JP2003032802A - Power output device and automobile equipped with the same - Google Patents

Abstract

(57) [Problem] To efficiently output power from an internal combustion engine to two different drive shafts and reduce the size of the device. SOLUTION: A power acting on an output shaft of a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 of an engine 22 and a rotation shaft of a motor MG1 is supplied to axles of rear wheels 58a and 58b. The first drive shaft 50 connected to the drive shaft 56 and the second drive shaft 50 connected to the axle 66 of the front wheels 68a, 68b
A power distribution mechanism 40 for distributing to the drive shaft 60 is attached,
The motor MG2 and the motor MG3 are attached to the first drive shaft 50 and the second drive shaft 60. Then, the engine 2 is designed to efficiently output power corresponding to the required power from the engine 22.
2 and drive control of the motors MG1 to MG3 so that the electric power generated by the motor MG1 under the control of the engine 22 is consumed by the motors MG2 and MG3.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power output device and a vehicle equipped with the power output device, and more particularly to a power output device that outputs power to a first drive shaft and a second drive shaft and a vehicle equipped with the power output device. .

[0002]

2. Description of the Related Art Conventionally, various four-wheel drive vehicles provided with a power distribution mechanism (transfer) for distributing power from an internal combustion engine to front and rear wheels have been proposed as vehicles equipped with this type of power output device. In such a four-wheel drive vehicle, normally, the power from the internal combustion engine is shifted by the transmission, and the power after the shifting is distributed to the front and rear wheels by the power distribution mechanism.

[0003]

In an automobile in which the power from the internal combustion engine is shifted by a transmission and output to the axle, the internal combustion engine is always kept high due to the relationship between the vehicle speed, the gear ratio of the transmission, and the rotational speed of the internal combustion engine. Since it is often difficult to drive with high efficiency, it is a major issue to improve the energy efficiency of the entire vehicle from the viewpoint of effective use of energy and environmental protection. Further, since the power output device mounted on such an automobile is mounted in a limited space, downsizing thereof is also an issue.

As a method for solving such a problem, a continuously variable transmission is used as a transmission to operate the internal combustion engine in a region where it can be operated as efficiently as possible, and the power from the internal combustion engine is connected to a planetary gear and two electric motors. There has been proposed a method in which torque is converted by using and output to a drive shaft.

The applicant has also proposed a four-wheel drive vehicle in which a power output device for converting the torque of the power from the internal combustion engine using a planetary gear and two electric motors and outputting the torque to a drive shaft is applied (Japanese Patent Application No. 2000-242242). No. 8-148678).

One object of the power output device of the present invention is to efficiently output power from an internal combustion engine to two different drive shafts. Further, the power output device of the present invention is intended to reduce the size of the device. One of the objects of the automobile of the present invention is to contribute to improvement of energy efficiency as a whole and environmental protection. Another object of the vehicle of the present invention is to output the required driving force even when one of the driving wheels slips.

[0007]

Means for Solving the Problems and Their Actions / Effects The power output apparatus of the present invention and a vehicle equipped with the same have adopted the following means in order to achieve at least a part of the above objects.

A power output device of the present invention is a power output device for outputting power to a first drive shaft and a second drive shaft, and includes an internal combustion engine, a first electric motor capable of generating power, and the internal combustion engine. It is connected to the output shaft of the engine, the rotary shaft of the first electric motor, and the third shaft, and when the power is input to or output from two of the three shafts, the power dependent on the two shafts remains. And a three-axis power distribution and integration means for inputting and outputting from the shaft, and a power distribution means for distributing the power of the third shaft to the two shafts of the first drive shaft and the second drive shaft. Is the gist.

In the power output apparatus of the present invention, the power from the internal combustion engine is output to the third shaft as desired power by the three-axis power distribution and integration means and the first electric motor, and the power of the third shaft is output. Power is distributed to the first drive shaft and the second drive shaft by the power distribution means. Therefore, the operating point of the internal combustion engine can be operated at a highly efficient operating point, and the energy efficiency of the device can be improved. Further, it is possible to reduce the size as compared with a device including a torque converter or a transmission.

In such a power output device of the present invention,
A second electric motor capable of outputting power to the first drive shaft may be provided. With this configuration, desired power can be output to the first drive shaft.

Further, the power output apparatus of the present invention may be provided with a second electric motor capable of outputting power to the third shaft. With this configuration, desired power can be output to the third shaft before the power is distributed to the first drive shaft and the second drive shaft.

The power output apparatus of the present invention having such a second electric motor may be provided with a third electric motor capable of outputting power to the second drive shaft. With this configuration, desired power can be output to the second drive shaft.

In the power output apparatus of the present invention having the third electric motor, the power output from the internal combustion engine is distributed and output to the first drive shaft and the second drive shaft. As described above, drive control means for driving and controlling the internal combustion engine, the first electric motor, the second electric motor, and the third electric motor may be provided. In this way, the power output from the internal combustion engine is transmitted to the first drive shaft and the second drive shaft.
Can be output to the drive shaft of.

In the power output apparatus of the present invention in the mode including the drive control means, the drive control means is the first
The electric power generated by the electric motor can be controlled so that the electric power is consumed by the second electric motor and the third electric motor. In this way, the power output from the internal combustion engine can be converted into torque and distributed to the first drive shaft and the second drive shaft for output without charging or discharging the secondary battery or the like.

