JP2009107554A - Power output apparatus, vehicle equipped with the same, and method for controlling the power output apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To allow an internal combustion engine to excellently start during stop of the internal combustion engine while suppressing deterioration in an electricity-storing means. <P>SOLUTION: A hybrid vehicle 20 controls an engine 22 and a motors MG1, MG2 so as to output power based on required torque Tr* with the start of the engine 22 to a ring gear shaft 32a regardless of the presence or absence of establishment of an ordinary engine start condition (Step S130) if a deterioration factor D calculated by a battery ECU 52 exceeds an engine start determination threshold Dref during travelling of the vehicle 20 under motor drive mode due to the stop of the engine 22 (Steps S200, S210, etc.). Therefore, the vehicle 20 can allow the engine 22 to excellently start during the stop of the engine 22 while suppressing the deterioration in the battery 50. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a power output device that outputs power to a drive shaft, a vehicle including the same, and a control method for the power output device.

Conventionally, as a power output device for a hybrid vehicle including an internal combustion engine and a traveling motor that output driving power and a motor that can perform cranking for starting the internal combustion engine, a demand for a drive shaft is required. The battery output request is calculated based on the operating point of the internal combustion engine set for the output and the torque command value to the traveling motor, and when the output request is larger than the rated output of the battery, the output request is There is known one that corrects a torque command value of a motor for traveling so as to be equal to or less than an instantaneous output set based on a remaining capacity and a battery temperature (see, for example, Patent Document 1). In this power output apparatus, the internal combustion engine is controlled to operate at an operating point set only during the output possible time, and the driving motor is driven based on the set or corrected torque command value. As a result, the battery performance can be fully exerted and the battery and thus the apparatus can be downsized as compared with the case where the output limit of the battery is limited to the rated output. In addition, this type of power output device starts the internal combustion engine when the accelerator opening is equal to or greater than a threshold value and a predetermined time has elapsed since the previous excess output processing, or during travel using power from the travel motor. It is also known that when a predetermined time has elapsed since the previous excess output processing, a value obtained by adding a predetermined excess output to the rated output of the battery is set as the battery output limit. (For example, refer to Patent Document 2). In this power output device, the battery performance can be sufficiently exhibited, and the battery can be protected more appropriately by setting the excess output at intervals according to the cause of the request for excess output.
JP 2002-058113 A JP 2006-296183 A

  By the way, a battery as a power storage means provided in the power output device as described above generally has a lower limit voltage that is a lower limit of a voltage range that can sufficiently exhibit its performance without deterioration. Some of them begin to deteriorate even when the output voltage does not reach the lower limit voltage, particularly when discharging at a high current is continued. For this reason, in order to suppress the deterioration of the battery, it is necessary to observe the lower limit voltage and limit the discharge from the battery as necessary to reduce the current. However, the internal combustion engine is stopped in the power output device. If the discharge from the battery is restricted when the engine is being operated, the internal combustion engine may not be started properly with cranking by the motor even if the excessive output from the battery as described above is allowed. There is.

  Therefore, the main object of the present invention is to enable the internal combustion engine to be started satisfactorily when the internal combustion engine is stopped while suppressing deterioration of the power storage means.

  The power output apparatus according to the present invention, the vehicle including the power output apparatus, and the control method of the power output apparatus employ the following means in order to achieve the main object.

The power output device according to the present invention is:
A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to the drive shaft;
An electric motor capable of outputting power to the drive shaft;
Electric cranking means capable of executing cranking for starting the internal combustion engine;
Power storage means capable of exchanging power with the electric motor and the electric cranking means;
Required driving force setting means for setting required driving force required for the drive shaft;
A deterioration factor calculating means for calculating a deterioration factor indicating that the deterioration of the power storage means is started when a predetermined reference value is exceeded based on the value of the current flowing through the power storage means;
When the calculated deterioration factor is equal to or smaller than a predetermined start determination threshold value smaller than the reference value when the internal combustion engine is stopped, the internal combustion engine is conditioned on the satisfaction of a predetermined engine start condition. The internal combustion engine, the electric motor, and the electric cranking means are controlled so that power based on the set required drive force is output to the drive shaft with the start, and the internal combustion engine is stopped. When the calculated deterioration factor exceeds the start determination threshold value, the power based on the set required driving force is accompanied by the start of the internal combustion engine regardless of whether the engine start condition is satisfied. Control means for controlling the internal combustion engine, the electric motor and the electric cranking means so as to be output to the drive shaft;
Is provided.

