JP4446696B2 - POWER OUTPUT DEVICE, ITS CONTROL METHOD, AND AUTOMOBILE - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To strike a balance between a response and convergence in control of a motor used for operating an internal combustion engine, and to simplify the control by reducing an except treatment. <P>SOLUTION: A method for controlling a power output unit includes setting of a motor torque command Tm1* as the sum of a reference torque Tbs (S140) set based on a target rotational speed Ne* and a target torque Te* and a corrected torque Taj (S150) set based on the target rotational speed Nm1* and a rotational speed Nm1 of the motor (S160). In this case, setting of the corrected torque Taj is performed by setting the gain k1 of a proportional item after a motor rotational speed Nm1 falls within a transfer region in which the motor rotational speed Nm1 falls in the target rotational speed Nm1* as a center to a value "0", and setting a gain k2 of an integrating item to a small value. Thus, the response and the convergence in the control of the motor are allowed to be compatible, and can be processed without except treatment even at an abrupt change time of an engine request power Pe*. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a power output apparatus, a control method thereof, and an automobile, and more particularly, to a power output apparatus that outputs power to a drive shaft, a control method thereof, and an automobile including the power output apparatus.
[0002]
[Prior art]
Conventionally, this type of power output device includes an engine, a planetary gear in which the crankshaft of the engine is connected to a carrier, and a ring gear connected to a drive shaft that is mechanically coupled to an axle, and a sun gear of the planetary gear. There has been proposed one in which a first motor that inputs and outputs and a second motor that inputs and outputs power to a drive shaft are mounted (for example, see Patent Document 1). In this apparatus, in order to operate the engine at the target rotational speed, the target rotational speed of the first motor is calculated from the target rotational speed of the engine and the rotational speed of the second motor, and the first motor is operated at the calculated target rotational speed. The first motor is feedback-controlled to rotate.
[0003]
[Patent Document 1]
JP 2000-197208 A (FIGS. 2 and 8)
[0004]
[Problems to be solved by the invention]
The rotational speed control of the motor is performed by feedback control using a proportional term that acts in a direction to cancel out the deviation between the actual rotational speed of the motor and the target rotational speed and an integral term that cancels out the steady-state error. When such feedback control is used for controlling the first motor in the above-described apparatus, the torque to be applied to the first motor, such as when the engine is started, is quickly shifted from positive torque to negative torque, or the target engine speed is set. Is suddenly changed due to the integral term, there is a case where the transition or sudden change cannot be made smoothly, and there is a case where supply of electric power necessary for driving the second motor is delayed. In order to eliminate such a supply delay, it may be possible to deal with exception processing when the engine starts or when the target engine speed changes suddenly. However, exception processing increases and control becomes complicated. Moreover, since the correction amount by feedback becomes large among the torque commands set to the first motor, it becomes difficult to achieve both responsiveness and convergence, and in consideration of overshoot, the upper limit rotational speed in the control of the first motor It is also necessary to set a lower value from the need to secure a margin.
[0005]
The power output apparatus, the control method thereof, and the automobile of the present invention have an object to achieve both responsiveness and convergence in controlling an electric motor used to drive an internal combustion engine. Another object of the power output apparatus, the control method thereof, and the automobile of the present invention is to simplify the control by reducing exception processing in the control of the electric motor used for operating the internal combustion engine.
[0006]
[Means for solving the problems and their functions and effects]
The power output apparatus, the control method thereof, and the automobile of the present invention employ the following means in order to achieve at least part of the above-described object.
[0007]
The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Connected to the output shaft of the internal combustion engine, the drive shaft, and a third shaft, and inputs / outputs power to / from the remaining shafts based on power input / output to / from any two of the three shafts. 3-axis power input / output means;
A first electric motor capable of inputting / outputting power to / from the third shaft;
A second electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the first motor and the second motor;
Required power setting means for setting required power required for the drive shaft based on an operation by an operator;
Target power setting means for setting target power to be output from the internal combustion engine based on the set required power;
Engine operation control means for controlling the operation of the internal combustion engine so that the set target power is output;
Reference torque setting means for setting a reference torque to be output from the first electric motor based on the set target power;
Electric motor target rotational speed setting means for setting a target rotational speed of the first electric motor based on the set target power;
A rotational speed detection means for detecting the rotational speed of the first electric motor;
Correction torque setting means for setting a correction torque based on the detected rotation speed and the set target rotation speed;
The first motor is driven and controlled so that the sum of the set reference torque and the set correction torque is output from the first motor, and the power based on the set required power is Electric motor control means for driving and controlling the second electric motor to be output to the drive shaft;
It is a summary to provide.
