JP4066983B2 - 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, a vehicle equipped with the power output device, and a method for controlling the power output device. More specifically, the present invention relates to a power output device that outputs power to a drive shaft, and the vehicle is mounted with the axle connected to the drive shaft. The present invention relates to a method for controlling an automobile and a power output apparatus.

Conventionally, this type of hybrid vehicle has been proposed in which a generator, an engine, a drive shaft are connected to a sun gear, a carrier, and a ring gear of a planetary gear, and an electric motor is connected to the drive shaft (for example, Patent Document 1). reference). In this automobile, when the vehicle speed is relatively low, the required driving force required for the drive shaft is output from the electric motor to travel, and when the vehicle speed is changed from low to high, the engine is cranked by the generator. The engine is started by the engine, and the engine, the generator, and the electric motor output the required driving force to the drive shaft for traveling.
JP-A-5-109694

  In the hybrid vehicle described above, there are cases where the required driving force cannot be accommodated when starting the engine. When starting the engine, when the engine is cranked by the generator, the reaction force acts on the drive shaft side via the planetary gear. It is necessary to add the driving force necessary for canceling the force and output it. For this reason, even when the required driving force can be output from the electric motor without starting the engine, there is a case where the driving force is insufficient when starting the engine and the reaction force acting on the drive shaft side cannot be canceled. .

  The power output device of the present invention, the automobile equipped with the power output device, and the control method of the power output device are intended to solve such problems and to start the internal combustion engine while responding to the required drive force required for the drive shaft. I will. Further, the power output apparatus of the present invention, the vehicle equipped with the same, and the control method of the power output apparatus are provided in the state where the internal combustion engine is operated from the state in which the driving force is output to the drive shaft while the internal combustion engine is stopped. One of the purposes is to make a smooth transition to a state in which a driving force is output.

  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 started using a reaction force on the drive shaft side, and at least part of the power from the internal combustion engine by input and output of electric power and power Power power input / output means capable of outputting 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;
Start condition setting means for setting a start condition of the internal combustion engine within a range in which the reaction force on the drive shaft side and the required drive force can be output by the electric motor;
When the start condition set by the start condition setting means is satisfied when the operation of the internal combustion engine is stopped, the internal combustion engine is started and the required driving force is output to the drive shaft and the power The gist of the invention is that it comprises a power input / output means and a start control means for controlling the drive of the electric motor.

  In the power output apparatus of the present invention, the start condition of the internal combustion engine is set within a range in which the reaction force on the drive shaft side and the required drive force can be output by the electric motor, and this start condition is satisfied when the operation of the internal combustion engine is stopped. When the internal combustion engine is started, the internal combustion engine, the power power input / output means, and the motor are controlled so that the required driving force is output to the drive shaft. When the reaction force on the drive shaft side is handled by the electric motor, it is possible to more reliably prevent the drive force from being insufficient. As a result, the internal combustion engine can be started while responding to the required driving force. In addition, by responding to the required driving force, a smooth transition can be made from a state where the driving force is output to the driving shaft in a state where the operation of the internal combustion engine is stopped to a state where the driving force is output to the driving shaft while the internal combustion engine is operated. be able to.

  In such a power output apparatus of the present invention, the starting condition setting means includes the maximum driving force that the required driving force can be output from the electric motor and the driving force of the electric motor that is necessary for taking charge of the reaction force on the driving shaft side. It is also possible to set the starting condition so that the internal combustion engine is started when a first condition that is equal to or greater than a threshold value based on the deviation is established. In this aspect of the power output apparatus according to the present invention, the start condition setting means is configured to detect the internal combustion engine when one of the first condition and the second condition based on the rotational speed of the drive shaft is satisfied. It can also be a means for setting the start condition so that is started. In this way, the internal combustion engine can be started at a more appropriate timing. Here, in the “second condition based on the rotational speed of the drive shaft”, the required power based on the condition that the rotational speed of the drive shaft is equal to or higher than the predetermined rotational speed and the required driving force and the rotational speed of the drive shaft The above conditions are included.

