JP4265674B2 - POWER OUTPUT DEVICE, ITS CONTROL METHOD, AND VEHICLE - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To perform motoring of an internal combustion engine at stable rotation speed, irrespective of the fuel cut. <P>SOLUTION: When performing motoring of the engine, motoring of the engine is performed by setting a motor torque instruction Tm1* using values k11 and k21 (S140) in supplying fuel as gains k1 and k2 of a feedback term along with setting feedforward term FF using a map (S130) for fuel supply, when not performing fuel cut, and by setting the motor torque instruction Tm1* using values k12 and k22 (S160) when fuel cut as gains k1 and k2 of a feedback term along with setting the feedforward term FF using a map (S150) for fuel cut when performing fuel cut. As a result, motoring of the engine can be performed at stable rotation speed, irrespective of fuel cut. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to a power output apparatus, a control method therefor, and a vehicle.

Conventionally, this type of power output device includes an internal combustion engine, a three-shaft power input / output device in which a carrier and a ring gear are connected to the output shaft and the axle side of the internal combustion engine, and a three-shaft power input / output device. A first motor generator connected to the sun gear, a second motor generator connected to the axle side, and a battery capable of exchanging electric power with the first motor generator and the second motor generator. In-vehicle devices that charge a battery by prohibiting fuel cut of the internal combustion engine and operating the first motor generator as a generator when the catalyst device arranged in the exhaust system of the engine is above a set temperature have been proposed. (For example, refer to Patent Document 1). In this device, when the charge amount of the battery reaches a set value, the operation of the first motor generator as a generator is stopped to start fuel cut of the internal combustion engine, or the intake air amount to the internal combustion engine is The internal combustion engine is operated as the minimum amount that does not stop.
JP 2004-340102 A

  In the same configuration as the power output device described above, when the internal combustion engine is motored by the first motor generator, if the first motor generator is feedback-controlled based on the rotational speed of the internal combustion engine, the exhaust of the internal combustion engine Since the fuel cut of the internal combustion engine is prohibited or permitted depending on the temperature of the catalyst device arranged in the system, the internal combustion engine is motored at a stable rotational speed depending on the presence of fuel injection and ignition to the internal combustion engine There are cases where it is not possible. In particular, when the fuel cut is permitted from the state in which the fuel cut of the internal combustion engine is prohibited, the rotational speed of the internal combustion engine that is motored changes with a sudden change in the operating state of the internal combustion engine.

  It is an object of the present invention to provide a power output apparatus, a control method thereof, and a vehicle for motoring an internal combustion engine at a stable rotational speed regardless of whether or not fuel is injected into the internal combustion engine.

  The power output apparatus, the control method thereof, and the vehicle of the present invention employ the following means in order to achieve the above-described 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;
Connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and to input / output power to and from the drive shaft and the output shaft with input / output of power and power Possible power power input / output means;
An electric motor capable of outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
A rotational speed detection means for detecting the rotational speed of the internal combustion engine;
Required driving force setting means for setting required driving force required for the drive shaft;
When an instruction to motor the internal combustion engine is given, and when the motoring is performed by performing fuel injection and ignition in the internal combustion engine, the control amount obtained using the first relationship is used for the detected rotational speed. And controlling the internal combustion engine, the power drive input / output means, and the electric motor so that the internal combustion engine is motored and a driving force based on the set required driving force is output to the drive shaft. When the motoring is performed without performing fuel injection and ignition in the engine, the power output from the power power input / output means to the output shaft becomes smaller than the first relationship with respect to the detected rotational speed. The internal combustion engine is motored using a control amount obtained using a relationship, and a driving force based on the set required driving force is applied to the driving shaft. And control means for controlling said internal combustion engine and the electric power-mechanical power input output mechanism and the motor to be outputted,
It is a summary to provide.

