JP5106869B2 - POWER OUTPUT DEVICE, ITS CONTROL METHOD, VEHICLE, AND DRIVE DEVICE - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve energy efficiency of a device by suppressing heat generation of a generator or a motor without complicating the structure of the device. <P>SOLUTION: When request torque Td* requested for a driving shaft is below a threshold Tref, and the absolute value of the target number of revolutions Nm1* of a motor MG1 is below a threshold Nm1ref, and a difference between the target number of revolutions Ne* of an engine and the input number of revolutions Ne of the engine is below a threshold Neref (S150), the motor MG1 is put in a lock state, and the engine is controlled so that target torque Te* obtained by dividing the value which is obtained by multiplying the request torque Td* to be output to a driving shaft 36 by the number of revolutions Nd of the driving shaft by the number of revolutions Ne of the engine 22 can be output from the engine (S230 to 260). Consequently, it is possible to improve the fuel costs of a vehicle by suppressing the heat generation of the motor MG1 without providing any brake for locking the motor MG1. <P>COPYRIGHT: (C)2008,JPO&amp;INPIT

Description

  More particularly, the present invention relates to a power output device that outputs power to a drive shaft, a control method for such a power output device, a vehicle equipped with such a power output device, and a drive. The present invention relates to a drive device incorporated in a power output device that outputs power to a shaft together with an internal combustion engine and power storage means.

Conventionally, as this type of power output device, the output shaft of the engine is connected to the planetary gear carrier, the rotation shaft of the motor MG1 is connected to the sun gear, the drive shaft is connected to the ring gear via the transmission, and the rotation of the sun gear is fixed. A thing provided with a brake is proposed (for example, refer to patent documents 1). In this device, the operation of the engine is controlled so that power commensurate with the required torque to be output to the drive shaft is efficiently output, and the torque output from the engine side to the drive shaft is immediately below the required torque. The gear stage is selected and the two motors MG1, MG2 are driven and controlled. If the torque output from the engine side to the drive shaft becomes larger than the required torque regardless of which gear stage is selected, the brake is operated to lock the motor MG1, and the required torque is output by the power from the engine. To control the engine. Thereby, the circulation of power is suppressed and the energy efficiency of the whole apparatus is improved.
Japanese Patent Laid-Open No. 2004-236406

  However, in the power output apparatus described above, it is necessary to include a brake that locks the motor MG1 in order to suppress the circulation of power and improve the energy efficiency of the entire apparatus, which complicates the apparatus. On the other hand, it is possible to lock the motor electromagnetically, but since the current flows in a single phase, the motor generates heat.

  The power output device, the control method thereof, the vehicle, and the drive device of the present invention are intended to improve the energy efficiency of the device without complicating the device. Another object of the power output apparatus, the control method thereof, the vehicle, and the drive apparatus of the present invention is to improve the energy efficiency of the apparatus by suppressing the heat generation of the generator and the electric motor.

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

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
A generator capable of inputting and outputting power;
A stepped transmission means having an input shaft and transmitting power by shifting between the input shaft and the drive shaft;
Connected to the three shafts of the input shaft, the output shaft of the internal combustion engine, and the rotating shaft of the generator, power is input / output to the remaining shaft based on the power input / output to any two of the three shafts Three-axis power input / output means for
An electric motor capable of inputting and outputting power to the input shaft;
Power storage means capable of exchanging electric power with the generator and the motor;
Required power setting means for setting a required driving force required for the drive shaft;
When the predetermined operating condition is not satisfied, the internal combustion engine, the generator, the electric motor, and the electric motor are output so that the set required driving force is output to the driving shaft with the shift of the gear stage of the stepped transmission means. The stepped transmission means is controlled, and when the predetermined operating condition is satisfied, the speed of the generator is fixed at a value of 0, and the setting is performed with a shift of the gear stage of the stepped transmission means. Control means for controlling the internal combustion engine, the generator, the electric motor, and the stepped transmission means so that the required driving force is output to the drive shaft;
It is a summary to provide.

  In the power output apparatus of the present invention, when a predetermined operating condition is not satisfied, the internal combustion engine and the internal combustion engine are configured so that the required driving force required for the drive shaft is output to the drive shaft with the shift of the stepped speed change means. The generator, motor and stepped transmission means are controlled, and when a predetermined operating condition is satisfied, the drive speed is requested with the shift of the stepped transmission means with the speed of the generator fixed at 0. The internal combustion engine, the generator, the motor, and the stepped transmission means are controlled so that the force is output to the drive shaft. Since the driving force is output to the drive shaft in a state where the rotation speed of the generator is fixed at 0 without using a brake, the energy efficiency of the apparatus can be improved without complicating the apparatus. Further, if the generator generates less heat as the predetermined operating condition, it is possible to suppress the heat generation of the generator and improve the energy efficiency of the apparatus.

  In such a power output apparatus of the present invention, the predetermined operating condition may include a condition in which the internal combustion engine is operated, or may include a condition in which the set required driving force is equal to or less than a predetermined driving force. It is also possible to include a condition that the absolute value of the rotational speed of the generator is less than a predetermined rotational speed. These are conditions that can improve the energy efficiency by outputting the required driving force to the drive shaft with the generator speed fixed at a value of 0, or the generator speed fixed at a value of 0. This may be a condition for reducing the torque of the generator necessary to do this, or a condition for easily fixing the number of revolutions of the generator at a value of zero.

  The power output apparatus of the present invention further includes a rotation speed detection means for detecting an engine rotation speed that is the rotation speed of the internal combustion engine, and the predetermined operating condition is set while the internal combustion engine is operated with predetermined restrictions. A condition in which the difference in rotational speed between the calculated rotational speed of the internal combustion engine and the detected rotational speed of the internal combustion engine, which is calculated to output the requested drive force to the drive shaft, is less than a predetermined rotational speed difference. Can be included. In this way, it is possible to output the driving force to the drive shaft in a state where the rotational speed of the generator is fixed at the value 0 without greatly changing the rotational speed of the internal combustion engine. In this case, the predetermined constraint is a constraint for efficiently operating the internal combustion engine, and the predetermined rotational speed difference is determined when the internal combustion engine is operated at the calculated rotational speed and at the detected engine rotational speed. And the loss corresponding to the fuel consumed in the internal combustion engine is set to be smaller than the electrical loss in the generator when the rotational speed of the generator is not fixed at a value of 0. You can also. This makes it possible to improve the energy efficiency of the apparatus.

