JP4957267B2 - Power output apparatus, automobile equipped with the same, and control method of power output apparatus - Google Patents

Description

  The present invention relates to a power output device that outputs power to a drive shaft, an automobile on which the power output device is mounted, and a control method for the power output device.

Conventionally, as this type of power output device, an internal combustion engine, a planetary gear mechanism connected to the output shaft and the drive shaft of the internal combustion engine, a generator connected to the planetary gear mechanism, and a drive shaft An electric motor and a battery that exchanges electric power with the electric motor and an electric motor are proposed, and the generator is driven and controlled so that the number of revolutions of the internal combustion engine increases or decreases based on a shift operation (see, for example, Patent Document 1). ). In this device, the generator is driven and controlled so as to temporarily reduce the rotational speed of the internal combustion engine for an upshift operation, and the generator is controlled so as to temporarily increase the rotational speed of an internal combustion engine for a downshift operation. By controlling the driving of the machine, a shift feeling with respect to the shift operation is realized.
JP 2006-220482 A

  In the power output apparatus described above, when the rotational speed of the internal combustion engine is reduced during the upshift operation, the generator generates power, and the generated power is stored in the battery or consumed by the electric motor. At this time, depending on the input restriction of the battery, it may be necessary to restrict the drive of the generator, so that the number of rotations of the internal combustion engine cannot be reduced rapidly or the required drive force required for the drive shaft cannot be accommodated. It is desirable to improve this because it creates cases.

  It is an object of the present invention to provide a power output apparatus, a vehicle equipped with the power output apparatus, and a method for controlling the power output apparatus, in which a rapid decrease in the number of revolutions of an internal combustion engine is required based on an operator's operation. One of them. In addition, the power output apparatus of the present invention, the automobile equipped with the power output apparatus, and the control method of the power output apparatus can quickly respond to the request for a sudden decrease in the rotational speed of the internal combustion engine based on the operation of the operator while corresponding to the required driving force. One of the purposes.

  In order to achieve at least a part of the above object, the power output apparatus of the present invention, the automobile equipped with the power output apparatus, and the control method of the power output apparatus employ the following means.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Connected to the output shaft of the internal combustion engine and the drive shaft, the internal combustion engine can be operated at an arbitrary operation point with respect to the rotation of the drive shaft, and from the internal combustion engine with input and output of electric power and power Power power input / output means for transmitting power to the drive shaft;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
Required driving force setting means for setting required driving force required for the drive shaft;
When a request to reduce the rotational speed of the internal combustion engine is made based on a predetermined operation by an operator, the rotational speed of the internal combustion engine is reduced and the requested driving force is reduced with a limitation of power output from the internal combustion engine. And a drive control means for drivingly controlling the internal combustion engine, the power drive input / output means, and the electric motor so that a drive force based on the required drive force set by the setting means is output to the drive shaft. To do.

  In the power output apparatus of the present invention, the required driving force required for the drive shaft is set, and the power output from the internal combustion engine when a request to reduce the rotational speed of the internal combustion engine is made based on a predetermined operation by the operator. The internal combustion engine, the electric power drive input / output means, and the electric motor are controlled so that the drive force based on the set required drive force is output to the drive shaft. As a result, it is possible to suppress excessive power generation of the power drive input / output means when the rotational speed of the internal combustion engine is reduced, so that the rotational speed of the internal combustion engine can be quickly increased while suppressing the power storage means from being charged with excessive power. It can be reduced, and it is possible to respond quickly to the operation of the operator. Moreover, it can respond to the required driving force.

  In such a power output apparatus of the present invention, the drive control means estimates an inertial force of an inertial system including the internal combustion engine that occurs with a decrease in the rotational speed of the internal combustion engine, and the internal combustion engine based on the estimated inertial force. The internal combustion engine, the electric power power input / output means, and the power output means so that the rotational speed of the internal combustion engine decreases with the limitation of the engine power and the driving force based on the set required driving force is output to the driving shaft. It can also be a means for driving and controlling the electric motor. In this way, it is possible to more appropriately respond to the operator's predetermined operation while suppressing the power storage means from being charged with excessive power. In this case, the power of the internal combustion engine can be greatly limited as the inertial force of the inertial system including the internal combustion engine increases. In this aspect of the power output apparatus of the present invention, the drive control means sets a target power of the internal combustion engine for outputting the set required drive force to the drive shaft, and is based on the estimated inertial force. A limit value for the power of the internal combustion engine is set, the power that limits the set target power with the set limit value is output from the internal combustion engine, and the rotational speed of the internal combustion engine decreases and the set request It may be a means for controlling the driving of the internal combustion engine, the electric power drive input / output means and the electric motor so that a driving force based on the driving force is output to the drive shaft.

