JP3901124B2 - POWER OUTPUT DEVICE, ITS CONTROL METHOD, AND AUTOMOBILE - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a power output apparatus, a control method thereof, and an automobile, and more particularly, to a power output apparatus that outputs power to a drive shaft, a control method thereof, and an automobile.
[0002]
[Prior art]
Conventionally, this type of power output device includes an engine, a planetary gear in which the crankshaft of the engine is connected to a carrier, and a ring gear connected to a drive shaft that is mechanically coupled to an axle, and a sun gear of the planetary gear. A thing provided with the 1st motor which inputs and outputs, and the 2nd motor which inputs and outputs motive power to a drive shaft is proposed (for example, refer to patent documents 1). This system sets the target engine speed by performing smoothing and late limit processing on the engine speed at the engine operating point that can efficiently output the necessary power based on the torque required by the driver for the drive shaft. The upper and lower limit guard processing and late limit processing are applied to the first motor speed calculated from the set engine target speed based on the planetary gear ratio, and the first motor target speed is set. The number of rotations of the first motor is feedback-controlled so that the first motor is driven by the number. Thereby, it respond | corresponds to the sudden change of a request torque.
[0003]
[Patent Document 1]
JP 2000-197208 A (FIGS. 2 to 6)
[0004]
[Problems to be solved by the invention]
In the power output apparatus that controls the rotation speed of the first motor by feedback control in this way, the drive control is performed without causing the control failure by the annealing process, the rate limit process, the upper / lower limit guard process, etc. Therefore, if you try to obtain quick response to a sudden change in the target speed of the first motor, the actual speed may overshoot beyond the target speed. When trying to suppress such overshoot, there is a case where quick response cannot be obtained with respect to a change in the target rotational speed.
[0005]
A power output apparatus, a control method therefor, and an automobile according to the present invention include a three-shaft power input / output connected to an output shaft of an internal combustion engine, a rotary shaft of a first electric motor, and a drive shaft to which a second electric motor is attached. When the target rotational speed of the first electric motor suddenly changes based on a sudden change in the target rotational speed of the internal combustion engine in a power output device or automobile equipped with the device, the rotational speed of the first motor is quickly controlled to the target rotational speed. It is intended to suppress the overshooting of the rotation speed of the first motor from the target rotation speed.
[0006]
[Means for solving the problems and their functions and effects]
The power output apparatus, the control method thereof, and the automobile of the present invention employ the following means in order to achieve any of the above-described objects.
[0007]
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;
Three axes that are connected to the three axes of the output shaft of the internal combustion engine, the drive shaft, and the third axis and that input / output power to the remaining shafts based on the power input / output to / from any two of the three axes Power input / output means,
A first electric motor capable of inputting / outputting power to / from the third shaft;
A second electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the first motor and the second motor;
Control parameter setting means for setting a control parameter of the first electric motor according to a control target value based on a required driving force to the drive shaft;
The internal combustion engine, the first electric motor, and the second electric motor are controlled such that the first electric motor is driven and controlled using the set control parameter and the required driving force is output to the driving shaft. Control means for controlling;
It is a summary to provide.
[0008]
In the first power output apparatus of the present invention, the control parameter of the first electric motor is set based on the required driving force to the drive shaft, and the first electric motor is driven and controlled using the set control parameter. At the same time, the internal combustion engine, the first electric motor, and the second electric motor are controlled so that the required driving force is output to the driving shaft. As a result, it is possible to quickly respond to a change in the required driving force applied to the drive shaft, that is, to quickly set the rotation speed of the first motor to the target rotation speed.
[0009]
In such a first power output apparatus of the present invention, the control parameter setting means is a means for setting a gain of an integral term when feedback controlling the rotation speed of the first motor as the control parameter. You can also. In this aspect of the first power output apparatus of the present invention, the control parameter setting means may be means for setting the gain of the integral term so that the control parameter setting means tends to decrease as the change in the required driving force increases. it can. In this way, since the gain of the integral term tends to decrease as the change in the required driving force increases, the influence of the integral term decreases, and the rotation speed of the first motor overshoots from the target rotation speed. Can be suppressed.