  The vehicle of the present invention is the power output device of the present invention according to any one of the above-described embodiments, that is, basically a power output device that outputs power to the drive shaft, and can input / output power to / from the internal combustion engine. A generator, an input shaft, stepped transmission means for shifting and transmitting power between the input shaft and the drive shaft, the input shaft, the output shaft of the internal combustion engine, and the generator A three-axis power input / output means connected to the three shafts of the rotary shaft and inputting / outputting power to / from the remaining shaft based on the power input / output to / from any two of the three shafts; A predetermined operating condition is established, an electric motor capable of inputting / outputting electric power, a power storage means capable of exchanging electric power with the generator and the electric motor, a required power setting means for setting a required driving force required for the drive shaft. If not, the setting is performed with the shift of the gear stage of the stepped transmission means. The internal combustion engine, the generator, the electric motor, and the stepped transmission means are controlled so that the required driving force is output to the drive shaft, and the rotational speed of the generator is set when the predetermined operating condition is satisfied. The internal combustion engine, the generator, the electric motor, and the stepped gear so that the set required driving force is output to the drive shaft with a shift of the gear stage of the stepped speed change means in a state fixed at a value of zero. A gist is that a power output device including a control means for controlling the speed change means is mounted, and the axle is connected to the drive shaft.

  Since the vehicle of the present invention is equipped with the power output device of the present invention according to any one of the above-described aspects, the effect of the power output device of the present invention, for example, the rotation speed of the generator is set to zero without using a brake. Since the driving force is output to the drive shaft in a fixed state, the effect of improving the energy efficiency of the device without complicating the device and the condition that the generator generates less heat as the predetermined operating condition, It is possible to achieve the same effect as the effect of suppressing the heat generation of the generator and improving the energy efficiency of the apparatus.

The drive device of the present invention is
A drive device incorporated in a power output device that outputs power to the drive shaft together with the internal combustion engine and the power storage means,
A generator capable of exchanging power with the storage means and capable of inputting and outputting power;
A stepped transmission means having an input shaft and transmitting power by shifting between the input shaft and the drive shaft;
Connected to the three shafts of the input shaft, the output shaft of the internal combustion engine, and the rotating shaft of the generator, power is input / output to the remaining shaft based on the power input / output to any two of the three shafts Three-axis power input / output means for
An electric motor capable of exchanging electric power with the storage means and capable of inputting and outputting power to the input shaft;
Required power setting means for setting a required driving force required for the drive shaft;
When the predetermined operating condition is not satisfied, the generator and the electric motor are controlled together with the control of the internal combustion engine so that the set required driving force is output to the drive shaft with the shift of the gear stage of the stepped transmission means. And the stepped transmission means, and when the predetermined operating condition is satisfied, the setting is performed with a shift of the gear stage of the stepped transmission means in a state where the rotation speed of the generator is fixed at a value of 0. Control means for controlling the generator, the electric motor and the stepped transmission means together with the control of the internal combustion engine so that the required driving force is output to the drive shaft;
It is a summary to provide.

  In the drive device according to the present invention, the control of the internal combustion engine is performed so that the required drive force required for the drive shaft is output to the drive shaft with the shift of the stepped speed change means when the predetermined operation condition is not satisfied. In addition, the generator, the motor, and the stepped transmission means are controlled, and when the predetermined operating condition is satisfied, the speed of the generator is fixed with a value of 0 and requested with the shift of the shift stage of the stepped transmission means. The generator, the motor, and the stepped transmission are controlled together with the control of the internal combustion engine so that the driving force is output to the driving shaft. Since the driving force is output to the drive shaft in a state where the rotation speed of the generator is fixed at 0 without using a brake, the energy efficiency of the apparatus can be improved without complicating the apparatus. Further, if the generator generates less heat as the predetermined operating condition, it is possible to suppress the heat generation of the generator and improve the energy efficiency of the apparatus.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, a generator capable of inputting / outputting power, a stepped transmission means having an input shaft for shifting and transmitting power between the input shaft and the drive shaft, and the input shaft and the internal combustion engine A three-axis power input / output means connected to the three shafts of the output shaft and the rotating shaft of the generator and for inputting / outputting power to / from the remaining shaft based on the power input / output to / from any two of the three shafts; A control method of a power output device comprising: an electric motor capable of inputting / outputting power to / from the input shaft; and an electric storage means capable of exchanging electric power with the generator and the electric motor,
The internal combustion engine, the generator, and the electric motor so that a required driving force required for the drive shaft is output to the drive shaft with a shift of the shift speed of the stepped transmission means when a predetermined operation condition is not satisfied. And the stepped transmission means, and when the predetermined operating condition is satisfied, the request is accompanied by a shift of the gear stage of the stepped transmission means with the rotation speed of the generator fixed at a value of 0. Controlling the internal combustion engine, the generator, the electric motor, and the stepped transmission means so that a driving force is output to the drive shaft;
It is characterized by that.

  In the control method for the power output apparatus of the present invention, when the predetermined operation condition is not satisfied, the required driving force required for the drive shaft is output to the drive shaft along with the shift of the shift speed of the stepped transmission means. The generator, the motor, and the stepped transmission means are controlled together with the control of the internal combustion engine, and when the predetermined operating condition is satisfied, the speed change of the gear stage of the stepped transmission means is performed with the rotation speed of the generator fixed at 0. As well as controlling the internal combustion engine, the generator, the motor, and the stepped transmission are controlled so that the required driving force is output to the drive shaft. Since the driving force is output to the drive shaft in a state where the rotation speed of the generator is fixed at 0 without using a brake, the energy efficiency of the apparatus can be improved without complicating the apparatus. Further, if the generator generates less heat as the predetermined operating condition, it is possible to suppress the heat generation of the generator and improve the energy efficiency of the apparatus.