  In the power output apparatus of the present invention, the drive control means may be configured to output the drive force based on the set required drive force to the drive shaft within the range of the input limit of the power storage means. It can also be means for driving and controlling the electric power drive input / output means and the electric motor. In this way, when the rotational speed of the internal combustion engine is reduced based on a predetermined operation by the operator, it is possible to cope with the required driving force within the input restriction range of the power storage means.

The automobile of the present invention
The power output apparatus of the present invention described above, that is, a power output apparatus that basically outputs power to the drive shaft, is connected to the internal combustion engine, the output shaft of the internal combustion engine, and the drive shaft. Electric power power input / output means capable of operating the internal combustion engine at an arbitrary operating point with respect to rotation of the shaft and transmitting power from the internal combustion engine to the drive shaft with input / output of electric power and power; and the drive shaft An electric motor capable of inputting / outputting power, an electric power input / output means, an electric storage means capable of exchanging electric power with the electric motor, a required driving force setting means for setting a required driving force required for the drive shaft, and an operation When a request to reduce the rotational speed of the internal combustion engine is made based on a predetermined operation by a person, the rotational speed of the internal combustion engine decreases with a limitation on the power output from the internal combustion engine, and the required driving force setting means By A power output device comprising a drive control means for driving and controlling the internal combustion engine, the power power input / output means, and the electric motor so that a driving force based on a determined required driving force is output to the drive shaft, The gist is that the drive shaft is connected to an axle and travels.

  Since the power output device of the present invention is mounted in the automobile of the present invention, the same effect as the effect of the power output device of the present invention, for example, the internal combustion while suppressing the storage means from being charged with excessive electric power. Effects such as an effect that the rotational speed of the engine can be quickly reduced and an effect that can correspond to the required driving force can be obtained.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, connected to an output shaft and a drive shaft of the internal combustion engine, capable of operating the internal combustion engine at an arbitrary operation point with respect to rotation of the drive shaft, and from the internal combustion engine with input and output of electric power and power Power having power input / output means for transmitting the power of the power to the drive shaft, a motor capable of inputting / outputting power to / from the drive shaft, and power storage means capable of exchanging power with the power power input / output means and the motor. An output device control method comprising:
(A) setting a required driving force required for the driving shaft;
(B) When a request to reduce the rotational speed of the internal combustion engine is made based on a predetermined operation by an operator, the rotational speed of the internal combustion engine decreases with the limitation of power output from the internal combustion engine, and The gist is to drive-control the internal combustion engine, the power drive input / output unit, and the electric motor so that a driving force based on the required driving force set by the required driving force setting unit is output to the drive shaft.

  According to the control method of the power output apparatus of the present invention, the required drive force required for the drive shaft is set, and the internal combustion engine is requested when the request for reducing the rotational speed of the internal combustion engine is made based on a predetermined operation by the operator. Drive control of the internal combustion engine, power input / output means, and electric motor so that the drive force based on the set required drive force is output to the drive shaft while the rotational speed of the internal combustion engine decreases with the limitation of the power output from the engine To do. As a result, it is possible to suppress excessive power generation of the power drive input / output means when the rotational speed of the internal combustion engine is reduced, so that the rotational speed of the internal combustion engine can be quickly increased while suppressing the power storage means from being charged with excessive power. It can be reduced, and it is possible to respond quickly to the operation of the operator. Moreover, it can respond to the required driving force.

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

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

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

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

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

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

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, 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 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.

