JP4196966B2 - Power output apparatus, automobile equipped with the same, and control method of power output apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress charge and discharge caused by the excessive electric power of a battery. <P>SOLUTION: When an automobile is in a speed-change state or a slip state (S130, S140), annealing treatment is applied using a value T2 which is smaller than a value T1 at a normal time as a time constant Tc of the annealing treatment (S260, S170) to an electric power deflection Pbd calculated by subtracting assumed electric power Pm1<SP>*</SP>, Pm2<SP>*</SP>which are inputted and outputted to motors MG1, MG2 from input/output electric power Pbat which are inputted and outputted to the battery, then input/output allowable limits Winf, Woutf are set based on this and input/output limits Win, Wout of the battery (S180) by which the input/output allowable limits Winf and Woutf are changed rapidly as compared with the normal time, and charging and discharging caused by the excessive electric power of the battery are suppressed. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a power output apparatus, an automobile equipped with the power output apparatus, and a method for controlling the power output apparatus.

Conventionally, as this type of power output device, an engine crankshaft, a generator, and a drive shaft connected to an axle are connected to three rotating elements of a planetary gear mechanism, and an electric motor is connected to the drive shaft via a transmission. And what was mounted in the motor vehicle provided with the electrical storage apparatus which exchanges electric power with a generator and an electric motor is proposed (refer patent document 1). In this device, the power from the electric motor is converted into power corresponding to the vehicle speed by switching the gear position of the transmission according to the vehicle speed, and is output to the drive shaft.
JP 2002-225578 A

  Generally, in such a power output device, one of the problems is to control the electric motor more appropriately while protecting the power storage device. In particular, when such a power output device is mounted on an automobile, this problem becomes more important because the battery can be reduced in size. In the above-described power output device, when the driving state of the motor changes greatly, such as when changing the gear position of the transmission, the calculated power input / output by the motor and the actual power are increased as the time required for controlling the motor elapses. There is a deviation in the electric power, and depending on the degree, the power storage device may be charged and discharged with excessive electric power. Further, when the driving state of the electric motor greatly changes, the power storage device may be overcharged or overdischarged. By the way, in such a power output device, it is also desired to suppress vibration of power output from the electric motor.

  It is an object of the power output apparatus of the present invention, an automobile equipped with the same, and a method for controlling the power output apparatus to drive and control the electric motor according to the driving state of the electric motor. The power output device of the present invention, the automobile on which the power output device is mounted, and the control method of the power output device are intended to suppress charging / discharging due to excessive electric power of the power storage device. The power output apparatus of the present invention, a vehicle equipped with the power output apparatus, and a control method for the power output apparatus are intended to output power based on required power. Furthermore, a power output device of the present invention, an automobile on which the power output device is mounted, and a control method for the power output device are intended to suppress overcharge and overdischarge of the power storage device. The power output device of the present invention, the automobile on which the power output device is mounted, and the control method of the power output device are intended to suppress vibration of power output from the electric motor.

  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 first power output device of the present invention comprises:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Required power setting means for setting required power required for the drive shaft;
The internal combustion engine and the electric power so that power based on the set required power is output to the drive shaft by normal drive control of the motor when the drive change amount of the motor is less than a predetermined change amount. Non-normal drive control of the motor different from the normal drive control when the power input / output means and the electric motor are controlled, and the drive change amount of the motor is in a non-normal drive state including a state where the drive change amount is not less than a predetermined change amount Control means for controlling the internal combustion engine, the power power input / output means, and the electric motor so that power based on the set required power is output to the drive shaft.
It is a summary to provide.

  In the first power output device of the present invention, when the drive change amount of the motor is less than the predetermined change amount, the power based on the required power required for the drive shaft by the normal drive control of the motor is supplied to the drive shaft. The internal combustion engine, the power drive input / output means, and the electric motor are controlled to output to the motor, and when the non-normal drive state includes a state in which the drive change amount of the motor is equal to or greater than the predetermined change amount, The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that power based on the required power is output to the drive shaft by non-normal drive control. Thereby, drive control of an electric motor can be carried out according to the drive state of an electric motor. Of course, power based on the required power can be output to the drive shaft.

  In the first power output apparatus of the present invention, in the normal drive state, input / output is allowed by the power power input / output means and the electric motor with a first change degree based on the input / output restriction of the power storage means. An input / output permissible range in which the input / output permissible range is set with a second change greater than the first change based on an input / output limit of the power storage means when the input / output permissible range is set. Setting means, and the control means drives the power power input / output means and the electric motor within the input / output allowable range set by the input / output allowable range setting means with the first change degree as the normal drive control. Input / output set by the input / output allowable range setting means with the second change degree as the non-normal drive control. May be made within the allowable range is the electric power-mechanical power input output means and said means for performing a control for driving and controlling the electric motor. In this way, in the non-normal driving state, the input / output allowable range is set with a degree of change larger than the change in the normal driving state, so that the input / output allowable range can be changed quickly. As a result, it is possible to prevent the power storage unit from being charged and discharged with excessive power.

  In the first power output device of the present invention in which the input / output allowable range is set according to the driving state of the electric motor, the first power output device of the present invention includes power detection means for detecting input / output power input to and output from the power storage means, The control means sets the operating point of the internal combustion engine based on the set required power, and based on the set required power, the set operating point of the internal combustion engine, and the input / output allowable range. An electric power drive input / output means and a drive command for the electric motor are set, the internal combustion engine is operated at the set operation point, and the electric power drive input / output means and the electric motor are driven based on the set drive command. And the input / output allowable range setting means is based on the input / output limit of the power storage means, the detected input / output power, and the set drive command. May be assumed to be a means for setting the output allowable range based on the assumption power output by said the constant power-mechanical power input output mechanism and the motor. In this way, the input / output allowable range can be set more appropriately. As a result, charging / discharging due to excessive electric power of the power storage means can be further suppressed. In the first power output apparatus of the present invention according to this aspect, the input / output allowable range setting means includes the first change degree or the deviation between the detected input / output power and the assumed assumed power. The input / output allowable range may be set by subtracting the power obtained by performing the change process with the second change degree from the input / output limit of the power storage means.

  Further, in the first power output device of the present invention in which the input / output allowable range is set according to the driving state of the electric motor, the input / output allowable range setting means has a first time constant in the normal driving state. The input / output allowable range is set using an annealing process, and the input / output allowable range is set using an annealing process of a second time constant smaller than the first time constant in the non-normal driving state. It can also be a means.

  Further, in the first power output apparatus of the present invention in which the input / output allowable range is set according to the driving state of the electric motor, the input / output allowable range setting means is configured to change the driving of the electric motor in the non-normal driving state. The second change degree may be set based on the amount, and the input / output allowable range may be set with the set second change degree. In this way, the input / output allowable range can be set more appropriately, and charging / discharging due to excessive power of the power storage means can be more effectively suppressed.

  Alternatively, in the first power output device of the present invention in which the input / output allowable range is set according to the driving state of the electric motor, between the rotating shaft and the driving shaft of the electric motor with a plurality of variable speeds. Shift transmission means for shifting and transmitting power, wherein the input / output allowable range setting means is set as the non-normal drive state when the shift stage is changed, including a state where the shift stage of the shift transmission means is changed. It may be a means for setting the input / output allowable range. If it carries out like this, charging / discharging by the excessive electric power of the electrical storage means at the time of the gear stage change state can be suppressed. In the first power output apparatus of the present invention of this aspect, the input / output allowable range setting means is in a state in which the shift stage of the shift transmission means is changed and a predetermined time has elapsed after the change of the shift stage is completed. It can also be a means for setting the input / output allowable range by using the state until the change as the shift stage change state.

  In the first power output apparatus of the present invention, the transmission means for shifting and transmitting the power between the rotating shaft of the motor and the drive shaft with a plurality of variable speeds, and the voltage of the power storage means A voltage detecting means for detecting, and a state in which a first target upper / lower limit voltage is set as an upper / lower limit voltage allowed for the power storage means in the normal driving state and the gear position of the shift transmission means is changed. And a target upper / lower limit voltage setting means for setting a second target upper / lower limit voltage different from the first target upper / lower limit voltage in the non-normal drive state when the gear position is changed. The control means drives and controls the electric power drive input / output means and the electric motor so that the detected voltage of the power storage means falls within the set first target upper and lower limit voltage as the normal drive control. As the non-ordinary drive control, the power power input / output means and the electric motor are drive-controlled so that the detected voltage of the power storage means is within the set second target upper / lower limit voltage range. It can also be a means for executing the control. If it carries out like this, the overcharge and overdischarge of an electrical storage means can be suppressed according to the drive state of an electric motor.