[0008]
In the power output apparatus of the present invention, the required power required for the drive shaft is set based on the operation of the operator, and the target power to be output from the internal combustion engine is set based on the set required power, and this setting is performed. The internal combustion engine is controlled to output the target power. Further, a reference torque to be output from the first electric motor capable of adjusting the rotational speed of the internal combustion engine via the power power input / output means based on the set target power is set, and the target speed set based on the target power The correction torque is set based on the detected rotation speed of the first motor, and the first motor is driven so that the sum of the set reference torque and the set correction torque is output from the first motor. The second electric motor is driven and controlled so that power based on the set required power is output to the drive shaft. That is, the first electric motor is driven and controlled so that the sum of the reference torque set based on the target power, the correction torque set based on the target rotational speed and the detected rotational speed is output. . Therefore, it is possible to quickly bring the rotation speed of the first motor close to the target rotation speed by using the base reference torque, and to match the rotation speed of the first motor to the target rotation speed by using the correction torque. As a result, it is possible to achieve both responsiveness and convergence in the control of the first electric motor, and it is possible to perform processing without exception processing even when the target power suddenly changes.
[0009]
In such a power output apparatus of the present invention, the reference torque setting means is output from the internal combustion engine based on the set target power and a response delay when attempting to operate the internal combustion engine with the target power. The engine torque may be estimated, and the reference torque may be set as a torque to be output from the first electric motor in order to output the estimated engine torque from the internal combustion engine. In this way, the internal combustion engine can be shifted to an operation point that smoothly outputs the target power. In this case, the reference torque setting means estimates the engine torque using the dead time and the time constant of the first-order response delay as the response delay, and sets the reference torque using the estimated engine torque. It can also be assumed.
[0010]
In the power output apparatus of the present invention, the correction torque setting means sets, as the correction torque, a torque that acts in a direction that cancels out a rotation speed deviation between the detected rotation speed and the set target rotation speed. It can also be a means. In this case, the correction torque setting means may be means for setting the correction torque using at least a proportional term and an integral term. If it carries out like this, the rotation speed of a 1st electric motor can be closely approached and matched with target rotation speed more rapidly. Further, in this case, the correction torque setting means sets the correction torque using the proportional term of the first gain and the integral term when the rotation speed deviation is outside the predetermined range, and the rotation speed deviation is the predetermined value. When within the range, the correction torque may be set by using a proportional term of the second gain smaller than the first gain and the integral term. If it carries out like this, after the rotation speed of the 1st electric motor becomes the vicinity of target rotation speed, rotation speed can be made to correspond with target rotation speed rapidly. Here, the second gain may be substantially zero.
[0011]
In the power output apparatus of the present invention in which the correction torque is set by using at least the proportional term and the integral term, the correction torque setting means is configured such that when the rotational speed deviation is outside the predetermined range, the proportional term and the third The correction torque is set using a gain integral term and a skip term, and when the rotation speed deviation is within the predetermined range, the proportional term, the fourth gain smaller than the third gain, the integral term, and the skip It is also possible to use a term to set the correction torque. If it carries out like this, the rotation speed of a 1st electric motor can be made to correspond with target rotation speed accurately.
