JP4438752B2 - POWER OUTPUT DEVICE, ITS CONTROL METHOD, AND VEHICLE - Google Patents

Description

  The present invention relates to a power output apparatus, a control method therefor, and a vehicle.

Conventionally, as this kind of power output device, an engine, a planetary gear in which a carrier and a ring gear are connected to an output shaft and an axle of the engine, a motor generator that outputs power to the sun gear of the planetary gear, and power to the ring gear are output. A device including a motor, a motor generator, and a battery that exchanges electric power with the motor has been proposed (for example, see Patent Document 1). In this hybrid vehicle, when the fuel supply to the engine is stopped and the engine is motored by the motor generator, both the intake valve and the exhaust valve of the engine are always open to reduce loss due to engine friction. can do.
Japanese Patent Laid-Open No. 10-2239 (FIG. 8)

  Although the power output apparatus described above reduces the loss due to engine friction, when the engine is requested to start while the fuel supply is stopped and the engine is motored, the engine intake / exhaust valves are temporarily opened and closed. You have to control. Therefore, it may be difficult to start the engine quickly. Therefore, it is desirable to perform control so that the engine can be started more quickly when a start request is made while reducing loss due to engine friction.

  The power output device, the control method thereof, and the vehicle according to the present invention have an object to suppress loss due to friction of the internal combustion engine when the internal combustion engine is motored with the stop of fuel supply. Another object of the power output apparatus, the control method thereof, and the vehicle of the present invention is to appropriately prepare for the next start of the internal combustion engine. Furthermore, it is an object of the power output device, the control method thereof, and the vehicle of the present invention to output a driving force based on the required driving force to the drive shaft.

  The power output device, the control method thereof, and the vehicle of the present invention employ the following means in order to achieve at least a part of the above-described object.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine capable of changing the opening and closing timing of the intake valve;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and for inputting / outputting power to / from the output shaft and the axle side with input / output of power and power;
An electric motor capable of 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;
When fuel cut motoring, which is motoring of the internal combustion engine with a stop of fuel supply, is requested, the setting is performed with motoring of the internal combustion engine in a state where the opening / closing timing of the intake valve is retarded. Control means for controlling the internal combustion engine, the power power input / output means and the electric motor so that a driving force based on the requested driving force is output to the drive shaft;
It is a summary to provide.

  In this power output apparatus of the present invention, when fuel cut motoring, which is motoring of the internal combustion engine accompanied by stoppage of fuel supply, is requested, motoring of the internal combustion engine in a state where the opening / closing timing of the intake valve is retarded With this, 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 required for the drive shaft is output to the drive shaft. Since the internal combustion engine is motored in a state where the opening / closing timing of the intake valve is retarded, the friction of the internal combustion engine can be reduced, and loss due to friction can be suppressed. Further, if the opening / closing timing of the intake valve of the internal combustion engine is changed, it is possible to cope with the start of the next internal combustion engine, so that the internal combustion engine can be started quickly. Of course, the required driving force can be output to the drive shaft.

  The power output apparatus according to the present invention includes request means for requesting the fuel cut motoring when a braking force is set as the required drive force by the required drive force setting means and a predetermined condition is satisfied. You can also. A loss due to friction of the internal combustion engine can be suppressed in a state where the opening / closing timing of the intake valve is retarded when a braking force is required for the drive shaft and a predetermined condition is satisfied. In this case, it comprises an input restriction setting means for setting an input restriction that is an upper limit power that can charge the power storage means, and the request means is a request necessary to output the set required driving force to the drive shaft. It may be a means for requesting the fuel cut motoring when the predetermined condition is satisfied when the power exceeds the input limit. In this way, it is possible to prevent the power storage means from being overcharged. Further, in this case, when the fuel cut motoring is requested, the control means controls the electric power corresponding to the required power exceeding the input limit to be consumed by the electric power input / output means. It can also be assumed. In this way, power exceeding the input limit can be consumed by the power input / output means.

  The power output apparatus of the present invention further includes a rotation speed detection means for detecting the rotation speed of the drive shaft, and the control means has a timing for opening and closing the intake valve as the detected rotation speed of the drive shaft increases. It may be a means for controlling the internal combustion engine to be motored with a tendency to become slow. In this way, the higher the rotational speed of the drive shaft, the smaller the torque output from the internal combustion engine. Therefore, the rotational speed of the internal combustion engine can be increased, and when the internal combustion engine is started next time, Power can be output. Note that detecting the rotational speed of the drive shaft includes detecting another state quantity that can estimate the rotational speed of the drive shaft, for example, detecting the vehicle speed.