  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 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to a ring gear shaft 32a serving as a power shaft connected to the power distribution and integration mechanism 30, and the driving wheels 39a, A transmission 60 that outputs to a drive shaft 36 connected to 39b, and a hybrid electronic control unit 70 that controls the entire vehicle 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 engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on a signal from a crank position sensor (not shown) attached to the crankshaft 26.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG <b> 1 is connected to the sun gear 31, and the ring gear shaft 32 a as a rotating shaft is connected to the ring gear 32. When the motor MG1 functions as a motor, the 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 the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 39a and 39b of the vehicle via the transmission 60, the drive shaft 36, and the differential gear 38.

The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, the rotational positions of the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2. A rotational current and a phase current applied to the motors MG1 and MG2 detected by a current sensor (not shown) are input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 communicates with the hybrid electronic control unit 70, and controls driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70 and, if necessary, the motors MG1 and MG.
2 is output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The transmission 60 is configured to be able to transmit power accompanying a change in gear position between the ring gear shaft 32a as the power shaft and the drive shaft 36 and to release the connection between the ring gear shaft 32a and the drive shaft 36. Has been. An example of the configuration of the transmission 60 is shown in FIG. As shown in the figure, the transmission 60 includes a single-pinion planetary gear mechanism 62, 64, 66, two clutches C1, C2, and three brakes B1, B2, B3. The planetary gear mechanism 62 includes an external gear sun gear 62s, an internal gear ring gear 62r arranged concentrically with the sun gear 62s, a plurality of pinion gears 62p that mesh with the sun gear 62s and mesh with the ring gear 62r, and a plurality of pinion gears 62p. The pinion gear 62p rotates and revolves, and the sun gear 62s can be connected to or disconnected from the ring gear shaft 32a by turning on and off the clutch C2, and the brake B1 can be turned on and off. The rotation can be stopped or made free, and the carrier 62c can be stopped or made free by turning on and off the brake B2. The planetary gear mechanism 64 includes an external gear sun gear 64s, an internal gear ring gear 64r disposed concentrically with the sun gear 64s, a plurality of pinion gears 64p that mesh with the sun gear 64s and mesh with the ring gear 64r, and a plurality of pinion gears 64p. The pinion gear 64p rotates and revolves, and the sun gear 64s is connected to the sun gear 62s of the planetary gear mechanism 62, and the ring gear 64r is connected to or released from the ring gear shaft 32a by turning on and off the clutch C1. The carrier 64c is connected to the ring gear 62r of the planetary gear mechanism 62. The planetary gear mechanism 66 includes an external gear sun gear 66s, an internal gear ring gear 66r arranged concentrically with the sun gear 66s, a plurality of pinion gears 66p that mesh with the sun gear 66s and mesh with the ring gear 66r, and a plurality of pinion gears 66p. And a carrier 66c that holds the pinion gear 66p in a rotatable and revolving manner. The sun gear 66s is connected to the ring gear 64r of the planetary gear mechanism 64, and the ring gear 66r can stop or freely rotate by turning on and off the brake B3. The carrier 66c is connected to the ring gear 62r of the planetary gear mechanism 62, the carrier 64c of the planetary gear mechanism 64, and the drive shaft 36. The transmission 60 can disconnect the ring gear shaft 32a and the drive shaft 36 by turning off all of the clutches C1, C2 and the brakes B1, B2, B3, and can turn on the clutch C1 and the brake B3 as well as the clutch. By turning off C2 and brakes B1 and B2, the rotation of the ring gear shaft 32a is decelerated with a relatively large reduction ratio and transmitted to the drive shaft 36 (hereinafter this state is referred to as the first speed state), and the clutch C1 and By turning on the brake B2 and turning off the clutch C2 and the brakes B1 and B3, the rotation of the ring gear shaft 32a is decelerated at a reduction ratio smaller than the first speed and transmitted to the drive shaft 36 (hereinafter, this state is referred to as “the state”). 2nd speed state), by turning on the clutch C1 and the clutch B1 and turning off the clutch C2 and the brakes B2 and B3. The rotation of the ring gear shaft 32a is decelerated at a reduction ratio smaller than the second speed and transmitted to the drive shaft 36 (hereinafter this state is referred to as the third speed state), the clutches C1, C2 are turned on, and the clutches B1, B2, B3 Is turned off, the rotation of the ring gear shaft 32a is transmitted to the drive shaft 36 as it is (hereinafter this state is referred to as the fourth speed state). Further, the transmission 60 turns the clutch C2 and the brake B3 on and turns off the clutch C1 and the brakes B1 and B2, thereby reversing and decelerating the rotation of the ring gear shaft 32a and transmitting it to the drive shaft 36. (Hereafter, this state is called a reverse state).

  As shown in FIG. 1, the clutches C1, C2 and the brakes B1, B2, B3 are turned on and off by adjusting the hydraulic pressure applied to the clutches C1, C2 and the brakes B1, B2, B3 by driving the hydraulic actuator 100. It is done from that. This hydraulic actuator 100 has an oil pump 102 that pumps oil and a pressure that allows the pressure (line pressure) of the oil pumped from the oil pump 102 to be adjusted to the clutches C1, C2 and the brakes B1, B2, B3. comprising a hydraulic supply unit 104, which can be supplied separately.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 3 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 4 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  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. From the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the hydraulic pressure that detects the line pressure of the hydraulic pressure supply unit 104 of the actuator 100. The oil pressure Poil from the sensor 106, the drive shaft rotational speed Nd from the rotational speed sensor 37 attached to the drive shaft 36, and the like are input via the input port. The hybrid electronic control unit 70 outputs drive signals to the clutches C1 and C2 of the transmission 60 and the hydraulic actuators 100 of the brakes B1, B2 and B3 via an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  In the hybrid vehicle 20 of the embodiment, the position of the shift lever 81 detected by the shift position sensor 82 includes a parking position (P position), a neutral position (N position), a drive position (D position), and a reverse position (R Position). When the shift position SP is the D position or the R position, the transmission 60 is in the 1st to 4th speeds of the clutches C1, C2 and the brakes B1, B2, B3 so as to be in the reverse state. It is assumed that the clutch and brake corresponding to the state and the reverse state are engaged, and when the shift position SP is the N position or the P position, the clutches C1, C2 and the brakes B1, B2, B3 of the transmission 60 are all released. It was.