  In the first power output apparatus of the present invention in which the target upper / lower limit voltage is set according to the driving state of the electric motor, the target upper / lower limit voltage setting means sets the first voltage to the target upper limit voltage in the normal driving state. And a means for setting the second voltage lower than the first voltage as the target upper limit voltage in the non-normal driving state when the speed change state in which the rotational speed of the electric motor is reduced is set as the non-normal driving state. And the control means sets the voltage of the power storage means to be equal to or lower than the target upper limit voltage when the detected voltage of the power storage means is higher than the target upper limit voltage at which the first voltage is set as the normal drive control. Control for driving and controlling the power drive input / output means and the electric motor is executed, and the detected voltage of the power storage means is set as the second voltage as the non-normal drive control. The when higher than the target upper limit voltage may be made the voltage of the accumulating means is means for performing a control for driving and controlling the electric power-mechanical power input output mechanism and the motor to be a more than the target upper limit voltage. If it carries out like this, the overcharge of an electrical storage means can be suppressed according to the drive state of an electric motor. In this case, when the detected voltage of the power storage unit is higher than the set target upper limit voltage, the control unit cancels the deviation based on a deviation between the voltage of the power storage unit and the target upper limit voltage. It can also be a means to control to.

  In the first power output apparatus of the present invention in which the target upper / lower limit voltage is set according to the driving state of the electric motor, the target upper / lower limit voltage setting means sets the third voltage to the target lower limit in the normal driving state. Means for setting as a non-normal driving state when the gear position is changed and increasing the number of revolutions of the electric motor, and setting a fourth voltage higher than the third voltage as the target lower limit voltage when in the non-normal driving state And when the detected voltage of the power storage means is lower than the target lower limit voltage at which the third voltage is set as the normal drive control, the voltage of the power storage means becomes equal to or higher than the target lower limit voltage. As a result, a control for driving and controlling the power power input / output means and the electric motor is executed, and the detected voltage of the storage means is set as the fourth voltage as the non-normal driving control. Been when lower than the target lower limit voltage can be assumed voltage of the accumulating means is means for performing a control for driving and controlling the electric power-mechanical power input output mechanism and the motor so that with the target voltage lower limit or more. If it carries out like this, the overdischarge of an electrical storage means can be suppressed according to the drive state of an electric motor.

  In the first power output apparatus of the present invention, a shift transmission means that shifts and transmits power between the rotating shaft of the electric motor and the drive shaft with a plurality of variable speeds, and a rotational speed of the electric motor. A motor speed detecting means for detecting a certain motor speed, and a speed change state including a state in which the speed change speed of the speed change transmission means is changed as the non-normal driving state, Current rotational speed estimation means for estimating a current rotational speed that is the rotational speed of the current motor based on the detected motor rotational speed, and the power power input based on the detected motor rotational speed in the normal drive state. An input / output permissible range in which input / output is allowed by the output means and the electric motor is set, and in the non-normal driving state, the power power input / output means And an input / output allowable range setting means for setting an input / output allowable range in which input / output is allowed by the electric motor, and the control means is set based on the detected motor rotational speed as the normal drive control. Within the input / output permissible range set based on the estimated current rotational speed as the non-normal drive control by executing control to drive control the power power input / output means and the motor within the input / output permissible range. It may be a means for executing control for driving and controlling the electric power drive input / output means and the electric motor. In this way, the input / output allowable range can be set more appropriately according to the driving state of the electric motor.

  In the first power output apparatus of the present invention in which the current rotational speed of the electric motor is estimated in the non-normal driving state, the input / output allowable range setting means is the estimated in the non-normal driving state. It may be a means for setting the control rotation speed with hysteresis with respect to the current rotation speed and setting the input / output allowable range based on the set control rotation speed. In this way, it is possible to suppress the vibration of the current rotational speed. As a result, vibration in the input / output allowable range can be suppressed, so that vibration of power output from the electric motor can be suppressed. In this case, the input / output permissible range setting means sets the non-normal driving state when the gear position is changed to reduce the rotational speed of the motor, and when the current rotational speed decreases, The rotation speed may be set to a control rotation speed, and when the current rotation speed is not reduced, the control rotation speed may be set with hysteresis with respect to the current rotation speed, or the rotation of the motor In the non-normal drive state when the speed change state in which the number is increased is set as the non-normal drive state, the current rotational speed is set to the control rotational speed when the current rotational speed increases, and the current rotational speed is When it does not increase, it may be a means for setting the control rotational speed with hysteresis with respect to the current rotational speed.

  In the first power output apparatus of the present invention, the power power input / output means is connected to three axes of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and any two of the three shafts. It is also possible to provide means comprising: a three-axis power input / output means for inputting / outputting power to the remaining shaft based on the power input / output to / from the power generator; and a generator for inputting / outputting power to the third shaft. And a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft, the first rotor and the second rotor, It is also possible to be a counter-rotor electric motor that rotates by relative rotation of the motor.

The second power output device of the present invention is:
A power output device that outputs power to a drive shaft,
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the electric motor;
Required power setting means for setting required power required for the drive shaft;
Controlling the electric motor so that power based on the set required power is output to the drive shaft by normal driving control of the electric motor in a normal driving state where the driving change amount of the electric motor is less than a predetermined changing amount; When the drive change amount of the electric motor is in a non-normal drive state including a state where the drive change amount is equal to or greater than a predetermined change amount, the power based on the set required power is different from the normal drive control by the non-normal drive control of the motor. Control means for controlling the electric motor to be output to the drive shaft;
It is a summary to provide.

  In the second power output device of the present invention, when the drive change amount of the electric motor is in a normal drive state where the drive change amount is less than the predetermined change amount, the power based on the required power required for the drive shaft by the normal drive control of the motor is applied to the drive shaft. The motor is controlled so that it is output, and when the drive change amount of the motor is in a non-normal drive state including a state where the drive change amount is equal to or greater than the predetermined change amount, the power based on the required power by the non-normal drive control of the motor different from the normal drive control Is controlled to be output to the drive shaft. Thereby, drive control of an electric motor can be carried out according to the drive state of an electric motor. Of course, power based on the required power can be output to the drive shaft.

  In such a second power output device of the present invention, in the normal driving state, an input / output allowable range in which input / output is allowed by the electric motor is set with a first change degree based on an input / output limit of the power storage means. An input / output allowable range setting means for setting the input / output allowable range with a second change degree greater than the first change degree based on an input / output restriction of the power storage means in the non-normal drive state; The means executes control for controlling the driving of the electric motor within the input / output allowable range set by the input / output allowable range setting means by the input / output allowable range setting means as the normal drive control, and performs the control as the non-normal drive control. Means for executing control to drive and control the motor within the input / output permissible range set with the second change degree by the entry output permissible range setting means It can also be a certain thing. In this way, in the non-normal driving state, the input / output allowable range is set with a second change degree larger than the first change degree in the normal driving state, so that the input / output allowable range can be quickly changed. it can. As a result, it is possible to prevent the power storage unit from being charged and discharged with excessive power.

  Further, in the second power output apparatus of the present invention, a shift transmission means that shifts and transmits power between the rotating shaft of the electric motor and the drive shaft with a plurality of variable speeds, and rotation of the electric motor When the non-normal driving state is set as the non-normal driving state, the motor speed detecting means for detecting the motor rotational speed which is a number, and the speed changing state including the state where the gear stage of the shift transmission means is changed Current rotational speed estimation means for estimating a current rotational speed that is the rotational speed of the current motor based on the detected motor rotational speed, and the electric motor based on the detected motor rotational speed in the normal driving state. To set an input / output allowable range in which input / output is allowed, and set the input / output allowable range based on the estimated current rotational speed in the non-normal driving state. And the control means executes control for controlling driving of the electric motor within an input / output allowable range set based on the detected motor rotation speed as the normal driving control, and performs the non-normal driving. The control may be a means for executing control for driving and controlling the electric motor within an input / output allowable range set based on the estimated current rotational speed. In this way, the input / output allowable range can be set more appropriately according to the driving state of the electric motor.