  In the power output apparatus of the present invention in which the start condition is set so that the internal combustion engine is started when the first condition is satisfied, the driving force of the electric motor necessary for taking charge of the reaction force on the drive shaft side is The driving force may be set based on the driving force of the electric power drive input / output means necessary for cranking the internal combustion engine. In the power output apparatus of the present invention of this aspect, the driving force of the power power input / output means necessary for cranking the internal combustion engine is the maximum driving power that can be output from the power power input / output means. You can also In this case, the maximum driving force that can be output from the power motive power input / output unit may be a driving force set within the range of the output limit of the power storage unit, or from the power motive power input / output unit. The maximum driving force that can be output can be a driving force that is set based on the rated value of the power power input / output means and the temperature of the electric drive system that includes the power power input / output means, The driving force may be set by combining both. In this way, it is possible to grasp the driving force necessary to handle the reaction force on the drive shaft side more accurately.

  In the power output device of the present invention in which the start condition is set so that the internal combustion engine is started when the first condition is satisfied, the maximum driving force that can be output from the electric motor is the rated value of the electric motor. The driving force may be set based on the temperature of the electric drive system including the electric motor.

In the power output apparatus of the present invention, the power power input / output means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and enters any two of the three shafts. A three-axis power input / output means for determining the power input / output to / from the remaining one shaft when the output power is determined; and a generator capable of inputting / outputting power to / from the third rotating shaft. The power drive input / output means may include a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft. And a counter-rotor motor that outputs at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power generated by electromagnetic action between the first rotor and the second rotor. It can also be a means provided.

The automobile of the present invention
A power output apparatus according to any one of the above-described embodiments, that is, a power output apparatus that basically outputs power to a drive shaft, and is connected to the internal combustion engine, the output shaft of the internal combustion engine, and the drive shaft Power power input / output means capable of starting the internal combustion engine using a reaction force on the drive shaft side and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input / output of power and power; Electric motor capable of inputting / outputting power to / from the drive shaft, power power input / output means, power storage means capable of exchanging electric power with the motor, and required drive force setting means for setting required drive force required for the drive shaft Start condition setting means for setting a start condition of the internal combustion engine within a range in which the reaction force on the drive shaft side and the required drive force can be output by the electric motor, and the start condition when the operation of the internal combustion engine is stopped The start set by the setting means The internal combustion engine is started when a condition is satisfied, and start control means for drivingly controlling the internal combustion engine, the power power input / output means, and the electric motor so that the required driving force is output to the drive shaft. The gist is that a power output device is mounted and the drive shaft is connected to an axle.

  In this 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 internal combustion engine is started while responding to the effects exhibited by the power output device of the present invention, for example, the required driving force. Effects that can be smoothly transitioned from a state in which the driving force is output to the drive shaft while the internal combustion engine is stopped to a state in which the driving force is output to the drive shaft while the internal combustion engine is operated. Can play.

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, and capable of starting the internal combustion engine using a reaction force on the drive shaft side, and at least one of the power from the internal combustion engine by input and output of electric power and power Power motive power input / output means capable of outputting the power to the drive shaft, an electric motor capable of inputting / outputting power to the drive shaft, and the power motive power input / output means and power storage means capable of exchanging power with the motor. A method for controlling a power output device,
The internal combustion engine is started in a state where at least the output of the reaction force on the drive shaft side and the output of the required drive force required for the drive shaft can be covered by the electric motor, and the required drive force is applied to the drive shaft. The gist of the invention is to drive and control the internal combustion engine, the power power input / output means, and the electric motor so that the power is output.