The hybrid vehicle 20 of the embodiment configured in this way calculates the required torque to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver, and the required torque The transmission 60 is controlled so as to achieve a shift speed according to Td * and the vehicle speed V, and the required power corresponding to the torque according to the required torque and the shift speed of the transmission 60 is output to the ring gear shaft 32a. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the engine 22 is being operated will be described. FIG. 5 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 of the embodiment when the engine 22 is operating. This routine is executed at predetermined time intervals (e.g., every several msec). Even during the execution of this drive control routine, the shift map in which the relationship between the accelerator opening Acc, the vehicle speed V, and the gear position is set, the accelerator opening Acc from the accelerator pedal position sensor 84, and the vehicle speed sensor 88. gears of the transmission 60 based on the vehicle speed V is speed.

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the motor MG1. , MG2 rotational speed Nm1, Nm2, drive shaft rotational speed Nd from rotational speed sensor 37, transmission gear ratio G of transmission 60, input / output limit Win, Wout of battery 50, etc. (Step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) attached to the crankshaft 26 and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. The input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do. Note that the gear ratio G of the transmission 60 is input based on the state of the transmission 60.

  When the data is input in this way, the required torque Td * to be output to the drive shaft 36 is set as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V (step S110), and the set required torque Based on Td *, required power Pe * required for engine 22 is set (step S120). In the embodiment, the required torque Td * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Td * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Td * is derived from the stored map and set. FIG. 6 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Td * multiplied by the rotational speed Nd of the drive shaft 36 and the charge / discharge required power Pb * required by the battery 50 and the loss Loss.

  Next, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * (step S130). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 7 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Subsequently, the target rotational speed Nm1 * of the motor MG1 is calculated by the following equation (1) using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, and the gear ratio ρ of the power distribution and integration mechanism 30 ( Step S140). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 8 shows an example of a collinear diagram for dynamically explaining the rotational elements of the power distribution and integration mechanism 30 and the transmission 60. Incidentally, FIG. 8 shows a case transmission 60 of the second speed state. In the drawing, the left side is a collinear diagram of the power distribution and integration mechanism 30, the left 31 axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, and the 34 axis is the carrier 34 that is the rotation speed Ne of the engine 22. The rotational speed of the ring gear 32 (ring gear shaft 32a), which is the rotational speed Nm2 of the motor MG2, is indicated by 32 axes. In the drawing, the right side is a collinear diagram of the transmission 60, the 64r and 66s axes indicate the rotational speeds of the ring gear 64r of the planetary gear mechanism 64 and the sun gear 66s of the planetary gear mechanism 66, and the 62r, 64c and 66c axes are the drive shaft 36. The rotational speed of the ring gear 62r of the planetary gear mechanism 62, the carrier 64c of the planetary gear mechanism 64, and the carrier 66c of the planetary gear mechanism 66, which is the rotational speed No. of the planetary gear mechanism 66, and the axis 62c indicates the rotational speed of the carrier 62c of the planetary gear mechanism 62. , 66r axis indicates the rotational speed of the ring gear 66r of the planetary gear mechanism 66, and the 62s and 64s axes indicate the rotational speed of the sun gear 62s of the planetary gear mechanism 62 and the sun gear 64s of the planetary gear mechanism 64. In the figure, the dotted line connecting the left and right collinear charts indicates the rotating elements (32 axes, 64r, 66s axes) connected when the shift position SP is the D position. The two thick arrows on the 32 axes indicate the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2, and the two thick lines on the 62r, 64c, and 66c axes. The arrows indicate the torques output to the drive shaft 36 via the transmission 60 when these torques output to the 32 shafts. Equation (1) can be easily derived from the alignment chart of FIG.

  Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / ρ (1)

  When the target rotational speed Nm1 * of the motor MG1 is thus set, the set required torque Td * is set to the threshold value Tref, the absolute value of the set target rotational speed Nm1 * of the motor MG1 is set to the threshold value Nm1ref, and the set target rotational speed of the engine 22 is set. The absolute value (rotational speed difference) of the difference between Ne * and the input rotational speed Ne of the engine 22 is compared with the threshold value Neref (step S150). Here, the threshold value Tref is used to determine a state in which the load required for traveling is relatively small, and can be set to 30% of the maximum allowable torque, for example. performance and the motor MG1 of the engine 22 to be mounted, MG2 is determined by such. The threshold value Nm1ref is used to determine whether the target rotational speed Nm1 * of the motor MG1 is near 0, and values such as 200 rpm, 300 rpm, 500 rpm, and 1000 rpm can be used. Further, the threshold value Neref is used to determine whether or not the operating range of the engine 22 is within an allowable range when considering fuel efficiency, and uses values such as 200 rpm, 300 rpm, 500 rpm, and 1000 rpm. be able to. These comparisons determine whether or not the conditions for traveling in the state where the motor MG1 is locked at the rotation speed of 0 are satisfied in the embodiment. This depends on the gear ratio ρ of the power distribution and integration mechanism 30 when the required torque Td * is relatively small, but generally the rotational speed Nm1 of the motor MG1 is near zero or a negative value, and the motor MG1 It is based on the fact that the energy efficiency of the entire vehicle can be improved when the state is locked. The comparison between the target rotational speed Nm1 * of the motor MG1 and the threshold value Nm1ref, or the comparison between the rotational speed difference between the target rotational speed Ne * and the rotational speed Ne of the engine 22 and the threshold value Neref is possible even if the required torque Td * is relatively small. The case where it is better not to set the motor MG1 in a locked state such as when the efficiency as a whole becomes low or during transition is taken into consideration.

  The required torque Td * is greater than or equal to the threshold Tref, the absolute value of the target rotational speed Nm1 * of the motor MG1 is greater than or equal to the threshold Nm1ref, or the target rotational speed Ne * of the engine 22 and the input rotational speed Ne of the engine 22 When the rotational speed difference is equal to or larger than the threshold value Neref, it is determined that the motor MG1 should not be locked. Based on the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1, the following equation (2) To calculate the torque Tm1tmp of the motor MG1 (step S160). Here, Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. Yes, “k2” in the third term on the right side is the gain of the integral term.

