JP4385989B2 - Power output apparatus, automobile equipped with the same, and control method of power output apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more properly change the change gear stage of a transmission even when the change of the number of revolutions of an engine during shifting transmission is large, and it is impossible to detect the number of revolutions per minute of a driving shaft. <P>SOLUTION: In an automobile where an engine, a first motor and a driving shaft are connected to a planetary gear mechanism, and a second motor is connected via a transmission to the driving shaft, when the number of revolutions of the driving shaft cannot be detected during speed change, and an engine revolution deviation &Delta;Ne is a threshold Nref or more (S120, S140, S240), the rotational frequency Nr* for control is set under the consideration of not only the current number of revolutions Ne and the number of revolutions Nm1 of the first motor but also the previous number of revolutions (previous Ne) of the engine and the number of revolutions (previous Nm1) of the first motor (S250). Then, the number of revolutions Nm2* of the second motor after speed change is set by using the number of revolutions Nr* for control and the change gear stage of the transmission is changed according to the synchronization of the number of revolutions Nm2 of the second motor. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

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 apparatus, an apparatus in which an engine, a generator, and an output shaft are connected to a planetary gear unit and a drive motor is connected to the output shaft has been proposed (for example, see Patent Document 1). In this device, the rotation speed of the drive motor is calculated based on the rotation speed of the output shaft, calculated based on the rotor position of the drive motor, or calculated based on the rotation speed of the engine and the rotation speed of the generator. Thus, the rotational speed of the drive motor is accurately calculated to improve the control reliability of the drive motor.
JP 2003-143707 A

  By the way, in such a power output device, when estimating the rotational speed of the output shaft based on the rotational speed of the engine and the rotational speed of the generator, when the amount of change in the rotational speed of the engine is relatively large, the rotational speed of the engine is reduced. An error between the estimated rotational speed of the output shaft and the actual rotational speed of the output shaft may increase due to a sensing delay due to the sensor to be detected or a communication delay between the sensor and the control device. Further, immediately after the engine is started, such an error may be increased due to the unstable rotational speed of the engine. In a power output device having a transmission that shifts the power from the drive motor and outputs it to the output shaft in addition to the engine, the generator, and the drive motor, the target rotational speed of the motor after changing the transmission gear ratio due to such errors May not be properly set using the rotational speed of the output shaft, and the gear ratio of the transmission cannot be changed properly. In this case, a shock occurs when the speed ratio is changed.

  One object of the power output apparatus, the automobile equipped with the power output apparatus, and the method for controlling the power output apparatus of the present invention is to control the internal combustion engine, the power power input / output means, and the electric motor when a predetermined condition is satisfied. The power output device of the present invention, a vehicle equipped with the power output device, and a method of controlling the power output device are provided with a shock that accompanies a change in the gear ratio when a predetermined condition is satisfied while the gear ratio of the transmission is being changed. One of the purposes is to suppress this.

  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 capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power;
An electric motor capable of inputting and outputting power to the drive shaft;
An internal combustion engine rotational speed detection means for detecting an internal combustion engine rotational speed that is the rotational speed of the internal combustion engine;
Driving state detecting means for detecting the driving state of the power drive input / output means;
Drive shaft rotational speed estimation means for estimating a drive shaft rotational speed that is the rotational speed of the drive shaft at a predetermined time based on a predetermined parameter;
Drive shaft speed change amount estimating means for estimating the drive shaft speed change amount based on the detected change amount of the internal combustion engine speed and the detected change amount of the driving state of the power drive input / output means. When,
A control rotational speed setting means for setting a control rotational speed based on the estimated drive shaft rotational speed and the amount of change in the estimated drive shaft rotational speed;
Required driving force setting means for setting required driving force to be output to the driving shaft;
Based on the set required driving force using the detected internal combustion engine speed, the detected drive state of the power input / output means and the set control speed when a predetermined condition is satisfied Control means for controlling the internal combustion engine, the power drive input / output means and the electric motor so that a driving force is output to the drive shaft;
It is a summary to provide.

  In the power output apparatus of the present invention, the estimation is based on the amount of change in the rotational speed of the drive shaft and the rotational speed of the internal combustion engine and the amount of change in the driving state of the electric power input / output means at a predetermined time estimated based on the predetermined parameter. The control rotational speed is set based on the amount of change in the rotational speed of the drive shaft, and when a predetermined condition is satisfied, the rotational speed of the internal combustion engine, the drive state of the power drive input / output means, and the control rotational speed are used. The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the drive force based on the required drive force to be output to the drive shaft is output to the drive shaft. Therefore, when the predetermined condition is satisfied, the internal combustion engine and the driving speed of the electric power input / output means, the rotational speed of the drive shaft, and the control rotational speed set based on the amount of change thereof are used. Electric power drive input / output means and motor can be controlled. Moreover, since the control rotational speed is set based on the rotational speed of the drive shaft at a predetermined time and the amount of change thereof, the control rotational speed can be determined by taking into account the detection delay of the internal combustion engine rotational speed detection means and the drive state detection means. The number can be set more appropriately. Here, the “predetermined time” includes the time when the rotational speed of the internal combustion engine is detected by the internal combustion engine speed detection means or the drive state of the power drive input / output means is detected by the drive state detection means. In the case where the drive shaft rotational speed detection means for detecting the rotational speed of the drive shaft is provided, there are times when the rotational speed of the drive shaft cannot be detected by the drive shaft rotational speed detection means or immediately before that.

  In such a power output apparatus of the present invention, transmission transmission means for performing transmission of power between the rotation shaft of the motor and the drive shaft with a change of a transmission gear ratio, and a motor rotation speed that is the rotation speed of the motor. Motor speed detecting means for detecting, and the control means detects the detected internal combustion engine speed and the detection when the predetermined condition is satisfied while changing the speed ratio of the speed change transmission means. The internal combustion engine, the power drive input / output means, the motor, and the transmission transmission means using the detected drive state of the power drive input / output means, the detected motor speed and the set control speed. It can also be a means for controlling. In this way, when the predetermined condition is satisfied while changing the speed ratio of the speed change transmission means, the rotational speed of the internal combustion engine, the driving state of the electric power input / output means, the rotational speed of the electric motor, and the rotational speed for control are set. It can be used to control the internal combustion engine, power power input / output means, electric motor, and transmission transmission means. As a result, for example, the target rotation speed as the rotation speed of the electric motor after the change of the transmission gear ratio of the transmission transmission means can be set more appropriately using the control rotation speed. Can be performed more appropriately, and a shock when changing the gear ratio can be suppressed.