  In the hybrid vehicle 20 of the embodiment, the positions of the shift lever 81 detected by the shift position sensor 82 include a parking position (P position), a neutral position (neutral), a reverse position (R position), and a drive position (D position). ), The brake position (B), etc., and by changing the rotational speed of the engine 22 temporarily by shifting from the drive position, the rotational speed ratio of the rotational speed of the engine 22 to the vehicle speed V is not changed. There are an upshift instruction position for instructing an upshift and a downshift instruction position for instructing a downshift for realizing a sense of shifting. Such a shift by the upshift instruction position and the downshift instruction position is referred to as “sequential shift” in the embodiment.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly, the operation when an upshift instruction in a sequential shift is given will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70 when a sequential shift is detected by the shift position sensor 82. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control, such as Nm2, 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 (not shown) 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. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. 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.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Subsequently, the target engine speed Ne * and the target torque Te * of the engine 22 are set based on the required power Pe * (step S120). The target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the optimum fuel consumption operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 6 shows an example of the optimum fuel efficiency 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 *).

  Next, it is determined whether or not a shift operation in the sequential shift has been performed (step S130). If it is determined that the shift operation is not performed, a predetermined time Tref set as a time required for the sequential shift process (process for temporarily increasing or decreasing the rotational speed of the engine 22) after the previous shift operation is obtained. When it is determined whether or not the predetermined time Tref has elapsed (step S140), the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the power The target rotational speed Nm1 * of the motor MG1 is calculated by the following formula (1) using the gear ratio ρ of the distribution integration mechanism 30, and the formula (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1. ) To calculate a temporary motor torque command Tm1tmp of the motor MG1 (step S210). 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 dividing 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 the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1tmp = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * of the motor MG1 and the temporary motor torque Tm1tmp are calculated in this way, torque limits Tm1min and Tm1max as upper and lower limits of the torque that may be output from the motor MG1 are obtained by the following equations (3) and (4). The torque command Tm1 * of the motor MG1 is set as a value obtained by limiting the temporary motor torque Tm1tmp with the set torque limits Tm1min and Tm1max (step S230). Here, Expression (3) is a relationship in which the sum of torques output from the motor MG1 and the motor MG2 to the ring gear shaft 32a as the drive shaft is within a range from a value 0 to the required torque Tr *. ) Is a relationship in which the sum of the electric power input / output by the motor MG1 and the motor MG2 falls within the range of the input / output limits Win, Wout. FIG. 8 shows how the torque limits Tm1min and Tm1max are set. The torque limits Tm1min and Tm1max can be obtained as the minimum value and the maximum value of the torque that can be output from the motor MG1 within the region indicated by the oblique lines in the figure.

0 ≦ -Tm1tmp / ρ + Tm2tmp ・ Gr ≦ Tr * (3)
Win ≦ Tm1tmp ・ Nm1 + Tm2tmp ・ Nm2 ≦ Wout (4)

  When the torque command Tm1 * of the motor MG1 is set, the power consumption of the motor MG1 obtained by multiplying the input / output limits Win, Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1 ( The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the (generated power) by the rotation speed Nm2 of the motor MG2 are calculated by the following equations (5) and (6): At the same time (step S240), the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated by the equation (7) using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 ( Step S250), the provisional motor torque with the calculated torque limits Tm2min, Tm2max Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the M2tmp (step S260). 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 (7) can be easily derived from the nomogram of FIG. 7 described above.

Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (5)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (6)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (7)