[0010]
The second power output device of the present invention is:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Three axes that are connected to the three axes of the output shaft of the internal combustion engine, the drive shaft, and the third axis and that input / output power to the remaining shafts based on the power input / output to / from any two of the three axes Power input / output means,
A first electric motor capable of inputting / outputting power to / from the third shaft;
A second electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the first motor and the second motor;
A change limit value setting means for setting a change limit value of the rotation speed of the internal combustion engine based on the rotation speed of the first motor or the motor target rotation speed set in the first motor;
Target rotational speed setting means for setting an internal combustion engine target rotational speed as an operating point of the internal combustion engine based on the set change limit value and the required driving force to the driving shaft;
The internal combustion engine, the first electric motor, and the second electric motor are controlled such that the internal combustion engine is operated at the set target engine speed and the required driving force is output to the drive shaft. Control means;
It is a summary to provide.
[0011]
In the second power output device of the present invention, the change limit value of the rotational speed of the internal combustion engine is set based on the rotational speed of the first electric motor or the motor target rotational speed set in the first electric motor. An internal combustion engine target rotational speed is set as an operating point of the internal combustion engine based on the changed limit value and the required driving force applied to the drive shaft, and the internal combustion engine is operated at the set internal combustion engine target rotational speed and requested driving is performed. The internal combustion engine, the first electric motor, and the second electric motor are controlled so that the force is output to the drive shaft. That is, the internal combustion engine, the first electric motor, and the second electric motor are controlled in accordance with the change limit value corresponding to the rotation speed of the first motor and the target motor rotation speed and the required driving force to the drive shaft. As a result, the rotation speed of the first motor can be quickly set to the target rotation speed, and the rotation speed of the first motor can be prevented from overshooting from the target rotation speed.
[0012]
In such a second power output device of the present invention, the change limit value setting means is a means for setting the change limit value so that the change limit value tends to decrease as the rotation speed of the first motor or the motor target rotation speed increases. It can also be. If it carries out like this, it can suppress that a 1st electric motor exceeds the upper limit rotation speed.
[0013]
Further, in the second power output apparatus of the present invention, the target rotational speed setting means sets the set change limit value to the rotational speed of the internal combustion engine or the internal combustion engine target rotational speed set in the internal combustion engine. Of the first rotation speed added and the second rotation speed derived based on a preset relationship for outputting the required driving force to the drive shaft, the smaller rotation speed is set to the internal combustion engine. It may be a means for setting as the engine target speed. In this way, by suppressing the rapid increase of the target rotational speed of the internal combustion engine, the rapid increase of the target rotational speed of the first electric motor is suppressed, whereby the rotational speed of the first electric motor overshoots from the target rotational speed. Can be suppressed.
[0014]
Further, in the second power output apparatus of the present invention, the target rotational speed setting means may be means for setting the electric motor target rotational speed based on the set internal combustion engine target rotational speed.