Further, in the power output apparatus of the present invention having a drive control means, the drive control means is configured such that when the required drive force is less than a predetermined drive force, the electric power generated by the first electric motor is the second electric power. When the required driving force is equal to or greater than a predetermined driving force, power is output from the third electric motor and
The electric power generated by the electric motor can be controlled so that the electric power is consumed by the second electric motor and the third electric motor.

An automobile of the present invention is a vehicle having a first axle and a second axle, and is equipped with the power output device of the present invention in any one of the above-mentioned aspects, and has the first axle and the second axle. The gist is that the first drive shaft is connected, and the second axle and the second drive shaft are connected.

In the automobile of the present invention, basically, the first
A power output device for outputting power to a drive shaft and a second drive shaft of the internal combustion engine, and a first electric motor capable of generating power,
A power that is connected to the output shaft of the internal combustion engine, the rotation shaft of the first electric motor, and a third shaft, and is subordinate to the two shafts when power is input to or output from two of the three shafts. And a three-axis power distribution integration means for inputting and outputting the power from the remaining shaft, and a power distribution means for distributing the power of the third shaft to the two shafts of the first drive shaft and the second drive shaft. Since the power output device is provided, the operating point of the internal combustion engine can be operated at a highly efficient operating point, and the energy efficiency of the power output device, that is, the vehicle can be improved.

In the vehicle of the aspect of the invention, in which the power output device is provided with drive control means, wheel speed detection for detecting the wheel speed of each wheel attached to the first axle and the second axle. Means, and a slip detection means for detecting slip of any wheel based on the detected wheel speed of each wheel, wherein the drive control means is configured such that the slip detection means detects slip of any wheel. When detected, the electric motor is driven and controlled so that the electric power that can output the electric power to the axle of the slipping wheel is output from the electric motor that is capable of suppressing the slip, and the electric power is generated by the first electric motor. It may be a means for controlling the electric power to be consumed by the second electric motor and the third electric motor. In this way, slip can be suppressed and electrical energy can be balanced. In the vehicle of this aspect of the present invention, the drive control means reduces the power output from the electric motor capable of outputting power to the axle of the slipping wheel, and drives the other axle by the reduced amount. It may be a means for controlling to increase the power output from the electric motor capable of outputting. This makes it possible to suppress slip while satisfying the required driving force.

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION Next, embodiments of the present invention will be described with reference to examples. FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output device according to an embodiment of the present invention. Example hybrid vehicle 20
As shown in the drawing, is connected to the engine 22, a three-shaft power distribution integration mechanism 30 connected to the crankshaft 26 as an output shaft of the engine 22 via a damper 28, and the power distribution integration mechanism 30. Motor MG1 capable of generating electricity
And the first drive shaft 50 and the front wheels 68 connected to the power distribution and integration mechanism 30 and connected to the axle 56 for the rear wheels 58a and 58b via the differential gear 54 to connect the power on the engine side.
a power distribution mechanism 40 that distributes to a second drive shaft 60 that is connected to an axle shaft 66 for a and 68b via a differential gear 64; a motor MG2 that is capable of generating power and that is connected to a first drive shaft 50; A motor MG3 capable of generating power and connected to the drive shaft 60, and a hybrid electronic control unit 80 for controlling the entire apparatus are provided.

The engine 22 is an internal combustion engine that outputs power by a hydrocarbon fuel such as gasoline or light oil. The engine 22 is an electronic control unit (hereinafter referred to as engine EC).
24, which is referred to as U), receives operation control such as fuel injection control, ignition control, and intake air amount adjustment control. Engine E
The CU 24 communicates with the hybrid electronic control unit 80, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 80, and, if necessary, transmits data regarding the operating state of the engine 22 to the hybrid electronic control unit. Output to 80.

The power distribution and integration mechanism 30 includes a sun gear 31 which is an external gear, a ring gear 32 which is an internal gear arranged concentrically with the sun gear 31, a first pinion gear 33 which meshes with the sun gear 31, and the first gear. A second pinion gear 34 that meshes with the pinion gear 33 and the ring gear 32, and a carrier 35 that holds the first pinion gear 33 and the second pinion gear 34 so that they can rotate and revolve freely. Is configured as a planetary gear mechanism that performs a differential action. In the power distribution and integration mechanism 30, the carrier 35 is connected to the crankshaft 26 of the engine 22, the sun gear 31 is connected to the motor MG1, and the ring gear 32 is connected to the transfer 40. When the motor MG1 functions as a generator, The power from the engine 22 input from the engine 35 is distributed to the sun gear 31 side and the ring gear 32 side according to the gear ratio, and when the motor MG1 functions as an electric motor, the power from the engine 22 input from the carrier 35 and the sun gear 31. The power from the motor MG1 input from is integrated and output to the ring gear 32. In the embodiment, since the motor MG1 is made to function as a generator from the viewpoint of improving energy efficiency,
The power distribution integration mechanism 30 normally functions as a power distribution mechanism.