  In this power output apparatus, a deterioration factor indicating that the deterioration of the power storage means is started when a predetermined reference value is exceeded based on the value of the current flowing through the power storage means by the deterioration factor calculation means. If the deterioration factor calculated by the deterioration factor calculation means when the internal combustion engine is stopped is equal to or smaller than a predetermined start determination threshold value smaller than the reference value, the predetermined engine start condition is satisfied. The internal combustion engine, the electric motor, and the electric cranking means are controlled so that power based on the required driving force is output to the drive shaft with the start of the internal combustion engine. Further, when the deterioration factor calculated by the deterioration factor calculation means exceeds the start determination threshold when the internal combustion engine is stopped, the request is accompanied by the start of the internal combustion engine regardless of whether the engine start condition is satisfied. The internal combustion engine, the electric motor, and the electric cranking means are controlled so that power based on the driving force is output to the driving shaft. Thus, if the internal combustion engine is started regardless of whether or not the normal engine start condition is satisfied when the deterioration factor exceeds a predetermined start determination threshold value, the discharge from the power storage means is suppressed after the internal combustion engine is started. As a result, the current can be reduced, so that the deterioration of the power storage means due to the continuation of discharge can be suppressed. In addition, if the internal combustion engine is started when the deterioration factor exceeds the start determination threshold value, the electric storage means is sufficiently supplied from the electric storage means to the electric cranking means before the discharge of the electric storage means is significantly limited based on the deterioration factor. It becomes possible to start the internal combustion engine satisfactorily by supplying electric power. Therefore, in this power output device, the internal combustion engine can be favorably started when the internal combustion engine is stopped, while suppressing the deterioration of the power storage means.

  The start determination threshold value is determined when the start-up process of the internal combustion engine is performed once after the deterioration factor exceeds the start determination threshold value and the cranking is started by the electric cranking means. It may be determined so that a predetermined amount of power can be output from the means. As a result, when the deterioration factor exceeds a predetermined start determination threshold value, it is possible to supply the electric cranking means with sufficient power and to start the internal combustion engine satisfactorily. Further, even if the start of the internal combustion engine is not normally completed by a single start process, a predetermined amount of electric power can still be output from the power storage means at that time, so that the internal combustion engine is started to start the internal combustion engine. The starting process (cranking by the electric cranking means) can be executed again. Therefore, the predetermined amount of electric power may be determined based on at least electric power required for cranking for starting the internal combustion engine by the electric cranking means.

  Further, the power output device discharges the power storage means so that the deterioration factor is equal to or less than the reference value when the calculated deterioration factor is equal to or greater than a predetermined limit start threshold value that is smaller than the reference value. You may further provide the discharge limiting means which sets the discharge allowable power which is an allowable electric power. As a result, it is possible to more reliably suppress the deterioration of the power storage means due to the continuation of the discharge at a particularly high current.

  In this case, the discharge limiting unit may decrease the discharge allowable power as the deviation between the calculated deterioration factor and the limit start threshold value increases. Thereby, it becomes possible to restrict | limit the discharge from an electrical storage means more appropriately.

  Further, the deterioration factor may be a value based on an integrated value of a current flowing through the power storage means. As a result, the deterioration factor can be calculated as more appropriately indicating the degree of deterioration of the power storage means.

  Further, the electric cranking means is connected to the drive shaft and the engine shaft of the internal combustion engine and outputs at least part of the power of the internal combustion engine to the drive shaft side with input and output of electric power and power. In addition, power power input / output means capable of exchanging power with the power storage means may be used. The power drive input / output means is connected to three shafts of a generator motor capable of inputting / outputting power, the drive shaft, the engine shaft of the internal combustion engine, and a rotation shaft of the generator motor. Three-axis power input / output means for inputting / outputting power based on power input / output to / from any two of the shafts to / from the remaining shafts may be included.

  The power storage means may be a lithium ion secondary battery. That is, the lithium ion secondary battery has a characteristic that when the discharge at a high current is continued, the output voltage starts to deteriorate even if the output voltage does not reach the lower limit voltage. Therefore, the present invention is extremely suitable for a power output device including a lithium ion secondary battery as a power storage means. However, since the deterioration factor can be calculated for other types of power storage means such as nickel hydride secondary batteries other than lithium ion secondary batteries, the power output device according to the present invention is not limited to lithium ion secondary batteries. Needless to say, the power storage means may be provided.

  A vehicle according to the present invention includes any one of the power output devices described above and drive wheels coupled to the drive shaft. In this vehicle, it is possible to favorably start the internal combustion engine when the internal combustion engine of the power output device is stopped while suppressing deterioration of the power storage means.