[0015]
The automobile of the present invention is the first or second power output apparatus of the present invention according to any one of the above-described aspects, that is, basically a power output apparatus that outputs power to the drive shaft, , Which is connected to the output shaft of the internal combustion engine, the drive shaft, and the third shaft, and inputs / outputs power to / from the remaining shafts based on power input / output to / from any two of the three shafts. Shaft type power input / output means, a first electric motor capable of inputting / outputting power to / from the third shaft, a second electric motor capable of inputting / outputting power to / from the drive shaft, the first electric motor, and the first motor Power storage means capable of exchanging electric power with the second motor, control parameter setting means for setting a control parameter of the first motor based on a required driving force to the drive shaft, and using the set control parameter The first electric motor is driven and controlled, and the required driving force is The first power output device of the present invention, the internal combustion engine, and the internal combustion engine comprising: control means for controlling the internal combustion engine, the first electric motor, and the second electric motor to be output to the drive shaft. Three-axis power that is connected to the engine output shaft, the drive shaft, and the third shaft and that inputs / outputs power to the remaining shafts based on power input / output to / from any two of the three shafts Input / output means, a first motor capable of inputting / outputting power to / from the third shaft, a second motor capable of inputting / outputting power to / from the drive shaft, the first motor, and the second motor And a power storage means capable of exchanging electric power, and a change limit value of the rotational speed of the internal combustion engine is set based on the rotational speed of the first electric motor or the target rotational speed of the electric motor set in the first electric motor. Change limit value setting means, the set change limit value and a request to the drive shaft Target engine speed setting means for setting the target engine speed as an operation point of the internal combustion engine based on the power, and the internal combustion engine is operated at the set target engine speed and the required driving force Comprising: a control means for controlling the internal combustion engine, the first electric motor, and the second electric motor so as to be output to the drive shaft, and the second power output device of the present invention, The gist is that the drive shaft is mechanically connected to the axle.
[0016]
According to the vehicle of the present invention, the power output device of the present invention according to any one of the above-described aspects is provided, so that the effect exhibited by the power output device of the present invention, for example, the rotational speed of the first electric motor can be quickly rotated to the target It is possible to achieve the same effect as the effect that can be reduced to the number or the effect that the rotation speed of the first motor can be prevented from overshooting from the target rotation speed.
[0017]
The control method of the first power output device of the present invention is:
The internal combustion engine, and the output shaft of the internal combustion engine, the drive shaft, and the third shaft are connected to the three shafts, and power is input / output to the remaining shafts based on the power input / output to any two of the three shafts. Three-axis power input / output means, a first motor capable of inputting / outputting power to / from the third shaft, a second motor capable of inputting / outputting power to / from the drive shaft, the first motor, A power output device control method comprising: a power storage means capable of exchanging electric power with the second electric motor;
(A) setting a control parameter of the first electric motor based on a required driving force to the driving shaft;
(B) The internal combustion engine, the first electric motor, and the second electric motor are controlled such that the first electric motor is driven and controlled using the set control parameter and the required driving force is output to the driving shaft. And control
This is the gist.
[0018]
According to the control method for the first power output apparatus of the present invention, the control parameter of the first motor is set based on the required driving force to the drive shaft, and the first motor is used using the set control parameter. Since the internal combustion engine, the first electric motor, and the second electric motor are controlled so that the required driving force is output to the driving shaft, the change in the required driving force to the driving shaft can be quickly handled. That is, the rotation speed of the first electric motor can be quickly set to the target rotation speed.
[0019]
In such a control method for the first power output apparatus of the present invention, the step (a) includes, as the control parameter, a gain of an integral term when the rotational speed of the first electric motor is feedback controlled as the control parameter. It can also be set as the step which sets so that it may become so small that a change is large. In this way, since the gain of the integral term tends to decrease as the change in the required driving force increases, the influence of the integral term decreases, and the rotation speed of the first motor overshoots from the target rotation speed. Can be suppressed.
[0020]
The control method of the second power output device of the present invention is:
The internal combustion engine, and the output shaft of the internal combustion engine, the drive shaft, and the third shaft are connected to the three shafts, and power is input / output to the remaining shafts based on the power input / output to any two of the three shafts. Three-axis power input / output means, a first motor capable of inputting / outputting power to / from the third shaft, a second motor capable of inputting / outputting power to / from the drive shaft, the first motor, A power output device control method comprising: a power storage means capable of exchanging electric power with the second electric motor;
(A) setting a change limit value for the rotational speed of the internal combustion engine based on the rotational speed of the first electric motor or the motor target rotational speed set in the first electric motor;
(B) setting an internal combustion engine target rotational speed as an operating point of the internal combustion engine based on the set change limit value and the required driving force to the driving shaft;
(C) The internal combustion engine, the first electric motor, and the second electric motor are operated so that the internal combustion engine is operated at the set target engine speed and the requested driving force is output to the drive shaft. Control
This is the gist.