The power distribution mechanism 40 is also the power distribution integration mechanism 3
Like 0, it is configured as a planetary gear mechanism including a sun gear 41, a ring gear 42, a first pinion gear 43, a second pinion gear 44, and a carrier 45. The ring gear 42 of the power distribution mechanism 40 is connected to the ring gear 32 of the power distribution integration mechanism 30, the sun gear 41 is connected to the first drive shaft 50 to which the motor MG2 is attached, and the carrier 35 is attached to the motor MG3. Second drive shaft 6
0 is connected via a gear 49, a chain belt 48, and a gear 47.

The motors MG1, MG2, MG3 are all configured as a well-known synchronous generator motor that can be driven as a generator and also as an electric motor, and a battery 75 is provided via inverters 71, 72, 73.
Exchanges power with. Inverters 71, 72, 7
The power line 74 connecting the battery 3 and the battery 75 is configured as a positive bus and a negative bus shared by the respective inverters 71, 72, 73, and the motors MG1, MG2,
The electric power generated by any of the MG3 can be consumed by another motor. Therefore, the battery 75 is charged and discharged by the electric power generated from the entire motors MG1, MG2, MG3 and the insufficient electric power. Note that the battery 75 is not charged / discharged if the power balance of the entire motors MG1, MG2, MG3 is balanced. The motors MG1, MG2, MG3 are all driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 70. Motor ECU 7
0 is a signal necessary to drive and control the motor 40,
For example, a signal from a rotational position detection sensor that detects the rotational position of the rotor of the motors MG1, MG2, MG3, a phase current applied to the motors MG1, MG2, MG3 detected by a current sensor, etc. are input. ECU7
From 0, a switching control signal to the inverters 71, 72, 73 is output. The motor ECU 70 communicates with the hybrid electronic control unit 80, drives and controls the motors MG1, MG2, MG3 by a control signal from the hybrid electronic control unit 80, and drives the motors MG1, MG2, MG3 as necessary. Electronic control unit for hybrid 8
Output to 0. The battery 75 is managed by a battery electronic control unit (hereinafter, referred to as battery ECU) 76. The battery ECU 76 includes a battery 75
Necessary for managing the voltage, for example, the voltage across the terminals from the voltage sensor 77 installed between the terminals of the battery 75, the current from the current sensor 78 attached to the power line 74 connected to the output terminal of the battery 75. The charging / discharging current, the battery temperature from the temperature sensor 79 attached to the battery 75, and the like are input, and data regarding the state of the battery 75 is output to the hybrid electronic control unit 80 by communication as necessary. In the battery ECU 76, the remaining capacity (S) is calculated based on the integrated value of the charging / discharging current detected by the current sensor 78 for managing the battery 75.
OC) is also calculated.

The hybrid electronic control unit 80 is
It is configured as a microprocessor centered on the CPU 82, and in addition to the CPU 82, a ROM 84 that stores a processing program and a RAM 86 that temporarily stores data.
And an input / output port and a communication port (not shown). The hybrid electronic control unit 80 includes a shift position SP from a shift position sensor 91 that detects an operation position of a shift lever 90, and an accelerator pedal 9
Accelerator pedal position AP from the accelerator pedal position sensor 93 for detecting the depression amount of 2 and the brake pedal 94
The brake pedal position BP from the brake pedal position sensor 95 for detecting the depression amount of the vehicle, the vehicle speed V from the vehicle speed sensor 96, the rear wheels 58a, 58b and the front wheels 6
Wheel speed sensors 97a, 9 attached to 8a, 68b
Wheel speeds Vw1 to Vw4 and the like from 7b, 98a and 98b are input via the input port. As described above, the hybrid electronic control unit 80 uses the engine E
The engine ECU 24 is connected to the CU 24, the motor ECU 70, and the battery ECU 76 via a communication port.
Various control signals and data are exchanged with the motor ECU 70 and the battery ECU 76.

Next, the operation of the hybrid vehicle 20 of the embodiment thus constructed, particularly the operation during torque control will be described. A possible traveling pattern of the hybrid vehicle 20 of the embodiment is to stop the operation of the engine 22 and drive one or both of the motor MG2 and the motor MG3 as an electric motor to drive the first drive shaft 50 and the second drive shaft 60 with power. Is output to drive the vehicle, or the motor MG1 is driven as a generator without driving the motors MG2 and MG3, and the power from the engine 22 is supplied to the first drive shaft 50 while the battery 75 is being charged. The driving pattern 2 that is output to the second drive shaft 60 for traveling, the motor MG1 is driven as a generator, and one or both of the motor MG2 and the motor MG3 are driven as an electric motor to drive the battery 75.
Traveling pattern 3 in which the power from the engine 22 is output to the first drive shaft 50 and the second drive shaft 60 while being charged and discharged, and the motor MG1 is driven as a generator and one of the motor MG2 or the motor MG3 is driven. Alternatively, both of them are driven as electric motors, and the power from the engine 22 is supplied to the first drive shaft 50 and the second drive shaft 60 without charging and discharging the battery 75.
There is a traveling pattern 4 which is output to and travels. The drive force required by the driver is the first drive shaft 50 and the second drive shaft 60.
In the traveling pattern 1, the electric power from the battery 75 may be used to drive and control the motors MG2 and MG3 based on the required driving force. In the traveling pattern 2, based on the required driving force. The engine 22 and the motor MG1 may be drive-controlled. In the travel pattern 3, the power from the engine 22 in the travel pattern 4 may be increased or decreased by the amount of power equivalent to the electric power for charging and discharging the battery 75. Therefore, the basic traveling pattern in the hybrid vehicle 20 of the embodiment is pattern 4,
The basic control is to output the required driving force required by the driver to the first drive shaft 50 and the second drive shaft 60 according to the traveling pattern 4.