  In the power output apparatus of the present invention, when an instruction to motor the internal combustion engine is given, fuel injection and ignition in the internal combustion engine are performed and motoring is performed using the first relationship with respect to the rotational speed of the internal combustion engine. The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the internal combustion engine is motored using the control amount obtained and the driving force based on the required driving force required for the drive shaft is output to the drive shaft. When the motoring is performed without performing fuel injection and ignition in the internal combustion engine, the second relationship in which the power output from the power power input / output means to the output shaft is smaller than the first relationship with respect to the rotational speed of the internal combustion engine. The internal combustion engine is motored using the control amount obtained, and the internal combustion engine and the electric power are input so that the driving force based on the required driving force is output to the driving shaft. It controls the power unit and the motor. That is, the internal combustion engine is motored by changing the control amount according to the presence or absence of fuel injection and ignition to the internal combustion engine. As a result, the internal combustion engine can be motored at a stable rotational speed regardless of the presence or absence of fuel injection and ignition to the internal combustion engine. Of course, the driving force based on the required driving force can be output to the drive shaft. Here, “power” is expressed as a product of the number of rotations and the torque. When the number of rotations is the same or when the number of rotations is regarded as the same, the power is the same as the torque. Therefore, inputting / outputting power to / from the rotating system is equivalent to applying torque.

  In such a power output apparatus of the present invention, the control means is means for executing control including a feedforward term as control of power output from the power power input / output means to the output shaft, and the first relationship and the The second relationship may be a relationship including a relationship between a rotation speed of the output shaft with respect to the feedforward term and a torque to be output to the output shaft. In this way, the power power input / output means can be controlled by reflecting the presence or absence of fuel injection and ignition to the internal combustion engine in the feedforward term, and stable regardless of the presence or absence of fuel injection and ignition to the internal combustion engine. The internal combustion engine can be motored at the rotational speed.

  In the power output device of the present invention in which the presence or absence of fuel injection and ignition to the internal combustion engine is reflected in the feedforward term, the control means is provided on the output shaft with respect to the rotational speed of the output shaft in the first relationship. Feed forward obtained from a first map indicating a relationship with torque to be output and a second map indicating a relationship between torque to be output to the output shaft with respect to the rotation speed of the output shaft in the second relationship. It can also be a means for controlling using a term as one of the controlled variables. In this way, quick control can be performed.

  Further, in the power output apparatus of the present invention in which the presence or absence of fuel injection and ignition to the internal combustion engine is reflected in the feedforward term, the control means controls power output from the power power input / output means to the output shaft. It is means for executing control including a feedback term, and the first relationship and the second relationship may be a relationship including a gain in the feedback term. In this way, it is possible to control the power input / output means by reflecting the presence or absence of fuel injection and ignition to the internal combustion engine in the feedback term, and it is stable regardless of the presence or absence of fuel injection and ignition to the internal combustion engine. The internal combustion engine can be motored at the rotational speed.

  In the power output device of the present invention, the power power input / output means is connected to three axes of a generator for inputting / outputting power, the drive shaft, the output shaft, and a rotating shaft of the generator, It can also be a means provided with three-axis type power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from any two axes.

  The vehicle of the present invention is the power output device of the present invention according to any one of the above-described aspects, that is, basically a power output device that outputs power to the drive shaft, and is connected to the internal combustion engine and the drive shaft. And is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and is capable of inputting / outputting power to / from the drive shaft and the output shaft together with input / output of electric power and power. An output means; an electric motor capable of outputting power to the drive shaft; an electric power drive input / output means; an electric storage means capable of exchanging electric power with the electric motor; and a rotational speed detection means for detecting the rotational speed of the internal combustion engine; A required driving force setting means for setting a required driving force required for the drive shaft, and when an instruction to motor the internal combustion engine is given, and when motoring is performed by performing fuel injection and ignition in the internal combustion engine, Inspection The internal combustion engine is motored using a control amount obtained using the first relationship with respect to the set rotational speed, and a driving force based on the set required driving force is output to the driving shaft. When controlling the internal combustion engine, the power power input / output means, and the electric motor, and performing motoring without performing fuel injection and ignition in the internal combustion engine, the first relationship with respect to the detected rotational speed is The internal combustion engine is motored using the control amount obtained by using the second relationship in which the power output from the power power input / output means to the output shaft is reduced, and driving based on the set required driving force A power output device comprising: a control means for controlling the internal combustion engine, the power power input / output means and the electric motor so that a force is output to the drive shaft; It is connected to the rotary shaft and gist by comprising.