[0021]
According to the control method for the second power output apparatus of the present invention, the limit value for changing the rotational speed of the internal combustion engine based on the rotational speed of the first electric motor or the motor target rotational speed set in the first electric motor. The internal combustion engine target rotational speed is set as an operating point of the internal combustion engine based on the set change limit value and the required driving force to the drive shaft, and the internal combustion engine operates at the set internal combustion engine target rotational speed. And the internal combustion engine, the first electric motor, and the second electric motor are controlled so that the required driving force is output to the drive shaft, that is, the change restriction according to the rotational speed of the first motor or the target rotational speed of the motor. Since the internal combustion engine, the first electric motor, and the second electric motor are controlled according to the value and the required driving force to the drive shaft, the rotation speed of the first motor can be quickly set to the target rotation speed and the first The motor speed is It is possible to suppress to bar shoot.
[0022]
In the control method for the second power output apparatus of the present invention, the step (a) sets the change limit value in such a manner that the larger the number of revolutions of the first motor or the target number of revolutions of the motor, the smaller the tendency. It can also be a step. If it carries out like this, it can suppress that a 1st electric motor exceeds the upper limit rotation speed.
[0023]
In the control method for the second power output apparatus of the present invention, the step (b) includes the change restriction set to the engine speed or the target engine speed set in the engine. Of the first rotation number to which the value is added and the second rotation number derived based on a preset relationship for outputting the required driving force to the drive shaft, the smaller number of rotations It may be a step of setting as the internal combustion engine target rotational speed. In this way, by suppressing the rapid increase of the target rotational speed of the internal combustion engine, the rapid increase of the target rotational speed of the first electric motor is suppressed, whereby the rotational speed of the first electric motor overshoots from the target rotational speed. Can be suppressed.
[0024]
DETAILED DESCRIPTION OF THE INVENTION
Next, embodiments of the present invention will be described using examples. FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.
[0025]
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.
[0026]
The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.
[0027]
The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.
[0028]
The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.
[0029]
The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. 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 opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.
[0030]
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.
[0031]
Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the torque conversion operation mode in which the power from the engine 22 is torque-converted and output to the ring gear shaft 32a, and the power from the engine 22 are charged / discharged by the battery 50. The operation in the charge / discharge operation mode when torque is converted and output to the ring gear shaft 32a will be described. FIG. 2 shows an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every 8 msec).
[0032]
When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control such as Nm2 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.
[0033]
When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * to be output from the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map. The required power Pe * can be calculated by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a, and adding the charge / discharge request amount Pb * of the battery 50 and the loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35. The required charge / discharge amount Pb * can be set by the remaining capacity (SOC) of the battery 50, the accelerator opening degree Acc, and the like.
[0034]
When the required torque Tr * and the required power Pe * are set, the temporary engine speed Netmp1 and the temporary engine torque Tempmp1 are set based on the set required power Pe * and an operation line for operating the engine 22 efficiently (step) S120). FIG. 4 shows an example of the operation line of the engine 22 and how the temporary engine speed Netmp1 and the temporary engine torque Ttmp1 are set. As shown in the figure, the temporary engine speed Netmp1 and the temporary engine torque Tentmp1 can be obtained from the intersection of the operation line and a curve having a constant required power Pe * (Te × Ne).
[0035]
Subsequently, the set temporary engine speed Netmp1 is subjected to a smoothing process using the previous target rotational speed Ne * to calculate the target rotational speed Ne * of the engine 22, and the obtained target rotational speed Ne * and A target torque Te * is set using the operation line described above (step S130). The smoothing process in the calculation of the target engine speed Ne * of the engine 22 is performed in order to smoothly change the engine speed Ne. Since this annealing process is a well-known process, a detailed description thereof will be omitted.
[0036]
Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 * of the motor MG1 is given by the following equation (1). Is calculated (step S140). This expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 5 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by multiplying the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35.