[0012]
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, a power output apparatus that basically outputs power to the drive shaft, and that outputs power to the drive shaft. A device that is connected to three axes of an internal combustion engine, an output shaft of the internal combustion engine, the drive shaft, and a third shaft, and that is based on power input to and output from any two of the three shafts. 3-axis power input / output means for inputting / outputting power to / from the shaft, a first motor capable of inputting / outputting power to / from the third shaft, and a second motor capable of inputting / outputting power to / from the drive shaft A power storage means capable of exchanging electric power with the first motor and the second motor, a required power setting means for setting a required power required for the drive shaft based on an operation of an operator, and the setting The target power to be output from the internal combustion engine is set based on the requested power Power setting means, engine operation control means for controlling the operation of the internal combustion engine so that the set target power is output, and a reference torque to be output from the first electric motor based on the set target power Reference torque setting means for setting, electric motor target rotation speed setting means for setting a target rotation speed of the first motor based on the set target power, and a rotation speed for detecting the rotation speed of the first motor A detection means, a correction torque setting means for setting a correction torque based on the detected rotation speed and the set target rotation speed, and a torque that is the sum of the set reference torque and the set correction torque Is driven to control the first electric motor so as to be output from the first electric motor, and the second electric motor is driven so that power based on the set required power is output to the drive shaft. Mounting a motor control means for controlling a power output apparatus including a driving shaft is summarized in that the travel is mechanically connected to the axle.
[0013]
In the automobile of the present invention, since the power output device of the present invention according to any one of the above-described aspects is mounted, the effects exhibited by the power output device of the present invention, for example, responsiveness and convergence in the control of the first electric motor, It is possible to achieve the same effects as the effects that can be achieved simultaneously, the effects that can be processed without exception processing even when the target power suddenly changes.
[0014]
The method for controlling the power output apparatus of the present invention includes:
Power is applied to the remaining shaft based on the internal combustion engine and the power input / output to / from any two of the three shafts connected to the output shaft, the drive shaft, and the third shaft of the internal combustion engine. 3-axis power input / output means for outputting, a first motor capable of inputting / outputting power to / from the third shaft, a second motor capable of inputting / outputting power to / from the drive shaft, and the first motor And a method for controlling a power output device comprising: a power storage means capable of exchanging electric power with the second electric motor,
(A) setting required power required for the drive shaft based on the operation of the operator;
(B) setting a target power to be output from the internal combustion engine based on the set required power;
(C) controlling the operation of the internal combustion engine so that the set target power is output;
(D) setting a reference torque to be output from the first electric motor based on the set target power,
(E) setting a target rotational speed of the first electric motor based on the set target power,
(F) detecting the rotational speed of the first electric motor;
(G) A correction torque is set based on the detected rotation speed and the set target rotation speed,
(H) The first motor is driven and controlled so that the sum of the set reference torque and the set correction torque is output from the first motor, and the set required power is applied to the drive shaft. Drive control of the second electric motor so that it is output
This is the gist.
[0015]
In the control method of the power output apparatus of the present invention, the required power required for the drive shaft is set based on the operation of the operator, the target power to be output from the internal combustion engine is set based on the set required power, The internal combustion engine is controlled to output the set target power. Further, a reference torque to be output from the first electric motor capable of adjusting the rotational speed of the internal combustion engine via the power power input / output means based on the set target power is set, and the target speed set based on the target power The correction torque is set based on the detected rotation speed of the first motor, and the first motor is driven so that the sum of the set reference torque and the set correction torque is output from the first motor. The second electric motor is driven and controlled so that power based on the set required power is output to the drive shaft. That is, the first electric motor is driven and controlled so that the sum of the reference torque set based on the target power, the correction torque set based on the target rotational speed and the detected rotational speed is output. . Therefore, it is possible to quickly bring the rotation speed of the first motor close to the target rotation speed by using the base reference torque, and to match the rotation speed of the first motor to the target rotation speed by using the correction torque. As a result, it is possible to achieve both responsiveness and convergence in the control of the first electric motor, and it is possible to perform processing without exception processing even when the target power suddenly changes.
[0016]
In the control method of the power output apparatus of the present invention, the step (d) is based on the set target power and the response delay of the internal combustion engine when the internal combustion engine is operated with the target power. Estimating the engine torque output from the internal combustion engine and setting the reference torque as a torque to be output from the first electric motor in order to output the estimated engine torque from the internal combustion engine, g) may be a step of setting, as the correction torque, a torque that acts in a direction to cancel out a rotational speed deviation between the detected rotational speed and the set target rotational speed. If it carries out like this, if it carries out like this, the rotation speed of a 1st electric motor can be brought close to the target rotation speed more rapidly, and can be made to correspond.