  Further, in the power output apparatus of the present invention, when the fuel cut motoring is requested, the control means controls the internal combustion engine to be motored in a state where the opening / closing timing of the intake valve is most retarded. It can also be a means to do. In this way, the friction of the internal combustion engine can be reduced, and loss due to friction can be suppressed.

  In the power output apparatus of the present invention, the power power input / output means is connected to three axes of the internal combustion engine, the drive shaft, and the rotary shaft, and is input / output to any two of the three shafts. It may be a means provided with 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.

  The vehicle of the present invention is the power output device of the present invention according to any one of the above-described aspects, that is, basically a power output device that outputs power to the drive shaft, and can change the opening / closing timing of the intake valve. An internal combustion engine, and an electric power drive input / output means connected to the output shaft and the drive shaft of the internal combustion engine, for inputting / outputting power to / from the output shaft and the axle side with input / output of electric power and power, and An electric motor capable of outputting power to the drive shaft; the electric power drive input / output means; an electric storage means capable of exchanging electric power with the electric motor; and a required drive force setting means for setting a required drive force required for the drive shaft; When the fuel cut motoring that is the motoring of the internal combustion engine with the stop of the fuel supply is requested, the motoring of the internal combustion engine with the retarded opening / closing timing of the intake valve is accompanied. A power output device comprising: a control means for controlling the internal combustion engine, the 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 drive shaft; The gist is that the axle is connected to the drive shaft.

  Since the vehicle according to the present invention is equipped with the power output device of the present invention according to any one of the aspects described above, the effects exhibited by the power output device of the present invention, for example, the effect of suppressing loss due to friction, and the following In addition, when starting the internal combustion engine, it is possible to achieve the same effects as the effect that the internal combustion engine can be started quickly.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine capable of changing the opening / closing timing of the intake valve, and connected to the output shaft and the drive shaft of the internal combustion engine to input / output power to / from the output shaft and the axle side with input / output of electric power and power A method for controlling a power output device comprising: an electric power drive input / output unit; an electric motor capable of outputting power to the drive shaft; and an electric storage unit capable of exchanging electric power with the electric power drive input / output unit and the electric motor. ,
When fuel cut motoring, which is motoring of the internal combustion engine accompanied by stoppage of fuel supply, is requested, the drive shaft with motoring of the internal combustion engine in a state where the opening / closing timing of the intake valve is retarded Controlling the internal combustion engine, the power power input / output means, and the electric motor so that a driving force based on the required driving force required for the output is output to the drive shaft;
This is the gist.

  In this method of controlling a power output apparatus of the present invention, when fuel cut motoring, which is motoring of an internal combustion engine accompanied by stoppage of fuel supply, is requested, the internal combustion engine in a state where the opening / closing timing of the intake valve is retarded With this motoring, 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 required for the drive shaft is output to the drive shaft. Since the internal combustion engine is motored in a state where the opening / closing timing of the intake valve is retarded, the friction of the internal combustion engine can be reduced, and loss due to friction can be suppressed. Further, if the opening / closing timing of the intake valve of the internal combustion engine is changed, it is possible to cope with the start of the next internal combustion engine, so that the internal combustion engine can be started quickly.

  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 configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhalation and gasoline are injected from the fuel injection valve 126 to mix the sucked air and gasoline. The mixture is sucked into the fuel chamber through the intake valve 128 and is explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 23. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 23, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. Detects the coolant temperature from the cylinder, the in-cylinder pressure Pin from the pressure sensor 143 installed in the combustion chamber, and the rotational position of the intake camshaft 129 of the intake valve 128 that performs intake and exhaust to the combustion chamber and the exhaust camshaft that opens and closes the exhaust valve The cam position from the cam position sensor 144 to detect, the throttle position from the throttle valve position sensor 146 to detect the position of the throttle valve 124, the air flow meter signal A from the air flow meter 148 attached to the intake pipe , An intake air temperature from a temperature sensor 149 attached to the intake pipe, the air-fuel ratio AF from an air-fuel ratio sensor 135a, such as oxygen signal from an oxygen sensor 135b is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. 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 outputs data related to the operation state of the engine 22 as necessary. .