When the traveling pattern 4 is further subdivided and considered, there are a pattern A in which the electric power generated by the motor MG1 is consumed by the motors MG2 and MG3, and a pattern B in which the electric power generated by the motor MG1 is consumed by the motor MG2. There is a pattern C in which the electric power generated by the motor MG1 is consumed by the motor MG3. This 3
Although the vehicle may travel in any one of the two patterns, the pattern A is preferable in consideration of reducing the sizes of the motors MG2 and MG3. It is also preferable to change the pattern according to the magnitude of the driving force required by the driver. For example, when the driving force required by the driver is relatively small, the vehicle travels in the pattern B or the pattern C, and when the required driving force is relatively large, the motor that is not driven is driven to travel in the pattern A. Of the basic traveling patterns 4, the control of the pattern A will be described first, and then the patterns B and C will be described.
The control of will be described.

FIG. 2 is a flow chart showing an example of a torque control routine executed by the hybrid electronic control unit 80. This routine is repeatedly executed every predetermined time (for example, every 8 msec) when the control of the pattern A of the traveling pattern 4 is performed. When this routine is executed, the CPU 82 of the hybrid electronic control unit 80 first executes a process of reading the accelerator opening AP detected by the accelerator pedal position sensor 93 and the vehicle speed V detected by the vehicle speed sensor 96 ( Step S100). Then, based on the read accelerator opening AP and vehicle speed V, the axle 56 and the axle 6
The required torque T * and the required power P * as the required driving force required by No. 6 are calculated (step S110). In the embodiment, the calculation of the required torque T * is performed by setting the relationship between the accelerator opening AP, the vehicle speed V and the required torque T * and stored in the ROM 84 as a map in advance, and the accelerator opening AP and the vehicle speed are calculated. When V and V are given, the corresponding required torque T * is derived from the stored map.
A map showing an example of the relationship among the accelerator opening AP, the vehicle speed V, and the required torque T * is shown in FIG. The required power P * is calculated by the following equation (1). Formula (1)
Gv is a conversion coefficient for converting the vehicle speed V into the rotation speed of the axle 56 or the axle 66.

[0028]

[Equation 1] P * = T * × V · Gv (1)

When the required torque T * and the required power P * are obtained in this manner, the required power P * is calculated as the efficiency η of the entire power output device.
Target power Pe * to be output from the engine 22 after being divided by a
And a target rotation speed Ne * and a target torque Te * of the engine 22 are determined based on the target power Pe * (step S120). The target rotation speed Ne * and the target torque Te * are set as operating points at which the engine 22 can operate most efficiently among the operating points at which the target power Pe * can be output from the engine 22. In addition, the determination of the target rotational speed Ne * and the target torque Te * is as follows.
In the embodiment, the output power, the rotation speed, and the torque, which are the operating points at which the engine 22 can be operated most efficiently, are experimentally obtained and stored in advance in the ROM 84 as a map. When the target power Pe * is given, the memory is stored. The corresponding rotation speed and torque are derived as the target rotation speed Ne * and the target torque Te * from the map.

When the target rotation speed Ne * and the target torque Te * are determined, the target rotation speed Nm1 * of the motor MG1 is calculated based on the target rotation speed Ne * and the vehicle speed V, and the torque is calculated based on the target torque Te *. The command Tm1 * is calculated (step S130). Rear wheels 58a, 58b and front wheels 68
If neither a nor 68b slips,
The axle 56 and the axle 66 rotate at substantially the same rotation speed, that is, the rotation speed obtained by multiplying the vehicle speed V by the conversion coefficient Gv. Since the axles 56 and 66 are mechanically connected to the ring gear 32 of the power distribution and integration mechanism 30 via the power distribution mechanism 40, the rotation speed of the ring gear 32 is calculated by multiplying the vehicle speed V by a conversion factor. be able to. Now, the hybrid vehicle 20 is traveling at the vehicle speed V, and the engine 22 is at the target rotation speed Ne.
Consider the state of rotating with *. In this state, the carrier 35 of the power distribution and integration mechanism 30 rotates at the target rotation speed Ne *, and the ring gear 32 rotates at the rotation speed obtained by multiplying the vehicle speed V by the conversion factor. In the planetary gear mechanism, when the rotational state of two of the three axes is determined, the rotational state of the remaining one axis is uniquely determined by considering the gear ratio in the rotational state of the two axes, so the motor MG1 is attached. The rotation speed of the sun gear 31 can be calculated from the rotation speed of the carrier 35 and the rotation speed of the ring gear 32, that is, the target rotation speed Ne * and the vehicle speed V. Further, under the above assumption, the target torque Te is further applied to the carrier 35.
Considering a state where the torque * is input and the torque is distributed to the sun gear 31 and the ring gear 32 and output, the torque input to the carrier 35 is uniquely determined by the magnitude and the gear ratio between the sun gear 31 and the ring gear 32. Can be distributed to the sun gear 3 depending on the target torque Te * and the gear ratio.
The torque distributed to 1 can be calculated. Therefore, the torque distributed to the sun gear 31 is supplied to the motor MG.
If the torque command Tm1 * is 1, the torque command Tm1 *
Can be calculated based on the target torque Te *.