  Since the vehicle according to the present invention is equipped with the power output device of the present invention according to any one of the above-described aspects, the effects of the power output device of the present invention, for example, whether or not fuel is injected into the internal combustion engine and ignition is performed. The same effects as the effect of motoring the internal combustion engine at a stable rotational speed and the effect of outputting the driving force based on the required driving force to the drive shaft can be obtained.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine is connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and power is supplied to the drive shaft and the output shaft with input and output of electric power and power. Control of a power output device comprising: power power input / output means capable of input / output; electric motor capable of outputting power to the drive shaft; and power storage means capable of exchanging power with the power power input / output means and the motor. A method,
When an instruction to motor the internal combustion engine is given, and when performing motor injection by performing fuel injection and ignition in the internal combustion engine, a control amount obtained using the first relationship with respect to the rotational speed of the internal combustion engine is used. The internal combustion engine, the electric power drive input / output means, and the electric motor are controlled so that the internal combustion engine is motored and a driving force based on a required driving force required for the driving shaft is output to the driving shaft. When the motoring is performed without performing fuel injection and ignition in the internal combustion engine, the power output from the power power input / output means to the output shaft is smaller than the first relationship with respect to the rotational speed of the internal combustion engine. The internal combustion engine is motored using a control amount obtained using the second relationship, and a driving force based on the required driving force is applied to the driving shaft. It said controlling the internal combustion engine and the electric power-mechanical power input output mechanism and the motor to be force,
It is characterized by that.

  In the control method of the power output apparatus of the present invention, when an instruction to motor the internal combustion engine is given, the first relationship is established with respect to the rotational speed of the internal combustion engine when performing motor injection and ignition in the internal combustion engine. The internal combustion engine, the power power input / output means, and the electric motor are driven so that the internal combustion engine is motored using the control amount obtained and the drive force based on the required drive force required for the drive shaft is output to the drive shaft. When the motoring is performed without performing fuel injection and ignition in the internal combustion engine, the power output from the power power input / output means to the output shaft becomes smaller than the first relationship with respect to the rotational speed of the internal combustion engine. The internal combustion engine and the electric power are controlled so that the internal combustion engine is motored using the control amount obtained by using the relationship and the driving force based on the required driving force is output to the drive shaft. It controls the power output means and the electric motor. That is, the internal combustion engine is motored by changing the control amount according to the presence or absence of fuel injection and ignition to the internal combustion engine. As a result, the internal combustion engine can be motored at a stable rotational speed regardless of the presence or absence of fuel injection and ignition to the internal combustion engine. Of course, the driving force based on the required driving force can be output to the drive shaft.

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

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

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhalation and gasoline are injected from the fuel injection valve 126 to mix the sucked air and gasoline. The mixture is sucked into the fuel chamber through the intake valve 128 and is explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the cooling water temperature from the combustion chamber, the in-cylinder pressure Pin from the pressure sensor 143 installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve Cam position, throttle position from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, an air flow meter signal AF from the air flow meter 148 attached to the intake pipe, and a temperature sensor also attached to the intake pipe Intake air temperature from 49, the air-fuel ratio AF from an air-fuel ratio sensor 135a, such as oxygen signal from an oxygen sensor 135b is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. 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 outputs data related to the operation state of the engine 22 as necessary. . 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 the crank position from the crank position sensor 140.

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

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

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

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the engine 22 is motored will be described. FIG. 3 is a flowchart showing an example of a motoring drive control routine executed by the hybrid electronic control unit 70 when the engine 22 is motored. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the motoring 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, and the rotational speed Ne of the engine 22. , A process of inputting data necessary for control, such as the target rotational speed Ne * of the engine 22, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, and the input and output limits Win and Wout of the battery 50 is executed (step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from the crank position sensor 140 and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and input from the battery ECU 52 by communication. Further, the target rotational speed Ne * of the engine 22 is input by the accelerator target opening speed Acc, the vehicle speed V, or the like set by the engine target rotational speed setting process during motoring (not shown). The target rotational speed Ne * of the engine 22 is set so that the rotational speed Ne of the engine 22 gradually changes so that the engine 22 does not misfire when fuel cut (fuel cut) of the engine 22 is prohibited. Is done.