  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. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S270), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  When it is determined in step S130 that the shift operation in the sequential shift has been performed, the timer T built in the hybrid electronic control unit 70 is started (step S150). Immediately after the timer T is started or after the timer T is started, if it is determined in step S140 that the predetermined time Tref has not yet elapsed after the shift operation, it is determined whether or not the performed shift operation is an upshift. (Step S160). If it is determined that the shift is an upshift, a later-described required power limiting process for limiting the required power Pe * to be output from the engine 22 is executed (step S170), and a correction coefficient K is set based on the value of the timer T. (Step S180), by multiplying the set correction coefficient K by the target rotational speed Ne * of the engine 22 set in Step S120, the target rotational speed Ne * is reset and the required power limiting process is performed at the reset target rotational speed Ne *. The target torque Te * is set again by dividing the required power Pe * limited by (step S200), and the engine 22 is operated at the operating point indicated by the reset target rotational speed Ne * and the target torque Te *. At the same time, the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the input / output limits Win and Wout of the battery 50. Motors MG1, MG2 torque command Tm1 * to be, set Tm2 * (step S210～S260), and transmits the set values in the engine ECU24 and the motor ECU 40 (step S270), and terminates this routine. Here, in the embodiment, the correction coefficient K is obtained in advance as a relationship between the value of the timer T and the correction coefficient K and stored in the RAM 76 as an upshift correction coefficient setting map, and the value of the timer T is given. And the corresponding correction coefficient K is derived from the map. An example of this map is shown in FIG. As shown in the figure, the correction coefficient K is set within a range of value 1 to value 0 when an upshift instruction is given, and immediately after the shift operation, the value suddenly decreases from value 1, and thereafter gradually approaches value 1. Is set. Therefore, the target rotational speed Ne * of the engine 22 temporarily decreases with the upshift instruction, but thereafter gradually increases to the rotational speed at the operating point on the fuel efficiency optimal operation line illustrated in FIG. Thus, in the embodiment, when an upshift instruction is given, a pseudo upshift that temporarily decreases the rotational speed of the engine 22 as if the rotational speed ratio of the rotational speed of the engine 22 to the vehicle speed V has been changed. By performing the processing, a feeling of shifting with respect to the upshift operation is given.

  If it is determined in step S160 that the shift operation is a downshift, the correction coefficient K is set based on the value of the timer T (step S190), and the target rotation of the engine 22 in which the set correction coefficient K is set in step S120. The target speed Ne * is reset by multiplying the number Ne * and the target power Te * is divided by the reset target speed Ne * to reset the target torque Te * (steps S200 to S270). The process is executed and this routine is terminated. Here, in the embodiment, the correction coefficient K at the time of downshift is obtained in advance by storing the relationship between the value of the timer T and the correction coefficient K in the RAM 76 as a downshift correction coefficient setting map. When a value is given, it is set by deriving a corresponding correction coefficient K from the map. An example of this map is shown in FIG. As shown in the figure, the correction coefficient K is set within a range of value 1 or more when a downshift operation is performed, and is set so as to increase rapidly from the value 1 immediately after the shift operation and approach the value 1 thereafter. Therefore, the target rotational speed Ne * of the engine 22 temporarily increases with the downshift operation, but thereafter gradually decreases to the rotational speed at the operating point on the fuel efficiency optimal operation line illustrated in FIG. Thus, in the embodiment, when a downshift instruction is given, a pseudo downshift that temporarily increases the rotational speed of the engine 22 as if the ratio of the rotational speed of the engine 22 to the vehicle speed V has been changed. By performing the processing, a feeling of shifting with respect to the downshift operation is given.

  Next, the required power limiting process that is executed when it is determined in step S160 that the shift operation is an upshift will be described. It is a flowchart which shows an example of the request | requirement power restriction | limiting process performed by the hybrid electronic control unit 70 of the Example of FIG. In the required power limiting process, a target change amount ΔNe * is set based on the rotation speed Ne of the engine 22 (step S172), and the engine 22 accompanying the upshift is set based on the set target change amount ΔNe * and the rotation speed Ne. The inertia power Pi generated by the temporary decrease in the rotational speed of the motor is estimated by the following equation (8) (step S174), and the battery is obtained by multiplying the required torque Tr * by the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a. The upper limit power Pmax as the upper limit of the power that may be output from the engine 22 is calculated by the following equation (9) in which the input limit Win of 50 and the inertia power Pi are reduced and the loss Loss is added (step S176). This is done by resetting the required power Pe * to a value obtained by limiting the required power Pe * with the upper limit power Pmax. (Step S178). Here, in the embodiment, the target change amount ΔNe * is obtained in advance in the RAM 76 as a target change amount setting map by previously obtaining the relationship between the rotation speed Ne of the engine 22 and the target change amount ΔNe *. Is set by deriving the corresponding target change amount ΔNe * from the map. An example of this map is shown in FIG. In Expression (9), “I” is the moment of inertia of the inertial system including the engine 22 and the motor MG1. FIG. 13 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of the rotating elements of the power distribution and integration mechanism 30 when an upshift instruction is given. Since the time when the upshift instruction is given is considered, the target rotational speed Ne * of the engine 22 temporarily decreases, and the motor MG1 generates power downward in the figure along with power generation (the direction in which the rotational speed of the engine 22 is pressed down). ) Is output, and the electric power generated by the motor MG1 is stored in the battery 50. For this reason, depending on the input limit Win, the battery 50 may not be able to absorb the power corresponding to the inertia power Pi, and the torque output from the motor MG1 may be greatly limited (see FIG. 8). Since the number Ne decreases only slowly, it is not possible to obtain a sufficient shift feeling due to the upshift. In the embodiment, the upper limit power Pmax of the engine 22 is set by subtracting the excess inertia power Pi generated in the upshift process, and the required power Pe * (target torque Te) to be output from the engine 22 with the set upper limit power Pmax. *) Is limited, the rotational speed Ne of the engine 22 can be quickly reduced to the target rotational speed Ne *, thereby obtaining a sufficient shift feeling due to the upshift.