  The first automobile of the present invention is the first or second power output device of the present invention according to any of the above-described aspects, that is, basically the internal combustion engine, the output shaft of the internal combustion engine, and the drive shaft. And power input / output means capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input / output of power and power, and input / output of power to the drive shaft. An electric motor, the electric power drive input / output means, an electric storage means capable of exchanging electric power with the electric motor, a required power setting means for setting required power required for the drive shaft, and a drive change amount of the electric motor is predetermined. The internal combustion engine, the power power input / output means, and the electric motor so that power based on the set required power is output to the drive shaft by normal driving control of the electric motor in a normal driving state that is less than the change amount. Control When the drive change amount of the motor is in a non-normal drive state including a state where the drive change amount is greater than or equal to a predetermined change amount, the power based on the set required power is different from the normal drive control by the non-normal drive control of the motor. A first power output device of the present invention comprising: a control means for controlling the internal combustion engine, the power power input / output means and the motor to be output to the drive shaft; and a power output for outputting power to the drive shaft. An electric motor capable of inputting / outputting power to / from the drive shaft, power storage means capable of exchanging electric power with the motor, and required power setting means for setting required power required for the drive shaft; In the normal drive state where the drive change amount of the electric motor is less than a predetermined change amount, power based on the set required power is output to the drive shaft by normal drive control of the motor. The required power set by the non-normal drive control of the motor different from the normal drive control when the motor is controlled and the drive change amount of the motor is in a non-normal drive state including a state where the drive change amount is equal to or greater than a predetermined change amount And a control means for controlling the electric motor so that motive power based on the power is output to the drive shaft. The second power output device of the present invention is provided, and the axle is connected to the drive shaft. To do.

  In the first automobile of the present invention, since the first or second power output device of the present invention according to any one of the above-described aspects is mounted, the effect exhibited by the first or second power output device of the present invention, For example, it is possible to achieve the same effects as the effect that the electric motor can be driven and controlled according to the driving state of the electric motor, the effect that the power based on the required power can be output to the drive shaft, and the like.

  According to a second vehicle of the present invention, a slippage caused by idling of a drive wheel coupled to an axle connected to a drive shaft and a power output device configured to set an input / output allowable range in accordance with the drive state of the motor described above. Slip detection means for detecting, wherein the input / output allowable range setting means sets the input / output allowable range as the non-normal drive state when the slip detection state includes a state in which slip is detected by the slip detection means. It is a gist that it is a means to do. In the second automobile of the present invention, charging / discharging due to excessive electric power of the power storage means when slip is detected can be suppressed.

The control method of the first power output device of the present invention is:
An internal combustion engine, and a power / power input / output means connected to the output shaft and drive shaft of the internal combustion engine and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input / output of power and power And a control method of a power output device comprising: an electric motor capable of inputting / outputting power to the drive shaft; and an electric power power input / output means and an electric storage means capable of exchanging electric power with the electric motor,
(A) In a normal driving state in which the drive change amount of the electric motor is less than a predetermined change amount, input / output is performed by the power power input / output unit and the motor with a first change degree based on the input / output restriction of the power storage unit. An allowable input / output allowable range is set, and when the drive change amount of the motor is in a non-normal drive state including a state where the drive change amount is equal to or greater than the predetermined change amount, the first change degree is based on the input / output limit of the power storage means. Set the input / output allowable range with a larger second change degree,
(B) setting required power required for the drive shaft;
(C) Power based on the set required power is output to the drive shaft, and the internal combustion engine and the power power are driven so that the power power input / output means and the motor are driven within the set input / output allowable range. The gist is to control the input / output means and the electric motor.

  According to the control method for the first power output apparatus of the present invention, when the drive change amount of the electric motor is less than the predetermined change amount, the electric power has the first change degree based on the input / output limitation of the power storage means. An input / output allowable range in which input / output is allowed by the power input / output means and the motor is set, and based on the input / output limitation of the power storage means in the non-normal drive state including the state where the drive change amount of the motor is not less than a predetermined change amount The input / output allowable range is set with a second change degree greater than the first change degree, and the power based on the required power required for the drive shaft is output to the drive shaft and the power is within the set input / output allowable range. The internal combustion engine, the power drive input / output means and the electric motor are controlled so that the power input / output means and the electric motor are driven. That is, in the non-normal driving state, the input / output allowable range is set with a degree of change larger than the change in the normal driving state, so that the input / output allowable range can be quickly changed. As a result, it is possible to prevent the power storage unit from being charged and discharged with excessive power. Of course, power based on the required power can be output to the drive shaft.

  In the control method for the first power output apparatus of the present invention, the method includes the step of detecting input / output power input / output to / from the power storage means, wherein the step (c) is based on the set required power. Setting an operation point of the internal combustion engine and setting a drive command for the power power input / output means and the motor based on the set required power, the set operation point of the internal combustion engine, and the input / output allowable range, The internal combustion engine is operated at a set operation point, and the electric power drive input / output means and the electric motor are controlled to be driven based on the set drive command, and the step (a) Input / output restriction of the means, the detected input / output power, and the power drive input / output means and the motor assumed from the set drive command Ri may be assumed to be a step of setting the input allowable range based on the assumption power output. In this way, the input / output allowable range can be set more appropriately. As a result, charging / discharging due to excessive electric power of the power storage means can be further suppressed.

The control method of the second power output device of the present invention is:
An internal combustion engine, and a power / power input / output means connected to the output shaft and drive shaft of the internal combustion engine and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input / output of power and power An electric motor capable of inputting / outputting power to / from the drive shaft, and a transmission means for shifting and transmitting the power between the rotating shaft of the electric motor and the drive shaft with a plurality of variable speeds; A power output device control method comprising: a power drive input / output unit; and a power storage unit capable of exchanging power with the electric motor,
(A) setting required power required for the drive shaft;
(B) detecting the voltage of the power storage means;
(C) A first target upper / lower limit voltage is set as an upper / lower limit voltage allowed for the power storage means in a normal driving state in which the speed change stage of the speed change transmission means is not changed, and the speed change stage of the speed change transmission means A second target upper / lower limit voltage different from the first target upper / lower limit voltage is set in a non-normal driving state including a state in which
(D) In the normal drive state, power based on the set required power is output to the drive shaft, and the detected voltage of the power storage means is within the set first target upper / lower limit voltage range. The internal combustion engine, the power power input / output means and the electric motor are controlled so that the power based on the set required power is output to the drive shaft and detected in the non-normal drive state. The gist is to control the internal combustion engine, the power drive input / output means, and the electric motor so that the voltage of the power storage means falls within the set first target upper / lower limit voltage range.

  According to the control method for the second power output apparatus of the present invention, the first target upper / lower limit voltage as the upper / lower limit voltage allowed for the power storage means in the normal drive state in which the shift stage of the transmission means is not changed. The internal combustion engine and the power power input / output means are set so that the power based on the required power required for the drive shaft is output to the drive shaft and the voltage of the power storage means is within the first target upper and lower limit voltage range. And the motor. On the other hand, a second target upper / lower limit voltage different from the first target upper / lower limit voltage is set in a non-normal driving state including a state in which the gear position of the shift transmission means is changed, and the power based on the requested power is driven. The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the voltage of the power storage means is within the range of the second target upper and lower limit voltage while being output to the shaft. If it carries out like this, the overcharge and overdischarge of an electrical storage means can be suppressed according to the drive state of an electric motor.

The third power output device control method of the present invention is as follows.
An internal combustion engine, and a power / power input / output means connected to the output shaft and drive shaft of the internal combustion engine and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input / output of power and power An electric motor capable of inputting / outputting power to / from the drive shaft, and a transmission means for shifting and transmitting the power between the rotating shaft of the electric motor and the drive shaft with a plurality of variable speeds; A power output device control method comprising: a power drive input / output unit; and a power storage unit capable of exchanging power with the electric motor,
(A) setting required power required for the drive shaft;
(B) detecting a motor rotation speed which is the rotation speed of the motor;
(C) In a non-normal drive state including a state in which the shift stage of the shift transmission means is changed, a current rotation speed that is the current motor rotation speed is estimated based on the detected motor rotation speed,
(D) Input / output allowable range in which input / output is permitted by the electric power drive input / output means and the electric motor based on the detected motor rotation speed in the normal driving state in which the gear position of the transmission means is not changed. And setting an input / output allowable range in which input / output is allowed by the electric power power input / output means and the electric motor based on the estimated current rotational speed in the non-normal driving state,
(E) In the normal drive state, power based on the set required power is output to the drive shaft, and the power power input is within an input / output allowable range set based on the detected motor speed. The internal combustion engine, the power power input / output means and the motor are controlled so that the output means and the electric motor are driven, and power based on the set required power is output to the drive shaft in the non-normal driving state. And the internal combustion engine, the power power input / output means, and the motor so that the power power input / output means and the motor are driven within an input / output allowable range set based on the estimated current rotational speed. The gist is to control this.