  In the power output apparatus according to the aspect of the invention including the shift transmission unit, the control unit satisfies the predetermined condition when a condition that the detected change amount of the internal combustion engine speed is equal to or greater than the predetermined change amount is satisfied. If the predetermined condition is not satisfied, the detected internal combustion engine speed, the detected drive state of the power input / output means, the detected motor speed, and the estimated drive shaft speed To control the internal combustion engine, the power drive input / output means, the electric motor, and the speed change transmission means so that a driving force based on the set required driving force is output to the drive shaft. It can also be. In this way, even when the amount of change in the rotational speed of the internal combustion engine is large, it is possible to control the internal combustion engine, the power drive input / output means, the motor, and the transmission transmission means.

  The power output apparatus according to the present invention may further include a drive shaft rotational speed detection means for detecting the drive shaft rotational speed, and the control means may be configured to detect the drive shaft by the drive shaft rotational speed detection means. When the condition where the rotational speed cannot be detected and the condition where the detected change amount of the internal combustion engine speed is equal to or greater than the predetermined change amount are both satisfied, the predetermined condition is controlled and the drive shaft rotation is controlled. When the predetermined condition is not satisfied because the condition that the drive shaft rotation speed cannot be detected by the number detection means is not satisfied, the detected internal combustion engine rotation speed and the detected drive state of the power power input / output means The internal power is output so that a driving force based on the set required driving force is output to the driving shaft using the detected motor rotational speed and the detected driving shaft rotational speed. The detected internal combustion engine is controlled even though the condition that the engine, the power input / output means, the electric motor, and the transmission transmission means are controlled and the drive shaft rotational speed detection means cannot detect the drive shaft rotational speed is satisfied. When the predetermined condition is not satisfied because the condition that the change amount of the engine speed is equal to or greater than the predetermined change amount is not satisfied, the detected internal combustion engine speed, the detected driving state of the power power input / output means, and the detection The internal combustion engine and the electric power power input / output means so that a driving force based on the set required driving force is output to the driving shaft using the electric motor rotation speed and the estimated driving shaft rotation speed. It may be a means for controlling the electric motor and the shift transmission means. Thus, even when the rotational speed of the drive shaft cannot be detected, the internal combustion engine, the power power input / output means, the electric motor, and the transmission transmission means can be controlled. In this case, the drive shaft rotational speed estimation means uses the detected drive shaft rotational speed as the predetermined parameter immediately before the drive shaft rotational speed detection means cannot detect the drive shaft rotational speed as the predetermined parameter. It can also be a means for estimating the drive shaft rotational speed at. In this way, the rotational speed of the drive shaft at a predetermined time can be estimated more appropriately. Further, the drive shaft rotational speed variation estimation means immediately before the drive shaft rotational speed detection means cannot detect the drive shaft rotational speed until a predetermined time elapses after the internal combustion engine is started. A means for estimating the amount of change in the drive shaft rotation speed based on the amount of change in the drive shaft rotation speed detected by the drive shaft rotation speed detection means; When both the condition that the drive shaft speed cannot be detected and the condition that the predetermined time has not passed since the start of the internal combustion engine are satisfied, the change amount of the internal combustion engine speed is equal to or greater than the predetermined change amount. Even if the condition is not satisfied, it may be a means for controlling that the predetermined condition is satisfied. In this way, it is possible to more appropriately estimate the rotational speed for control immediately after starting the internal combustion engine.

  Further, in the power output apparatus according to the present invention having a shift transmission means, the drive shaft rotational speed estimation means indicates the detected internal combustion engine rotational speed and the detected driving state of the power power input / output means. It may be a means for estimating the drive shaft rotational speed at the predetermined time as the predetermined parameter. In this way, the rotational speed of the drive shaft at a predetermined time can be estimated more appropriately.

  In the power output apparatus of the present invention, the power power input / output means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and the rotation shaft, and is input / output to any two of the three shafts. A three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on power; and a generator for inputting / outputting power to / from the rotary shaft; and the drive state detecting means detects the number of revolutions of the generator It can also be a means to do. In the power output apparatus of the present invention, the power output device further includes a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft. A counter-rotor electric motor that rotates by relative rotation with the second rotor may also be used.

  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 and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of electric power and power; An electric motor capable of outputting; an internal combustion engine speed detecting means for detecting an internal combustion engine speed that is the speed of the internal combustion engine; a drive state detecting means for detecting a drive state of the power drive input / output means; and a predetermined parameter A drive shaft rotational speed estimating means for estimating a drive shaft rotational speed, which is the rotational speed of the drive shaft based on a predetermined time, and a detected amount of change in the internal combustion engine rotational speed and driving of the detected electric power power input / output means; Based on the amount of state change Drive shaft rotational speed change amount estimating means for estimating the drive shaft rotational speed change amount, and the control rotational speed based on the estimated drive shaft rotational speed and the estimated drive shaft rotational speed change amount. A control rotation speed setting means for setting the required drive force to be output to the drive shaft, and the detected internal combustion engine speed and the detected speed when a predetermined condition is satisfied. The internal combustion engine and the power power input so that a driving force based on the set required driving force is output to the driving shaft using the driving state of the electric power driving input / output means and the set rotational speed for control. A gist is that a power output device including an output means and a control means for controlling the electric motor is mounted, and an axle is connected to the drive shaft.

  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, so that the effects exhibited by the power output device of the present invention, for example, when the predetermined condition is satisfied, It is possible to achieve the same effects as the effect of controlling the internal combustion engine, the power power input / output means, and the electric motor using the driving state of the power power input / output means and the control rotational speed.