  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. 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. 4 shows an example of the required torque setting map.

  Subsequently, it is determined whether or not a fuel cut of the engine 22 is executed (step S120). When the fuel cut of the engine 22 is not performed, that is, fuel injection and ignition are performed on the engine 22. When the motor is in use, a map for fuel supply is used as an execution map for setting the feedforward term FF (first term on the right side) in the relational expression expressed by the following formula (1) used when setting the torque command Tm1 * of the motor MG1. (Step S130), and values k11 and k21 at the time of fuel supply are set to the gains k1 and k2 in the feedback terms (the second term on the right side and the third term on the right side) in this relational expression (step S140). As the execution map for setting the feedforward term FF when the fuel cut is performed Sets the Tsu map for during slot (step S150), the gain k1, k2 value of the fuel cut to k12, set the k22 in the feedback term (step S160). Here, the expression (1) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *, the first term on the right side is the feedforward term, and the second term on the right side is the proportional term in the feedback term. The third term on the right side is an integral term in the feedback term. In the embodiment, the feedforward term FF is set as a torque necessary for steady motoring of the engine 22, and a torque to be applied to the crankshaft 26 with respect to the rotational speed Ne of the engine 22 is Tc. And the gear ratio of the power distribution and integration mechanism 30 (the number of teeth of the sun gear / the number of teeth of the ring rear) is represented by −ρ · Tc / (1 + ρ). An example of the fuel supply map and the fuel cut map is shown in FIG. In the fuel supply map, since the fuel supply and ignition are performed to such an extent that the engine 22 does not misfire at least, the engine 22 can be motored with a relatively small torque with respect to the rotational speed Ne of the engine 22. As the feedforward term FF, a relatively small value is set on the negative side. On the other hand, in the fuel cut time map, since the fuel supply to the engine 22 is not performed, it is necessary to motor the engine 22 with a torque larger than that at the time of fuel supply with respect to the rotational speed Ne of the engine 22. As the feed forward term FF, a larger value is set on the negative side than in the fuel supply map. In any of the maps, the torque necessary for motoring increases as the rotational speed Ne of the engine 22 increases, so the feedforward term FF also has a large value on the negative side. Note that the map for fuel supply and the map for fuel cut are obtained in advance in the ROM 74 by storing the relationship between the rotational speed Ne of the engine 22 and the feed-forward term FF through experiments or the like. Further, the fuel supply values k11 and k21 and the fuel cut values k12 and k22 set as the gains k1 and k2 in the feedback term are obtained from the gear ratio ρ of the engine 22, the motor MG1, and the power distribution and integration mechanism 30. If the torque necessary for motoring the engine 22 at the time of fuel supply or fuel cut is taken into consideration, the values k11 and k21 at the time of fuel supply are smaller than the values k12 and k22 at the time of fuel cut.

  Tm1 * = FF + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (1)

  When the execution map and the gains k1 and k2 in the feedback term are thus set, the feedforward term FF is set using the input engine speed Ne and the set execution map (step S170). Using the target rotational speed Ne *, the rotational speed Nm2 of the motor MG2 and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 * of the motor MG1 is calculated and set by the following equation (2). And the gain k1, k2 in the feedback term, the calculated target rotational speed Nm1 *, and the input rotational speed Nm1 of the motor MG1 are used to calculate the torque command Tm1 * of the motor MG1 by the above equation (1) (step S180). . Here, in the embodiment, the feedforward term FF is set by changing the feedforward term FF corresponding to the rotational speed Ne of the engine 22 inputted from the fuel supply time map or fuel cut time map set as the execution map. It was supposed to be done by deriving. Expression (2) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 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 when the engine 22 is running while being motored. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Equation (2) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque.

  Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / ρ (2)

  Subsequently, the torque command Tm1 * of the motor MG1 divided by the gear ratio ρ of the power distribution and integration mechanism 30 is added to the required torque Tr *, which is divided by the gear ratio Gr of the reduction gear 35 and output from the motor MG2. A temporary torque Tm2tmp which is a temporary value of the torque is calculated by the following equation (3) (step S190), and the current rotational speed Nm1 of the motor MG1 is set to the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 *. The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by multiplying by the rotation speed Nm2 of the motor MG2 (4) and equation (5) are calculated (step S200), and the calculated temporary torque Tm2tmp is calculated according to equation (6). Restriction Tm2min, and limited by Tm2max to set a torque command Tm2 * of the motor MG2 (step S210).

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (5)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (6)

  When the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are thus set, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S220), and the motoring drive control routine is terminated. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 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 *. . The engine ECU 24 performs intake air amount control, fuel injection control, and ignition control so that the engine 22 is operated to such an extent that it does not misfire when the fuel cut is not being executed. When the fuel cut is being executed, the intake air amount is being executed. Control, fuel injection control, and ignition control are stopped. By controlling in this way, it is possible to travel by outputting the required torque Tr * to the ring gear shaft 32a as the drive shaft while motoring the engine 22 at a stable rotational speed. Note that outputting the torque corresponding to the torque commands Tm1 * and Tm2 * from the motors MG1 and MG2 outputs the power when multiplied by the rotation speeds Nm1 and Nm2, so the torque output is the output of the power. It is equivalent to.

  According to the hybrid vehicle 20 of the embodiment described above, when the engine 22 is motored, when the fuel cut to the engine 22 is not executed, the relational expression used when the torque command Tm1 * of the motor MG1 is set. The feed forward term FF is set using the fuel supply map, and the torque command Tm1 * of the motor MG1 is set using the values k11, k21 at the time of fuel supply as the gains k1, k2 in the feedback term in this relational expression. When the engine 22 is motored and the fuel cut of the engine 22 is being performed, the feed forward term FF is set using a fuel cut time map that is set to be larger than the fuel supply time map and in the feedback term. Value k at the time of fuel supply as gains k1 and k2 Since the engine 22 is motored by setting the torque command Tm1 * of the motor MG1 using values k12 and k22 at the time of fuel cut larger than 1, k21, the engine 22 even when the fuel cut to the engine 22 is not executed. Even when the fuel cut is performed, the engine 22 can be motored at a stable rotational speed. In particular, even when the fuel cut to the engine 22 is switched to a state in which the fuel cut to the engine 22 is performed while the engine 22 is being motored, the feed forward term FF or Since the gains k1 and k2 in the feedback term are also switched, the engine 22 can be motored at a stable rotational speed including before and after the switching.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is motored, the relational expression in the feedback control represented by the above-described expression (1) is used when the torque command Tm1 * of the motor MG1 is set. Since the control amount may be changed between when the fuel cut to 22 is not executed and when the fuel cut to the engine 22 is executed, a torque command for the motor MG1 is used using a relational expression different from the expression (1). Tm1 * may be set.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is motored, when the fuel cut to the engine 22 is not executed, the feed forward term FF is set using the map for fuel supply and the gain in the feedback term The torque command Tm1 * of the motor MG1 is set using k1 and k21 at the time of fuel supply as k1 and k2, and when the fuel cut of the engine 22 is being performed, the feedforward term FF is used using the map for fuel cut. The torque command Tm1 * of the motor MG1 is set using the values k12 and k22 at the time of fuel cut as the gains k1 and k2 in the feedback term, but the gains k1 and k2 in the feedback term are supplied to the engine 22 When fuel cut is not performed It may be as using the same value even when also executes a fuel cut to the engine 22.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is motored, when the fuel cut to the engine 22 is not executed, the feed forward term FF is set using the map for fuel supply, and the fuel of the engine 22 is set. While the feedforward term FF is set using the fuel cut time map when the cut is being performed, the feedforward term FF may be set without using such a map.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35. However, the motor MG2 may be directly attached to the ring gear shaft 32a, or Instead, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a 2-speed, 3-speed, or 4-speed.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 7) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