  According to the third power output device control method of the present invention, in the normal drive state in which the shift stage of the shift transmission means is not changed, the electric power power is based on the detected motor speed which is the detected motor speed. An input / output allowable range in which input / output is allowed by the input / output means and the motor is set, and the power drive input / output means and the motor are driven within the set input / output allowable range and the required driving force required for the drive shaft The internal combustion engine, the power drive input / output means, and the electric motor are controlled so as to be output to the drive shaft. On the other hand, in a non-normal driving state including a state in which the gear stage of the transmission means is changed, the current rotational speed that is the current motor speed is estimated based on the detected motor speed that is the motor speed. Then, based on the estimated current rotational speed, an input / output allowable range in which input / output is allowed by the electric power power input / output means and the motor is set, and the electric power drive input / output means and the electric motor are driven within the set input / output allowable range. In addition, the internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the required drive force required for the drive shaft is output to the drive shaft. In this way, the input / output allowable range can be set more appropriately according to the driving state of the electric motor.

  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 motor MG2 connected to the power distribution and integration mechanism 30 via the transmission 60, and a hybrid electronic control unit 70 for controlling the entire power output apparatus are provided.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. 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 transmission 60 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is output from the ring gear shaft 32a to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the electric power balance is balanced by the motor MG1 and the motor MG2. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 and the rotational speed Nr of the ring gear shaft 32a by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. Yes. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

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

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, an inter-terminal voltage Vb from the voltage sensor 51 a installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current Ib from the attached current sensor 51b, the battery temperature Tb from the temperature sensor 51c 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. The hybrid electronic control unit 70 outputs a drive signal to actuators (not shown) of the brakes B1 and B2 of the transmission 60. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

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

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 3 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 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. Nm2, charge / discharge required power Pb * to be charged / discharged by the battery 50, input / output limits Win and Wout of the battery 50, input / output power Pbat input / output to / from the battery 50, shift state determination flag F1, slip state determination flag F2, etc. The process of inputting the data is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The charge / discharge required power Pb * is set based on the remaining capacity (SOC) of the battery 50 and is input from the battery ECU 52 by communication. The input / output limits Win and Wout are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51c and the remaining capacity (SOC) of the battery 50, and are input from the battery ECU 52 by communication. The input / output power Pbat input / output to / from the battery 50 is obtained by multiplying the inter-terminal voltage Vb of the battery 50 detected by the voltage sensor 51a by the charge / discharge current Ib to the battery 50 detected by the current sensor 51b. It was supposed to be input via communication. The shift state determination flag F1 is set to a value of 1 when the shift stage switching process of the transmission 60 is started by a switching process routine (not shown), and is set to a value of 0 when the switching process is completed. The input was made by reading what was written at a predetermined address. The slip state determination flag F2 is determined when slip occurs when the angular acceleration α calculated based on the rotational speed Nm2 of the motor MG2 connected to the drive wheels 39a and 39b is equal to or greater than the slip determination threshold αref by a slip determination routine (not shown). 1 is set, and when the angular acceleration α is less than the slip determination threshold αref and the slip converges, the value 0 is set and the value written at a predetermined address in the RAM 76 is read and input.

  When the data is input in this way, the rotational speed Nm1, of the motors MG1, MG2 input in step S100 this time to the torque commands (previous Tm1 *, previous Tm2 *) of the motors MG1, MG2 set when this routine was executed last time. The assumed power Pm1 * and Pm2 * input / output to / from the motors MG1 and MG2 is calculated by multiplying Nm2 (step S110), and the assumed power Pm1 * and the assumed power Pm2 are calculated from the input / output power Pbat input / output to / from the battery 50. * Is subtracted to calculate the power deviation Pbd (step S120). Here, the power deviation Pbd is caused by a sensing delay of the rotational position detection sensors 43 and 44, a calculation delay by the hybrid electronic control unit 70 and the motor ECU 40, a communication delay between the hybrid electronic control unit 70 and the motor ECU 40, and the like. The deviation between the generated power Pm1, Pm2 actually input / output from the motors MG1, MG2 and the assumed power Pm1 *, Pm2 * calculated from the torque commands Tm1 *, Tm2 * is reflected. Therefore, power deviation Pdb changes greatly when changes in rotation speeds Nm1 and Nm2 of motor MG1 and motor MG2 are large, and changes small when changes in rotation speeds Nm1 and Nm2 are small.

  Subsequently, the values of the shift state determination flag F1 and the slip state determination flag F2 are checked (steps S130 and S140). When both of these flags F1 and F2 are 0, both of these flags F1 and F2 have a value of 0. It is checked whether or not a predetermined time has elapsed since the setting of (step S150). Here, the predetermined time is the time required for the driving state of the motor MG2 to be stabilized after it is determined that the switching process is completed by the switching process routine or the slip of the motor MG2 after the slip determination routine determines that the slip has converged. It can be determined by the time required for the driving state to stabilize. In the embodiment, the same time is used as the predetermined time after the value 0 is set in these flags F1 and F2, but different times may be used.

  Both the shift state determination flag F1 and the slip state determination flag F2 have a value of 0, and when a predetermined time has elapsed since both of these flags F1 and F2 have been set to a value of 0, that is, in either the shift state or the slip state At normal time, it is determined that the motor MG2 is normally driven, the normal value T1 is set as the time constant Tc of the smoothing process (step S160), and the time constant Tc is set to the set power deviation Pbd. The power deviation Pbdsmo is calculated by applying the annealing process (step S170), and the input / output allowable limits Winf and Woutf are calculated by subtracting the power deviation Pbdsmo from the input / output limits Win and Wout of the battery 50 (step S170). S180).

  Subsequently, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft and the required engine power Pe * to be output from the engine 22 are set based on the accelerator opening Acc and the vehicle speed V input in step S100. (Step S190). 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. 4 shows an example of the required torque setting map. The engine required power Pe * is set by the sum of the required torque Tr * multiplied by the rotation speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. Here, the rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by the conversion factor k, or obtained by dividing the rotational speed Nm2 of the motor MG2 by the current reduction ratio Gr of the transmission 60. Can do.

  When the engine required power Pe * is set, the engine speed Ne * and the target torque Te * of the engine 22 are set based on the set engine required power Pe * and an operation line for operating the engine 22 efficiently (step S200). ). FIG. 5 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 operating line of the engine 22 and a curve with a constant engine required power Pe * (= 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 (= Nm2 / Gr) of the ring gear shaft 32a, the gear ratio ρ of the power distribution and integration mechanism 30, and Based on the following equation (1), the target rotational speed Nm1 * of the motor MG1 is calculated, and on the basis of the calculated target rotational speed Nm1 * and the current rotational speed Nm1, the torque command Tm1 of the motor MG1 is calculated by the following formula (2). * Is calculated (step S210). FIG. 6 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. As shown in FIG. 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 of the ring gear 32. As described above, since the rotational speed of the sun gear 31 is the rotational speed of the motor MG1 and the rotational speed of the carrier 34 is the rotational speed Ne of the engine 22, the target rotational speed Nm1 * of the motor MG1 is the rotational speed of the ring gear shaft 32a. Based on Nr (= Nm2 / Gr), the target rotational speed Ne *, and the gear ratio ρ of the power distribution and integration mechanism 30, it can be calculated by the following equation (1). Therefore, the engine 22 can be rotated at the target rotational speed Ne * by setting the torque command Tm1 * so as to rotate at the calculated target rotational speed Nm1 * and driving and controlling the motor MG1. In the embodiment, the torque command Tm1 * of the motor MG1 is set by the relational expression (2) in the feedback control using the target rotation speed Nm1 * and the current rotation speed Nm1. In Equation (2), “k1” in the second term on the right side indicates the gain of the proportional term, and “k2” in the third term on the right side indicates the gain of the integral term.

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

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are set in this way, the input / output allowable limits Winf and Woutf and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. By dividing the deviation from the power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2, torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 are expressed by the following equations (3) and While calculating by (4) (step S220), the temporary motor torque tm2tmp as the torque to be output from the motor MG2 is calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30. (5) is calculated (step S230), and the calculated temporary motor torque Tm2tmp is used as the torque. Limited Tmin, and limited by Tmax to set a torque command Tm2 * of the motor MG2 (step S240). 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 allowable limits Winf and Woutf. Can do. Equation (5) can be easily derived from the collinear diagram of FIG. 6 described above.

Tmin = (Winf−Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Woutf−Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  When the target rotational speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are thus set, the target rotational speed Ne * and the target torque Te * are transmitted to the engine ECU 24 and the torque command is set. Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S250), 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.