[0037]
[Expression 1]
Nm1 * ＝ Ne * ・ (1 + ρ) / ρ−Nm2 / (Gr ・ ρ) (1)
[0038]
When the target rotational speed Nm1 * of the motor MG1 is obtained, a deviation ΔN between the obtained target rotational speed Nm1 * and the target rotational speed Nm1 * calculated when this routine was executed last time is calculated and based on this deviation ΔN. Then, the gain k2 of the integral term in the relational expression used when calculating the torque command Tm1 * of the motor MG1 is set (step S150). The relational expression for calculating the torque command Tm1 * is an expression used as feedback control for rotating the motor MG1 at the target rotational speed Nm1 * based on the deviation between the current rotational speed of the motor MG1 and the target rotational speed Nm1 *. For example, it can be expressed as a PI control expression shown in the following expression (2). In Expression (2), the second term on the right side is a proportional term, and the third term on the right side is an integral term. Also, “k1” in the second term on the right side is the gain of the proportional term. In this embodiment, the gain k2 of the integral term is changed according to the deviation ΔN between the target rotational speed Nm1 * obtained and the previous target rotational speed Nm1 *. In the embodiment, the gain k2 is set by predetermining the relationship between the deviation ΔN and the gain k2 and storing it in the ROM 74 as a gain setting map. When the deviation ΔN is given, the corresponding gain k2 is derived from the map. To do. An example of the gain setting map is shown in FIG. In the gain setting map of the embodiment, as shown in the drawing, the gain k2 is related to become smaller as the deviation ΔN is larger. This is to suppress overshoot from the target rotational speed Nm1 * of the rotational speed Nm1 of the motor MG1 due to the delay of the integral term with respect to the sudden change of the target rotational speed Nm1 *.
[0039]
[Expression 2]
Tm1 * = previous Tm1 * + k1 (Nm1 * −Nm1) + k2∫ (Nm1 * −Nm1) dt (2)
[0040]
When the gain k2 is set in this way, the torque command Tm1 * of the motor MG1 is calculated by the equation (2) using the set gain k2 (step S160). The deviation between the power limit (generated power) of the motor MG1 obtained by multiplying the output limit Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1 is the rotational speed of the motor MG2. The torque limit Tmax as the upper limit of the torque that may be output from the motor MG2 by dividing by Nm2 is calculated by the following equation (3) (step S170), the required torque Tr *, the torque command Tm1 *, and the power distribution integration mechanism A temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated by using the gear ratio ρ of 30 by the equation (4) (step S180), and the calculated torque limit Tmax is compared with the temporary motor torque Tm2tmp to be small. Is set as the torque command Tm2 * of the motor MG2 (step S190). Thus, by setting the torque command Tm2 * of the motor MG2, the torque required to output the required torque Tr * requested by the driver to the ring gear shaft 32a within the range of the output limit of the battery 50 is limited. Can be set as Equation (4) can be easily derived from the collinear diagram of FIG. 5 described above.
[0041]
[Equation 3]
Tmax = (Wout−Tm1 * ・ Nm1) / Nm2 (3)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (4)
[0042]
When the target rotational speed Ne * and target torque Te * of the engine 22 and the target rotational speed Nm1 * and torque command Tm1 * of the engine MG1 and the torque command Tm2 * of the motor MG2 are thus set, the target rotational speed Ne * and the target of the engine 22 are set. The torque Te * is transmitted to the engine ECU 24, the target rotational speed Nm1 *, the torque command Tm1 *, and the torque command Tm2 * of the motor MG2 are transmitted to the motor ECU 40 (step S200), and the drive control routine is terminated. . The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the target rotational speed Nm1 *, the torque command Tm1 *, and the torque command Tm2 * drives the inverter 41 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. , 42 is switched.