  In the control method of the power output apparatus of the present invention, the start condition of the internal combustion engine is set within a range in which the reaction force on the drive shaft side and the required drive force can be output by the electric motor, and the start condition is set when the operation of the internal combustion engine is stopped. Is established, the internal combustion engine, the power power input / output means and the motor are controlled so that the required driving force is output to the drive shaft and the internal combustion engine is started by the power power input / output means. It is possible to more reliably prevent the driving force from being insufficient when the electric motor takes charge of the reaction force on the driving shaft side. As a result, the internal combustion engine can be started while responding to the required driving force. In addition, by responding to the required driving force, a smooth transition can be made from a state where the driving force is output to the driving shaft in a state where the operation of the internal combustion engine is stopped to a state where the driving force is output to the driving shaft while the internal combustion engine is operated. be able to.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a 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 disposed 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). From the phase sensors applied to the motors MG1 and MG2, the temperature of the inverters 41 and 42, the inverter temperatures Tinv1 and Tinv2, and the temperature sensors 47 and 48 that detect the temperatures of the motors MG1 and MG2. The motor temperatures Tm1, Tm2, etc. are input, and the motor ECU 40 outputs switching control signals to the inverters 41, 42. 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 51a, the battery temperature Tb from the temperature sensor 51b attached to the battery 50, and the like are input, and the data regarding the state of the battery 50 is electronically controlled by communication as necessary. Output to 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 51a 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.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when shifting from the motor operation mode for stopping the engine 22 to the torque conversion operation mode for operating the engine 22 and the charge / discharge operation mode will be described. FIG. 2 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 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 Ne of the engine 22, the motor MG1. , MG2 rotation speed Nm1, Nm2, remaining capacity SOC of battery 50, output limit Wout of battery 50, maximum torque Tm2max of motor MG2, etc. are input (step S100). Here, the rotation speed Ne of the engine 22 is detected by a rotation speed sensor (not shown) that detects the rotation speed of the crankshaft 26 and is input from the engine ECU 24 by communication. The rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are 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 and input from the motor ECU 40 by communication. did. The remaining capacity SOC of the battery 50 is input from the battery ECU 52 through communication, which is calculated based on the charge / discharge current detected by the current sensor 51a. The output limit Wout of the battery 50 sets a basic value of the output limit Wout based on the battery temperature Tb detected by the temperature sensor 51b, sets a correction coefficient based on the remaining capacity SOC, and multiplies the basic value by the correction coefficient. The data is input from the battery ECU 52 by communication. FIG. 3 shows the relationship between the battery temperature Tb and the basic value of the output limit Wout, and FIG. 4 shows the relationship between the remaining capacity SOC and the correction coefficient. The maximum torque Tm2max of the motor MG2 has a value 0 to a value 1 as the temperature increases as each temperature exceeds a predetermined temperature based on the motor temperature Tm2 detected by the temperature sensor 46 or the inverter temperature Tinv2 detected by the temperature sensor 48. The correction coefficient is set so as to be smaller within the range, and the value obtained by multiplying the rated maximum torque of the motor MG2 at the rotation speed Nm2 by the correction coefficient is input from the motor ECU 40 by communication.

  When the data is input in this manner, the required torque Tr * required for the ring gear shaft 32a as the drive shaft and the required vehicle power Pv * required for the entire vehicle are set based on the input accelerator opening Acc and the vehicle speed V. (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 a map for setting required torque. Further, the vehicle required power Pv * is set to a value obtained by multiplying the required torque Tr * by the rotation speed Nr of the ring gear shaft 32a, and a sum of the charge / discharge required power Pb * of the battery 50 and the loss Loss. Here, the charge / discharge required power Pb * of the battery 50 can be set based on the remaining capacity SOC and the accelerator opening Acc. The rotational speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by a conversion factor k, or can be obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