  Tm1tmp = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  Subsequently, a motor as a torque to be output from the motor MG2 by adding the motor torque Tm1tmp divided by the gear ratio ρ of the power distribution and integration mechanism 30 to the one obtained by dividing the required torque Td * by the gear ratio G of the transmission 60 Torque Tm2tmp is calculated by the following equation (3) (step S170), and torque limits Tm1min and Tm1max are set as upper and lower limits of the motor torque Tm1tmp that satisfies both equations (4) and (5) (step S180). Here, Expression (3) can be easily derived from the alignment chart of FIG. Equation (4) is a relationship in which the total torque output to the ring gear shaft 32a by the motor MG1 or the motor MG2 is within a range from a value 0 to a value obtained by dividing the required torque Td * by the expected gear ratio Gest. Expression (5) is a relationship in which the total sum of electric power input / output by the motor MG1 and the motor MG2 falls within the range of the input / output limits Win and Wout. Torque limit Tm1min, an example of Tm1max 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.

Tm2tmp = Td * / G + Tm1tmp / ρ (3)
0 ≦ −Tm1tmp / ρ + Tm2tmp ≦ Td * / G (4)
Win ≦ Tm1tmp ・ Nm1 ＋ Tm2tmp ・ Nm2 ≦ Wout (5)

  When the torque limits Tm1min and Tm1max are set in this way, the motor torque Tm1tmp set in step S160 is limited by the torque limits Tm1min and Tm1max according to equation (6), and the torque command Tm1 * of the motor MG1 is set (step 190). Then, the deviation from the power consumption (generated power) of the motor MG1 obtained by multiplying the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * by the current rotational speed Nm1 of the motor MG1 is divided by the rotational speed Nm2. Thus, torque limits Tm2min and Tm2max as upper and lower limits of torque that may be output from the motor MG2 are calculated by the following equations (7) and (8) (step S200), and the motor torque Tm2tmp set in step S170 is calculated. The torque command Tm2 * of the motor MG2 is set by limiting with the torque limits Tm2min and Tm2max according to the equation (9) (step S210).

Tm1 * = max (min (Tm1tmp, Tm1max), Tm1min) (6)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (7)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (8)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (9)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S220), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and 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.

  In step S150, the required torque Td * is less than the threshold value Tref, the absolute value of the target rotational speed Nm1 * of the motor MG1 is less than the threshold value Nm1ref, and the target rotational speed Ne * of the engine 22 is input. When the rotational speed difference from Ne is less than the threshold value Neref, it is determined that the motor MG1 should be in a locked state, and the rotational speed of the engine 22 is obtained by multiplying the required torque Td * by the rotational speed Nd of the drive shaft 36. The value divided by Ne is set as the target torque Te * of the engine 22 (step S230), and is locked by the following equation (10) using the set target torque Te * and the gear ratio ρ of the power distribution and integration mechanism 30. The locking torque Tm1r, which is a torque that should be allowed by the current flowing through the motor MG1, is set (step S240). Here, the first term on the right side of the equation (10) is the torque to be output from the motor MG1 when the target torque Te * is output from the engine 22, and can be easily obtained from the collinear diagram of FIG. it can. The second term on the right side is a torque necessary to prevent the motor MG1 from rotating even if torque pulsation of the engine 22 occurs, and can be determined by the performance of the engine 22 or the conditions in the determination in step S150.

  Tm1r = ρ ・ Te * / (1 + ρ) + ΔT (10)

  Then, a value 0 is set for the torque command Tm2 * of the motor MG2 (step S250), the target torque Te * is transmitted to the engine ECU 24, and the locking torque Tm1r and the torque command Tm2 * are transmitted to the motor ECU 40 (step S260). ), And finishes the drive control routine. The engine ECU 24 that has received the target torque Te * performs control such as intake air amount control, fuel injection control, and ignition control in the engine 22 so that the engine 22 is operated at an operating point between the engine speed and the target torque Te *. To do. The motor ECU 40 that has received the locking torque Tm1r and the torque command Tm2 * performs switching control of the switching element of the inverter 42 so that no torque is output from the motor MG2, and when the rotational speed Nm1 is 0 for the motor MG1 Switching control of the switching element of the inverter 41 is performed so that a current corresponding to the locking torque Tm1r flows in the d-axis. When the rotational speed Nm1 of the motor MG1 is not a value 0, the rotational speed Nm1 is controlled to be a value 0 and is rotated. After the number Nm1 reaches the value 0, the switching element of the inverter 41 is subjected to switching control so that a current corresponding to the locking torque Tm1r flows in the d-axis. Here, the d-axis is the d-axis in the dq coordinate system when the phase current in the three-phase AC motor is subjected to three-phase to two-phase conversion (coordinate conversion), and is a permanent magnet attached to the rotor of the motor MG1. It is the direction of the speed formed by. Lock control of the motor MG1 can be performed as follows. First, an electrical angle is calculated from the rotational position of the rotor of motor MG1, and phase currents Iu1, Iv1, and Iw1 detected using the calculated electrical angle are subjected to coordinate conversion (three-phase to two-phase conversion) to generate currents Id1, Iq1. Calculate Subsequently, a current corresponding to the locking torque Tm1r is set in the current command Id1 * and a value 0 is set in the current command Iq1 *, and the set current commands Id1 * and Iq1 * and the calculated currents Id1 and Iq1 are used. The voltage commands Vd1 * and Vq1 * are set, and the set voltage commands Vd1 * and Vq1 * are coordinate-converted (2-phase to 3-phase conversion) to change the three-phase coil U phase, V phase, and W phase of the motor MG1. voltage Directive Vu1 *, Vv1 *, to calculate the Vw1 *. Then, the calculated voltage commands Vu1 *, Vv1 *, Vw1 * are converted into PWM signals for switching the inverter 41, and the switching element of the inverter 41 is subjected to switching control based on this. By such control, the motor MG1 is in a locked state.