[0043]
According to the hybrid vehicle 20 of the embodiment described above, when the torque command Tm1 * of the motor MG1 is calculated as a tendency that the deviation ΔN between the obtained target rotational speed Nm1 * and the previous target rotational speed Nm1 * increases, Is set to the integral term gain k2 in the relational expression used to obtain a torque command Tm1 * and drive control of the motor MG1 is performed. Therefore, when the deviation ΔN is relatively small, the rotational speed Nm1 of the motor MG1 is quickly set to the target rotational speed Nm1. When the target rotational speed Nm1 * changes suddenly and the deviation ΔN is large, it is possible to prevent the rotational speed Nm1 of the motor MG1 from overshooting from the target rotational speed Nm1 *. As a result, over-rotation of the motor MG1 can be suppressed. In addition, since the torque command Tm2 * of the motor MG2 is set so that the required torque Tr * is output to the ring gear shaft 32a until the output limit Wout of the battery 50 is reached, the driver can quickly enter the ring gear shaft 32a as the drive shaft. The requested torque (requested torque Tr *) can be output. Further, since the smoothing process is performed on the setting of the target rotational speed Ne * of the engine 22, the rotational speed Ne of the engine 22 can be changed smoothly.
[0044]
In the hybrid vehicle 20 of the embodiment, the motor MG1 is rotated at the target rotational speed Nm1 * based on the deviation between the current rotational speed of the motor MG1 and the target rotational speed Nm1 * as a relational expression for calculating the torque command Tm1 * of the motor MG1. Although the PI control equation having a proportional term and an integral term is used, a PID control equation having a differential term may be used.
[0045]
Next, a hybrid vehicle 20B according to a second embodiment of the present invention will be described. The hybrid vehicle 20B of the second embodiment has the same hardware configuration as the hybrid vehicle 20 of the first embodiment. In order to avoid duplication of description, a detailed description of the configuration of the hybrid vehicle 20B of the second embodiment will be omitted, and the configuration of the hybrid vehicle 20 of the first embodiment illustrated in FIG. 1 will be used as it is.
[0046]
In the hybrid electronic control unit 70 of the hybrid vehicle 20B of the second embodiment, a drive control routine illustrated in FIG. 7 is executed instead of the drive control routine illustrated in FIG. This routine is also repeatedly executed every predetermined time (for example, every 8 msec). When the drive control routine is executed, as in the first embodiment, 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, and the motor. Data necessary for control such as the rotational speeds Nm1 and Nm2 of MG1 and MG2 are input (step S300), and the torque required for the vehicle based on the input accelerator opening Acc and vehicle speed V is applied to the drive wheels 63a and 63b. The required torque Tr * to be output to the ring gear shaft 32a as the connected drive shaft and the required power Pe * to be output from the engine 22 are set (step S310), and the set required power Pe * and the engine 22 are efficiently used. Temporary engine speed Netmp1 and temporary engine torque based on the operating line to be operated Setting the etmp1 (step S320). These processes have been described in detail in the first embodiment.
[0047]
Subsequently, a rate value Nrt for setting an upper limit for changing the rotational speed Ne of the engine 22 is set based on the target rotational speed Nm1 * of the motor MG1 set when this routine was executed last time (step S330). In the embodiment, the rate value Nrt is set by predetermining the relationship between the previous target rotational speed Nm1 * and the rate value Nrt and storing it in the ROM 74 as a rate value setting map. Given, the corresponding rate value Nrt was derived from the map. An example of the rate value setting map is shown in FIG. In the rate value setting map of the embodiment, as shown in the figure, the larger the target rotational speed Nm1 * is, the higher the target rotational speed Nm1 *, the lower the rate value Nrt. This is to suppress overshooting of the rotational speed Nm1 of the motor MG1 from the target rotational speed Nm1 * when the target rotational speed Nm1 * is large, that is, when the motor MG1 is rotating at a high speed.