Next, the generated power P1 generated by the motor MG1 is calculated by the product of the calculated target speed Nm1 * and the target torque Te * (step S140), and the generated power P1 is calculated by the motor MG2 and the motor MG3. The torque command Tm is calculated by the following equation (2) and equation (3) so as to be consumed.
2 * and Tm3 * are calculated (step S150). Here, in the equations (2) and (3), k is the distribution ratio of the electric power of the motor MG2 and the motor MG3, and if k = 1, the electric power P1 is consumed only by the motor MG2, and if k = 0. For example, the electric power P1 is consumed only by the motor MG3. Also,
Gd1 and Gd2 are conversion factors for converting the vehicle speed V into the rotational speeds of the first drive shaft 50 and the second drive shaft 60.

[0032]

[Equation 2] Tm2 * = k · P1 / V · Gd1 (2) Tm3 * = (1-k) ・ P1 / V ・ Gd2 (3)

Thus, the target engine speed Ne * of the engine 22
, Target torque Te *, target rotation speed Nm1 of the motor MG1
*, Torque command Tm1 *, torque command T of motor MG2
When m2 * and the torque command Tm3 * of the motor MG3 are determined, the target value and the command value are output to the engine ECU 24 and the motor ECU 70 (step S160), and this routine is ended. The engine ECU 24, to which the target rotation speed Ne * and the target torque Te * of the engine 22 have been input, controls the fuel injection and the ignition so that the engine 22 operates at a driving point composed of the target rotation speed Ne * and the target torque Te *. Operation control such as intake air amount adjustment control is performed. Further, the target rotation speed Nm1 * of the motor MG1 and the torque command T
m1 *, torque command Tm2 * of motor MG2, motor M
Motor ECU 70 to which G3 torque command Tm3 * is input
Controls the drive of the motor MG1 so that the motor MG1 rotates at the target rotation speed Nm1 *, and also controls the drive of the motor MG2 and the motor MG3 so that the torques of the torque commands Tm2 * and Tm3 * are output from the motor MG2 and the motor MG3. .

By executing the torque control routine described above, the power based on the required driving force is output from the pattern A of the traveling pattern 4, that is, the engine 22, and this power is driven by the motor MG1 as a generator. It is possible to drive the motors MG2 and MG3 as electric motors and output the power to the first drive shaft 50 and the second drive shaft 60 without charging / discharging the battery 75 to drive the vehicle.

In step S150 of this torque control routine, the distribution ratio k of the electric power is set to the value 1, so that the pattern B of the traveling pattern 4, that is, the engine 22 is set.
Motive power based on the required driving force is output from the motor MG1 while driving the motor MG1 as a generator and the motor MG2.
It is possible to drive only the motor as an electric motor and output the electric power to the first drive shaft 50 and the second drive shaft 60 without charging / discharging the battery 75 to travel. Further, by setting the power distribution ratio k to the value 0 in step S150 in this torque control routine, the power based on the required driving force is output from the pattern C of the traveling pattern 4, that is, the engine 22, and this power is output to the motor. MG1 can be driven as a generator and only motor MG3 can be driven as an electric motor to output to the first drive shaft 50 and the second drive shaft 60 without charging / discharging the battery 75 for traveling.

When the driving force required by the driver is relatively small, the vehicle travels according to pattern B or C, and when the required driving force is relatively large, the motor that is not driven is driven and the vehicle travels according to pattern A. The torque control routine shown in FIG. 4 may be executed instead of the torque control routine shown in FIG. In the torque control routine of FIG. 4, the generated power P of the motor MG1 in step S140
After the calculation process of 1, the distribution ratio k is calculated according to the required torque T *.
2 is added, and the torque control of FIG. 2 is performed except that the torque commands Tm2 * and Tm3 * of the motor MG2 and the motor MG3 are calculated using the determined distribution ratio k. It is the same as the routine.
In the determination process of the distribution ratio k in the torque control routine of FIG. 4, the required torque T * is compared with the threshold value Tref (step S142), and when the required torque T * is equal to or greater than the threshold value Tref, the distribution ratio k is calculated as Tref / T *. When the required torque T * is less than the threshold value Tref, the distribution ratio k is set to the value 1. Here, the threshold value Tref may be a constant value or may change according to the vehicle speed V. When the distribution ratio k is determined in this manner, the motor MG2 is controlled to consume all the electric power P1 generated by the motor MG1 until the required torque T * reaches the threshold Tref, and when the required torque T * becomes equal to or greater than the threshold Tref. The electric power P1 generated by the motor MG1 is supplied to the motor MG2 and the motor MG.
It will be controlled to consume by 3 and
Regarding the torque of the motor MG3, the required torque T * is the threshold value Tref.
Therefore, it can be considered that the motor MG3 controls the motor MG2 to compensate for the insufficient torque.