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 drive shaft of the internal combustion engine and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power An electric motor capable of inputting and outputting power to the drive shaft, and a control method of a power output device comprising:
(A) detecting an internal combustion engine rotational speed which is the rotational speed of the internal combustion engine;
(B) detecting a driving state of the power driving input / output means;
(C) Estimating the drive shaft rotational speed that is the rotational speed of the drive shaft at a predetermined time based on the predetermined parameter;
(D) estimating the change amount of the drive shaft rotation speed based on the detected change amount of the internal combustion engine rotation speed and the detected change amount of the driving state of the electric power drive input / output means;
(E) setting a control rotational speed based on the estimated drive shaft rotational speed and the amount of change in the estimated drive shaft rotational speed;
(F) setting a required driving force to be output to the driving shaft;
(G) When the predetermined condition is satisfied, the set required drive using the detected internal combustion engine speed, the detected driving state of the power input / output means and the set control speed. The gist is to control the internal combustion engine, the power drive input / output means, and the electric motor so that a driving force based on the force is output to the drive shaft.

  According to the control method for the power output apparatus of the present invention, the amount of change in the rotational speed of the drive shaft, the rotational speed of the internal combustion engine, and the amount of change in the drive state of the power input / output means at a predetermined time estimated based on the predetermined parameter The control rotational speed is set based on the amount of change in the rotational speed of the drive shaft estimated based on the above, and when a predetermined condition is satisfied, the rotational speed of the internal combustion engine, the driving state of the power drive input / output means, and the control rotational speed The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the drive force based on the required drive force to be output to the drive shaft is output to the drive shaft using the number. Therefore, when the predetermined condition is satisfied, the internal combustion engine and the driving speed of the electric power input / output means, the rotational speed of the drive shaft, and the control rotational speed set based on the amount of change thereof are used. Electric power drive input / output means and motor can be controlled.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, and an electric power / power input / output connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power and power A power output comprising: means; a motor capable of inputting / outputting power to / from the drive shaft; and transmission transmission means for transmitting power between the rotating shaft of the motor and the drive shaft with a change in speed ratio. An apparatus control method comprising:
(A) detecting an internal combustion engine rotational speed which is the rotational speed of the internal combustion engine;
(B) detecting a driving state of the power driving input / output means;
(C) detecting a motor rotation speed which is the rotation speed of the motor;
(D) Estimating the drive shaft rotational speed that is the rotational speed of the drive shaft at a predetermined time based on the predetermined parameter;
(E) estimating the amount of change in the rotational speed of the drive shaft based on the detected amount of change in the rotational speed of the internal combustion engine and the detected amount of change in the driving state of the power drive input / output means;
(F) setting a control rotational speed based on the estimated drive shaft rotational speed and the amount of change in the estimated drive shaft rotational speed;
(G) setting a required driving force to be output to the driving shaft;
(H) When the predetermined condition is satisfied while changing the speed ratio of the speed change transmission means, the detected internal combustion engine speed, the detected drive state of the power input / output means and the setting The internal combustion engine, the electric power power input / output means, and the output power so that a driving force based on the set required driving force is output to the driving shaft using the set motor speed and the set control speed. The gist is to control the electric motor and the shift transmission means.

  According to the control method for the power output apparatus of the present invention, the amount of change in the rotational speed of the drive shaft, the rotational speed of the internal combustion engine, and the amount of change in the drive state of the power input / output means at a predetermined time estimated based on the predetermined parameter The control rotational speed is set based on the amount of change in the rotational speed of the drive shaft estimated based on the above, and when a predetermined condition is satisfied, the rotational speed of the internal combustion engine, the driving state of the power power input / output means, and the rotation of the motor The internal combustion engine, the power drive input / output means, the electric motor, and the transmission transmission means are controlled so that a driving force based on the required driving force to be output to the drive shaft is output to the drive shaft using the number and the control rotational speed. Therefore, when a predetermined condition is satisfied while changing the transmission ratio of the transmission means, the rotational speed of the internal combustion engine, the driving state of the power drive input / output means, the rotational speed of the electric motor, and the rotational speed for control are used. The internal combustion engine, electric power drive input / output means, electric motor, and transmission transmission means can be controlled. As a result, for example, the target rotation speed as the rotation speed of the electric motor after the change of the transmission gear ratio of the transmission transmission means can be set using the control rotation speed, so that the change of the transmission gear ratio of the transmission transmission means is more appropriate. The shock at the time of changing the gear ratio can be suppressed.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / 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 motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire vehicle are provided.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. For example, a signal from a crank position sensor 23 attached to the crankshaft 26 is input to the engine ECU 24. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the transmission 60 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is output from the ring gear shaft 32a to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the electric power balance is balanced by the motor MG1 and the motor MG2. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of a double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, and the first pinion gear 63a. A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as the Lo gear state), the brake B1 is turned on and the brake B2 is turned off to turn the rotation shaft 48 of the motor MG2 off. The rotation is reduced at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). When the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited. In the embodiment, the brakes B1 and B2 are turned on and off by adjusting the hydraulic pressure applied to the brakes B1 and B2 by driving a hydraulic actuator (not shown).

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature 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 a rotation position Nr of a ring gear shaft 32 a as a drive shaft from the rotation speed sensor 36, an ignition signal from the ignition switch 80, and a shift position sensor 82 that detects an operation position of the shift lever 81. The brake pedal from the brake pedal position sensor 86 for detecting the accelerator opening Acc from the accelerator pedal position sensor 84 for detecting the accelerator opening Acc corresponding to the shift position SP and the accelerator pedal 83 for depression, and the depression amount for the brake pedal 85. The position BP, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. The hybrid electronic control unit 70 outputs a drive signal to actuators (not shown) of the brakes B1 and B2 of the transmission 60. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

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

  Next, the operation of the hybrid vehicle 20 configured as described above will be described. 3 and 4 are flowcharts showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is executed every predetermined time (for example, every several milliseconds).

  When the drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first uses the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the drive shaft from the rotation speed sensor 36. A process of inputting data necessary for control, such as the rotational speed Nr of the ring gear shaft 32a, the rotational speed Ne of the engine 22, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the output limit Wout of the battery 50 is executed (step S100). . Here, the rotational speed Ne of the engine 22 is calculated based on a signal from a crank position sensor 23 attached to the crankshaft 26 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 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. It was supposed to be. Further, the output limit Wout of the battery 50 is 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, and is input from the battery ECU 52 by communication. did.