  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 the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature 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, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. 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 pedal 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 so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when the accelerator pedal 83 is turned off during traveling will be described. FIG. 3 is a flowchart showing an example of an accelerator-off time 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 accelerator-off control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the brake pedal position BP from the brake pedal position sensor 86, the vehicle speed V from the vehicle speed sensor 88, and the rotational speed of the motors MG1 and MG2. A process of inputting data required for control, such as Nm1, Nm2, and input limit Win 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. Further, the input limit Win 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 thus input, the required braking torque Tr to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a, 63b as the torque required for the vehicle based on the input brake pedal position BP and the vehicle speed V. * And the required braking power Pv required for the engine 22 are set (step S110). In the embodiment, the required braking torque Tr * is determined in advance by storing the relationship between the brake pedal position BP, the vehicle speed V, and the required braking torque Tr * in the ROM 74 as a required torque setting map, and the brake pedal position BP and the vehicle speed. When V is given, the corresponding required braking torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required braking torque setting map. The required braking power Pv can be calculated as the sum of a value obtained by multiplying the set required braking torque Tr * by the rotation 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, it is determined whether or not the set required braking power Pv exceeds the input limit Win of the battery 50 (step S120). When the set required braking power Pv does not exceed the input limit Win of the battery 50, it is determined that the battery 50 is not overcharged even if the motor MG2 is regeneratively controlled without stopping the fuel supply of the engine 22. The normal control for outputting the required braking power required for the ring gear shaft 32a as the drive shaft is executed while the regenerative control of the motor MG2 without stopping the fuel supply of the motor 22 (step S130), and the control routine at the time of accelerator off is executed. finish. As described above, when the required braking power Pv does not exceed the input limit Win of the battery 50, the electric power obtained by the regenerative braking of the motor MG2 can be charged to the battery 50 by executing normal control. Can be improved.

  On the other hand, when the set required braking power Pv exceeds the input limit Win of the battery 50 (step S120), a fuel cut command is transmitted to the engine ECU 24 to stop the fuel supply of the engine 22 (step S140). The engine ECU 24 that has received the fuel cut command controls the fuel injection valve 126 to stop the fuel injection of the engine 22.

  Subsequently, the difference between the set target braking power Pv and the input limit Win of the battery 50 is set as the power Pe * consumed by motoring the engine 22 with the motor MG1 (step S150), and input in the process of step S100. It is determined whether or not the vehicle speed V is higher than a vehicle speed threshold value Vth that requires a relatively high power when the engine 22 is started next (step S160). When the vehicle speed V is higher than the threshold value Vth, the timing at which the normal opening / closing timing VT of the intake valve 128 of the engine 22 is delayed (retarded) by ΔVT is set as the target valve timing VT * (step S170), and the power Pe * Based on the target valve timing VT *, the target rotational speed Ne * of the engine 22 is set (step S180). Here, the target rotational speed Ne * of the engine 22 is set to be higher as the power Pe * is higher and higher as the target valve timing VT * is slower (retarded). This is because the relationship between the power Pe consumed by motoring the engine 22, the friction torque Tf during motoring, and the rotational speed Ne of the engine 22 is expressed by the following equation (1), and the target valve timing VT: This is because the more the delay angle * is, the smaller the friction torque Tf of the engine 22 and the constant the power Pe, the higher the rotation speed Ne. Here, since the target valve timing VT * is set to be retarded from the normal opening / closing timing VT, the engine 22 can be motored at a higher rotational speed than usual.

  Pe = Ne ・ Tf (1)

  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 Nm1 of the motor MG1 is given by the following equation (2). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by the equation (3) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S190). Here, Expression (2) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. 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. Equation (2) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate the torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a through the reduction gear 35. Expression (3) is a relational expression in feedback control for rotating the motor MG1 at the target rotation speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (2)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (3)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the motor obtained by multiplying the input limit Win of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1. The torque limit Tmin as the upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the MG1 by the rotational speed Nm2 of the motor MG2 is calculated by the equation (4) (step) S200), using the required torque Tr *, torque command Tm1 *, and gear ratio ρ of the power distribution and integration mechanism 30, a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated by equation (5) (step S210). As a value obtained by limiting the temporary motor torque Tm2tmp with the calculated torque limit Tmin, MG2 to set a torque command Tm2 * of (step S 220). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Equation (5) can be easily derived from the collinear diagram of FIG. 5 described above.