Driving pattern 3 described above, that is, motor MG
1 as a generator and one or both of the motor MG2 and the motor MG3 as an electric motor to drive the power from the engine 22 to the first drive shaft 50 and the second drive shaft 60 while charging / discharging the battery 75. In the case of executing the traveling pattern of outputting and traveling, the battery 75
The target power Pe * is determined by adding the charging / discharging electric power Pb for charging / discharging the electric power to the target power Pe *, and the electric power P1 generated by the motor MG1 minus the charging / discharging electric power Pb is used for the motor MG2 and the motor MG3. Torque commands Tm2 *, Tm
Calculate 3 *. That is, the target power Pe of step S120 in the torque control routine of FIGS.
In the calculation process of *, instead of Pe * = P * / ηa, Pe * = P
The target power Pe * is calculated by * / ηa + Pb, and in the calculation process of the torque commands Tm2 * and Tm3 * of the motor MG2 and the motor MG3 in step S150, the following formula (4) is substituted for the formula (2) and the formula (3). ) And equation (5), the torque commands Tm2 * and Tm3 * are calculated. In this example, when the required torque T * is less than the threshold Tref, only the motor MG2 is driven, and when the required torque T * is greater than or equal to the threshold Tref, the motors MG2 and MG3 are driven. Torque T * is threshold T
When it is less than ref, only the motor MG3 may be driven, and when the required torque T * is the threshold value Tref or more, the motors MG2 and MG3 may be driven.

[0038]

[Equation 3]   Tm2 * = k · (P1-Pb) / V · Gd1 (4)   Tm3 * = (1-k) * (P1-Pb) / V * Gd2 (5)

The hybrid vehicle 20 of the embodiment described above
According to the above, the operation of the engine 22 is stopped and the motor MG2
The driving pattern in which one or both of the motor MG3 is driven as an electric motor to output power to the first drive shaft 50 and the second drive shaft 60 to travel, and the motor MG1 is driven without driving the motor MG2 and the motor MG3. A driving pattern in which power is output from the engine 22 to the first drive shaft 50 and the second drive shaft 60 while being driven as a generator and the battery 75 is charged, and the vehicle travels while driving the motor MG1 as a generator and the motor MG2. Alternatively, a driving pattern in which one or both of the motors MG3 are driven as an electric motor to output power from the engine 22 to the first drive shaft 50 and the second drive shaft 60 while the battery 75 is charged and discharged, and the motor MG1 is driven. Drive as a generator and at least one of the motor MG2 and the motor MG3 as an electric motor to drive the battery 7 Can be the power from the engine 22 without the charge and discharge of the first drive shaft 50 running through the various travel patterns, such as running pattern traveling outputted to the second drive shaft 60. Moreover, in each traveling pattern, the engine 22 can be driven at an efficient driving point, so that the energy efficiency of the entire hybrid vehicle 20 can be improved.

According to the hybrid vehicle 20 of the embodiment, the electric power generated by the motor MG1 is supplied to the motor MG2 and the motor MG.
Since it is consumed by two motors No. 3 and No. 3, the electric power generated by the motor MG1 can be downsized as compared with one consumed by one motor. Moreover, the accelerator opening A
Since the electric power generated by the motor MG1 can be consumed by one motor or two motors based on the magnitude of the required torque T * determined according to P and the vehicle speed V, traveling with high energy efficiency is possible. You can drive in a pattern.

Next, torque control during slippage in the hybrid vehicle 20 of the embodiment will be described. Figure 5
It is a flow chart which shows an example of the torque control routine which considered slippage of either the rear wheels 58a and 58b and the front wheels 68a and 68b. In this torque control routine, the process of setting the wheel speeds Vw1 to Vw4 in step S100 and the process of setting the torque commands Tm2 *, Tm3 * for the motor MG2 and the motor MG3 associated with the slip between the process of step S150 and the process of step S160 are performed. It is the same as the torque control routine of FIG. 2 except that it is increased.
In the setting process of the torque commands Tm2 *, Tm3 * of the motor MG2 and the motor MG3 associated with the slip, first, it is determined whether or not one of the rear wheels 58a, 58b and the front wheels 68a, 68b is slipping (step S1).
51). The determination of the slip is performed by determining the wheel speeds Vw1 to Vw4.
It is possible to determine whether or not any of these exceeds the allowable range and is higher than the other wheel speeds. When the slip determination flag Fs is 0, it is checked if the slip determination flag Fs is 0.
The torque commands Tm1 * and Tm3 * for the motor MG2 and the motor MG3 set in step S150 are set to the engine 22.
The target rotation speed Ne * and the target torque Te * are output to the engine 22 and the motor ECU 70 (step S160), and the present routine ends.

On the other hand, when it is determined in step S151 that the vehicle is slipping, the torque command Ts1 * of the motor connected to the slipping wheel is changed to the previous torque command Ts1 * as shown in the following equation (6). Is set as a value obtained by subtracting a predetermined torque ΔT from (step S15
3) As shown in equation (7), the torque command Ts2 * of the motor connected to the wheels that are not slipping is the torque command Ts2 * calculated in step S150 and the torque command Ts1 * calculated in step S150. Formula (6)
The torque command Ts1 * and Ts2 * are set by adding the deviation from the torque command Ts1 * calculated in step S154, and the slip determination flag Fs is set to a value 1 (step S155). Target engine speed Ne * and target torque Te * of the engine 2
2 and the motor ECU 70 (step S16
0), this routine ends. Here, the predetermined torque ΔT
Is set as a torque amount for reducing the torque output to the axles of the slipping wheels each time the torque control routine is repeatedly executed, and is necessary for the interval at which the torque control routine is repeatedly executed and the traveling of the hybrid vehicle 20. It is determined by the torque etc. Right rear wheel 58b
If the motor is connected to the slipping wheel is the motor MG2, the torque command Ts1 * is the torque command T of the motor MG2.
m2 * and the torque command Ts2 * become the torque command Tm3 * of the motor MG3. Therefore, in step S153, the torque command Tm2 * of the motor MG2 attached to the first drive shaft 50 to which the left rear wheel 58b is connected is set as the previous torque command Tm2 * minus the predetermined torque ΔT. In step S154, the torque command Tm3 * of the motor MG3 attached to the second drive shaft 60 is converted into the torque command Tm3 * calculated in step S150 and the torque command Tm2 * calculated in step S150 and the equation (6).
It is set by adding the deviation from the torque command Tm2 * calculated in step.