  On the other hand, when one of the shift state determination flag F1 and the slip state determination flag F2 is a value 1 in steps S130 to S150, or when a predetermined time has not elapsed since the value 0 was set in these flags F1 and F2, that is, When the gear shift state or the slip state is not normal, it is determined that the motor MG2 is driven in a state different from the normal drive, and a value T2 smaller than the normal value T1 is set as the time constant Tc for the smoothing process (step). S260). Then, the power deviation Pbdsmo is calculated by applying a smoothing process to the power deviation Pbd set using the set time constant Tc (step S170), and the calculated power deviation Pbdsmo is used as the input / output limits Win and Wout of the battery 50. The input / output allowable limits Winf and Woutf are calculated by subtracting from (step S180), and the processing after step S190 is executed. In this way, by setting the value T2 smaller than the normal value T1 as the time constant Tc of the smoothing process and using it for the smoothing process of the power deviation Pbd, the change of the power deviation Pbdsmo with respect to the change of the power deviation Pbd. Thus, the input / output allowable limits Winf and Woutf can be made to respond quickly to changes in the rotational speed Nm2 of the motor MG2. As a result, it is possible to suppress charging / discharging due to excessive electric power of the battery 50 that may be caused by a sudden change in the rotational speed Nm2 of the motor MG2.

  According to the hybrid vehicle 20 of the embodiment described above, when the driving state of the motor MG2 changes suddenly, such as in a gear shift state or a slip state, the input / output power Pbat input / output to / from the battery 50 is changed to the motors MG1, MG2. The power deviation Pbd calculated by subtracting the assumed powers Pm1 * and Pm2 * to be input and output is subjected to an annealing process using a value T2 smaller than the normal value T1 as the time constant Tc of the annealing process. Since the input / output permissible limits Winf and Woutf are used to calculate, the input / output permissible limits Winf and Woutf can be quickly changed. Thereby, charging / discharging by the excessive electric power of the battery 50 can be suppressed. Of course, power based on the required power can be output to the ring gear shaft 32a as a drive shaft.

  In the hybrid vehicle 20 of the embodiment, the power deviation Pbd is subjected to the smoothing process using the value T2 smaller than the normal value T1 as the time constant Tc of the smoothing process in the shift state or the slip state. However, when the driving state of the motor MG2 changes relatively greatly even at other times, for example, the driver releases the accelerator pedal 83 from the state where the driver depresses the accelerator pedal 83 greatly, and increases the brake pedal 85. When the required torque Tr * required for the ring gear shaft 32a as the drive shaft changes greatly as when it is depressed, the operating point of the engine 22 and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 change significantly. , Smoothing process for power deviation Pbd using value T2 as time constant Tc for smoothing process It may be to subject.

  In the hybrid vehicle 20 of the embodiment, the input / output allowable limits Winf and Woutf are calculated by subtracting the power deviation Pbdsmo calculated by performing the annealing process on the power deviation Pbd from the input / output limits Win and Wout of the battery 50. However, the input / output allowable limits Winf and Woutf may be calculated by subjecting the power deviation Pbd subtracted from the input / output limits Win and Wout to a smoothing process.

  In the hybrid vehicle 20 of the embodiment, the input / output permissible limits Winf and Woutf are calculated using a value obtained by performing the smoothing process on the power deviation Pbd as the time constant Tc of the smoothing process in the normal state, and the shift state In the case of a slip condition, the input / output allowable limits Winf and Woutf are calculated by using the value T2 smaller than the value T1 as the time constant Tc of the smoothing process and performing the smoothing process on the power deviation Pbd. However, if the input / output permissible limits Winf and Woutf are calculated with a degree of change larger than that in the normal state during the shift state or the slip state, other processing such as rate processing is performed on the power deviation Pbd. It is also possible to calculate the input / output allowable limits Winf and Woutf using the applied ones.

  In the hybrid vehicle 20 of the embodiment, the value T2 is used as the time constant Tc of the smoothing process when the gear shift state or the slip state, and the power deviation Pbd is subjected to the smoothing process. The power deviation Pbd may be subjected to the smoothing process using the value T2 that tends to be smaller as the degree of change in the driving state of the motor MG2 is larger, as the time constant Tc of the smoothing process.

  Next, a hybrid vehicle 20B equipped with a power output apparatus as a second embodiment of the present invention will be described. The hardware configuration of the hybrid vehicle 20B of the second embodiment is the same as that of the hybrid vehicle 20 of the first embodiment. Therefore, in order to avoid redundant description, the hardware configuration of the hybrid vehicle 20B of the second embodiment is denoted by the same reference numeral as the hardware configuration of the hybrid vehicle 20 of the first embodiment, and the detailed description thereof is omitted. . In the hybrid electronic control unit 70 of the second embodiment, the drive control routine of FIG. 7 is executed instead of the drive control routine of FIG. This drive control routine is also repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the request that the battery 50 should be charged / discharged. A process of inputting data such as power Pb *, input / output limits Win and Wout of battery 50, terminal voltage Vb of battery 50, and shift state determination flag F1 is executed (step S300). Here, the voltage Vb between the terminals of the battery 50 is the one detected by the voltage sensor 51a and input from the battery ECU 52 by communication.

  Subsequently, the value of the shift state determination flag F1 is checked (step S310). When the shift state determination flag F1 is 0, that is, when not in the shift state, the voltage Vb1 is set to the target upper voltage Vbmax and lower than the voltage Vb1. The voltage Vb3 is set to the target lower limit voltage Vbmin (step S330). Here, the target upper and lower limit voltages Vbmax and Vbmin are for determining whether or not the battery 50 is likely to be overcharged or overdischarged, and the voltages Vb1 and Vb3 are determined by the characteristics of the battery 50 and the like.

  Next, the inter-terminal voltage Vb of the battery 50 is examined (step S360). When the inter-terminal voltage Vb is lower than the target lower limit voltage Vbmin, the battery 50 is determined not to be overcharged but is likely to be overdischarged, and a value 0 is set as the input limit correction value ΔWin and the inter-terminal voltage Vb Based on the target lower limit voltage Vbmin, an output limit correction value ΔWout is set by the following equation (6) (step S370). When the inter-terminal voltage Vb is not less than the target lower limit voltage Vbmin and not more than the target upper limit voltage Vbmax, the battery 50 Is determined that there is no risk of overcharge and overdischarge, and both the input / output limit correction values ΔWin and ΔWout are set to 0 (step S380). When the inter-terminal voltage Vb is higher than the target lower limit voltage Vbmax, It is determined that there is a possibility of overcharging, and based on the inter-terminal voltage Vb and the target upper limit voltage Vbmax, the equation (7 To set the value 0 to the output limit correction value ΔWout sets the input limit correction value ΔWin (step S390). Here, Expression (6) is an expression for feedback control for canceling the deviation between the terminal voltage Vb and the target lower limit voltage Vbmin, and Expression (7) is for canceling the deviation between the terminal voltage Vb and the target upper limit voltage Vbmax. This is an equation for feedback control. In Expression (6), “k3” in the first term on the right side represents the gain of the proportional term, and “k4” in the second term on the right side represents the gain of the integral term. In Expression (7), “k5” in the first term on the right side indicates the gain of the proportional term, and “k6” in the second term on the right side indicates the gain of the integral term. Then, the input / output allowable limits Winf and Woutf are set by subtracting the set output limit correction values ΔWin and ΔWout from the input / output limits Win and Wout (step S400), and the processing of steps S200 to S250 of the drive control routine of FIG. The same processing is executed (steps S410 to S470), and the drive control routine is terminated. Assume that the voltage Vb between terminals of the battery 50 is lower than the target lower limit voltage Vbmin. At this time, since a positive value is set for the output limit correction value ΔWin, the output allowable limit Woutf is smaller than when the inter-terminal voltage Vb is equal to or higher than the target lower limit voltage Vbmin. As a result, the upper limit of the torque command Tm2 * of the motor MG2 is more restricted, so that the upper limit of power consumption of the motor MG2 is restricted and surplus power can be supplied to the battery 50. As a result, overdischarge of the battery 50 can be suppressed. When the inter-terminal voltage Vb of the battery 50 becomes equal to or higher than the target lower limit voltage Vbmin, the output limit correction value ΔWout is set to 0 in step S380, and the integral term value of the second term in equation (6) is reset. . Next, consider a case where the inter-terminal voltage Vb is higher than the target upper limit voltage Vbmax. At this time, since a negative value is set for the input limit correction value ΔWin, the input allowable Winf is larger than when the inter-terminal voltage Vb is equal to or lower than the target upper limit voltage Vbmax. As a result, the lower limit of the torque command Tm2 * of the motor MG2 is further restricted, so that the lower limit of the power consumption of the motor MG2 is restricted and the power supply to the battery 50 can be suppressed. As a result, overcharging of the battery 50 can be suppressed. When the inter-terminal voltage Vb of the battery 50 becomes equal to or lower than the target upper limit voltage Vbmax, the input limit correction value ΔWin is set to 0 in step S380, and the integral term value of the second term in the equation (7) is reset. .