Pi = I ・ ΔNe * ・ Ne (8)
Pmax = Tr * × Nm2 / Gr-Win-Pi + Loss (9)

  According to the hybrid vehicle 20 of the embodiment described above, when the upshift instruction in the sequential shift is given and a request to reduce the rotational speed of the engine 22 is made, the inertia power Pi generated with the decrease in the rotational speed of the engine 22 is obtained. The upper limit power Pmax as the upper limit of the power that may be output from the engine 22 within the range of the input limit Win of the battery 50 is set by subtracting the estimated inertia power Pi, and the engine is set with the set upper limit power Pmax. The required power Pe * to be output from the engine 22 is limited, and the required power Pe * which is limited with a decrease in the rotational speed of the engine 22 is output from the engine 22 and the required torque Tr within the range of the input / output limits Win and Wout * Is output to the ring gear shaft 32a as the drive shaft. Since controlling the driving of the motor MG1, MG2, can be quickly decrease the rotational speed of the engine 22 when it is upshift while corresponding to the calculated torque demand Tr *. As a result, the response to the shift operation of the sequential shift can be made good, and a good shift feeling can be given.

  In the hybrid vehicle 20 of the embodiment, the rotational change amount ΔNe * is estimated from the rotational speed Ne of the engine 22, and the inertia power Pi is set by multiplying the inertia moment I by the rotational change amount ΔNe * and the rotational speed Ne. However, the inertia power Pi may be directly estimated from the rotational speed Ne of the engine 22, or any other parameter capable of estimating the inertia power Pi may be used. In addition, although the accuracy is slightly reduced, a predetermined value obtained by experiments or the like may be used as the inertia power Pi.

  In the hybrid vehicle 20 of the embodiment, the engine 22 is basically operated on the fuel efficiency optimal operation line illustrated in FIG. 6 as increasing or decreasing the rotational speed of the engine 22 for a predetermined time Tref based on the shift operation of the sequential shift. However, when the sequential shift is selected, the rotational speed ratio of the rotational speed of the engine 22 to the vehicle speed V may be changed in a plurality of stages by the shift position SP as illustrated in FIG. In this case, for example, the target rotation speed Ne * of the engine 22 is set based on the shift position SP and the vehicle speed V using the map illustrated in FIG. 14 instead of step S120 in FIG. The target torque Te * of the engine 22 is set by dividing the required power Pe * by a number Ne *. When the required power Pe * is reset in step S170 instead of step S180, the target torque Pe * is obtained from the map of FIG. It is assumed that the required torque Te * is reset by removing the required power Pe * reset at the target rotational speed Ne *, and steps S190 and S200 can be deleted. Further, in this case, since the target rotational speed Ne * of the engine 22 is determined before execution of the required power limiting process, the target change amount ΔNe * in step S172 of the required power limiting process is set to the set target rotational speed Ne *. It can also be calculated as a reduction of the current rotational speed Ne.

  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. 15) 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.