[0017]
In this aspect of the method for controlling a power output apparatus of the present invention, the step (g) uses a plurality of control terms including a proportional term and an integral term of a first gain when the rotational speed deviation is outside a predetermined range. The correction torque is set using a plurality of control terms including a proportional term of a second gain smaller than the first gain and the integral term when the rotational speed deviation is within the predetermined range. It can also be a step of setting. If it carries out like this, after the rotation speed of the 1st electric motor becomes the vicinity of target rotation speed, rotation speed can be made to correspond with target rotation speed rapidly.
[0018]
DETAILED DESCRIPTION OF THE INVENTION
Next, embodiments of 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.
[0019]
The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 includes a crank angle θ from a crank position sensor 23a attached to the crankshaft 26, an intake air temperature Ta from an intake air temperature sensor 23b attached to the intake system, an intake air pressure Va from a negative pressure detection sensor 23c, An opening degree (throttle opening degree) TA of the throttle valve 23d from the throttle position sensor 23e, a cooling water temperature Tw from a cooling water temperature sensor 23f attached to the cooling system of the engine 22, and the like are input. Further, the engine ECU 24 communicates 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 transmits data on the operation state of the engine 22 as necessary for the hybrid. Output to the electronic control unit 70.
[0020]
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.
[0021]
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.
[0022]
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.
[0023]
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.
[0024]
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.
[0025]
Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the operation point of the engine 22 is changed will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70 in the torque conversion operation mode and the charge / discharge operation mode. This routine is repeatedly executed every predetermined time (for example, every 8 msec).
[0026]
When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control, such as Nm2, the rotational speed Ne of the engine 22 and the input / output limits Win and Wout of the battery 50, is executed (step S100). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor 23a 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 input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do. Here, the input / output limits Win and Wout of the battery 50 set the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient based on the remaining capacity (SOC) of the battery 50. It is possible to set the input restriction correction coefficient and multiply the basic value of the set input / output restriction Win, Wout by the correction coefficient to set the input / output restriction Win, Wout. FIG. 3 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 4 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.
[0027]
When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the engine required power Pe * required for the engine 22 are set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map. The engine required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.
[0028]
Subsequently, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set engine required power Pe * (step S120). 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 *).
[0029]
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 (1). * Is calculated (step S130). 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 indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by multiplying the number Nm2 by the gear ratio Gr of the reduction gear 35 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 reduction gear 35.
[0030]
[Expression 1]
Nm1 * ＝ Ne * ・ (1 + ρ) / ρ−Nm2 / (Gr ・ ρ) (1)
[0031]
When the target rotational speed Nm1 * of the motor MG1 is thus calculated, the reference torque Tbs and the correction torque Taj used for setting the torque command Tm1 * of the motor MG1 are set (steps S140 and S150). In the embodiment, the reference torque Tbs is set by a reference torque setting routine illustrated in FIG. 8, and the correction torque Taj is performed by a correction torque setting routine illustrated in FIG. Hereinafter, the description of the drive control routine will be interrupted, and the setting of the reference torque Tbs and the correction torque Taj will be described.