ΔWout = k3 (Vbmin−Vb) + k4∫ (Vbmin−Vb) dt (6)
ΔWin ＝ k5 (Vbmax−Vb) + k6∫ (Vbmax−Vb) dt (7)

  When the shift state determination flag F1 is 1 in step S310, that is, in the shift state, whether the shift is an upshift that switches the gear state of the transmission 60 from the Lo gear state to the Hi gear state. It is determined whether or not (step S320). Here, whether or not the shift is an upshift can be determined, for example, based on the gear ratio Gr of the transmission 60 immediately before the shift stage switching process of the transmission 60 is started. When it is determined that the shift is an upshift, the voltage Vb2 lower than the voltage Vb1 is set to the target upper limit voltage Vbmax, the voltage Vb3 is set to the target lower limit voltage Vbmin (step S340), and the processes after step S360 described above are executed. To do. Consider a case where an upshift is performed while maintaining the power from the motor MG2. In this case, the actual operation of the motor MG2 is caused by a sensing delay of the rotational position detection sensors 43 and 44, a calculation delay by the hybrid electronic control unit 70 and the motor ECU 40, a communication delay between the hybrid electronic control unit 70 and the motor ECU 40, and the like. Power consumption falls. Therefore, when the voltage Vb1 is set to the target upper limit voltage Vbmax as in the case where the gear is not in the speed change state, the drop in power consumption of the motor MG2 is supplied to the battery 50, and the battery 50 may be overcharged. On the other hand, if the voltage Vb2 lower than the voltage Vb1 is set to the target upper limit voltage Vbmax, the lower limit of the power consumption of the motor MG2 can be easily restricted, so that the power supply to the battery 50 can be suppressed, and the excess power to the battery 50 can be suppressed. Charging can be suppressed. The voltage Vb2 is set to a voltage that suppresses overcharging of the battery 50 when performing an upshift, and can be determined by the characteristics of the battery 50 and the like.

  If it is determined in step S320 that the shift is not an upshift, that is, a downshift that switches the gear state of the transmission 60 from the Hi gear state to the Lo gear state, the voltage Vb1 is set to the target upper limit voltage Vbmax. The voltage Vb4 higher than the voltage Vb3 is set to the target lower limit voltage Vbmin (step S350), and the processes after step S360 described above are executed. Consider a case where a downshift is performed while maintaining the power from the motor MG2. In this case, the actual power consumption of the motor MG2 increases due to the above-described sensing delay, calculation delay, communication delay, and the like. Therefore, if the voltage Vb3 is set to the target lower limit voltage Vbmin as in the case where the gear is not in the shift state, the battery 50 may be overdischarged due to an increase in power consumption of the motor MG2. On the other hand, if the voltage Vb4 higher than the voltage Vb3 is set to the target lower limit voltage Vbmin, the power consumption of the motor MG2 at the time of downshifting can be further restricted, so that the power supply to the battery 50 can be further performed. And overdischarge of the battery 50 can be suppressed. The voltage Vb4 is set to a voltage that suppresses overcharging of the battery 50 when performing a downshift, and can be determined by the characteristics of the battery 50 and the like.

  According to the hybrid vehicle 20B of the second embodiment described above, when performing an upshift, a lower voltage is set to the target upper limit voltage Vbmax as compared to when not in a shift state, and the same voltage as when not in a shift state is set. Setting the target lower limit voltage Vbmin and controlling the motors MG1 and MG2 so that the inter-terminal voltage Vb of the battery 50 is within the limit range of the set target upper and lower limit voltages Vbmax and Vbmin. Can do. Further, according to the hybrid vehicle 20B of the second embodiment, when downshifting is performed, a higher voltage is set to the target lower limit voltage Vbmin as compared to when not in the shift state, and the same voltage as when not in the shift state is set. Since the motors MG1 and MG2 are controlled so that the upper limit voltage Vbmax is set and the inter-terminal voltage Vb of the battery 50 falls within the set upper and lower limit voltages Vbmax and Vbmin, the overdischarge of the battery 50 can be suppressed. it can.

  In the hybrid vehicle 20B of the second embodiment, when an upshift is performed, a lower voltage is set to the target upper limit voltage Vbmax than when the shift is not performed, and a similar voltage is set to the target lower limit voltage Vbmin when the shift is not performed. When a downshift is performed, a voltage higher than the voltage in the non-shift state is set as the target lower limit voltage Vbmin and the same voltage as in the non-shift state is set as the target upper limit voltage Vbmax. When a shift shift is performed, a lower voltage is set to the target upper limit voltage Vbmax than when the shift is not performed, and a similar voltage is set to the target lower limit voltage Vbmin when the shift is not performed, but when the downshift is performed, the shift is not performed. The same voltage as that at the time of the target upper / lower limit voltage Vbmax, It may be set to bmin, or when performing a downshift, a higher voltage is set as the target lower limit voltage Vbmin than when not in the shift state, and a voltage similar to that in the shift state is set as the target upper limit voltage Vbmax. However, when performing an upshift, the same voltage as when not in the shift state may be set to the target upper and lower limit voltages Vbmax and Vbmin.

  Next, a hybrid vehicle 20C equipped with a power output apparatus as a third embodiment of the present invention will be described. The hardware configuration of the hybrid vehicle 20C of the third embodiment is the same as that of the hybrid vehicle 20 of the first embodiment. Therefore, in order to avoid redundant description, the hardware configuration of the hybrid vehicle 20C of the third embodiment is denoted by the same reference numerals as those of the hybrid vehicle 20 of the first embodiment, and the detailed description thereof is as follows. Omitted. In the hybrid electronic control unit 70 of the third embodiment, a drive control routine of FIG. 8 is executed instead of the drive control routine of FIG. This drive control routine is also repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the request that the battery 50 should be charged / discharged. A process of inputting data such as the power Pb *, the input / output limits Win and Wout of the battery 50, and the shift state determination flag F1 is executed (step S500).

  Subsequently, the same processing as that of steps S190 to S210 of the drive control routine of FIG. 3 is executed (steps S510 to S530). Then, the value of the shift state determination flag F1 is checked (step S540). When the shift state determination flag F1 is 0, that is, when not in the shift state, the rotational speed Nm2 of the motor MG2 input in step S500 is determined as the control rotational speed. Nm2 * is set (step S560), and torque limits Tmin and Tmax are set using the set control rotation speed Nm2 *, torque command Tm1 * of motor MG1, rotation speed Nm1, and input / output limits Win and Wout of battery 50. Calculated by the following equations (8) and (9) (step S590), the same processing as the processing of steps S230 to S250 of the drive control routine of FIG. 3 is executed (steps S600 to S620), and the drive control routine is terminated. To do.

Tmin = (Win−Tm1 * ・ Nm1) / Nm2 * (8)
Tmax = (Wout−Tm1 * ・ Nm1) / Nm2 * (9)

  On the other hand, when the shift state determination flag F1 is 1 in step S540, that is, in the shift state, it is determined whether or not the shift is an upshift (step S550), and is determined to be an upshift. 9 is executed (step S570). When it is determined that the shift is not an upshift, that is, a downshift, the downshift is exemplified. A control rotation speed setting process is executed (step S580), the processes of steps S590 to S620 described above are executed, and the drive control routine is terminated. Hereinafter, first, the up-shift speed control speed setting process of FIG. 9 will be described, and then the down-shift speed control speed setting process of FIG. 10 will be described.