Next, a cranking torque Tcr is set as a torque to be output from the motor MG1 in order to crank and restart the engine 22 when the operation is stopped (step S120). Here, the cranking torque Tcr is set by executing a cranking torque setting process illustrated in FIG. In this cranking torque setting process, first, data such as the maximum torque Tm1max of the motor MG1 and the current charge / discharge power Pb of the battery 50 are input (step S300). Here, in the embodiment, the maximum torque Tm1max of the motor MG1 is high when each temperature exceeds a predetermined temperature based on the motor temperature Tm1 detected by the temperature sensor 45 and the inverter temperature Tinv1 detected by the temperature sensor 47. The correction coefficient is set so as to decrease in the range from 0 to 1, and the product obtained by multiplying the rated maximum torque of the motor MG1 at the rotation speed Nm1 by the correction coefficient set is input from the motor ECU 40 by communication. Further, the current charge / discharge power Pb of the battery 50 is input from the battery ECU 52 by communication from a voltage calculated based on the inter-terminal voltage detected by a voltage sensor (not shown) and the charge / discharge current detected by the current sensor 51a. To do. Based on the power obtained by subtracting the current charge / discharge power Pb from the output limit Wout of the battery 50, that is, the battery power that can be used for cranking the engine 22, the torque limit Tm1lim of the motor MG1 tends to decrease as the battery power decreases. (Step S310), the smaller one of the maximum torque Tm1max and the torque limit Tm1lim is set as the cranking torque Tcr (step S320), and the process is terminated. Thereby, the cranking torque Tcr can be basically set as the rated maximum torque of the motor MG1 within the limits of the temperature limit of the motor MG1 and the inverter 41 and the output limit Wout of the battery 50. . The rated maximum torque of the motor MG1 is basically set as the cranking torque Tcr when the engine 22 is cranked because a resonance phenomenon occurs in the system including the motor MG1, the engine 22, and the power distribution and integration mechanism 30. This is because the generated rotation speed region is quickly passed to suppress vehicle vibration during cranking.

  When the cranking torque Tcr is thus set, as shown in the following equation (1), the set cranking torque Tcr is converted to the gear ratio ρ of the power distribution and integration mechanism 30 (= the number of teeth of the sun gear 31 / the number of teeth of the ring gear 32). ) Is subtracted from the maximum torque Tm2max of the motor MG2 to set a threshold value Tthr (step S130), and the required torque Tr * is compared with the set threshold value Tthr (step S140). When it is less than Tthr, the vehicle required power Pv * is further compared with the threshold value Pthr (step S150). Here, the threshold value Tthr and the threshold value Pthr are for determining the operating range of the engine 22, and the threshold value Pthr is determined in advance by the engine 22 and the motors MG1 and MG2 as a range in which the engine 22 can be efficiently operated. It was. Details of the threshold value Tthr will be described later.

  Tthr = Tm2max−Tcr / ρ (1)

  When it is determined that the required torque Tr * is greater than or equal to the threshold value Tthr or the vehicle required power Pv * is determined to be greater than or equal to the threshold value Pthr, it is determined whether or not the engine 22 is in operation (step S160). When it is determined that the vehicle 22 is in operation, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the vehicle required power Pv * (step S170). This setting is performed by setting the target rotational speed Ne * and the target torque Te * based on the operation line for efficiently operating the engine 22 and the vehicle required power Pv *. FIG. 7 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 vehicle required power Pv * (Ne * × Te *).

When the target rotational speed Ne * and the target torque Te * of the engine 22 are set, the set target rotational speed Ne *, the rotational speed Nr (= k · V) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30 are obtained. The target rotational speed Nm1 * of the motor MG1 is calculated using the following formula (2) and the torque command Tm1 * of the motor MG1 is calculated using the following formula (3) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1. Is calculated (step S180). FIG. 8 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotational speed of the sun gear 31, the C-axis indicates the rotational speed of the carrier 34, and the R-axis indicates the rotational speed Nr of the ring gear 32 (ring gear shaft 32a). As described above, since the rotation speed of the sun gear 31 is the rotation speed Nm1 of the motor MG1 and the rotation speed of the carrier 34 is the rotation speed Ne of the engine 22, the target rotation speed Nm1 * of the motor MG1 is the rotation speed of the ring gear shaft 32a. Based on Nr (= k · V), the target rotational speed Ne * of the engine 22, and the gear ratio ρ of the power distribution and integration mechanism 30, it can be calculated by the equation (2). Therefore, the engine 22 can be rotated at the target rotational speed Ne * by setting the torque command Tm1 * so that the motor MG1 rotates at the target rotational speed Nm1 * and drivingly controlling the motor MG1. Here, the equation (3) is
This is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (3), “KP” in the second term on the right side is a gain in the proportional term, and “KI in the third term on the right side. "Is the gain of the integral term. Note that the two bold arrows pointing upward on the R axis in FIG. 8 indicate that the torque Te * output from the engine 22 when the engine 22 is steadily operated at the operation point of the target rotational speed Ne * and the target torque Te * is a ring gear. The torque transmitted to the shaft 32a and the torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a are shown.