[0032]
When the reference torque setting routine is executed, first, the target throttle opening degree TA * is calculated based on the target torque Te * and the target rotational speed Ne * (step S300), and the calculated target throttle opening degree TA * is set. An effective throttle opening TA is calculated by performing an annealing process (step S310), and a throttle response torque Tta is calculated based on the calculated effective throttle opening TA and the rotational speed Ne (step S320). The target throttle opening degree TA * is a throttle opening degree TA at which the engine 22 is operated at the operation point of the target rotational speed Ne * and the target torque Te *. In the embodiment, the target rotational speed Ne *, the target torque Te *, and the throttle The relationship with the opening degree TA is obtained in advance by experiments or the like and stored in the ROM 74 as a map, and the throttle opening degree TA corresponding to the target rotational speed Ne * and the target torque Te * is derived from the map to obtain the target throttle opening degree TA. * As required. The reason why the annealing process is performed in step S310 is to consider a throttle response delay. In the embodiment, the throttle delay is treated as a primary response delay. In the embodiment, the throttle response torque Tta is calculated by using the map used for deriving the target throttle opening degree TA * in reverse order. When the throttle response torque Tta is calculated in this way, the reference torque Tbs is calculated by applying the processing considering the air delay of the engine 22 as the dead time + primary response delay to the calculated throttle response torque Tta (step S330), and setting the reference torque End the routine. Here, the dead time and the primary response delay time constant are obtained in advance as a one-dimensional map based on the rotational speed Ne of the engine 22 through experiments or the like, stored in the ROM 74, and derived and used based on the rotational speed Ne of the engine 22. It was supposed to be. FIG. 10 is a block diagram showing the setting of the reference torque Tbs, and FIG. 11 shows an example of how the throttle response torque Tta and the reference torque Tbs change with time when the target torque Te * is changed. The reference torque Tbs is set by calculating a torque (engine torque) that is estimated to be output from the engine 22 in accordance with the change of the target torque Te *.
[0033]
When the correction torque setting routine of FIG. 9 is executed, first, a deviation (rotational speed deviation) ΔNm1 between the target rotational speed Ne * of the motor MG1 and the rotational speed Nm1 is calculated (step S400), and the calculated rotational speed deviation ΔNm1 is calculated. It is determined whether or not the absolute value of is less than the threshold value Nref (step S410). This threshold value Nref is set as a rotational speed difference that requires fine adjustment to match the rotational speed Ne and the target rotational speed Ne *. Consider a case where a target rotational speed Nm1 * larger than the threshold value Nref is set for the rotational speed Nm1. In this case, since the absolute value of the rotational speed deviation ΔNm1 is equal to or greater than the threshold value Nref, a negative determination is made in step S410, and predetermined proportional gains and integral term gains k1 and k2 in an equation for setting a correction torque Taj described later are predetermined. The values k1set and k2set are set (step S420), the skip term Tskp is set to 0 (step S430), and the proportional term and the integral are obtained by the following equation (2) using the set gains k1 and k2 and the skip term Tskp. The correction torque Taj is calculated and set as the sum of the term and the skip term (step S480). As is clear from the equation (2), the correction torque Taj is a relational expression in feedback control. Therefore, if appropriate values are set for the gains k1 and k2 of the proportional term and the integral term, the rotational speed Nm1 can be quickly brought close to the target rotational speed Nm1 *. In the embodiment, appropriate gains are set as the predetermined values K1set and k2set.
[0034]
[Expression 2]
Taj = k1 · ΔNm1 + k2 · ∫ ΔNm1 dt + Tskp (2)
[0035]
Thus, when the rotational speed Nm1 is brought close to the target rotational speed Nm1 * and the absolute value of the rotational speed deviation ΔNm1 becomes less than the threshold value Nref, a value 0 is set for the gain k1 of the proportional term and the gain of the integral term is determined from the predetermined value k2set. A small predetermined value k2low is set (step S440), and it is determined whether or not the sign of the rotational speed deviation ΔNm1 is inverted (step S445). When the sign of the rotational speed deviation ΔNm1 is not inverted, the correction torque Taj is calculated and set by the equation (2) using the set gains k1 and k2 and the skip term Tskp set so far (step S480). ). When the sign of the rotation speed deviation ΔNm1 is reversed, the value of the rotation speed deviation ΔNm1 is checked (step S450). (Step S460), when the rotational speed deviation ΔNm1 is less than or equal to 0, a predetermined value Tskpset is set in the