[0043]

[Equation 4]   Ts1 * ← previous Ts1 * −ΔT (6)   Ts2 * ← This time Ts2 *             + (Deviation between Ts1 * in S150 and Ts1 * in equation (6)) (7)

Here, steps S153 to S155 are
Since it is repeatedly executed during the slip, the wheel slip is stopped. Moreover, in the formula (7), the deviation between the torque command Ts1 * calculated in step S150 and the torque command Ts1 * calculated in the formula (6) is the deviation of the step S1.
Since it is added to the torque command Ts2 * calculated at 50, the required torque T * is output as the torque of the entire hybrid vehicle 20 regardless of the presence or absence of slip.

When it is determined in step S151 that the vehicle is not slipping and the slip determination flag Fs is not 0 in step S152, it is determined that the torque control based on the slip is being performed, and the previous slipping is performed. Previous torque command Ts1 of the motor on the judged side
A value obtained by adding a predetermined torque ΔT to * is calculated as the comparison torque Tss (step S156), and the calculated comparison torque Tss is calculated as the torque command Ts1 in step S150.
It is compared with * (step S157). Step S150
When the torque command Ts1 * calculated in step S4 is larger than the comparison torque Tss, the comparison torque Tss is set as the torque command Ts1 * of the motor on the slip side and the torque command Ts2 * of the motor on the non-slip side is set in step S150.
Is set as the torque command Ts2 * calculated in step S150 plus the deviation between the torque command Ts1 * calculated in step S150 and the comparison torque Tss (step S158), and the set torque commands Ts1 * and Ts2 * are set as targets of the engine 22. The rotation speed Ne * and the target torque Te * are output to the engine 22 and the motor ECU 70 (step S1).
60) and this routine is completed. Considering the case where the left rear wheel 58b is slipping, in step S158, the comparison torque Tss is set to the torque command Tm2 * of the motor MG2 on the slip side and the torque command Tm3 * of the motor MG3 on the non-slip side is set. The torque command Tm3 * calculated in step S150 is added with the deviation between the torque command Tm2 * calculated in step S150 and the comparison torque Tss.

When the torque command Ts1 * is less than or equal to the comparison torque Tss in step S157, it is determined that the torque control based on the slip has ended, and the slip determination flag Fs.
Is set to 0, and the torque commands Tm2 *, Tm for the motor MG2 and the motor MG3 calculated in step S150 are calculated.
m3 * together with the target rotational speed Ne * and the target torque Te * of the engine 22 and the engine 22 and the motor ECU 70
Is output (step S160), and this routine ends.

According to the torque control during slip described above, when any of the rear wheels 58a, 58b and the front wheels 68a, 68b slips, the torque of the motor connected to the slipped wheel is reduced to suppress the slip. In addition, the required torque T * required for the hybrid vehicle 20 can be applied by increasing the torque of the other motors by the amount of the reduced torque. That is, the required torque T * can be output even when slipping.

In the torque control during slip described above, the required torque T * is output even during slip, but the required torque T * may not be output during slip.

In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the first drive shaft 50 and the motor MG3 is attached to the second drive shaft 60. However, the motor MG2 is not provided or the motor MG3 is provided. It does not matter if there is no motor MG2 or motor MG3. Motor MG2 is also motor M
If G3 is not provided, the electric power generated by the motor MG1 may be stored in the battery 75, and the electric power stored in the battery 75 may be used to drive the motor MG1 as an electric motor if necessary.

In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the first drive shaft 50 and the motor MG3 is attached to the second drive shaft 60.
One of the motors MG3 may be attached to the coupling shaft 39 that couples the power distribution and integration mechanism 30 and the power distribution mechanism 40. For example, from the first drive shaft 50 to the motor MG2
FIG. 6 shows a hybrid vehicle 20B of a modified example in which the motor is removed and attached to the coupling shaft 39. Even in this case, FIG.
The torque control routine of FIG. 4, the torque control routine of FIG. 4, and the torque control routine of FIG. 5 can be executed.

In the embodiment, the power from the engine 22 is supplied to the power distribution integration mechanism 30, the power distribution mechanism 40, and the motor MG.
1, the first drive shaft 5 using the motor MG2 and the motor MG3
Although the power output device that outputs 0 to the second drive shaft 60 has been described as the form of the four-wheel drive hybrid vehicle 20 that is mounted in the vehicle, a moving body other than the vehicle, such as a ship or an aircraft,
It can be mounted on construction machinery.

