the upper and lower limit values Tm1max and Tm1min, and setting the target rotation speed Ne * within the range of the set upper and lower limit rotation speeds Nemax and Nemin, The engine 22 can be operated in a more appropriate range as compared with the case where the change in the rotational speed is not taken into consideration. When the temporary target rotational speed Netmp of the engine 22 is within the upper and lower limit rotational speeds Nemax and Nemin in step S170, the same value as the temporary target rotational speed Netmp of the engine 22 and the temporary target torque Tentmp is the target rotational speed of the engine 22. The number Ne * and the target torque Te * are set.

  Next, using the set target rotational speed Ne *, the rotational speed Nr (= Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed of the motor MG1 is given by the following equation (9). Nm1 * is calculated, and the torque command Tm1 * of the motor MG1 is calculated by the above equation (4) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S190). The deviation between the power consumption (generated power) of the motor MG1 obtained by multiplying the input / output limits Win, Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1 is defined as the motor MG2. The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing by the rotation speed Nm2 are calculated by the following equations (10) and (11) (step S200), and the required torque Tr *, Torque command Tm1 *, torque (I · dNm1 / dt) associated with the change in the number of revolutions of the inertia system, the gear ratio ρ of the power distribution and integration mechanism 30 and the gear ratio Gr of the reduction gear 35, and output from the motor MG2. The power provisional motor torque Tm2tmp2 is calculated by the equation (12) (step S210), and the calculated torque limit Tm min, to set a torque command Tm2 * of the motor MG2 limits the tentative motor torque Tm2tmp2 in Tm2max (step S220). Here, the equations (9) and (12) can be easily derived from the collinear diagram of FIG. 5 described above. As described above, since the engine 22 can be operated in a more appropriate range by taking into account the torque (I · dNm1 / dt) associated with the change in the number of revolutions of the inertial system, the battery 50 can be reduced in size and capacity. Even when considering the high output of the motors MG1 and MG2, the motors MG1 and MG2 can be controlled in a more appropriate range, and excessive power input / output to the battery 50 can be suppressed. . As a result, the performance of the motors MG1 and MG2 can be sufficiently exerted and deterioration of the battery 50 can be suppressed.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (9)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (10)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (11)
Tm2 * = (Tr * + (Tm1 * -I ・ dNm1 / dt) / ρ) / Gr (12)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S230), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  According to the hybrid vehicle 20 of the embodiment described above, an inertial system comprising the required torque Tr * required for the ring gear shaft 32a as the drive shaft, the input / output limits Win and Wout of the battery 50, the engine 22 and the motor MG1. The upper and lower limit rotational speeds Nemax and Nemin of the engine 22 are set using upper and lower limit values Tm1max and Tm1min of the temporary motor torque Tm1tmp of the motor MG1 set based on the torque (I · dNm1 / dt) accompanying the change in the rotational speed. Since the engine 22 and the motors MG1 and MG2 are controlled by setting the target speed Ne * of the engine 22 within the range of the upper and lower limit speeds Nemax and Nemin set together with this, torque associated with changes in the speed of the inertial system is not considered. The engine 22 and motors MG1, MG2 are controlled within a more appropriate range than It can be. As a result, it is possible to suppress deterioration of the battery 50 by suppressing excessive power from being input to and output from the battery 50. Further, the performance of the motors MG1 and MG2 can be sufficiently exhibited.

  In the hybrid vehicle 20 of the embodiment, the time change rate of the rotational speed Nm1 of the motor MG1 using the current rotational speed Nm1 of the motor MG1 and the previous rotational speed (previous Nm1) in step S130 of the drive control routine of FIG. dNm1 / dt), the sensing delay by the rotational position detection sensor 43, the calculation delay by the motor ECU 40 and the hybrid electronic control unit 70, the communication delay between the motor ECU 40 and the hybrid electronic control unit 70 The current rotation speed Nm1est of the motor MG1 is estimated in consideration of the above, and the time change rate () dNm1 / dt) of the rotation speed Nm1 of the motor MG1 may be calculated using the estimated current rotation speed Nm1est. . In this way, the time change rate (dNm1 / dt) of the rotational speed Nm1 can be obtained more appropriately.

  In the hybrid vehicle 20 of the embodiment, when the upper and lower limit rotation speeds Nm1max and Nm1min of the motor MG1 are calculated in step S150 of the drive control routine of FIG. Feedback control by added PI control may be used, or feedback control by PID control to which a differential term is further added may be used.

  In the hybrid vehicle 20 of the embodiment, the upper and lower limit rotational speeds Nm1max and Nm1min of the motor MG1 are calculated using the upper and lower limits Tm1max and Tm1min of the temporary motor torque Tm1tmp of the motor MG1 in steps S150 and S160 of the drive control routine of FIG. The upper and lower limit speeds Nemax and Nemin of the engine 22 are calculated using the upper and lower limit speeds Nm1max and Nm1min calculated together with the upper and lower limit values Tm1max and Tm1min of the temporary motor torque Tm1tmp. The upper and lower limit rotation speeds Nemax and Nemin of the engine 22 may be set by the following equations (13) and (14) using the torque command (previous Tm1 *) of the motor MG1 and the rotation speed Ne of the engine 22. Here, in Expression (13) and Expression (14), “k3” indicates the gain of the proportional term.