  When the data is input in this way, the state of the rotational speed sensor 36 that detects the rotational speed Nr of the ring gear shaft 32a as the drive shaft as a drive shaft rotational speed sensor is checked (step S110), and whether or not the rotational speed sensor 36 is normal. (Step S120), and when it is determined that the rotational speed sensor 36 is normal, the rotational speed Nr of the ring gear shaft 32a as the drive shaft detected by the rotational speed sensor 36 is set to the control rotational speed Nr *. (Step S130). Here, in the embodiment, the state of the rotational speed sensor 36 is such that the signal from the rotational speed sensor 36 determines whether or not the rotational speed sensor 36 can detect the rotational speed Nr of the ring gear shaft 32a as the drive shaft. It was decided to investigate by judging whether or not.

  Subsequently, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b as the torque required for the vehicle based on the accelerator opening Acc and the vehicle speed V and the engine 22 are requested. The required power Pe * is set (step S280). 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. 5 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of a value obtained by multiplying the set required torque Tr * by the control rotation speed Nr * and the charge / discharge required power Pb * required by the battery 50 and the loss Loss.

  When the required power Pe * is set, the set required power Pe * is compared with the threshold value Pref (step S290). Here, the threshold value Pref is used to determine whether or not the engine 22 is to be operated, and is set as a lower limit value of power that can be efficiently output from the engine 22 or a value in the vicinity thereof. When the required power Pe * is larger than the threshold value Pref, it is determined whether or not the engine 22 is stopped (step S300). When it is determined that the engine 22 is stopped, the engine 22 is started ( In step S310, a timer indicating the time since the engine 22 was started is started (step S315). Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the required power Pe * (step 320). In this setting, the target rotational speed Ne * and the target torque Te * are set based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 6 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  When the target rotational speed Ne * and the target torque Te * of the engine 22 are set, the following equation (1) is used by using the set target rotational speed Ne *, the control rotational speed Nr *, and the gear ratio ρ of the power distribution and integration mechanism 30. ) To calculate the target rotational speed Nm1 * of the motor MG1, and based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1, the torque command Tm1 * of the motor MG1 is calculated by equation (2) (step S330). . Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 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 is the control rotation speed. The rotation speed Nr of the ring gear 32 as Nr * is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the transmission 60. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nr * / ρ (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, a motor obtained by multiplying the output limit Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1. A torque limit Tmax as an upper limit of the torque that may be output from the motor MG2 is calculated by dividing the deviation from the power consumption (generated power) of MG1 by the rotational speed Nm2 of the motor MG2 (step S360). ), The current gear ratio Gr of the transmission 60 is calculated by dividing the rotational speed Nm2 of the motor MG2 by the control rotational speed Nr * (step S370), and the required torque Tr * and the torque command Tm1 * and power distribution integration Torque to be output from the motor MG2 using the gear ratio ρ of the mechanism 30 and the current gear ratio Gr of the transmission 60 The tentative motor torque Tm2tmp calculated according to Equation (4) (step S380), sets the torque command Tm2 * of the motor MG2 calculated torque limit limits the tentative motor torque Tm2tmp at Tmax (step S390). Thus, by setting the torque command Tm2 * of the motor MG2, the required torque Tr * output to the ring gear shaft 32a as the drive shaft can be set as a torque limited within the range of the output limit Wout of the battery 50. it can. Equation (4) can be easily derived from the collinear diagram of FIG. 7 described above.

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

  Next, it is determined whether or not a shift request is made to switch the gear position of the transmission 60 (step S400), and when it is determined that a shift request is made for the transmission 60, the shift of the transmission 60 is performed. It is determined whether or not the speed is being changed (step S410). Here, in the embodiment, the shift request of the transmission 60 is made at a predetermined timing based on the required torque Tr * and the vehicle speed V. When it is determined that a shift request for the transmission 60 has not been made, or when it has been determined that a shift is already being performed, the target engine speed Ne * and the target torque Te * of the engine 22 are sent to the engine ECU 24 and the motors MG1, MG2 Torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S430), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * starts the engine 22 when the engine 22 is stopped, and maintains the state when the engine 22 is operated. Control such as fuel injection control and ignition control in the engine 22 is performed so that the engine 22 is operated at an operation point indicated by the target rotational speed Ne * and the target torque Te *. 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.

  If it is determined in steps S400 and S410 that the transmission 60 has been requested to be shifted but not being shifted, an instruction to start the shift process is issued (step S420), and the target rotational speed Ne * and target torque of the engine 22 are instructed. Te *, torque commands Tm1 * and Tm2 * of motors MG1 and MG2 are transmitted to the corresponding ECUs (step S430), and the drive control routine is terminated. When an instruction to start execution of the shift process is given, the hybrid electronic control unit 70 starts a shift process routine illustrated in FIG. 8 in parallel with the drive control routine. Hereinafter, the description of the drive control routine of FIGS. 3 and 4 will be temporarily interrupted, and the shift process routine of FIG. 8 will be described.

  In the shift process routine, first, the direction of shifting of the shift stage of the transmission 60 is determined (step S500). At the time of upshift to change the gear state of the transmission 60 from the Lo gear state to the Hi gear state, the brake B2 is turned off (step S510), the brake B1 is frictionally engaged (step S520), and the control is performed. The rotation speed Nm2 of the motor MG2 reaches the rotation speed Nm2 * (= Nr * · Ghi) of the motor MG2 after the shift calculated by multiplying the rotation speed Nr * by the gear ratio Ghi of the state of the transmission 60 in the Hi gear. (Steps S530 to S550), the brake B1 is completely turned on (step S560), and the shift processing routine is terminated. Here, for example, the value set in the drive control routine can be used as the control rotation speed Nr *. On the other hand, when downshifting to change the gear state of the transmission 60 from the Hi gear state to the Lo gear state, the brake B1 is turned off (step S580), and the Lo gear of the transmission 60 is set to the control rotation speed Nr *. Waiting for the rotation speed Nm2 of the motor MG2 to reach the vicinity of the rotation speed Nm2 * (= Nr * · Glo) of the motor MG2 after the shift calculated by multiplying the gear ratio Glo in the state (steps S590 to S610), the brake B2 is turned on (step S620), and the shift process routine is terminated.