  In addition, it is not limited to those applied to such hybrid vehicles, but is incorporated into non-moving equipment such as forms of power output devices mounted on moving bodies such as vehicles other than automobiles, ships, and aircraft, and construction equipment. A power output device may be used. Furthermore, it is good also as a form of the control method of such a power output device.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the power distribution and integration mechanism 30 and the motor MG1 correspond to “power power input / output means”, the motor MG2 corresponds to “electric motor”, and the battery 50 corresponds to “power storage”. The hybrid electronic control unit 70 that sets the required torque Tr * in the drive control routine of FIG. 2 corresponds to “request drive force setting means”, and when an upshift instruction in sequential shift is given. An inertial power Pi of an inertial system including the engine 22 generated when the rotational speed of the engine 22 is reduced is estimated, and an upper limit power Pmax as an upper limit of power that may be output from the engine 22 based on the estimated inertia power Pi is set. The engine 22 is set within the range of the upper limit power Pmax with a decrease in the engine speed. The hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40 that control the engine 22, the motor MG1, and the motor MG2 so that the required power Pe * and the required torque Tr * are output to the ring gear shaft 32a are "driven." It corresponds to “control means”. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  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.

  The present invention can be used in the power output apparatus and the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30; It is explanatory drawing which shows an example of the mode of setting of torque Tm1min and Tm1max of motor MG1. It is explanatory drawing which shows an example of the correction coefficient setting map at the time of upshift. It is explanatory drawing which shows an example of the correction coefficient setting map at the time of a downshift. It is a flowchart which shows an example of the request | requirement power restriction | limiting process performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for target variation | change_quantity setting. It is explanatory drawing which shows an example of the alignment chart for demonstrating dynamically the rotational element of the power distribution integration mechanism 30 at the time of upshift. 6 is a map showing an example of a relationship among a shift position SP, a vehicle speed V, and a target rotational speed Ne * of the engine 22. 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 power line , 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 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 rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor .

Claims (3)

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 and the drive shaft, the internal combustion engine can be operated at an arbitrary operation point with respect to the rotation of the drive shaft, and from the internal combustion engine with input and output of electric power and power Power power input / output means for transmitting power to the drive shaft;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
A required torque setting means for setting a required torque required for the drive shaft,
When a request to reduce the rotational speed of the internal combustion engine is made based on a predetermined operation by an operator, the excess inertia power generated by the decrease in the rotational speed of the internal combustion engine is subtracted to limit the input of the power storage means. The upper limit power that can be output from the internal combustion engine within a range is set, and the power obtained by multiplying the set required torque and the rotational speed of the drive shaft, the charge / discharge required power required by the power storage means, and the loss within the input and output limits of the accumulator unit with the power that limits the power demand of the internal combustion engine at the upper limit power and the setting is a sum is output from the internal combustion engine with a decrease in the rotational speed of the internal combustion engine driving the in torque based on the prior Ki設 constant is required torque for driving and controlling said internal combustion engine and the electric power-mechanical power input output mechanism and the motor so as to be output to the drive shaft Power output apparatus and a control means.   An automobile mounted with the power output device according to claim 1 and traveling while the drive shaft is connected to an axle. An internal combustion engine, connected to an output shaft and a drive shaft of the internal combustion engine, capable of operating the internal combustion engine at an arbitrary operation point with respect to rotation of the drive shaft, and from the internal combustion engine with input and output of electric power and power Power having power input / output means for transmitting the power of the power to the drive shaft, a motor capable of inputting / outputting power to / from the drive shaft, and power storage means capable of exchanging power with the power power input / output means and the motor. An output device control method comprising:
(A) setting a required torque required for the drive shaft;
(B) When a request to reduce the rotational speed of the internal combustion engine is made based on a predetermined operation by an operator, the excess inertia power is subtracted as the rotational speed of the internal combustion engine is reduced, and the input of the power storage means The upper limit power that can be output from the internal combustion engine within a limit range is set, the power obtained by multiplying the set required torque and the rotational speed of the drive shaft, the charge / discharge required power and loss required by the power storage means the power that limits the power demand of the internal combustion engine at the upper limit power and the setting consisting of the sum of the the input and output limits of the accumulator unit is outputted from the internal combustion engine with a decrease in the rotational speed of the internal combustion engine the power torque based on the required torque that is pre Ki設 constant within the drive control of the said electric motor and said internal combustion engine and the electric power-mechanical power input output mechanism to be output to the drive shaft Output device control method.

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