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

  When the target valve timing VT * of the engine 22 and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are thus set, the target valve timing VT * of the engine 22 is sent to the engine ECU 24 and the torque commands Tm1 *, Tm2 * is transmitted to the motor ECU 40 (step S230), and this routine ends. The engine ECU 24 that has received the target valve timing VT * controls the variable valve timing mechanism 150 so that the opening / closing timing of the intake valve 128 becomes the target valve timing VT *. 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. In this case, the engine 22 is motored by the motor MG1 while the fuel supply is stopped. By setting the target valve timing VT * to be retarded from normal during the motoring, the friction torque of the engine 22 can be lowered and the friction loss can be suppressed. Moreover, since the rotation speed of the engine 22 can be increased, the engine 22 can be started quickly. Further, since the motor MG1 consumes power corresponding to the required braking power Pv required for the ring gear shaft 32a as the drive shaft exceeding the input limit Win of the battery 50, the battery 50 is prevented from being overcharged. Energy efficiency can be improved. Of course, the driving force based on the required braking power Pv can be output to the ring gear shaft 32a as the driving shaft.

  On the other hand, when the vehicle speed V is lower than the threshold value Vth (step S160), it is determined that the power is not so high when the engine 22 is next started, and the target valve timing VT * of the intake valve 128 of the engine 22 is normally set. Is set to the opening / closing timing VT (step S240), and the target rotational speed Ne * of the engine 22 is set based on the power Pe * and the target valve timing VT * (step S180). Here, the target rotational speed Ne * of the engine 22 is set to the normal rotational speed because the target valve timing Vt * is set to the normal opening / closing timing VT. Here, in the embodiment, the normal rotation speed is set to a rotation speed that is not so high that the driver feels uncomfortable with respect to the vehicle speed V.

  Subsequently, the processing after step S190 is executed, and the motor MG1 is controlled 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. Torque command Tm1 * is calculated (step S190), torque limit Tmin is calculated using input limit Win of battery 50 and calculated torque command Tm1 * of motor MG1 (step S200), and requested torque Tr * and torque command are calculated. A temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated using Tm1 * and the gear ratio ρ of the power distribution and integration mechanism 30 (step S210), and a value obtained by limiting the temporary motor torque Tm2tmp with the calculated torque limit Tmin. Is set as a torque command Tm2 * of the motor MG2 (step S220). The target valve timing VT * of the engine 22 is transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S230), and this routine ends. When the vehicle speed V is relatively low, the target rotational speed Ne * of the engine 22 is set to a normal rotational speed, so that the rotational speed of the engine 22 becomes higher with respect to the vehicle speed V and the driver is prevented from feeling uncomfortable. it can. Of course, the driving force based on the required braking power Pv can be output to the ring gear shaft 32a as the driving shaft.

  In the hybrid vehicle 20 of the embodiment described above, when the engine 22 is motored by the motor MG1 while the fuel supply of the engine 22 is stopped, the target valve timing VT of the engine 22 is traveling when traveling at a relatively high vehicle speed. By setting * to a state retarded from normal, the friction torque Vf of the engine 22 can be lowered, and friction loss can be suppressed. Moreover, since the rotational speed of the engine 22 can be increased by reducing the friction torque Vf, the engine 22 can be started quickly. Further, since the motor MG1 consumes power corresponding to the required braking power Pv required for the ring gear shaft 32a as the drive shaft exceeding the input limit Win of the battery 50, the battery 50 is prevented from being overcharged. Energy efficiency can be improved. Of course, the driving force based on the target braking power Pe can be output to the ring gear shaft 32a as the driving shaft.

  In the hybrid vehicle 20 of the embodiment, the target valve timing VT * is set to be delayed by ΔVT from the normal opening / closing timing VT when the vehicle speed V is higher than the threshold value Vth in the process of step S160. The target valve timing VT * may be set in advance so as to become slower as the vehicle speed V increases, and when the vehicle speed V is input, the corresponding target valve timing VT * is set. Also good.

  In the hybrid vehicle 20 of the embodiment, when the target braking power Pv exceeds the input limit Win of the battery 50, the target bubble timing VT * is set to be delayed when the vehicle speed V is higher than the threshold value Vth. When the target braking power Pv exceeds the input limit Win of the battery 50, the target bubble timing VT * may be set to be uniformly delayed regardless of the vehicle speed V.