  Returning to the drive control routine of FIGS. 3 and 4, when the required power Pe * is equal to or less than the threshold value Pref in step S290, both the target rotational speed Ne * and the target torque Te * of the engine 22 are stopped so that the engine 22 is stopped. 0 is set (step S340), a value 0 is set to the torque command Tm1 * of the motor MG1 (step S350), and the processes after step S360 are executed. At this time, when the engine 22 is operated, the engine 22 is stopped, and when the engine 22 is stopped, the state is maintained.

  When it is determined in step S120 that the rotation speed sensor 36 is not normal, it is determined whether or not a shift is being performed (step S140). When it is determined that a shift is not being performed, the rotation speed Nm2 of the motor MG2 is determined as the transmission 60. By dividing by the current gear ratio Gr, the control rotational speed Nr * is set (step S150), and the processing after step S280 is executed. Here, as the current gear ratio Gr of the transmission 60, the value set in step S370 described above when the rotation speed sensor 36 is normal can be used. Now consider shifting. At this time, since the gear ratio Gr of the transmission 60 changes with the passage of time, the control rotational speed is determined using the gear ratio Gr of the transmission 60 when the rotational speed sensor 36 is normal as in step S150. Nr * cannot be set. Therefore, the determination of whether or not the gear is being shifted in step S140 is to determine whether or not the control rotation speed Nr * can be set using the gear ratio Gr of the transmission 60.

  When it is determined that the speed is being changed, the value of the flag F is checked (step S160). Here, the flag F is used to determine whether or not it is immediately after it is determined that the rotational speed sensor 36 is not normal. A value 0 is set as an initial value and is set in step S180 described later. 1 is set. When the flag F is 0, it is determined that it is immediately after it is determined that the rotation speed sensor 36 is not normal, and the rotation is performed immediately before it is determined that the rotation speed sensor 36 is not normal, that is, when this routine is executed last time. The rotational speed (previous Nr) of the ring gear shaft 32a as the drive shaft input from the number sensor 36 and the time differential d (previous Nr) / dt of the rotational speed (previous Nr) of the ring gear shaft 32a at that time are stored values Nrset, respectively. , ΔNrset (step S170), a value 1 is set in the flag F (step S180), and a value 1 is set in a counter C indicating the number of executions of this routine immediately before it is determined that the rotational speed sensor 36 is not normal. Setting is made (step S190). Here, the time differential d (previous Nr) / dt is, for example, the difference between the previous rotation speed of the ring gear shaft 32a (previous Nr) and the previous rotation speed of the ring gear shaft 32a (previous rotation Nr). (In the embodiment, it can be set by dividing by t1). On the other hand, when the flag F is 1, the counter C is incremented by 1 (step S200).

  Subsequently, it is determined whether or not the engine 22 is in operation (step S210). When it is determined that the engine 22 is in operation, the timer is started after the engine 22 is started, that is, in step S315 described above. It is determined whether or not a predetermined time has passed since the start (step S220). Here, the predetermined time is set as the time from when the engine 22 is started until the rotation of the engine 22 is stabilized, and is determined by the characteristics of the engine 22 and the like. Therefore, the determination in steps S210 and S220 is a process for determining whether or not the rotation of the engine 22 is stable. When it is determined that the predetermined time has not elapsed since the engine 22 was started, it is determined that the rotation of the engine 22 is not stable, and the stored value Nrset and the stored value ΔNrset stored in step S170 and execution of this routine are performed. Using the interval t1 and the counter C, the control rotational speed Nr * is set (step S270), and the processes after step S280 are executed. Specifically, as shown in the following equation (5), the control rotation speed Nr * is a ring gear 32a as a drive shaft input from the rotation speed sensor 36 immediately before it is determined that the rotation speed sensor 36 is not normal. And the time derivative ΔNrset at that time multiplied by the time (t1 · C) immediately before it is determined that the rotational speed sensor 36 is not normal. Thus, even when the engine 22 is unstable, such as immediately after the engine 22 is started, the control speed Nr * cannot be properly set using the engine speed Ne. * Can be set more appropriately. As a result, for example, the speed Nm2 * of the motor MG2 after the speed change set using the control speed Nr * in steps S540 and S600 of the speed change processing routine of FIG. 8 can be set more appropriately. Rotation of the motor MG2 when changing the gear position of the transmission 60 as compared with the motor MG2 that cannot be properly set because the rotational speed Nm2 * cannot be properly set. The synchronization of several Nm2 can be performed more appropriately, and the shock at the time of changing the gear position can be suppressed.

  Nr * = Nrset + t1 ・ C ・ ΔNrset (5)

  When the engine 22 is not in operation or when a predetermined time has elapsed since the engine 22 was started, the engine speed deviation ΔNe as the amount of change in the engine speed Ne is calculated (step S230). The engine speed deviation ΔNe is compared with a threshold value Nref (step S240). Here, the threshold value Nref is used to determine whether or not the rotational speed Ne of the engine 22 has changed significantly. Consider a case where the change in the rotational speed Ne of the engine 22 is large. At this time, in addition to the rotational speed Ne of the engine 22, the rotational speed Nm1 of the motor MG1 changes greatly due to the dynamic relationship of the power distribution and integration mechanism 30. Therefore, if the control rotational speed Nr * is set using only the current rotational speed Ne of the engine 22 and the current rotational speed Nm1 of the motor MG1, detection delays of the crank position sensor 23 and the rotational position detection sensor 43, A deviation occurs between the actual rotational speed of the ring gear shaft 32a and the control rotational speed Nr * due to a delay in calculation by the ECU 24 or the motor ECU 40, a communication delay between the engine ECU 24 or the motor ECU 40 and the hybrid electronic control unit 70, or the like. End up. If this deviation is large, for example, the rotational speed Nm2 * of the motor MG2 after the shift cannot be properly set in steps S540 and S600 of the shift processing routine of FIG. 8, and the shift stage of the transmission 60 is appropriately changed. May not be possible. The comparison between the engine speed deviation ΔNe and the threshold value Nref in step S240 determines whether it is necessary to consider detection delay, calculation delay, communication delay, and the like.