The method for controlling the power output apparatus according to the present invention includes:
An internal combustion engine capable of outputting power to the drive shaft; an electric motor capable of outputting power to the drive shaft; an electric cranking means capable of executing cranking for starting the internal combustion engine; the electric motor and the electric crank; A control method for a power output device comprising a ranking means and a power storage means capable of exchanging electric power,
(A) calculating a deterioration factor indicating that deterioration of the power storage means is started when a predetermined reference value is exceeded based on a value of a current flowing through the power storage means;
(B) When the deterioration factor calculated in step (a) is equal to or smaller than a predetermined start determination threshold value smaller than the reference value when the internal combustion engine is stopped, a predetermined engine start condition is satisfied The internal combustion engine, the electric motor, and the electric cranking means are controlled so that power based on the required driving force required for the drive shaft is output to the drive shaft with the start of the internal combustion engine on the condition of In addition, when the deterioration factor calculated in step (a) exceeds the start determination threshold when the internal combustion engine is stopped, the internal combustion engine regardless of whether or not the engine start condition is satisfied. A step of controlling the internal combustion engine, the electric motor, and the electric cranking means so that power based on the required driving force required for the driving shaft is output to the driving shaft with the start of And,
Is included.

  As in this method, if the internal combustion engine is started regardless of whether or not the normal engine start condition is satisfied when the deterioration factor exceeds a predetermined start determination threshold, the discharge from the power storage means is started after the internal combustion engine is started. Therefore, it is possible to suppress deterioration of the power storage means due to continuation of discharge. Also, if the internal combustion engine is started when the deterioration factor exceeds the start determination threshold, sufficient electric power is supplied to the electric cranking means before the discharge of the power storage means is significantly limited based on the deterioration factor. It becomes possible to start the internal combustion engine satisfactorily. Therefore, according to this method, the internal combustion engine can be favorably started when the internal combustion engine is stopped while suppressing the deterioration of the power storage means.

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

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 as a vehicle according to an embodiment of the present invention. A hybrid vehicle 20 shown in the figure is connected to an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 that is an output shaft of the engine 22 via a damper 28, and the power distribution and integration mechanism 30. Motor MG1 capable of generating electricity, reduction gear 35 attached to ring gear shaft 32a as a drive shaft connected to power distribution and integration mechanism 30, and motor MG2 connected to ring gear shaft 32a via this reduction gear 35 And a hybrid electronic control unit (hereinafter referred to as “hybrid ECU”) 70 that controls the entire hybrid vehicle 20.

  The engine 22 is an internal combustion engine that outputs power when supplied with hydrocarbon-based fuel such as gasoline or light oil. The fuel injection amount or ignition timing by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24, Control of intake air volume etc. The engine ECU 24 receives signals from various sensors that are provided for the engine 22 and detect the operating state of the engine 22. The engine ECU 24 communicates with the hybrid ECU 70 to control the operation of the engine 22 based on a control signal from the hybrid ECU 70, a signal from the sensor, and the like, and to transmit data on the operation state of the engine 22 as necessary. It outputs to ECU70.

  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 rotating elements. A crankshaft 26 of the engine 22 is connected to the carrier 34 as the engine side rotation element, a motor MG1 is connected to the sun gear 31, and a reduction gear 35 is connected to the ring gear 32 as the axle side rotation element via the ring gear shaft 32a. The power distribution and integration mechanism 30 distributes the power from the engine 22 input from the carrier 34 to the sun gear 31 side and the ring gear 32 side according to the gear ratio when the motor MG1 functions as a generator. When the motor functions as an electric motor, the power from the engine 22 input from the carrier 34 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 wheels 39a and 39b, which are drive wheels, via the gear mechanism 37 and the differential gear 38.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that operate as generators and can operate as motors, and exchange power with the battery 50 that is a secondary battery via inverters 41 and 42. Do. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive bus and a negative bus shared by the inverters 41 and 42, and the power generated by one of the motors MG1 and MG2 is used as the other. It can be consumed with the motor. Therefore, the battery 50 is charged / discharged by the electric power generated from one of the motors MG1 and MG2 or the insufficient electric power. If the electric power balance is balanced by the motors MG1 and MG2, the battery 50 is charged. It will not be discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40. The motor ECU 40 receives 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 detected phase current applied to the motors MG1 and MG2 is input, and the motor ECU 40 outputs a switching control signal and the like to the inverters 41 and 42. The motor ECU 40 executes a rotation speed calculation routine (not shown) based on signals input from the rotation position detection sensors 43 and 44, and calculates the rotation speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2. Further, the motor ECU 40 communicates with the hybrid ECU 70, controls the driving of the motors MG1, MG2 based on a control signal from the hybrid ECU 70, and transmits data related to the operating state of the motors MG1, MG2 to the hybrid ECU 70 as necessary. Output.