[0048]
When the rate value Nrt is set in this manner, the temporary engine speed Netmp1 set in step S320, the target engine speed Ne * set when the routine was executed last time, and the speed value obtained by adding the rate value Nrt, Of these, the smaller rotation speed is set as the target rotation speed Ne * of the engine 22, and the target torque Te * is set using the set target rotation speed Ne * and the operation line described above (step S340). Thereby, the target rotational speed Ne * of the engine 22 can be set as the rotational speed corresponding to the previous target rotational speed Nm1 * of the motor MG1.
[0049]
Then, the target rotational speed Nm1 * of the motor MG1 is calculated by the above-described formula (1) using the set target rotational speed Ne * (step S350), and the calculated target rotational speed Nm1 * is used to formula (2). To calculate the torque command Tm1 * of the motor MG1 (step S360), execute the same processing as the processing of steps S170 to S200 of the drive control routine of FIG. 2 (step S370 to S400), and end this routine.
[0050]
According to the hybrid vehicle 20B of the second embodiment described above, the rate value Nrt as the upper limit of the change in the rotational speed Ne of the engine 22 is set so as to decrease as the previous target rotational speed Nm1 * of the motor MG1 increases. Therefore, when the motor MG1 is rotating at a low and medium speed, the rotational speed Nm1 of the motor MG1 can be quickly set to the target rotational speed Nm1 *, and when the motor MG1 is rotating at a high speed, the rotational speed Nm1 of the motor MG1. Can be prevented from overshooting from the target rotational speed Nm1 *. Of course, since the torque command Tm2 * of the motor MG2 is set so that the required torque Tr * is output to the ring gear shaft 32a until the output limit Wout of the battery 50 is reached, the driver can quickly move to the ring gear shaft 32a as the drive shaft. The requested torque (requested torque Tr *) can be output.
[0051]
In the hybrid vehicle 20B of the second embodiment, the rate value Nrt as the upper limit of the change in the rotational speed Ne of the engine 22 is set based on the previous target rotational speed Nm1 * of the motor MG1, but the current value of the motor MG1 The rate value Nrt may be set based on the engine speed Nm1, the previous target engine speed Ne * of the engine 22, the current engine speed Ne of the engine 22, or the like.
[0052]
In the hybrid vehicles 20 and 20B of the first and second embodiments, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, the hybrid vehicle 120 of the modification of FIG. As illustrated, the power of the motor MG2 is output to an axle (an axle connected to the wheels 64a and 64b in FIG. 9) different from the axle to which the ring gear shaft 32a is connected (the axle to which the drive wheels 63a and 63b are connected). It is good also as what to do.
[0053]
The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention.
FIG. 2 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 according to the embodiment.
FIG. 3 is an explanatory diagram showing an example of a required torque setting map.
FIG. 4 is an explanatory diagram illustrating an example of an operation line of an engine 22 and a state in which a temporary engine speed Netmp1 and a temporary engine torque Tentmp1 are set.
FIG. 5 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of the power distribution and integration mechanism 30;
FIG. 6 is an explanatory diagram showing an example of a gain setting map.
FIG. 7 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70 of the second embodiment.
FIG. 8 is an explanatory diagram showing an example of a rate value setting map.
FIG. 9 is a configuration diagram illustrating a schematic configuration of a hybrid vehicle 120 according to a modification.
[Explanation of symbols]
20, 20B, 120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integrated mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35, 135 Reduction gear, 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 Power line, 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b drive wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever Chromatography, 82 shift position sensor, 83 accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (8)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Three axes that are connected to the three axes of the output shaft of the internal combustion engine, the drive shaft, and the third axis and that input / output power to the remaining shafts based on the power input / output to / from any two of the three axes Power input / output means,
A first electric motor capable of inputting / outputting power to / from the third shaft;
A second electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the first motor and the second motor;
Based on the required driving force to the drive shaft, the gain of the integral term when the rotational speed of the first electric motor is feedback controlled as the control parameter of the first electric motor according to the control target value. Control parameter setting means for setting a tendency to decrease as the change increases ,
The internal combustion engine, the first electric motor, and the second electric motor are controlled such that the first electric motor is driven and controlled using the set control parameter and the required driving force is output to the driving shaft. Control means for controlling;
A power output device comprising: A power output device that outputs power to a drive shaft,
An internal combustion engine;
Three axes that are connected to the three axes of the output shaft of the internal combustion engine, the drive shaft, and the third axis and that input / output power to the remaining shafts based on the power input / output to / from any two of the three axes Power input / output means,
A first electric motor capable of inputting / outputting power to / from the third shaft;
A second electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the first motor and the second motor;
A change limit value setting means for setting a change limit value of the rotation speed of the internal combustion engine so that the rotation speed of the internal combustion engine tends to decrease as the rotation speed of the first motor or the motor target rotation speed set in the first motor increases.