  When the engine speed deviation ΔNe is less than the threshold value Nref, it is determined that the detection delay or the like need not be considered, and the engine speed 22 Ne, the motor MG1 speed Nm1, the power distribution integration mechanism 30 gear ratio ρ, Is used to set the control rotational speed Nr * according to the following equation (6) (step S260), and the processing after step S280 is executed. Equation (6) can be easily derived from the nomogram of FIG. On the other hand, when the engine speed deviation ΔNe is equal to or greater than the threshold value Nref, it is determined that detection delay or the like needs to be considered, and the engine speed Ne, the motor MG1 speed Nm1, and the previous engine speed 22 (previous Ne) and the previous rotation speed of motor MG1 (previous Nm1) are used to set the control rotation speed Nr * (step S250), and the processes after step S280 are executed. In this embodiment, the control rotational speed Nr * in this embodiment uses the rotational speed Ne of the engine 22, the rotational speed Nm1 of the motor MG1, and the gear ratio ρ of the power distribution and integration mechanism 30 as shown in Expression (7). The rotational speed Nra of the ring gear shaft 32a as the drive shaft set by the equation (8) and the time differential dNra / dt of the rotational speed Nra of the ring gear shaft 32a multiplied by the time t2 are set. . Here, the time differential dNra / dt is calculated using the rotational speed Ne of the engine 22, the rotational speed Nm1 of the motor MG1, and the gear ratio ρ of the power distribution and integration mechanism 30 as shown in Equation (9), for example. Set by equation (10) using the rotation speed Nra of the ring gear shaft 32a set by equation (8), the previous rotation speed of the engine 22 (previous Ne), and the previous rotation number of the motor MG1 (previous Nm1). The difference from the previous rotation speed Nrb of the ring gear shaft 32a can be set by dividing this routine by the execution interval (in the embodiment, several msec) t1. The time t2 is set in consideration of sensing delay, calculation delay, communication delay, etc. so that the control rotation speed Nr * can be set appropriately. By substituting Equation (8) to Equation (10) into Equation (7), Equation (11) is obtained. In this Equation (11), (Ne−previous Ne) is the rotational speed Ne of the engine 22. Since the change amount indicates (Nm1-previous Nm1) indicates the change amount of the rotational speed Nm1 of the motor MG1, the rotational speed Ne of the engine 22 and the rotational speed Nm1 of the motor MG1 are input as the control rotational speed Nr * Is set based on the amount of change in the rotational speed Nra of the ring gear shaft 32a as the driving shaft, the amount of change in the rotational speed Ne of the engine 22 and the amount of change in the rotational speed Nm1 of the motor MG1. By setting the control rotational speed Nr * in this way, the control rotational speed Nr * can be further increased even when the speed sensor 36 is not normal when the speed is changing and the amount of change in the rotational speed Ne of the engine 22 is large. Can be set appropriately. As a result, for example, the speed Nm2 * of the motor MG2 after the speed change set in steps S540 and S600 of the speed change processing routine of FIG. 8 can be set more appropriately, so the control speed Nm2 * is set appropriately. Therefore, the rotation speed Nm2 of the motor MG2 is more appropriately synchronized when changing the gear position of the transmission 60, compared to the case where the rotation speed Nm2 * of the motor MG2 after shifting cannot be set appropriately. It is possible to suppress a shock when changing the gear position.

Nr * = Ne ・ (1 + ρ) -Nm1 ・ ρ (6)
Nr * = Nra + t2 ・ dNra / dt (7)
Nra = Ne ・ (1 + ρ) -Nm1 ・ ρ (8)
dNra / dt = (Nra-Nrb) / t1 (9)
Nrb = previous Ne ・ (1 + ρ) -previous Nm1 ・ ρ) (10)
Nr * = (Ne ・ (1 + ρ) -Nm1 ・ ρ) + t2 ・ ((Ne-previous Ne) ・ (1 + ρ)-(Nm1-previous Nm1) ・ ρ) / t1 (11)

  According to the hybrid vehicle 20 of the embodiment described above, when the speed change of the transmission 60 is being changed and the amount of change in the rotational speed Ne of the engine 22 is large, the rotational speed sensor 36 serves as a drive shaft. When the rotational speed Nr of the ring gear shaft 32a cannot be detected, the rotational speed Ne of the engine 22, the rotational speed Nm1 of the motor MG1, the amount of change in the rotational speed Ne of the engine 22 and the amount of change in the rotational speed Nm1 of the motor MG1 Is controlled using the control rotational speed Nr * based on the control rotational speed Nr *, so that the control rotational speed Nr * is set based on only the rotational speed Ne of the engine 22 and the rotational speed Nm1 of the motor MG1. The number Nr * can be set more appropriately. As a result, since the rotation speed Nm2 * of the motor MG2 after the change of the shift stage of the transmission 60 can be set more appropriately, the change of the shift stage of the transmission 60 can be performed more appropriately, and the change of the shift stage can be performed. The shock at the time can be suppressed. In addition, when the engine speed is being changed and a predetermined time has not elapsed since the engine 22 was started, the engine speed sensor 36 cannot detect the engine speed Nr of the ring gear shaft 32a as the drive shaft. The rotational speed Nr * for control is calculated using the rotational speed Nr of the ring gear shaft 32a immediately before it becomes impossible to detect the rotational speed Nr of the ring gear shaft 32a and the amount of change in the rotational speed Nr of the ring gear shaft 32a at that time. Therefore, even when the rotation of the engine 22 is unstable, such as immediately after the engine 22 is started, the control rotation speed Nr * can be set more appropriately.

  In the hybrid vehicle 20 of the embodiment, when it is determined in steps S120 and S140 of the drive control routine of FIGS. 3 and 4 that the rotation speed sensor 36 is not normal during the shift, it is determined whether the engine 22 is being operated and whether the engine 22 is operating. Although it is determined whether or not a predetermined time has elapsed since the start of the motor 22, it may be determined that these are not determined. In this case, for example, the processes of steps S160 to S220 and S270 of the drive control routine of FIGS. 3 and 4 may not be performed. That is, when it is determined that the rotational speed sensor 36 is not normal during the shift, the engine speed deviation ΔNe is compared with the threshold value Nref regardless of the operating state of the engine 22, and the control rotation is performed by a setting method based on the comparison result. The number Nr * may be set.