  The battery 50 is configured as a lithium ion secondary battery in the embodiment, and is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52. The battery ECU 52 includes signals necessary for managing the battery 50, such as an inter-terminal voltage Vb from the voltage sensor 53 installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current Ib from the installed current sensor 55, the battery temperature Tb from the temperature sensor 56 attached to the battery 50, and the like are input. Further, the battery ECU 52 outputs data related to the state of the battery 50 to the hybrid ECU 70 and the engine ECU 24 by communication as necessary. Further, in order to manage the battery 50, the battery ECU 52 calculates the remaining capacity SOC based on the integrated value of the charging / discharging current Ib detected by the current sensor 55, or charges the battery 50 based on the remaining capacity SOC. The power required for discharging the battery 50 and the input limit Win as the charge allowable power, which is the power allowed for charging the battery 50 based on the remaining charge SOC and the battery temperature Tb. The output limit Wout as the discharge allowable power is set. Here, the input / output limits Win and Wout of the battery 50 are basically the input limit correction coefficient or the output limit correction based on the remaining capacity SOC of the battery 50 to a value (temperature dependent value) based on the battery temperature Tb. It can be set by multiplying by a coefficient. As for the output limit Wout, in the embodiment, the output limit base value Woutb, which is the product of the temperature-dependent value and the output limit correction coefficient, is obtained, and the output limit base value Woutb is appropriately corrected to obtain the final output. The limit Wout is set. FIG. 2 shows an example of the relationship between the battery temperature Tb and the temperature dependence value of the output limitation, and FIG. 3 shows an example of the relationship between the remaining capacity SOC of the battery 50 and the output limitation correction coefficient.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 for storing a processing program, a RAM 76 for temporarily storing data, an input / output port and a communication port (not shown), and the like in addition to the CPU 72. The hybrid ECU 70 detects the ignition signal from the ignition switch (start switch) 80, the shift position SP from the shift position sensor 82 that detects the shift position SP that is the operation position of the shift lever 81, and the depression amount of the accelerator pedal 83. The accelerator opening Acc from the accelerator pedal position sensor 84, the brake pedal stroke BS from the brake pedal stroke sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 87, and the like are input via the input port. . As described above, the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, etc. via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, the battery ECU 52, etc. ing.

  In the hybrid vehicle 20 of the embodiment configured as described above, a request 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. Torque is calculated, and engine 22, motor MG1, and motor MG2 are controlled so that power corresponding to the required torque is output to ring gear shaft 32a. As the operation control mode of the engine 22, the motor MG1, and the motor MG2, the engine 22 is operated and controlled so that power corresponding to the required torque is output from the engine 22, and all of the power output from the engine 22 is a power distribution integration mechanism. 30, a 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 the power corresponding to the sum is output from the engine 22, and all or a part of the power output from the engine 22 with charge / discharge of the battery 50 is the power distribution integration mechanism 30 and the motor MG1. The required power is ringed with torque conversion by the motor MG2 A charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to the gear shaft 32a, and a motor which controls the operation so that the operation of the engine 22 is stopped and the power meeting the demand is output from the motor MG2 There are operation modes.

  Further, in the hybrid vehicle 20 of the embodiment, when a predetermined condition is satisfied under the torque conversion operation mode or the charge / discharge operation mode, intermittent operation for automatically stopping and starting the engine 22 is executed. In the embodiment, for example, the cooling water temperature of the engine 22 is equal to or higher than a first predetermined temperature (for example, 55 ° C. to 65 ° C.), the remaining capacity SOC of the battery 50 is within a predetermined management area, and the accelerator pedal 83 is depressed. When the required vehicle power set in accordance with the amount becomes less than a first start threshold (for example, 2 kW to 10 kW), the automatic stop condition of the engine 22 is established, and the engine 22 is automatically stopped and the torque conversion operation mode or charge / discharge is performed. Transition from operation mode to motor operation mode. In addition, when the required power set according to, for example, depression of the accelerator pedal 83 under the motor operation mode becomes equal to or greater than a second start threshold Pref (for example, 4 to 15 kW) that is larger than the first start threshold. Thus, the engine 22 that has been stopped is restarted when the automatic start condition of the engine 22 is established and the engine start process with cranking by the motor MG1 is executed.