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

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

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the power distribution and integration mechanism 30 and the motor MG1 correspond to “power power input / output means”, the motor MG2 corresponds to “electric motor”, and the battery 50 corresponds to “ The engine ECU 24 that corresponds to the “power storage means” and that also calculates the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140 corresponds to the “rotational speed detection means”, and the accelerator opening degree. The hybrid electronic control unit 70 that executes the process of step S110 of the motoring drive control routine in FIG. 3 for setting the required torque Tr * based on Acc and the vehicle speed V corresponds to “required drive force setting means”. When the engine 22 is motored, if the fuel cut to the engine 22 is not executed, the fuel The torque command Tm1 * of the motor MG1 is set using the feedforward term FF based on the map for feeding and the gains k1 and k2 in the feedback term consisting of the fuel supply values k11 and k21, and the input / output limit Win of the battery 50 , Wout, the torque command Tm2 * of the motor MG2 is set so as to be output to the ring gear shaft 32a as the drive shaft within the range of Wout, and is transmitted to the motor ECU 40, and the fuel cut to the engine 22 is executed. Sometimes, the torque command Tm1 * of the motor MG1 is set using the feedforward term FF based on the fuel cut time map and the gain k1 and k2 in the feedback term consisting of the fuel cut values k12 and k22, and the battery 50 is turned on. Required torque T within output limits Win and Wout The motor MG2 torque command Tm2 * is set so as to be output to the ring gear shaft 32a as a drive shaft and transmitted to the motor ECU 40, and the processing of steps S120 to S220 of the motoring drive control routine of FIG. Intake air amount control and fuel so that the engine 22 is operated to the extent that the engine 22 does not misfire when the electronic control unit 70 and the motor ECU 40 for controlling the motors MG1, MG2 based on the torque commands Tm1 *, Tm2 * are not executed. The engine ECU 24 that performs the injection control and the ignition control and stops the intake air amount control, the fuel injection control, and the ignition control when the fuel cut is executed corresponds to the “control means”. Further, the motor MG1 corresponds to a “generator”, and the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”. Further, the counter-rotor motor 230 also corresponds to “power power input / output means”. 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 “power / power input / output means” is not limited to the combination of the power distribution and integration mechanism 30 and the motor MG1 or the anti-rotor motor 230, and is connected to the drive shaft and rotates independently of the drive shaft. Any device may be used as long as it is connected to the output shaft of the internal combustion engine and inputs and outputs power and power to and from the drive shaft and output shaft. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . 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 electric power with a generator, such as a capacitor. The “rotational speed detection means” is not limited to the one that also calculates the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140, but may be a rotational speed sensor that is directly attached to the crankshaft 26. Any calculation can be used as long as it detects the rotational speed of the internal combustion engine, such as calculating from the rotational speed Nm1 of the motor MG1 and the rotational speed Nm2 of the motor MG2 in consideration of the gear ratio ρ of the power distribution and integration mechanism 30. It does not matter. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. As long as the required driving force required for the drive shaft is set, such as those for which the required torque is set based on the travel position on the travel route, such as those for which the travel route is set in advance It doesn't matter. 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. Further, as the “control means”, when the engine 22 is motored, when the fuel cut to the engine 22 is not executed, the feedforward term FF based on the fuel supply time map and the fuel supply value k11, The torque command Tm1 * of the motor MG1 is set using the gains k1 and k2 in the feedback term composed of k21, and the ring gear shaft 32a using the required torque Tr * as the drive shaft within the range of the input / output limits Win and Wout of the battery 50 When the engine 22 and the motors MG1 and MG2 are controlled by setting the torque command Tm2 * of the motor MG2 to output to the engine 22 and executing the fuel cut to the engine 22, the feedforward term FF based on the fuel cut time map And in the feedback term consisting of the fuel cut values k12, k22 The motor MG2 sets the torque command Tm1 * of the motor MG1 using the gains k1 and k2 and outputs the required torque Tr * to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50. The torque command Tm2 * is set to control the engine 22 and the motors MG1 and MG2, and the gains k1 and k2 in the feedback term are not executed even when the fuel cut to the engine 22 is executed. Even when a fuel cut to the engine 22 is executed, the same value is used, or the feedforward term FF is set without using the fuel supply map or the fuel cut map, etc. Fuel injection and ignition in internal combustion engines when instructed to motor When the motoring is performed, the internal combustion engine is motored using the control amount obtained by using the first relationship with respect to the rotational speed of the internal combustion engine, and the driving force based on the required driving force is output to the drive shaft. When controlling the internal combustion engine, the power power input / output means and the motor, and performing motoring without performing fuel injection and ignition in the internal combustion engine, the power power input / output means has a first relationship with respect to the rotational speed of the internal combustion engine. The internal combustion engine is motored using the control amount obtained by using the second relationship in which the power output to the output shaft is reduced, and the driving force based on the required driving force is output to the driving shaft. Any device may be used as long as it controls the electric power drive input / output means and the electric motor. 