Target rotational speed setting means for setting an internal combustion engine target rotational speed as an operating point of the internal combustion engine based on the set change limit value and the required driving force to the driving shaft;
The internal combustion engine, the first electric motor, and the second electric motor are controlled such that the internal combustion engine is operated at the set target engine speed and the required driving force is output to the drive shaft. Control means;
A power output device comprising: The target rotational speed setting means includes a first rotational speed obtained by adding the set change limit value to the rotational speed of the internal combustion engine or the target rotational speed set for the internal combustion engine, and the required driving force. of the second rotational speed is derived based on a preset relationship in order to output to the drive shaft, a means for setting the smaller rotational speed as the target revolving speed claim 2 The power output apparatus described. 4. The power output apparatus according to claim 2, wherein the target rotational speed setting means is a means for setting the electric motor target rotational speed based on the set internal combustion engine target rotational speed. An automobile that includes the power output device according to claim 1 and that travels while the drive shaft is mechanically connected to an axle. The internal combustion engine, and the output shaft of the internal combustion engine, the drive shaft, and the third shaft are connected to the three shafts, and power is input / output to the remaining shafts based on the power input / output to any two of the three shafts. Three-axis power input / output means, a first motor capable of inputting / outputting power to / from the third shaft, a second motor capable of inputting / outputting power to / from the drive shaft, the first motor, A power output device control method comprising: a power storage means capable of exchanging electric power with the second electric motor;
(A) Based on the required driving force to the drive shaft, the gain of the integral term when the rotational speed of the first motor is feedback-controlled as a control parameter of the first electric motor has a large change in the required driving force Set as a tendency to become smaller ,
(B) The internal combustion engine, the first electric motor, and the second electric motor are controlled such that the first electric motor is driven and controlled using the set control parameter and the required driving force is output to the driving shaft. A method for controlling the power output device. The internal combustion engine, and the output shaft of the internal combustion engine, the drive shaft, and the third shaft are connected to the three shafts, and power is input / output to the remaining shafts based on the power input / output to any two of the three shafts. Three-axis power input / output means, a first motor capable of inputting / outputting power to / from the third shaft, a second motor capable of inputting / outputting power to / from the drive shaft, the first motor, A power output device control method comprising: a power storage means capable of exchanging electric power with the second electric motor;
(A) setting a change limit value for the rotational speed of the internal combustion engine such that the rotational speed of the first electric motor or the motor target rotational speed set for the first electric motor tends to decrease as the rotational speed increases.
(B) setting an internal combustion engine target rotational speed as an operating point of the internal combustion engine based on the set change limit value and the required driving force to the driving shaft;
(C) The internal combustion engine, the first electric motor, and the second electric motor are operated so that the internal combustion engine is operated at the set target engine speed and the requested driving force is output to the drive shaft. Control method for controlling the power output device.   The step (b) includes a first rotational speed obtained by adding the set change limit value to the rotational speed of the internal combustion engine or the target rotational speed set for the internal combustion engine, and the required driving force. 8. The step of setting, as the internal combustion engine target rotational speed, a smaller rotational speed of the second rotational speeds derived based on a preset relationship for output to the drive shaft. Method for controlling the power output apparatus.

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