  FIG. 10 is an example of a collinear diagram for dynamically explaining the rotational elements of the power distribution and integration mechanism 30 and the transmission 60 in a state where the motor MG1 is locked. In FIG. 10, the solid line indicates when the transmission 60 is in the second speed state, and the broken line indicates when the transmission 60 is in the third speed state. As shown in the figure, when the motor MG1 is locked, the torque Te output from the engine 22 is converted by the gear ratio ρ of the power distribution and integration mechanism 30 and the gear ratio G of the transmission 60 to be applied to the drive shaft 36. Is output. For this reason, although an electrical loss necessary to bring the motor MG1 into the locked state occurs, the mechanical energy output from the engine 22 is output to the drive shaft 36 with only a slight mechanical loss. . As described above, in the control in which the motor MG1 is in the locked state, the required torque Td * is less than the threshold value Tref, the absolute value of the target rotational speed Nm1 * of the motor MG1 is less than the threshold value Nm1ref, and the engine 22 Since it is executed when the difference in rotation speed between the target rotation speed Ne * and the input rotation speed Ne of the engine 22 is less than the threshold value Neref, the power circulation caused by the negative rotation speed Nm1 of the motor MG1 is avoided. In addition, the engine 22 can be operated relatively efficiently and the required torque Td * can be output to the drive shaft 36. As a result, the fuel consumption of the vehicle can be improved.

  According to the hybrid vehicle 20 of the embodiment described above, the motor MG1 is set in the locked state and output from the engine 22 to the drive shaft 36 when the overall efficiency is not lowered at a relatively low load or when it is not in a transient state. The motor MG1 is fixed by controlling the engine 22 to output a target torque Te * obtained by dividing the required torque Td * to be multiplied by the drive shaft rotational speed Nd by the rotational speed Ne of the engine 22. Without providing a brake to perform, the motor MG1 can be locked to improve the fuel efficiency of the vehicle. In addition, since the motor MG1 is locked only when the load is relatively low, heat generation of the motor MG1 can be suppressed. Further, when the motor MG1 is brought into the locked state, a current sufficient to generate a necessary and sufficient torque is caused to flow to the motor MG1 according to the above-described equation (10), so that the fuel consumption of the vehicle is improved while suppressing the heat generation of the motor MG1. Can do. Needless to say, the required torque Td * can be output to the drive shaft 36 along with the shift of the shift stage of the transmission 60 to travel.

  In the hybrid vehicle 20 of the embodiment, the required torque Td * is less than the threshold value Tref, the absolute value of the target rotation speed Nm1 * of the motor MG1 is less than the threshold value Nm1ref, and the target rotation speed Ne * of the engine 22 is input. The motor MG1 is set to the locked state when the rotational speed difference from the rotational speed Ne of the engine 22 is less than the threshold value Neref, but the required torque Td * is less than the threshold value Tref and the absolute value of the target rotational speed Nm1 * of the motor MG1 is If it is less than the threshold value Nm1ref, the motor MG1 may be locked even when the rotational speed difference between the target rotational speed Ne * of the engine 22 and the input rotational speed Ne of the engine 22 is greater than or equal to the threshold value Neref. The engine speed when the torque Td * is less than the threshold value Tref and the target engine speed Ne * of the engine 22 is input. If the rotational speed difference from e is less than the threshold value Neref, the motor MG1 may be locked even when the absolute value of the target rotational speed Nm1 * of the motor MG1 is greater than or equal to the threshold value Nm1ref. If the absolute value of the target rotational speed Nm1 * is less than the threshold value Nm1ref and the rotational speed difference between the target rotational speed Ne * of the engine 22 and the input rotational speed Ne of the engine 22 is less than the threshold value Neref, the required torque Td * is The motor MG1 may be locked even if the threshold value is Tref or more. If the required torque Td * is less than the threshold value Tref, the absolute value of the target rotational speed Nm1 * of the motor MG1 is greater than or equal to the threshold value Nm1ref, or the target rotational speed Ne * of the engine 22 and the input rotational speed Ne of the engine 22 The motor MG1 may be in a locked state even if the rotation speed difference is equal to or greater than the threshold value Neref. If the absolute value of the target rotation speed Nm1 * of the motor MG1 is less than the threshold value Nm1ref, the required torque Td * is the threshold value Tref. Even when the difference between the engine speed Ne * and the input engine speed Ne is equal to or greater than the threshold Neref, the motor MG1 may be locked. If the rotational speed difference between the rotational speed Ne * and the input rotational speed Ne of the engine 22 is less than the threshold value Neref, the required torque Td There may be a motor MG1 even target rotation speed Nm1 *. Of absolute value the threshold Nm1ref more even or motor MG1 equal to or greater than the threshold value Tref as a locked state. Further, the condition that the required torque Td * is less than the threshold value Tref, the condition that the absolute value of the target revolution number Nm1 * of the motor MG1 is less than the threshold value Nm1ref, and the target revolution number Ne * of the engine 22 that is input. The motor MG1 may be brought into the locked state in consideration of conditions other than the condition that the difference in rotational speed between the motor and MG is less than the threshold value Neref.

  In the hybrid vehicle 20 of the embodiment, the required torque Td * is less than the threshold value Tref while the engine 22 is being operated, the absolute value of the target rotational speed Nm1 * of the motor MG1 is less than the threshold value Nm1ref, and the engine 22 The motor MG1 is set in the locked state when the difference in rotational speed between the target rotational speed Ne * and the input rotational speed Ne of the engine 22 is less than the threshold value Neref, but the motor MG1 is also in a state where the engine 22 is not operated. May be in a locked state.

  In the hybrid vehicle 20 of the embodiment, torque limits Tm1min and Tm1max for limiting the motor torque Tm1tmp within a range satisfying the above-described formulas (4) and (5) are obtained to set the torque command Tm1 * of the motor MG1 and formula ( 7) and (8) are used to obtain the torque limits Tm2min and Tm2max, and the torque command Tm2 * of the motor MG2 is set. However, the torque limits Tm1min and Tm1max are limited within the range satisfying the expressions (4) and (5). The motor torque Tm1tmp is set as it is as the torque command Tm1 * of the motor MG1, and the torque limit Tm2min and Tm2max are obtained from the equations (7) and (8) using the torque command Tm1 * to obtain the torque command Tm2 * of the motor MG2. It does not matter as a setting. In addition, if the torque command Tm1 *, Tm2 * of the motors MG1, MG2 is set within the range of the input / output limits Win, Wout of the battery 50 using the rotation speed Nm2 of the motor MG2 and the expected motor rotation speed Nm2est. , it may be as using any technique.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 capable of shifting with four speeds is used. However, the speed is not limited to four, and the speed can be changed with two or more speeds. Any machine can be used.