skip term Tskp (step S470), and is corrected by the equation (2) using the set gains k1 and k2 and the skip term Tskp. Torque Taj is calculated and set (step S480). FIG. 12 shows an example of how the torque command Nm1 * and the rotational speed Nm1 of the motor MG1 change with time when the motor MG1 is controlled using such correction torque Taj. The transition area shown in the figure is an area in which a rotational speed difference of a threshold value Nref is provided above and below the target rotational speed Nm1 *. Until the rotational speed Nm1 of the motor MG1 enters the transition region, predetermined values k1set and k2set are set in the gains k1 and k2 of the proportional term and the integral term, so that the rotational speed Nm1 quickly approaches the target rotational speed Nm1 * (rough adjustment). Area). When the rotational speed Nm1 of the motor MG1 enters the transition region, the gains k1 and k2 of the proportional term and integral term are set to the value 0 and the predetermined value k2low, so that they gradually approach the target rotational speed Nm1 * (fine adjustment range). . When the rotational speed Nm1 of the motor MG1 reaches the target rotational speed Nm1 *, the sign of the rotational speed deviation ΔNm1 is reversed, so the skip term Tskp is set. Thereafter, each time the rotational speed Nm1 of the motor MG1 exceeds or falls below the target rotational speed Nm1 *, that is, every time the rotational speed deviation ΔNm1 is inverted, a skip term Tskp having a different sign is set, and finally the skip term Tskp Converge in the upper and lower parts of (adjustment complete)
[0036]
Returning to the drive control routine of FIG. When the reference torque Tbs and the correction torque Taj are thus set, the torque command Tm1 * of the motor MG1 is set as the sum of the set reference torque Tbs and the correction torque Taj (step S160). The deviation from the power consumption (generated power) of the motor MG1 obtained by multiplying the input / output limits Win, Wout of the battery 50 and the set torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1 is defined as the motor MG2. The torque limits Tmax and Tmin as upper and lower limits of the torque that may be output from the motor MG2 by dividing by the rotation speed Nm2 are calculated by the following equations (3) and (4) (step S170), and the required torque Tr * And the torque command Tm1 * and the gear ratio ρ of the power distribution and integration mechanism 30 are used to calculate a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 by the equation (5) (step S180), and the calculated torque limit Tmax, A value obtained by limiting the temporary motor torque Tm2tmp within the range of Tmin is used as the torque command T of the motor MG2. Set as 2 * (step S190). 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. 7 described above.
[0037]
[Equation 3]
Tmax = (Wout−Tm1 * ・ Nm1) / Nm2 (3)
Tmin = (Win−Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)
[0038]
Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S200), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. Further, the motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.
[0039]
According to the hybrid vehicle 20 of the embodiment described above, the reference torque Tbs set based on the target rotational speed Ne * and the target torque Te * (that is, the engine required power Pe *), and the target rotational speed Nm1 * of the motor MG1 Since the torque command Tm1 * of the motor MG1 is set as the sum of the correction torque Taj set based on the rotation speed Nm1, the rotation speed Nm1 of the motor MG1 is quickly set to the target rotation speed Nm1 * by the base reference torque Tbs. The rotational speed Nm1 of the motor MG1 can be converged to the target rotational speed Nm1 * by the correction torque Taj. As a result, it is possible to achieve both responsiveness and convergence in the control of the motor MG1, and to perform processing without exception processing even when the engine required power Pe * changes suddenly. In addition, since the engine torque that is output based on the response delay (dead time and primary response delay) of the engine 22 is estimated and the reference torque Tbs is set, the engine 22 can be smoothly set to the target rotational speed Ne * and the target torque Te *. It is possible to shift to the driving point. Further, the correction torque Taj is set as the sum of the proportional term, the integral term, and the skip term, and the gain of the proportional term and the integral term until the rotational speed Nm1 of the motor MG1 enters the transition region centered on the target rotational speed Nm1 *. Predetermined values k1set and k2set are set for k1 and k2, and after entering the transition region, values 0 and a predetermined value k2low are set for the gains k1 and k2 of the proportional term and the integral term, so the motor MG1 until the transition region is entered. Can be quickly brought close to the target rotational speed Nm1 *, and after entering the transition region, the rotational speed Nm1 can be gradually brought closer to the target rotational speed Nm1 * to converge. As a result, the overshoot in which the rotation speed Nm1 of the motor MG1 exceeds the target rotation speed Nm1 * can be suppressed.