  In the upshift speed control rotation speed setting process, first, the current rotation speed Nm2est which is the rotation speed of the current motor MG2 is estimated using the rotation speed Nm2 of the motor MG2 input in step S500 of the drive control routine of FIG. (Step S700). When the upshift is performed, the rotational speed Nm2 of the motor MG2 decreases with a relatively large change. Therefore, the rotational speed Nm2 of the motor MG2 input in step S500 depends on the sensing delay of each sensor and the hybrid electronic control. There is a discrepancy between the actual rotational speed of the motor MG2 due to a calculation delay by the unit 70 or the motor ECU 40, a communication delay between the hybrid electronic control unit 70 and the motor ECU 40, or the like. Therefore, the process of step S700 is a process of estimating the actual rotational speed of the motor MG2 using the input rotational speed Nm2 of the motor MG2. In this embodiment, this process is performed by adding the time differentiation of the rotational speed Nm2 of the motor MG2 to the rotational speed Nm2 of the motor MG2 by multiplying the time t by the time t. Here, the time differentiation of the rotational speed Nm2 of the motor MG2 is, for example, the difference between the rotational speed Nm2 of the motor MG2 input this time and the rotational speed of the motor MG2 input last time (previous Nm2). In the embodiment, it can be calculated by dividing by several msec). The time t is set in consideration of sensing delay, calculation delay, communication delay, and the like so that the current rotation speed Nm2est can be properly estimated. Subsequently, the estimated current rotational speed Nm2est is compared with the previous control rotational speed (previous Nm2 *) (step S710). When the current rotational speed Nm2est is equal to or higher than the previous control rotational speed (previous Nm2 *), the current rotational speed is compared. The number Nm2est is compared with a value obtained by adding a predetermined value his to the previous control rotational speed (previous Nm2 *) (previous Nm2 * + his) (step S720). Here, the predetermined value his indicates the degree of hysteresis and can be determined based on the characteristics of the motor MG2. When the current rotational speed Nm2est is smaller than the previous control rotational speed (previous Nm2 *), the current rotational speed Nm2est is set as the control rotational speed Nm2 * (step S730), and the current rotational speed Nm2est is set to the previous control rotational speed ( If it is equal to or greater than the previous Nm2 *) and smaller than the previous control rotational speed (previous Nm2 *) plus the predetermined value his, the previous control rotational speed (previous Nm2 *) is set as the control rotational speed Nm2 *. (Step S740) When the current rotational speed Nm2est is larger than the previous control rotational speed (previous Nm2 *) plus the predetermined value his, the current rotational speed Nm2est minus the predetermined value his is used as the control rotational speed Nm2. * Is set (step S750), and the control speed setting process for the upshift is completed. FIG. 11 shows how the control rotational speed Nm2 * changes with respect to the current rotational speed Nm2est when the upshift is performed. As shown in the figure, the control rotation speed Nm2 * is set so as not to have hysteresis on the decrease side of the current rotation speed Nm2est, and set on the increase side of the current rotation speed Nm2est as having hysteresis. Is done. Thus, by setting the control rotation speed Nm2 * with hysteresis with respect to the current rotation speed Nm2est, the rotation speed Nm2 of the motor MG2 and the vibration of the current rotation speed Nm2est are set in step S590 of the drive control routine of FIG. It is possible to suppress the torque output from the motor MG2 from vibrating due to the vibration of the torque limits Tmin and Tmax. At this time, by setting the control rotational speed Nm2 * using the current rotational speed Nm2 *, the control rotational speed Nm2 * is set directly using the rotational speed Nm2 of the motor MG2. Thus, the control rotation speed Nm2 * can be set more appropriately. It should be noted that no hysteresis is provided on the decrease side of the current rotation speed Nm2est because the deviation between the current rotation speed Nm2est and the control rotation speed Nm2 * at the time of the upshift in which the rotation speed Nm2 of the motor MG2 is decreased. It is for suppressing.

  In the downshift control rotation speed setting process of FIG. 10, first, the upshift speed control rotation speed setting of FIG. 9 is set using the rotation speed Nm2 of the motor MG2 input in step S500 of the drive control routine of FIG. Similar to step S700 of the process, the current rotational speed Nm2est is estimated (step S800), the estimated current rotational speed Nm2est is compared with the previous control rotational speed (previous Nm2 *) (step S810), and the current rotational speed Nm2est is determined. When the rotation speed is smaller than the previous control rotation speed (previous Nm2 *), the current rotation speed Nm2est is compared with a value obtained by subtracting a predetermined value his from the previous control rotation speed (previous Nm2 *) (previous Nm2 * -his) (step) S820). When the current rotational speed Nm2est is equal to or higher than the previous control rotational speed (previous Nm2 *), the current rotational speed Nm2est is set as the control rotational speed Nm2 * (step S830), and the current rotational speed Nm2est is set to the previous control rotational speed ( If it is smaller than the previous control rotational speed (previous Nm2 *) less than the previous control rotational speed (previous Nm2 *), the previous control rotational speed (previous Nm2 *) is set as the control rotational speed Nm2 * ( Step S840), when the current rotational speed Nm2est is equal to or less than a value obtained by subtracting the predetermined value his from the previous control rotational speed (previous Nm2 *), a value obtained by adding the predetermined value his to the current rotational speed Nm2est is the control rotational speed Nm2 *. Is set (step S850), and the control speed setting process at the time of downshift is completed. Here, in the embodiment, the predetermined value his is the same value as the predetermined value his at the time of upshift. FIG. 12 shows how the control rotational speed Nm2 * changes with respect to the current rotational speed Nm2est when the downshift is performed. As shown in the figure, the control rotation speed Nm2 * is set so as not to have hysteresis on the increase side of the current rotation speed Nm2est, and set on the decrease side of the current rotation speed Nm2est as hysteresis. Is done. In this way, by setting the control rotational speed Nm2 * with hysteresis with respect to the current rotational speed Nm2est, it is possible to suppress the torque output from the motor MG2 from oscillating similarly to the upshift. it can. The reason why the hysteresis is not provided on the increasing side of the current rotational speed Nm2est is that the difference between the current rotational speed Nm2est and the control rotational speed Nm2 * at the time of downshift where the rotational speed Nm2 of the motor MG2 increases. It is for suppressing.

  According to the hybrid vehicle 20C of the third embodiment described above, when performing an upshift or a downshift, the current rotational speed Nm2est is estimated using the detected rotational speed Nm2 of the motor MG2, and the estimated current rotational speed. The control rotational speed Nm2 * is set with hysteresis with respect to Nm2est, the torque limits Tmin and Tmax are set using the control rotational speed Nm2 *, and the torque of the motor MG2 set within the range of the torque limits Tmin and Tmax Since the control is performed so that the motor MG2 is driven by the command Tm2 *, the torque output from the motor MG2 is prevented from oscillating due to the oscillation of the torque limits Tmin and Tmax accompanying the oscillation of the current rotation speed Nm2est. be able to. In addition, since the control rotational speed Nm2 * is set using the current rotational speed Nm2est, the control rotational speed is compared with that in which the rotational speed Nm2 * of the motor MG2 is directly used to set the control rotational speed Nm2 *. Nm2 * can be set more appropriately.

  In the hybrid vehicle 20C of the third embodiment, when switching the gear position of the transmission 60, the control rotation has hysteresis with respect to the current rotation speed Nm2est regardless of whether the shift is an upshift or a downshift. The number Nm2 * is set, but the control rotation speed Nm2 * may be set with hysteresis with respect to the current rotation speed Nm2est only when the upshift is performed, or when the downshift is performed. The control rotation speed Nm2est may be set with hysteresis with respect to the current rotation speed Nm2est. Alternatively, the current rotation speed Nm2est may be set directly to the control rotation speed Nm2 * without providing hysteresis to the control rotation speed Nm2est.

  In the hybrid vehicle 20C according to the third embodiment, a predetermined value his for giving hysteresis to the current rotational speed Nm2est when performing an upshift and a hysteresis with respect to the current rotational speed Nm2est when performing a downshift. Although the same value is used as the predetermined value his for giving it, a different value may be used.

  In the hybrid vehicle 20C of the third embodiment, when the upshift is performed, the reduction side of the current rotation speed Nm2est is not given hysteresis, but the reduction side of the current rotation speed Nm2est is also given hysteresis. It is good. Further, in the hybrid vehicle 20C of the third embodiment, when the downshift is performed, the increase side of the current rotation speed Nm2est is not provided with hysteresis, but the increase side of the current rotation speed Nm2est is also provided with hysteresis. It is good also as something to be made.

  In the hybrid vehicle 20C of the third embodiment, the torque command Tm2 * of the motor MG2 is set in consideration of the torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2. The torque command Tm1 * of MG1 may also be set in consideration of torque limits Tm1min and Tm1max as upper and lower limits of torque that may be output from the motor MG1. An example of the drive control routine in this case is shown in FIG. This drive control routine is the same as the drive control routine of FIG. 8 in the processes of steps S500 to S580. In this drive control routine, when the control rotational speed Nm2 * is set, the provisional motor torque Tm2tmp is set by the above-described equation (5) (step S900), and the motor MG1 that satisfies both the following equations (10) and (11): Torque limits Tm1min and Tm1max are set as upper and lower limits of the torque command Tm1 * (step S910). Here, Expression (10) is a relationship in which the sum of torques output to the ring gear shaft 32a as the drive shaft by the motor MG1 and the motor MG2 is within a range from the 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. An example of the torque limits Tm1min and Tm1max is shown in FIG. The torque limits Tm1min and Tm1max can be obtained as the maximum value and the minimum value of the torque command Tm1 * in the region indicated by the oblique lines in the figure. When the torque limits Tm1min and Tm1max are set in this way, the torque command Tm1 * of the motor MG1 set in step S530 is limited by the torque limits Tm1min and Tm1max, and the torque command Tm1 * of the motor MG1 is set (step 920). The set temporary motor torque Tm2tmp is limited by the torque limits Tmin and Tmax, and the torque command Tm2 * of the motor MG2 is set (steps S930 and S940), and the rotational speed Ne * and the target torque Te * of the engine 22 and the motors MG1 and MG2 are set. Torque commands Tm1 * and Tm2 * are transmitted to the corresponding ECUs (step S950), and the drive control routine is terminated. Thus, by setting the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, excessive charging / discharging of the battery 50 can be further suppressed. The process of setting the torque command Tm1 * using the torque limits Tm1min and Tm1max (steps S910 and S920) can also be applied to the hybrid vehicle 20 of the first embodiment and the hybrid vehicle 20B of the second embodiment. .