  In the hybrid vehicle 20 of the embodiment, the power distribution and integration mechanism 30 is used to transmit power from the engine 22 to the ring gear shaft 32a as a power shaft connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the transmission 60. The drive shaft 36 outputs power to the inner rotor 132 and the drive wheels 39a and 39b connected to the crankshaft of the engine 22, as illustrated in the hybrid vehicle 120 of the modification of FIG. And an outer rotor 134 connected to a power shaft 32b connected via a transmission 60, and a part of the power of the engine 22 is driven through a power shaft 32b, a transmission 60, and a drive shaft 36 to drive wheels 39a. , 39b and a counter-rotor motor 130 that converts the remaining power into electric power.

  In the embodiment, the hybrid vehicle 20 equipped with the power output device is described as the best mode of the present invention. However, a power output device not mounted on such a vehicle may be used. Moreover, it is good also as a form of the drive device integrated in such a power output device with an internal combustion engine. Furthermore, it may be in the form of a control method of the power output apparatus.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the transmission 60 corresponds to a “stepped transmission unit”, and the power distribution and integration mechanism 30 is a “three-shaft type”. The required torque required for the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V is equivalent to the “power input / output means”, the motor MG2 is equivalent to “electric motor”, the battery 50 is equivalent to “power storage means”. The hybrid electronic control unit 70 that executes step S110 of the drive control routine of FIG. 5 for setting Td * corresponds to “required drive force setting means”, and the required torque Td * is equal to or greater than the threshold value Tref or the motor MG1 The absolute value of the target rotational speed Nm1 * is greater than or equal to the threshold Nm1ref, or the rotational speed difference between the target rotational speed Ne * of the engine 22 and the input rotational speed Ne of the engine 22 is greater than or equal to the threshold Neref. In some cases, the engine 22 is operated so that the required torque Td * is output to the drive shaft 36 while efficiently operating the engine 22 with the shift of the shift stage of the transmission 60 within the range of the input / output limits Win and Wout of the battery 50. The target rotational speed Ne *, target torque Te *, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set to control the engine 22, the motors MG1 and MG2, and the required torque Td * is less than the threshold Tref. When the absolute value of the target rotational speed Nm1 * of MG1 is less than the threshold value Nm1ref, and the rotational speed difference between the target rotational speed Ne * of the engine 22 and the input rotational speed Ne of the engine 22 is less than the threshold value Neref, the motor MG1 Is locked and the required torque Td * to be output from the engine 22 to the drive shaft 36 is multiplied by the drive shaft rotational speed Nd. The hybrid electronic control unit 70 executes the processing of steps S150 to S260 of the drive control routine of FIG. 5 for controlling the engine 22 so that a target torque Te * obtained by dividing the engine by the rotational speed Ne of the engine 22 is output. The engine ECU 24 that controls the engine 22 based on the target rotational speed Ne * and the target torque Te *, the motor ECU 40 that controls the motors MG1 and MG2 based on the torque commands Tm1 * and Tm2 *, and the gear position of the transmission 60 according to the hydraulic sequence. a hybrid electronic control unit 70 to shift control corresponds to a "control unit". Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power to an input shaft. I do not care. The “stepped transmission means” is not limited to the four-stage transmission 60, but any stepped transmission that transmits power between the input shaft and the drive shaft. It doesn't matter. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Any one of the three shafts connected to the three shafts of the input shaft, the output shaft of the internal combustion engine, and the rotating shaft of the generator, such as those connected to the shaft or those having a different operation action from the planetary gear such as a differential gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the two shafts, any device may be used. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor, such as an induction motor, as long as it can input and output power to an input shaft. . The “power storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a power drive input / output means and an electric motor such as a capacitor. The “required driving force setting means” is not limited to the one that sets the required torque Td * of the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, but is driven based only on the accelerator opening Acc. As long as the required driving force required for the drive shaft is set, such as setting the required torque Td * of the shaft 36, any configuration may be used. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. The “control means” includes the required torque Td *, the absolute value of the target rotational speed Nm1 * of the motor MG1, and the condition of the rotational speed difference between the target rotational speed Ne * of the engine 22 and the input rotational speed Ne of the engine 22. Is not limited to the one that lock-controls the motor MG1, and when the predetermined operating condition is not satisfied, the required driving force set with the shift of the shift stage of the stepped transmission means is output to the drive shaft. The internal combustion engine, the generator, the motor, and the stepped transmission means are controlled so that when the predetermined operating condition is satisfied, the speed of the stepped transmission means is fixed with the value of the generator being fixed at zero. Any device may be used as long as it controls the internal combustion engine, the generator, the electric motor, and the stepped transmission means so that the required driving force set with the shift is output to the drive shaft. As the “control means” when the power output device that outputs power to the drive shaft is incorporated with the internal combustion engine, the “control means” is obtained by removing the engine ECU 24 from the “control means” when the power output device is used, that is, Controls the internal combustion engine, the generator, the motor, and the stepped transmission means so that the required driving force set with the shift of the gear stage of the stepped transmission means is output to the drive shaft when the predetermined operating condition is not satisfied. When the predetermined operating condition is satisfied, the required driving force set with the shift of the gear stage of the stepped transmission means is output to the drive shaft while the rotational speed of the generator is fixed at 0. Any device that controls the internal combustion engine, the generator, the electric motor, and the stepped transmission means may be used. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The 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.

  The present invention can be used in the manufacturing industry of power output devices, vehicles, and drive devices.