[0040]
In the hybrid vehicle 20 of the embodiment, the reference torque Tbs is set as a process including the dead time and the primary response delay with the throttle delay and the air delay as the response delay of the engine 22, but the intake air temperature Ta is set against the air delay. Or intake pressure Va may be taken into consideration. Further, other delay factors may be taken into consideration as the response delay of the engine 22. Alternatively, although the accuracy is slightly lowered, only the throttle delay may be considered, or only the air delay may be considered.
[0041]
In the hybrid vehicle 20 of the embodiment, the correction torque Taj is set by the proportional term, the integral term, and the skip term, but the correction torque Taj is set only by the proportional term and the integral term without considering the skip term. It may be a thing. Further, the correction torque Taj may be set by the integral term and the skip term without considering the proportional term, or the correction torque Taj may be set only by the integral term without considering the proportional term and the skip term. .
[0042]
In the hybrid vehicle 20 of the embodiment, until the rotational speed Nm1 of the motor MG1 enters the transition region centered on the target rotational speed Nm1 *, the predetermined values k1set and k2set are set to the gains k1 and k2 of the proportional term and the integral term, After entering the transition region, the value 0 and the predetermined value k2low are set for the gains k1 and k2 of the proportional term and the integral term, but the value set to the gain k1 of the proportional term after entering the transition region is set to the value 0. The value is not limited, and any value may be set as long as the value is smaller than the predetermined value k1set. Further, the gain k2 of the integral term may not be changed even after entering the transition region, that is, the predetermined value k2set may be used as it is.
[0043]
In the hybrid vehicle 20 of the embodiment, the torque command Tm1 * of the motor MG1 is set as the sum of the reference torque Tbs and the correction torque Taj. However, the motor MG1 is obtained by further correcting the sum of the reference torque Tbs and the correction torque Taj. The torque command Tm1 * may be set.
[0044]
In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 13) 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).
[0045]
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.
[0046]
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.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention.
FIG. 2 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 according to the embodiment.
3 is an explanatory diagram showing an example of a relationship between a battery temperature Tb and input / output limits Win and Wout in a battery 50. FIG.
4 is an explanatory diagram showing an example of a relationship between a remaining capacity (SOC) of a battery 50 and correction coefficients of input / output limits Win and Wout. FIG.
FIG. 5 is an explanatory diagram showing an example of a required torque setting map.
FIG. 6 is an explanatory diagram showing an example of an operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set.
FIG. 7 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. 8 is a flowchart showing an example of a reference torque setting routine.
FIG. 9 is a flowchart showing an example of a correction torque setting routine.
FIG. 10 is a block diagram showing an example of setting a reference torque Tbs.
FIG. 11 is an explanatory diagram showing an example of a temporal change in the throttle response torque Tta and the reference torque Tbs when the target torque Te * is changed.
FIG. 12 is an explanatory diagram illustrating an example of a temporal change in the rotational speed Nm1 of the motor MG1 when the motor MG1 is controlled using the correction torque Taj.
FIG. 13 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.
FIG. 14 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, 23a crank position sensor, 23b intake air temperature sensor, 23c negative pressure detection sensor, 23d throttle valve, 23e throttle position sensor, 23f cooling water temperature sensor, 24 electronic control unit for engine (engine ECU), 26 crankshaft, 28 damper, 30 power distribution and 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 electronic control unit for battery (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 3a, 63b, 64a, 64b Driving wheel, 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 Counter rotor motor, 232 Inner rotor 234 Outer rotor, MG1, MG2 motor.