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. 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 axes connected to the three axes of the drive shaft, the output shaft, and the rotating shaft of the generator, such as those connected to the motor and 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 power source, any method 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 problems is the same as that of the embodiment described in the column of means for solving the problems. 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 problems. 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 power output apparatus and the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of a configuration of an engine 22. FIG. It is a flowchart which shows an example of the drive control routine at the time of motoring performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the map for fuel supply, and the map for fuel cut. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 when drive | working in the state which is motoring the engine 22. FIG. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20,120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 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 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 driving wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 7 6 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, 122 air cleaner, 124 throttle valve, 126 fuel injection Valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purification device, 136 Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 temperature sensor, 150 variable valve timing mechanism, 230 to rotor motor, 23 Inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (6)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and to input / output power to and from the drive shaft and the output shaft with input / output of power and power Possible power power input / output means;
An electric motor capable of outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
A rotational speed detection means for detecting the rotational speed of the internal combustion engine;
Required driving force setting means for setting required driving force required for the drive shaft;
When an instruction to motor the internal combustion engine is given, and when the motoring is performed by performing fuel injection and ignition in the internal combustion engine, the control amount obtained using the first relationship is used for the detected rotational speed. And controlling the internal combustion engine, the power drive input / output means, and the electric motor so that the internal combustion engine is motored and a driving force based on the set required driving force is output to the drive shaft. When the motoring is performed without performing fuel injection and ignition in the engine, the power output from the power power input / output means to the output shaft becomes smaller than the first relationship with respect to the detected rotational speed. The internal combustion engine is motored using a control amount obtained using a relationship, and a driving force based on the set required driving force is applied to the driving shaft. And control means for controlling said internal combustion engine and the electric power-mechanical power input output mechanism and the motor to be outputted,
A power output device comprising: The power output device according to claim 1,
The control means is means for executing control including a feedforward term as control of power output from the power power input / output means to the output shaft,
The first relationship and the second relationship are relationships including a relationship between a rotation speed of the output shaft with respect to the feedforward term and a torque to be output to the output shaft.
Power output device.   The control means includes a first map showing a relationship between a torque to be output to the output shaft with respect to a rotation speed of the output shaft in the first relationship and a rotation speed of the output shaft in the second relationship. 3. The power output apparatus according to claim 2, wherein the power output apparatus is a means for controlling the feedforward term obtained from the second map indicating the relationship with the torque to be output to the output shaft as one of the controlled variables. The power output device according to claim 2 or 3,
The control means is means for executing control including a feedback term as control of power output from the power power input / output means to the output shaft,
The first relationship and the second relationship are relationships including a gain in the feedback term.
Power output device.   The power motive power input / output means is connected to three axes of a generator for inputting / outputting motive power, the drive shaft, the output shaft, and a rotating shaft of the generator, and enters any two of the three axes. The power output apparatus according to any one of claims 1 to 4, further comprising: a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the output power. A vehicle on which the power output device according to claim 1 is mounted and an axle is connected to the drive shaft.

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