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. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. Is an explanatory diagram showing an example of a torque demand setting map. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining the power distribution and integration mechanism 30 and the rotational elements of the transmission 60 when the transmission 60 is in the second speed state. It is explanatory drawing which shows an example of torque restrictions Tm1min and Tm1max. It is explanatory drawing which shows an example of the collinear diagram for demonstrating dynamically the rotational element of the power distribution integration mechanism 30 and the transmission 60 when the motor MG1 is made into a locked state. Is a block diagram showing the schematic configuration of a hybrid vehicle 120 of the modified example.

Explanation of symbols

  20, 120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 32b power shaft, 33 pinion gear, 34 Carrier, 36 Drive shaft, 37 Rotational speed sensor, 38 Differential gear, 39a, 39b Drive wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 Battery, 51 Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Electric power line, 60 Transmission, 62, 64, 66 Planetary gear mechanism, 62s, 64s, 66s Sun gear, 62c, 64c, 66c Carrier, 62 , 64r, 66r ring gear, 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, 100 Actuator, 102 Oil pump, 104 Oil pressure supply unit, MG1, MG2 motor, C1, C2 clutch, B1, B2, B3 brake.

Claims (4)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
A generator capable of inputting and outputting power;
A stepped transmission means having an input shaft and transmitting power by shifting between the input shaft and the drive shaft;
Connected to the three shafts of the input shaft, the output shaft of the internal combustion engine, and the rotating shaft of the generator, power is input / output to the remaining shaft based on the power input / output to any two of the three shafts Three-axis power input / output means for
An electric motor capable of inputting and outputting power to the input shaft;
Power storage means capable of exchanging electric power with the generator and the motor;
A rotational speed detection means for detecting an engine rotational speed which is the rotational speed of the internal combustion engine;
Required power setting means for setting a required driving force required for the drive shaft;
A condition under which the internal combustion engine is operated, a condition in which the set required driving force is less than or equal to a predetermined driving force, a condition in which the absolute value of the rotational speed of the generator is less than a predetermined rotational speed, and a predetermined internal combustion engine A difference in rotational speed between a calculated rotational speed that is the rotational speed of the internal combustion engine that is calculated to output the set required driving force to the drive shaft while operating under constraints and the detected engine rotational speed is predetermined. When at least one of the four conditions that are less than the rotational speed difference is not satisfied, the set required driving force is output to the drive shaft along with the shift of the gear stage of the stepped transmission means. The internal combustion engine, the generator, the motor, and the stepped transmission means are controlled, and the generator is controlled so that the number of revolutions of the generator becomes 0 when all of the four conditions are satisfied. Together with the generator control And the internal combustion engine and the electric motor so that the set required driving force is output to the drive shaft with a shift of the shift stage of the stepped transmission means in a state where the rotational speed of the generator is fixed at 0. And control means for controlling the stepped transmission means,
A power output device comprising:   A vehicle comprising the power output device according to claim 1 and an axle connected to the drive shaft. A drive device incorporated in a power output device that outputs power to the drive shaft together with the internal combustion engine and the power storage means,
A generator capable of exchanging power with the storage means and capable of inputting and outputting power;
A stepped transmission means having an input shaft and transmitting power by shifting between the input shaft and the drive shaft;
Connected to the three shafts of the input shaft, the output shaft of the internal combustion engine, and the rotating shaft of the generator, power is input / output to the remaining shaft based on the power input / output to any two of the three shafts Three-axis power input / output means for
An electric motor capable of exchanging electric power with the storage means and capable of inputting and outputting power to the input shaft;
A rotational speed detection means for detecting an engine rotational speed which is the rotational speed of the internal combustion engine;
Required power setting means for setting a required driving force required for the drive shaft;
A condition under which the internal combustion engine is operated, a condition in which the set required driving force is less than or equal to a predetermined driving force, a condition in which the absolute value of the rotational speed of the generator is less than a predetermined rotational speed, and a predetermined internal combustion engine A difference in rotational speed between a calculated rotational speed that is the rotational speed of the internal combustion engine that is calculated to output the set required driving force to the drive shaft while operating under constraints and the detected engine rotational speed is predetermined. When at least one of the four conditions that are less than the rotational speed difference is not satisfied, the set required driving force is output to the drive shaft along with the shift of the gear stage of the stepped transmission means. The generator, the electric motor, and the stepped transmission means are controlled together with the control of the internal combustion engine, and the generator is set so that the number of revolutions of the generator becomes 0 when all of the four conditions are satisfied. Control and the The internal combustion engine so that the set required driving force is output to the drive shaft with a shift of the shift stage of the stepped transmission means in a state where the rotation speed of the generator is fixed at a value of 0 by control of an electric machine. Control means for controlling the electric motor and the stepped transmission means together with the control of
A drive device comprising: An internal combustion engine, a generator capable of inputting / outputting power, a stepped transmission means having an input shaft for shifting and transmitting power between the input shaft and the drive shaft, and the input shaft and the internal combustion engine A three-axis power input / output means connected to the three shafts of the output shaft and the rotating shaft of the generator and for inputting / outputting power to / from the remaining shaft based on the power input / output to / from any two of the three shafts; A control method of a power output device comprising: an electric motor capable of inputting / outputting power to / from the input shaft; and an electric storage means capable of exchanging electric power with the generator and the electric motor,
A condition under which the internal combustion engine is operated, a condition in which a required driving force required for the drive shaft is a predetermined driving force or less, a condition in which the absolute value of the rotational speed of the generator is less than a predetermined rotational speed, and the internal combustion engine The difference in rotational speed between the calculated rotational speed of the internal combustion engine and the rotational speed of the internal combustion engine, which is calculated to output the required driving force to the drive shaft while operating under a predetermined constraint, is a predetermined rotational speed. When at least one of the four conditions that are less than the difference is not satisfied, the internal combustion engine and the internal combustion engine are output so that the required driving force is output to the drive shaft with a shift of the shift stage of the stepped transmission means. The generator, the motor, and the stepped transmission means are controlled, and when all of the four conditions are satisfied, the generator is controlled so that the number of revolutions of the generator becomes 0, and the generator Controlled by the generator The internal combustion engine, the electric motor, and the stepped transmission means so that the required driving force is output to the drive shaft with a shift of the gear stage of the stepped transmission means in a state where the rotation speed is fixed at a value of 0. Control,
A control method for a power output apparatus.

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