0 ≦ −Tm1 * / ρ + Tm2tmp · Gr ≦ Tr * (10)
Win ≦ Tm1 * ・ Nm1 ＋ Tm2tmp ・ Nm2 ≦ Wout (11)

  The hybrid vehicles 20, 20B, and 20C of the embodiment are provided with the transmission 60 having the two speeds of the Lo and Hi gears. However, the speed of the transmission 60 is not limited to two, but three or more. It is good also as a thing provided with the transmission which has the following gear stage, and it is good also as a thing provided with a continuously variable transmission without being restricted to such a stepped transmission. Further, the transmission may not be provided.

  In the hybrid vehicles 20, 20B, 20C of the embodiment, the power of the motor MG2 is shifted by the transmission 60 and output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a, 39b. As shown in the hybrid vehicle 120 of the modified example, the power of the motor MG2 may be changed by the transmission 60 and output to the drive shaft connected to the drive wheels 39c and 39d different from the drive wheels 39a and 39b. .

  In the hybrid vehicles 20, 20B, 20C of the embodiment, the power from the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a, 39b via the power distribution and integration mechanism 30. As shown in the hybrid vehicle 220 of the modified example of FIG. 16, the power from the engine 22 is connected to an inner rotor 232 connected to the crankshaft 26 of the engine 22 and a drive shaft that outputs power to the drive wheels 39a and 39b. The outer rotor 234 may be provided, and a part of the power of the engine 22 may be transmitted to the drive shaft, and the remaining power may be output to the drive wheels 39a and 39b via the counter-rotor motor 230 that converts the power into electric power.

  In the embodiment, the present invention is applied to a hybrid vehicle that can output the power from the internal combustion engine and the power from the electric motor to the drive shaft. However, the present invention is not limited to such a hybrid vehicle. It can also be applied to electric vehicles. Further, a power output device that outputs the power from the internal combustion engine and the power from the electric motor to the drive shaft may be mounted on a vehicle other than an automobile, an aircraft, a ship, or the like. It is good also as a form of this control method.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

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. FIG. 2 is a configuration diagram showing an outline of a configuration of a transmission 60. 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 map for request | requirement torque setting. It is explanatory drawing which shows a mode that the operating line of the engine 22, the target rotation speed Ne *, and the target torque Te * are set. 3 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in each rotating element of the power distribution and integration mechanism 30. FIG. 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 20B of 2nd Example. 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 20C of 3rd Example. It is a flowchart which shows an example of the rotation speed setting process for upshift speed control. It is a flowchart which shows an example of the rotation speed setting process for downshift speed control. It is explanatory drawing which shows the mode of the rotation speed Nm2 * for control with respect to the change of the present rotation speed Nm2est at the time of performing an upshift. It is explanatory drawing which shows the mode of the rotation speed Nm2 * for control with respect to the change of the present rotation speed Nm2est at the time of performing a downshift. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of the modification. It is explanatory drawing which shows an example of torque restrictions Tm1min and Tm1max. 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, 20B, 20C, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 Pinion gear, 34 carrier, 37 gear mechanism, 38 differential gear, 39a, 39b, 39c, 39d drive wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 48 rotational shaft , 50 battery, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 60a planetary gear mechanism of double pinion, 60b planetary gear mechanism of single pinion, 61, 65 sun gear, 62, 66 ring gear 63, 67 Pinion gear, 64, 68 carrier, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 230 Counter rotor motor, 232 Inner rotor, 234 Outer rotor, MG1, MG2 motor, B1, B2 brake.

Claims (11)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
When the drive change amount of the electric motor is in a normal drive state where the drive change amount is less than a predetermined change amount, the power power input / output means and the electric motor use the first time constant smoothing process based on the input / output restriction of the power storage means. An input / output allowable range in which input / output is allowed is set, and when the drive change amount of the motor is in a non-normal drive state including a state where the drive change amount is equal to or greater than the predetermined change amount, An input / output allowable range setting means for setting the input / output allowable range by using an annealing process of a second time constant smaller than the time constant of
Required power setting means for setting required power required for the drive shaft;
In the normal driving state, the power power input / output means and the electric motor are driven within the input / output allowable range set by the input / output allowable range setting means using the smoothing process of the first time constant. The internal combustion engine, the power power input / output means and the motor are controlled so that power based on the set required power is output to the drive shaft, and the input / output allowable range setting means is in the non-normal drive state. Thus, the power power input / output means and the motor are driven within the input / output allowable range set by using the second time constant smoothing process, and the power based on the set required power is transferred to the drive shaft. Control means for controlling the internal combustion engine, the power power input / output means and the electric motor to be output to
A power output device comprising: The power output device according to claim 1 ,
Comprising power detection means for detecting input / output power input / output to / from the power storage means;
The control means sets the operating point of the internal combustion engine based on the set required power, and based on the set required power, the set operating point of the internal combustion engine, and the input / output allowable range. A drive command for the power power input / output means and the motor is set, and the internal combustion engine is operated at the set operation point, and the power power input / output means and the motor are driven based on the set drive command. Means to control
The input / output allowable range setting means is assumed to be input / output by the electric power input / output means and the electric motor assumed from the input / output restriction of the power storage means, the detected input / output power and the set drive command. A power output device which is means for setting the input / output allowable range based on electric power. The input / output permissible range setting means is obtained by subjecting a deviation between the detected input / output power and the assumed assumed power to a smoothing process of the first time constant or the second time constant. 3. The power output apparatus according to claim 2 , wherein the power output device is a means for setting the input / output allowable range by subtracting the generated electric power from the input / output limit of the power storage means. The input / output allowable range setting means sets the second time constant based on the drive change amount of the electric motor in the non-normal driving state, and uses the set second time constant smoothing process claims 1 is a means for setting the input tolerance on 3 power output apparatus according to any one. Claims 1 A power output apparatus according to any one of 4,
Shift transmission means for shifting and transmitting power between the rotating shaft of the electric motor and the drive shaft with a plurality of changeable gear stages;
The input / output permissible range setting means is means for setting the input / output permissible range as the non-normal drive state when the speed change state includes a state where the speed change of the speed change transmission means is changed. apparatus. The input / output allowable range setting means sets the shift stage change state as the shift stage change state that includes a state where the shift stage of the shift transmission means is changed and a state where a predetermined time has elapsed after the change of the shift stage is completed. 6. The power output apparatus according to claim 5, which is means for setting an output allowable range. The power power input / output means is connected to the three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and the remaining shaft based on the power input / output to any two of the three shafts. The power output apparatus according to any one of claims 1 to 6 , further comprising: a three-axis power input / output means for inputting / outputting power to / from the power generator and a generator for inputting / outputting power to / from the third shaft. The power drive input / output means has a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft, and the first rotor and the first rotor The power output device according to any one of claims 1 to 6 , wherein the power output device is a counter-rotor motor rotating by relative rotation with the second rotor. A power output device that outputs power to a drive shaft,
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the electric motor;
In a normal driving state in which the drive change amount of the motor is less than a predetermined change amount, an input / output that is allowed to be input / output by the motor using a first time constant smoothing process based on an input / output restriction of the power storage means. An output allowable range is set, and when the drive change amount of the electric motor is in a non-normal drive state including a state where the drive change amount is equal to or greater than a predetermined change amount, Input / output allowable range setting means for setting the input / output allowable range using a time constant smoothing process;
Required power setting means for setting required power required for the drive shaft;
In the normal driving state, the motor is driven within the input / output allowable range set by the input / output allowable range setting means using the smoothing process of the first time constant, and the set required power is set. The motor is controlled so that the motive power based on it is output to the drive shaft, and in the non-normal drive state , the input / output set by using the second time constant smoothing process by the input / output allowable range setting means Control means for controlling the electric motor so that the electric motor is driven within an allowable range and power based on the set required power is output to the drive shaft;
A power output device comprising: An automobile comprising the power output device according to any one of claims 1 to 9 and an axle connected to the drive shaft. A power output device according to any one of claims 1 to 9 ,
Slip detecting means for detecting slip caused by idling of the drive wheels connected to the axle connected to the drive shaft;
With
The input / output permissible range setting means is a means for setting the input / output permissible range as the non-normal driving state when a slip detection state including a state in which slip is detected by the slip detection means.

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