  In the hybrid vehicle 20 of the embodiment, when the engine speed deviation ΔNe is greater than or equal to the threshold value Nref in step S240 of the drive control routine of FIGS. 3 and 4, it is based on the speed Ne of the engine 22 and the speed Nm1 of the motor MG1. Based on the change amount of the rotation speed Nra of the ring gear shaft 32a, the rotation speed Ne of the engine 22, and the change amount of the rotation speed Nm1 of the motor MG1, the control rotation speed Nr * is set by the above-described equation (11). (Step S250), but instead of this, a stored value that is the rotational speed Nr of the ring gear shaft 32a as the drive shaft input from the rotational speed sensor 36 immediately before it is determined that the rotational speed sensor 36 is not normal. Based on the amount of change in Nrset and the speed Ne of the engine 22 and the amount of change in the speed Nm1 of the motor MG1 It may be set to r *. An example is shown in the following formula (12). In equation (12), “t1” indicates the execution interval of the drive control routine, and “C” indicates the value of the counter. Further, the control rotational speed Nr * is set using the previously set control rotational speed (previous Nr *), the amount of change in the rotational speed Ne of the engine 22 and the amount of change in the rotational speed Nm1 of the motor MG1. It is good.

Nr * = Nrset + t1 ・ C ・ ((Ne-previous Ne) ・ (1 + ρ)-(Nm1-previous Nm1) ・ ρ) / t1 (12)
Nr * = previous Nr * + t1 ・ ((Ne-previous Ne) ・ (1 + ρ)-(Nm1-previous Nm1) ・ ρ) / t1 (13)

  In the hybrid vehicle 20 of the embodiment, the rotation speed sensor 36 is provided. However, the rotation speed sensor 36 may not be provided. A part of an example of the drive control routine in this case is shown in FIG. This drive control routine is the same as that shown in FIGS. 3 and 4 except that the processes of steps S110b to S130b and S170b are executed instead of the processes of steps S110 to S130 and S170 of the drive control routine of FIGS. Same as routine. In this drive control routine, the state of the vehicle speed sensor 88 is checked (step S110b), and it is determined whether or not the vehicle speed sensor 88 is normal (step S120b). The state of the vehicle speed sensor 88 can be examined in the same manner as the rotation speed sensor 36. When the vehicle speed sensor 88 is normal, the control rotational speed Nr * is set by multiplying the vehicle speed V from the vehicle speed sensor 88 by the conversion coefficient k (step S130b). On the other hand, when the vehicle speed sensor 88 is not normal, it is determined whether or not shifting is in progress and the value of the flag F is checked (steps S140 and S160). If the flag F is 0, the last time this routine was executed, That is, the vehicle speed (previous V) input from the vehicle speed sensor 88 immediately before it is determined that the vehicle speed sensor 88 is not normal and the time differential d (previous V) / dt of the vehicle speed (previous V) at that time are stored values Vset. , ΔVset (step S170b), and the processing after step S180 is executed. Here, the time differential dV / dt of the vehicle speed V can be set, for example, by dividing the difference between the previous vehicle speed (previous V) and the previous vehicle speed (previous V) by the execution interval t1 of this routine. . Further, when the rotation speed sensor 36 is not provided, the processing of steps S110b to S130b of the drive control routine of FIG. 9 may not be performed.

  The hybrid vehicle 20 of the embodiment includes the transmission 60 that shifts the power from the motor MG2 and transmits the power to the ring gear shaft 32a as a drive shaft. However, instead of the transmission 60, a clutch, a reduction gear, or the like is provided. It is good also as what is provided, and it is good also as what outputs the motive power from motor MG2 directly to the ring gear shaft 32a as a drive shaft, without providing these.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to wheels 39c and 39d in FIG. 10) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

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

  In the embodiment, 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, the battery 50, the transmission 60, and the hybrid electronic control unit 70 has been described. The output device may be mounted on a vehicle other than an automobile, a ship, an aircraft, or the like, may be a power output device, or may be a control method of the power output device.

  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. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. It is a part of flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrid 70 of the Example of this invention. It is a part of flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrid 70 of the Example of this invention. It is explanatory drawing which shows a part of map for request torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne * of the engine 22, and the 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 gear shift process routine. It is a flowchart which shows a part of example of the drive control routine of a modification. 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, 23 crank position sensor, 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, 36 speed sensor, 37 gear mechanism, 38 differential gear, 39a, 39b, 39c, 39d drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position Detection sensor, 48 rotating shaft, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 60a double pinion planetary gear mechanism, 60b Gurpinion planetary gear mechanism, 61, 65 sun gear, 62, 66 ring gear, 63a first pinion gear, 63b second pinion gear, 64, 68 carrier, 67 pinion gear, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 230 pair rotor motor, 232 inner rotor 234 outer rotor, MG1 , MG2 motor, B1, B2 brake.