Nm1 * = (Ne * ・ (1 + ρ) −k ・ V) / ρ (2)
Tm1 * = previous Tm1 * + KP (Nm1 * −Nm1) + KI∫ (Nm1 * −Nm1) dt (3)

  When the target rotational speed Nm1 * of the motor MG1 and the torque command Tm1 * are calculated, the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35 are requested. The temporary motor torque Tm2tmp as the torque to be output from the motor MG2 in order to apply the torque Tr * to the ring gear shaft 32a is calculated by the following equation (4) determined from the torque balance relationship on the R axis in the nomogram of FIG. (Step S190), and based on the output limit Wout of the battery 50, the torque command Tm1 * of the motor MG1, the current rotational speed Nm1 of the motor MG1, and the rotational speed Nm2 of the motor MG2, the following expression (5) Torque limit Tm2lim as an upper limit of torque that may be output is calculated (step S200), and temporary motor torque is calculated. Ones set to the torque command Tm2 * of the motor MG2 smallest of the maximum torque Tm2max and torque limit Tm2lim entered in Tm2tmp and step S100 (step S210). Thereby, torque command Tm2 * of motor MG2 can be set as a torque limited within the range of output limit Wout of battery 50 and the temperature limits of motor MG2 and inverter 42.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (4)
Tm2lim = (Wout−Tm1 * ・ Nm1) / Nm2 (5)

  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 S220), 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.

If it is determined in step S160 that the engine 22 is not in operation, it is determined that the engine 22 should be started, and the cranking torque Tcr set in step S120 is set to the torque command Tm1 * of the motor MG1 to While cranking is started (step S230), the processing of steps S190 to S220 described above is performed so that the required torque Tr * acts on the ring gear shaft 32a as the drive shaft by the motor MG2, and this routine is terminated. If the speed Ne of the engine 22 reaches the predetermined speed Nref when the routine is repeatedly executed after the cranking of the engine 22 is started, an affirmative determination is made in step S240, and fuel injection control or ignition is performed. Control is started and the engine 22 is started (step S250). FIG. 9 shows a nomographic chart as a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30 when cranking the engine 22, and FIG. 10 shows when the engine 22 is cranked. FIG. 5 shows how the maximum value of torque that can be substantially acted on the ring gear shaft 32a by the motor MG2 changes with time. When cranking the engine 22, as shown in FIG. 9, the torque (= −Tm1 * / ρ) acting on the ring gear shaft 32a from the motor MG1 via the power distribution and integration mechanism 30 is downward on the R axis. Therefore, the maximum value of the torque that can substantially act on the ring gear shaft 32a during cranking by the amount of upward torque on the R axis necessary for canceling the reaction force is compared with that during non-cranking. (See FIG. 10). For this reason, even when the required torque Tr * can be applied to the ring gear shaft 32a during non-cranking, the torque output from the motor MG2 may be insufficient during cranking. In the embodiment, a value obtained by subtracting the torque of the motor MG2 necessary for canceling the reaction force at the time of cranking from the maximum torque Tm2max that can be output from the motor MG2 in step S130 is set as the threshold Tthr, and the required torque Tr * is set to the threshold Tthr. Since the engine 22 is cranked and started at the above time, the torque output from the motor MG2 is not deficient even during cranking. The reason why the threshold value Tthr is set in step S130 and the required torque Tr * and the threshold value Tthr are compared in step S140 to determine the start of the engine 22 is based on these reasons.