Claims (8)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Connected to the output shaft of the internal combustion engine, the drive shaft, and a third shaft, and inputs / outputs power to / from the remaining shafts based on power input / output to / from any two of the three shafts. 3-axis power input / output means;
A first electric motor capable of inputting / outputting power to / from the third shaft;
A second electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the first motor and the second motor;
Required power setting means for setting required power required for the drive shaft based on an operation by an operator;
Target power setting means for setting target power to be output from the internal combustion engine based on the set required power;
Engine operation control means for controlling the operation of the internal combustion engine so that the set target power is output;
The set target power, the throttle delay as a primary response delay when attempting to operate the internal combustion engine with the target power, the rotational speed of the internal combustion engine, the intake temperature of the internal combustion engine, and the intake pressure of the internal combustion engine In order to estimate the engine torque output from the internal combustion engine on the basis of the dead time based on the above and the response delay using the air delay as the primary response delay, and to output the estimated engine torque from the internal combustion engine. Reference torque setting means for setting a reference torque to be output from the first electric motor as a torque to be output from the first electric motor;
Electric motor target rotational speed setting means for setting a target rotational speed of the first electric motor based on the set target power;
A rotational speed detection means for detecting the rotational speed of the first electric motor;
Correction torque setting means for setting a correction torque as torque acting in a direction to cancel the rotation speed deviation between the detected rotation speed and the set target rotation speed;
The first motor is driven and controlled so that the sum of the set reference torque and the set correction torque is output from the first motor, and the power based on the set required power is Electric motor control means for driving and controlling the second electric motor to be output to the drive shaft;
A power output device comprising: The correction torque setting means, at least a proportional term and an integral term and the power output apparatus according to claim 1, wherein the means for setting the correction torque used. The correction torque setting means sets the correction torque using a proportional term of the first gain and the integral term when the rotation speed deviation is outside a predetermined range, and when the rotation speed deviation is within the predetermined range. The power output apparatus according to claim 2 , wherein the correction torque is set by using a proportional term of a second gain smaller than the first gain and the integral term. The power output apparatus according to claim 3 , wherein the second gain is substantially zero. The correction torque setting means sets the correction torque using the proportional term, an integral term of a third gain, and a skip term when the rotation speed deviation is outside the predetermined range, and the rotation speed deviation is the predetermined deviation. 5. The power output according to claim 2, wherein when the current is within the range, the correction torque is set using the proportional term, a fourth gain smaller than the third gain, an integral term, and the skip term. apparatus. Automobile claims 1 to 5 equipped with a power output apparatus according to any one of the drive shaft travels is mechanically connected to the axle. Power is applied to the remaining shaft based on the internal combustion engine and the power input / output to / from any two of the three shafts connected to the output shaft, the drive shaft, and the third shaft of the internal combustion engine. 3-axis power input / output means for outputting, a first motor capable of inputting / outputting power to / from the third shaft, a second motor capable of inputting / outputting power to / from the drive shaft, and the first motor And a method for controlling a power output device comprising: a power storage means capable of exchanging electric power with the second electric motor,
(A) setting required power required for the drive shaft based on the operation of the operator;
(B) setting a target power to be output from the internal combustion engine based on the set required power;
(C) controlling the operation of the internal combustion engine so that the set target power is output;
(D) the set target power, the throttle delay as the primary response delay when attempting to operate the internal combustion engine with the target power, the rotational speed of the internal combustion engine, the intake air temperature of the internal combustion engine, and the internal combustion engine In order to estimate the engine torque output from the internal combustion engine based on the dead time based on the intake pressure and the response delay using the air delay as the primary response delay, and to output the estimated engine torque from the internal combustion engine A reference torque to be output from the first electric motor as a torque to be output from the first electric motor,
(E) setting a target rotational speed of the first electric motor based on the set target power,
(F) detecting the rotational speed of the first electric motor;
(G) A correction torque is set as a torque that acts in a direction to cancel the rotational speed deviation between the detected rotational speed and the set target rotational speed,
(H) The first motor is driven and controlled so that the sum of the set reference torque and the set correction torque is output from the first motor, and the set required power is applied to the drive shaft. A method for controlling the power output device, wherein the second electric motor is driven and controlled so that the output is output. The step (g) sets the correction torque using a plurality of control terms including a proportional term and an integral term of a first gain when the rotational speed deviation is outside a predetermined range, and the rotational speed deviation is 8. The power output apparatus according to claim 7 , wherein the correction torque is set using a plurality of control terms including a proportional term of a second gain smaller than the first gain and the integral term when within a predetermined range. Control method.

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