Claims (12)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power;
An electric motor capable of inputting and outputting power to the drive shaft;
An internal combustion engine rotational speed detection means for detecting an internal combustion engine rotational speed that is the rotational speed of the internal combustion engine;
Driving state detecting means for detecting the driving state of the power drive input / output means;
A drive shaft rotational speed estimating means for estimating a drive shaft rotation speed is the rotation speed of said drive shaft,
Drive shaft speed change amount estimating means for estimating the drive shaft speed change amount based on the detected change amount of the internal combustion engine speed and the detected change amount of the driving state of the power drive input / output means. When,
A control rotational speed setting means for setting a control rotational speed based on the estimated drive shaft rotational speed and the amount of change in the estimated drive shaft rotational speed;
Required driving force setting means for setting required driving force to be output to the driving shaft;
When a predetermined condition including a condition in which the detected change amount of the internal combustion engine speed is equal to or greater than a predetermined change amount is satisfied, the detected internal combustion engine speed and the detected driving state of the power drive input / output means Control for controlling the internal combustion engine, the electric power drive input / output means, and the electric motor so that a driving force based on the set required driving force is output to the driving shaft using the set rotational speed for control. Means,
A power output device comprising: The power output device according to claim 1,
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a change in gear ratio;
Motor rotation number detecting means for detecting a motor rotation number which is the rotation number of the motor;
With
The control means, when the predetermined condition is satisfied while changing the speed ratio of the speed change transmission means, the detected internal combustion engine speed and the detected driving state of the power power input / output means. A power output device that is a means for controlling the internal combustion engine, the power power input / output means, the motor, and the shift transmission means using the detected motor speed and the set control speed. Wherein, the estimated drive shaft rotation speed driving condition and the detected motor rotation speed and the detected engine speed and the detected electric power-when the predetermined condition is not satisfied And a means for controlling the internal combustion engine, the power drive input / output means, the electric motor, and the shift transmission means so that a driving force based on the set required driving force is output to the drive shaft. Item 3. A power output apparatus according to Item 2. The power output device according to claim 2,
Drive shaft rotation speed detection means for detecting the drive shaft rotation speed,
Said control means holds the condition the detected engine rotational speed change amount and conditions that can not be detected rotational speed the drive shaft by the drive shaft rotational speed detection means is the predetermined change amount or both When the predetermined condition is not satisfied because the condition that the drive shaft rotational speed detection means cannot detect the drive shaft rotational speed is not satisfied and the predetermined condition is not satisfied, the internal combustion engine is detected. A driving force based on the set required driving force using the engine rotational speed, the detected driving state of the power power input / output means, the detected motor rotational speed and the detected driving shaft rotational speed is The internal combustion engine, the power drive input / output means, the electric motor, and the speed change transmission means are controlled so as to be output to the drive shaft, and the drive shaft is detected by the drive shaft rotational speed detection means. The detected combustion when said detected engine rotational speed variation of those conditions which can not detect the rotation number of established not the predetermined condition is satisfied by the predetermined change amount or more in a condition is not satisfied A driving force based on the set required driving force using the engine rotational speed, the detected driving state of the power power input / output means, the detected motor rotational speed, and the estimated driving shaft rotational speed is A power output device, which is means for controlling the internal combustion engine, the power power input / output means, the electric motor, and the shift transmission means so as to be output to a drive shaft. The drive shaft rotation speed estimation means estimates the number of rotation said drive shaft based on the drive shaft rotational speed the detected immediately before it becomes impossible to detect the rotational speed said drive shaft by the drive shaft rotational speed detection means The power output apparatus according to claim 4, which is a means. The power output device according to claim 4 or 5,
The drive shaft rotational speed change amount estimation means immediately before the drive shaft rotational speed detection means cannot detect the drive shaft rotational speed until a predetermined time has elapsed after starting the internal combustion engine. Means for estimating a change amount of the drive shaft rotation speed based on a change amount of the drive shaft rotation speed detected by the drive shaft rotation speed detection means;
When the condition that the drive shaft rotational speed cannot be detected by the drive shaft rotational speed detection means and the condition that the predetermined time has not elapsed since the start of the internal combustion engine are both satisfied, power output apparatus is a means for controlling the said without conditions the amount of change in engine speed is the predetermined change amount or more is satisfied a predetermined condition is satisfied. The drive shaft rotation speed estimation means, to claims 2 is a means for estimating the number of rotation the drive shaft on the basis of the driving state of the detected engine speed and the detected electric power-4 The power output device according to claim 6, according to claim 4. The power output device according to any one of claims 1 to 7,
The power power input / output means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft, and the remaining shaft based on the power input / output to / from any two of the three shafts Three-axis power input / output means for inputting / outputting power to the rotary shaft, and a generator for inputting / outputting power to / from the rotating shaft,
The driving state detecting means is means for detecting the rotational speed of the generator.   The power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the second rotor. The power output device according to any one of claims 1 to 7, wherein the power output device is a counter-rotor motor rotating by relative rotation with the rotor.   An automobile comprising the power output device according to any one of claims 1 to 9 and an axle connected to the drive shaft. An internal combustion engine, and power power input / output means connected to the output shaft and drive shaft of the internal combustion engine and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power An electric motor capable of inputting and outputting power to the drive shaft, and a control method of a power output device comprising:
(A) detecting an internal combustion engine rotational speed which is the rotational speed of the internal combustion engine;
(B) detecting a driving state of the power driving input / output means;
(C) estimates the drive shaft rotation speed is the rotation speed of said drive shaft,
(D) estimating the change amount of the drive shaft rotation speed based on the detected change amount of the internal combustion engine rotation speed and the detected change amount of the driving state of the electric power drive input / output means;
(E) setting a control rotational speed based on the estimated drive shaft rotational speed and the amount of change in the estimated drive shaft rotational speed;
(F) setting a required driving force to be output to the driving shaft;
(G) When a predetermined condition including a condition that the detected change amount of the internal combustion engine speed is equal to or greater than a predetermined change amount is satisfied, the detected internal combustion engine speed and the detected power drive input / output means The internal combustion engine, the electric power power input / output means, and the electric motor so that a driving force based on the set required driving force is output to the driving shaft using a driving state and the set control rotational speed. Control method for controlling the power output device. An internal combustion engine and an electric power / power input / output means connected to an output shaft and a drive shaft of the internal combustion engine and capable of outputting at least a part of the power from the internal combustion engine to the drive shaft with input / output of electric power and power A power output device comprising: an electric motor capable of inputting / outputting power to / from the drive shaft; and transmission transmission means for transmitting power between the rotating shaft of the motor and the drive shaft with a change in a gear ratio. Control method,
(A) detecting an internal combustion engine rotational speed which is the rotational speed of the internal combustion engine;
(B) detecting a driving state of the power driving input / output means;
(C) detecting a motor rotation speed which is the rotation speed of the motor;
(D) estimating the drive shaft rotation speed is the rotation speed of said drive shaft,
(E) estimating the amount of change in the rotational speed of the drive shaft based on the detected amount of change in the rotational speed of the internal combustion engine and the detected amount of change in the driving state of the power drive input / output means;
(F) setting a control rotational speed based on the estimated drive shaft rotational speed and the amount of change in the estimated drive shaft rotational speed;
(G) setting a required driving force to be output to the driving shaft;
(H) When a predetermined condition including a condition that the detected change amount of the internal combustion engine speed is equal to or greater than a predetermined change amount while changing the speed ratio of the shift transmission means is detected A driving force based on the set required driving force is determined using the internal combustion engine speed, the detected driving state of the power power input / output means, the set motor speed and the set control speed. A control method for a power output device, wherein the internal combustion engine, the power power input / output means, the electric motor, and the shift transmission means are controlled so as to be output to the drive shaft.

Images