  In the hybrid vehicle 20 of the embodiment, the determination is made based on the vehicle speed V detected in the process of step S150. However, this determination can be made based on the rotation speed of the ring gear shaft 32a as the drive shaft detected or estimated. For example, it may be performed based on the directly detected rotational speed 32a of the ring gear shaft, or the rotational speed of the ring gear shaft 32a may be indirectly detected from a state quantity different from the vehicle speed.

  In the hybrid vehicle 20 of the embodiment, the fuel cut command is transmitted to the engine ECU 24 when the target braking power Pv exceeds the input limit Win of the battery 50. However, when other conditions are satisfied, the fuel cut command is transmitted. May be transmitted to the engine ECU 24.

  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 connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 6) 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.

  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 block diagram which shows the outline of a structure of the engine 22 of an Example. It is a flowchart which shows an example of the control routine at the time of accelerator off performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement braking torque setting. 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. 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 drive wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 2 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 purification device, 135a air-fuel ratio sensor, 135b oxygen sensor, 136 throttle motor, 138 ignition coil, 140 crank position sensor, 142 water temperature sensor, 144 cam position sensor, 146 throttle valve position sensor, 148 air flow meter, 149 temperature sensor , 150 Variable valve timing mechanism, 230 Pair rotor motor, 232 Inner rotor 234 Outer rotor, MG1, MG Motor.

Claims (8)

A power output device that outputs power to a drive shaft,
An internal combustion engine capable of changing the opening and closing timing of the intake valve;
An electric power motive power input / output means connected to the output shaft of the internal combustion engine and the drive shaft for inputting / outputting power to / from the output shaft and the drive shaft together with input / output of electric power and motive power;
An electric motor capable of 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;
Requesting means for requesting fuel cut motoring, which is motoring of the internal combustion engine accompanied by stoppage of fuel supply when a braking force is set as the required driving force by the required driving force setting means and a predetermined condition is satisfied. When,
When the fuel cut motoring is requested, the opening and closing timing of the intake valve is delayed from the opening and closing timing of the intake valve when the internal combustion engine is operated without performing the fuel cut motoring. Control means for controlling the internal combustion engine, the 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 drive shaft with motoring of the internal combustion engine;
A power output device comprising: The power output device according to claim 1,
Input limit setting means for setting an input limit that is an upper limit power that can charge the power storage means,
The request means requests the fuel cut motoring when the predetermined condition is satisfied when the required power required to output the set required driving force to the drive shaft exceeds the input limit. Is a power output device.   3. The control means is a means for controlling such that when the fuel cut motoring is requested, electric power corresponding to an amount that the required power exceeds the input limit is consumed by the electric power input / output means. The power output apparatus described. A rotation speed detecting means for detecting the rotation speed of the drive shaft;
2. The power output apparatus according to claim 1, wherein the control means is a means for controlling the internal combustion engine to be motored such that the opening / closing timing of the intake valve tends to be delayed as the detected rotational speed of the drive shaft increases.   5. The control means according to claim 1, wherein when the fuel cut motoring is requested, the control means controls the internal combustion engine to be motored in a state where the opening / closing timing of the intake valve is most retarded. Or a power output device.   The power / power input / output means is connected to the three shafts of the internal combustion engine, the drive shaft, and the rotary shaft, and supplies power to the remaining shaft based on power input / output to / from any two of the three shafts. The power output apparatus according to any one of claims 1 to 5, wherein the power output apparatus includes a three-axis power input / output means for inputting / outputting and a generator for inputting / outputting power to / from the rotating shaft.   A vehicle on which the power output device according to claim 1 is mounted and an axle is connected to the drive shaft. An internal combustion engine capable of changing the opening and closing timing of the intake valve, and connected to the output shaft and the drive shaft of the internal combustion engine, and inputs and outputs power and power to and from the output shaft and the drive shaft. A method for controlling a power output device comprising: an electric power drive input / output unit; an electric motor capable of outputting power to the drive shaft; and an electric storage unit capable of exchanging electric power with the electric power drive input / output unit and the electric motor. ,
When a braking force is required as the required driving force required for the drive shaft, and when a predetermined condition is satisfied and fuel cut motoring, which is motoring of the internal combustion engine with a stop of fuel supply, is requested, The required driving force with motoring of the internal combustion engine in a state where the opening / closing timing of the intake valve is delayed from the opening / closing timing of the intake valve when the internal combustion engine is operated without performing the fuel cut motoring Controlling the internal combustion engine, the power drive input / output means, and the electric motor so that a driving force based on the output is output to the drive shaft,
A control method for a power output apparatus.

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