Although the embodiments of the present invention have been described above with reference to the embodiments, the present invention is not limited to the embodiments and various embodiments are possible without departing from the gist of the present invention. Of course, it can be implemented in.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output device according to an embodiment of the present invention.

FIG. 2 is a flowchart showing an example of a torque control routine executed by a hybrid electronic control unit 80.

FIG. 3 is an explanatory diagram showing an example of a relationship among an accelerator opening AP, a vehicle speed V, and a required torque T *.

FIG. 4 is a flowchart showing an example of a torque control routine of a modified example.

FIG. 5 is a flowchart showing an example of a torque control routine at the time of slip.

FIG. 6 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20B of a modified example.

[Explanation of symbols]

20, 20B hybrid vehicle, 22 engine, 24
Electronic control unit for engine (engine ECU), 2
6 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 33 first pinion gear, 34 second pinion gear, 35 carrier, 39 coupling shaft, 40 power distribution mechanism, 41 sun gear, 42 ring gear, 43 first Pinion gear, 4
4 2nd pinion gear, 45 carrier, 50 1st drive shaft, 54 differential gear, 56 axle, 58
a, 58b, rear wheel, 60 second drive shaft, 64 differential gear, 66 axle, 68a, 68b front wheel, 7
0 Motor electronic control unit (motor ECU), 71
~ 73 inverter, 74 power line, 75 battery, 76 electronic control unit for battery (battery EC
U), 77 voltage sensor, 78 current sensor, 79 temperature sensor, 80 hybrid electronic control unit, 8
2 CPU, 84 ROM, 86 RAM, 90 shift lever, 91 shift position sensor, 92 accelerator pedal, 93 accelerator pedal position sensor,
94 brake pedal, 95 brake pedal position sensor, 96 vehicle speed sensor, MG1 to MG3 motors.

Continued front page    (72) Inventor Kyoji Kaji             1-1, Showa-cho, Kariya city, Aichi stock market             Inside the company DENSO F term (reference) 3D039 AA01 AA03 AB27 AC21 AC24                       AD11 AD53                 3G093 AA03 AA07 BA19 CB06 DA01                       DA06 DB02 DB03 DB04 DB05                       DB11 DB15 DB17 DB19 DB20                       EA01 EA02 EC02                 5H115 PA11 PC06 PG04 PI16 PI24                       PI29 PO01 PO06 PO09 PO17                       PU10 PU24 PU25 PV09 PV22                       QN03 QN04 QN06 QN09 RB21                       RE02 RE03 SE04 SE05 SE07                       SF01 SJ11 TB03 TE02 TE03                       TE06 TI02 TI05 TI06 TO21

Claims (10)

[Claims] 1. A power output device for outputting power to a first drive shaft and a second drive shaft, comprising: an internal combustion engine; a first electric motor capable of generating electricity; an output shaft of the internal combustion engine; It is connected to the rotating shaft of the first electric motor and three shafts of the third shaft, and when the power is input / output to / from two of the three shafts, the power dependent on the two shafts is input / output from the remaining shaft. A power output device comprising: a triaxial power distribution integration means; and a power distribution means for distributing the power of the third shaft to two shafts of the first drive shaft and the second drive shaft. 2. The power output device according to claim 1, further comprising a second electric motor capable of outputting power to the first drive shaft. 3. The power output device according to claim 1, further comprising a second electric motor capable of outputting power to the third shaft. 4. The power output device according to claim 2, further comprising a third electric motor capable of outputting power to the second drive shaft. 5. The internal combustion engine, the first electric motor, and the second motor so that the power output from the internal combustion engine is distributed and output to the first drive shaft and the second drive shaft. The power output apparatus according to claim 4, further comprising drive control means for driving and controlling an electric motor and the third electric motor. 6. The power according to claim 5, wherein the drive control means is means for controlling the electric power generated by the first electric motor to be consumed by the second electric motor and the third electric motor. Output device. 7. The drive control means controls the electric power generated by the first electric motor to be consumed by the second electric motor when the required driving force is less than a predetermined driving force, and the required driving force is When the driving force is equal to or higher than a predetermined driving force, the third electric motor outputs power, and the electric power generated by the first electric motor is controlled to be consumed by the second electric motor and the third electric motor. The power output device according to claim 5 or 6. 8. An automobile having a first axle and a second axle, comprising the power output device according to claim 1, wherein the first axle and the first drive shaft are provided. And a vehicle in which the second axle and the second drive shaft are connected. 9. A vehicle according to claim 8, comprising the power output device according to any one of claims 5 to 7, wherein the wheel speed of each wheel attached to the first axle and the second axle is Wheel speed detecting means for detecting, and slip detecting means for detecting a slip of any of the wheels based on the detected wheel speed of each wheel, wherein the drive control means is one of the slip detecting means. When the slip of the wheel is detected, the drive control of the electric motor is performed so that the electric power in the direction in which the slip is suppressed is output from the electric motor capable of outputting the power to the axle of the slipping wheel. An automobile that is a means for controlling electric power generated by an electric motor to be consumed by the second electric motor and the third electric motor. 10. The electric motor capable of reducing the power output from an electric motor capable of outputting power to an axle of the slipping wheel, and the power output to another axle by the reduced amount. The vehicle according to claim 9, which is a means for controlling to increase the power output from the vehicle.