  If it is determined in step S140 that the required torque Tr * is less than the threshold value Tthr and also in step S150 that the vehicle required power Pv * is determined to be less than the threshold value Pthr, it is determined that it is more efficient to stop the engine 22 from operating. A value 0 is set for the target rotational speed Ne * and the target torque Te * so as to stop the operation of the engine 22 (step S260), and a value 0 is set for the torque command Tm1 * of the motor MG1 (step S270). The processing in steps S190 to S220 described above is performed so that the required torque Tr * is output only by MG2, and this routine is terminated.

  According to the hybrid vehicle 20 of the embodiment described above, the cranking torque Tcr set in advance from the maximum torque Tm2max that can be output from the motor MG2 is divided by the gear ratio ρ of the power distribution and integration mechanism 30, that is, during cranking. The threshold value Tthr is calculated by reducing the torque of the motor MG2 necessary for reaction force cancellation, and the engine 22 is cranked and started when the required torque Tr * of the ring gear shaft 32a as the drive shaft exceeds the threshold value Tthr. The torque output from the motor MG2 at the time of cranking will not be deficient. As a result, the engine 22 can be started while maintaining the required torque Tr *, and the transition from the motor operation mode to the torque conversion operation mode or the charge / discharge operation mode can be performed smoothly.

  In the hybrid vehicle 20 of the embodiment, as the cranking torque Tcr used for calculation of the threshold value Tthr, the rated maximum torque of the motor MG1 is limited by the temperature of the motor MG1 and the inverter 41 and by the output limit Wout of the battery 50. However, the present invention is not limited to this, and the cranking torque Tcr may be set in consideration of the state of the engine 22 (for example, the coolant temperature), or the motor MG1 may be set as the cranking torque Tcr. Alternatively, a predetermined value may be set according to the performance of the inverter 41 or the performance of the battery 50.

  In the hybrid vehicle 20 of the embodiment, in addition to determining the start of the engine 22 based on the required torque Tr *, the start of the engine 22 is determined based on the vehicle required power Pv * in step S150. Alternatively, the start of the engine 22 may be determined based on the vehicle speed V in combination with the vehicle required power Pv *, or the start of the engine 22 may be determined in consideration of other factors.

In the hybrid vehicle 20 of the embodiment, the maximum torque Tm2 that can be output from the motor MG2
The value obtained by subtracting the torque (= Tcr / ρ) of the motor MG2 necessary for canceling the reaction force at the time of cranking from max is set as the threshold Tthr, but the required torque Tr * is applied to the ring gear shaft 32a even at the time of cranking. Therefore, the threshold Tthr may be set to a value smaller than the value obtained by subtracting the torque of the motor MG2 necessary for canceling the reaction force during cranking from the maximum torque Tm2max. Alternatively, any method capable of applying the required torque Tr * to the ring gear shaft 32a even during cranking without using a comparison between the required torque Tr * and the threshold value Tthr may be used.

  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 drive wheels 64a and 64b in FIG. 11) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

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

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

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is explanatory drawing which shows an example of the relationship between battery temperature Tb and the basic value of the output limitation Wout of the battery 50. FIG. It is explanatory drawing which shows an example of the relationship between remaining capacity SOC and a correction coefficient. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is a flowchart which shows an example of the torque setting process at the time of cranking. It is explanatory drawing explaining a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. 3 is a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30. FIG. FIG. 5 is a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30 when cranking the engine 22. It is explanatory drawing which shows the mode of a time change of the maximum value of the torque which can be made to act on the ring gear shaft 32a substantially by the motor MG2 when cranking 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, 45, 46, 47, 48, 51, 51b temperature sensor, 51a current sensor, 52 battery electronic control unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b drive wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM 80 ignition switch 81 shift lever 82 shift position sensor 83 accelerator pedal 84 accelerator pedal position sensor 85 brake pedal 86 brake pedal position sensor 88 speed sensor 230 rotor motor 232 inner rotor 234 outer rotor MG1 , MG2 motor.