Tm1max = previous Tm1 * + k3 (Nemax-Ne) (13)
Tm1min = previous Tm1 * + k3 (Nemin-Ne) (14)

  In the hybrid vehicle 20 of the embodiment, the temporary target rotational speed Nettmp and the temporary target torque Tempmp of the engine 22 are set based on the required power Pe * and the operation line, and the set temporary target rotational speed Nettmp is set to the upper and lower limits of the engine 22. The target rotational speed Ne * of the engine 22 is set by limiting with the rotational speeds Nemax and Nemin, and the target torque Te * of the engine 22 is set by dividing the required power Pe * by the set target rotational speed Ne *. However, the target rotational speed Ne * and the target torque Te * may be directly set using the required power Pe *, the operation line, and the upper and lower limit rotational speeds Nemax and Nemin.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 7) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

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

  Although the embodiment has been described as a form of the hybrid vehicle 20 including the power output device including the engine 22, the power distribution and integration mechanism 30, the motors MG1 and MG2, and the battery 50, the power output device is mounted on the vehicle. It is not limited, You may mount in moving bodies, such as vehicles other than a motor vehicle, a ship, and an aircraft. Moreover, it does not matter as a form of the power output device or a control method of the power output device.

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

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the 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 explanatory drawing which shows an example of a mode that the upper / lower limits Tm1max and Tm1min of temporary motor torque Tm1tmp of the motor MG1 are set. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 electric power Line, 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b driving wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 8 1 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 230 rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (9)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and outputting at least part of the power from the internal combustion engine to the drive shaft with input / 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;
Required driving force setting means for setting required driving force required for the drive shaft;
The internal combustion engine based on the set required driving force , the input / output limitation of the power storage unit, and the driving force generated in response to a change in the rotational speed of an inertial system including the internal combustion engine and the power drive input / output unit. An allowable range setting means for setting an allowable range of the operating state of the engine;
The internal combustion engine, the power power input / output means, and the electric motor so that the internal combustion engine is operated within the set allowable range and a driving force based on the set required driving force is output to the drive shaft. Control means for controlling
A power output device comprising: The permissible range setting means is output to the drive shaft via the power power input / output means, including the driving force generated in accordance with a change in the rotational speed of the inertial system composed of the internal combustion engine and the power power input / output means. The inertial system comprising the internal combustion engine and the power power input / output means; and a first relationship in which the sum of the driving force output from the motor and the driving force output from the electric motor to the driving shaft is equal to or less than the set required driving force The sum of the electric power input / output by the electric power input / output means and the electric power input / output by the motor including the electric power required for input / output of the driving force generated with a change in the rotational speed of the electric power The power output apparatus according to claim 1, wherein the power output device is a means for setting the allowable range as a range in which the second relationship within the limit is compatible.   The allowable range setting means is a means for calculating a drive range of the power drive input / output means in which the first relationship and the second relationship are compatible, and setting the allowable range from the calculated drive range. The power output apparatus according to claim 2.   The allowable range setting means is means for setting the allowable rotational speed range of the internal combustion engine as the allowable range using a predetermined relationship among the rotational speed and torque as the operating state of the internal combustion engine. The power output device according to any one of 1 to 3.   The control means sets a target operating state in which the internal combustion engine is to be operated based on the set required driving force and limits the set target operating state within the allowable range to set an execution operating state, The power output apparatus according to any one of claims 1 to 4, which is means for controlling the internal combustion engine to be operated in the set execution operation state.   The power power input / output means is connected to the three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and the remaining shaft based on the power input / output to any two of the three shafts. The power output apparatus according to any one of claims 1 to 5, further comprising: a three-axis power input / output means for inputting / outputting power to / from the power generator; and a generator capable of inputting / outputting power to / from the third shaft.   The power drive input / output means includes a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft, and the first rotor and the second rotor. 6. A power output apparatus according to claim 1, wherein the power output apparatus is a counter-rotor motor that outputs at least a part of power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action with the rotor. .   An automobile comprising the power output device according to claim 1 and having an axle connected to the drive shaft. An internal combustion engine, and power power input / output means connected to the output shaft and the drive shaft of the internal combustion engine and outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power A control method for a power output device comprising: an electric motor capable of inputting / outputting power to / from the drive shaft; and an electric power input / output means and an electric storage means capable of exchanging electric power with the electric motor,
(A) a driving force demand required for the drive shaft, and the input and output limits of the accumulator unit, a driving force generated with the rotation speed variation of the inertial system consisting of the internal combustion engine and the electric power-mechanical power input output , To set the allowable range of the operating state of the internal combustion engine based on
(B) The internal combustion engine and the electric power are input so that the internal combustion engine is operated within the set allowable operating range of the internal combustion engine and a driving force based on the required driving force is output to the driving shaft. A control method of a power output device for controlling an output means and the electric motor.

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