Claims (11)

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 started using a reaction force on the drive shaft side, and at least part of the power from the internal combustion engine by input and output of electric power and power Power power input / output means capable of outputting 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;
The required driving force is a maximum driving force that can be output from the electric motor, and a driving force of the electric motor that is necessary for taking a reaction force on the driving shaft side when starting the internal combustion engine by the electric power driving input / output means . Starting condition setting means for setting a first condition that is equal to or greater than a threshold based on the deviation as a starting condition of the internal combustion engine;
When the start condition set by the start condition setting means is satisfied when the operation of the internal combustion engine is stopped, the internal combustion engine is started and the required driving force is output to the drive shaft and the power A power output device comprising: power input / output means and start control means for drivingly controlling the electric motor. The start condition setting means sets the start condition so that the internal combustion engine is started when either the first condition or the second condition based on the rotational speed of the drive shaft is satisfied. a power output apparatus in accordance with claim 1 wherein the means. The driving force of the electric motor necessary for taking charge of the reaction force on the driving shaft side is a driving force set based on the driving force of the electric power driving input / output means necessary for cranking the internal combustion engine. The power output apparatus according to claim 1 or 2 . 4. The power output apparatus according to claim 3, wherein the driving force of the electric power drive input / output means necessary for cranking the internal combustion engine is a maximum driving force that can be output from the electric power drive input / output means. 5. The power output apparatus according to claim 4 , wherein the maximum driving force that can be output from the electric power driving input / output unit is a driving force set within a range of an output limit of the power storage unit. The maximum driving force that can be output from the power drive input / output unit is a drive force set based on a rated value of the power drive input / output unit and a temperature of an electric drive system including the power drive input / output unit. Item 6. The power output device according to Item 4 or 5 . Maximum driving force that can be output from the electric motor, the power according to any one of claims 2 to 6 which is a driving force is set based on the temperature of the electric drive system including the rated value and the electric motor of the electric motor Output device. The power power input / output means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and power to be input / output to any two of the three shafts is determined. claims 1 is a means comprising a and the three shaft-type power input output means power is determined to be input and output to a residual one shaft, and the third inputs and outputs power to the rotating shaft of the generator 7 The power output device according to any one of claims. The power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the second rotor. electromagnetic means and is any one of claims 1 to 7 comprising at least part of power from the internal combustion engine pair rotor motor that outputs to the drive shaft by the input and output of electric power and mechanical power by the action and the rotor The power output apparatus according to item 1 . Automobile claims 1 to be equipped with the power output apparatus according to any one 9, axle to the drive shaft travels is connected. An internal combustion engine, connected to an output shaft and a drive shaft of the internal combustion engine, and capable of starting the internal combustion engine using a reaction force on the drive shaft side, and at least one of the power from the internal combustion engine by input and output of electric power and power Power motive power input / output means capable of outputting the power to the drive shaft, an electric motor capable of inputting / outputting power to the drive shaft, and the power motive power input / output means and power storage means capable of exchanging power with the motor. A method for controlling a power output device,
(A) setting a required driving force required for the driving shaft;
(B) The driving of the electric motor required for taking the reaction force on the driving shaft side when the internal combustion engine is started by the maximum driving force that can be output from the electric motor and the electric power input / output means. A first condition that is equal to or greater than a threshold value based on a deviation from the force is set as a start condition of the internal combustion engine;
(C) The internal combustion engine is started so that when the start condition set in step (b) is satisfied when the operation of the internal combustion engine is stopped, the internal combustion engine is started and the required driving force is output to the drive shaft. And a control method of the power output device for controlling the driving of the electric power drive input / output means and the electric motor.

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