  By the way, the battery 50 mounted in the hybrid vehicle 20 of the embodiment is a lithium ion secondary battery. However, when the discharge at a high current is continued for the lithium ion secondary battery, the inter-terminal voltage Vb is It has been found that even if the lower limit voltage, which is the lower limit of the voltage range in which the battery performance can be sufficiently exhibited, has not been reached, deterioration starts. That is, in the lithium ion secondary battery, when discharging at a relatively high (constant) current value is continued, the inter-terminal voltage Vb becomes relatively steep with time from a certain timing as shown in FIG. It has the characteristic that it falls. Based on this, in the embodiment, it is assumed that the deterioration of the battery 50 starts from the timing (deterioration start timing) at which the inter-terminal voltage Vb decreases relatively rapidly with time, and the following equation (1): It is assumed that the deterioration start timing does not arrive unless the deterioration factor D expressed by the differential equation exceeds a predetermined reference value. Here, if the Laplace transform of both sides of Formula (1) is taken, the transfer function shown in the following Formula (2) can be obtained. However, “α” and “β” in the equations (1) and (2) are both parameters depending on the battery temperature Tb and the remaining capacity SOC. As can be seen from the equation (2), the deterioration factor D is determined by the coefficients α and β, that is, the coefficient κ determined based on the battery temperature Tb and the remaining capacity SOC, and the charge / discharge current Ib, as shown in the following equation (3). It can be obtained as a product of the integrated value, and becomes larger as the discharge of the battery 50 at a high current continues. Conversely, when the battery 50 is charged, it gradually decreases. In the embodiment, a restriction start threshold value (control target value) Dtag smaller than the reference value is set for the deterioration factor D thus obtained, and the restriction start threshold value is set when the deterioration factor D becomes equal to or greater than the restriction start threshold value Dtag. The output limit Wout is set according to the following equation (4) by feedback control (PI control) based on the deviation between Dtag and the degradation factor D, whereby the degradation start timing of the battery 50 is maintained while maintaining the degradation factor D below the reference value. It was decided not to arrive. In Equation (4), “kp” on the right side is the gain of the proportional term, and “ki” on the right side is the gain of the integral term. In the embodiment, the relationship among the battery current Tb, the remaining capacity SOC, and the coefficient κ is determined in advance and stored in the ROM 74 as a coefficient setting map. The coefficient κ is a battery given when calculating the deterioration factor D. A value corresponding to the temperature Tb and the remaining capacity SOC is derived and set from the map. In the embodiment, the setting process of the output limit Wout is executed by the battery ECU 52. Basically, the output limit Wout (charge / discharge current Ib) is set smaller as the deviation between the limit start threshold Dtag and the deterioration factor D increases. It will be. A block diagram of the control system related to the setting of the output limit Wout by the battery ECU 52 is shown in FIG. In the embodiment, the limitation on the output limit Wout based on the above-described degradation factor D is executed until the degradation factor D falls below a predetermined threshold value that is smaller than the limitation start threshold value Dtag.

dD / dt + α · D = β · Ib (1)
D = (β / α) / (s / α + 1) · £ {Ib} (2)
D = κ ・ ∫Ib ・ dt (3)
Wout = Woutb + Kp · (Dtag-D) + Ki · ∫ (Dtag-D) · dt (4)

  Further, the procedure for setting the limit start threshold value Dtag and gain related to the above equation (4) will be described. From the transfer function shown in equation (2), as shown in FIG. 5, the deterioration factor D is a unit step of the discharge current Ib. Since it converges to the value β / α with a time constant 1 / α with respect to the input, if the discharge at Ib = α / β is continued, the deterioration factor D converges to the value 1.0. Based on this, in the embodiment, the reference value for the degradation factor D is set to a value of 1.0, and the limit start threshold Dtag and the gain are set. Here, if the deterioration factor D converges to the reference value 1.0, the charge / discharge current Ib is Ib = α / β = Ib_D1, and the battery voltage Vb at this time is Vb = Vb_D1, The electric power Pb_D1 of the battery 50 at this time is Pb_D1 = Ib_D1 × Vb_D1. If the integral term in the above equation (4) is ignored in consideration of responsiveness, the relationship shown in the following equation (5) is established when the deterioration factor D converges to the value 1.0 as the reference value. (See FIG. 6). Further, if both sides of the above equation (4) are differentiated with respect to time (where Woutb, Dtag, kp, Ki are fixed values), the following equation (6) is obtained. Considering that the time change rate is smaller than the time change rate of the proportional term, ignoring the second term on the right side of the equation (6) and using the above equation (1), the relationship of the following equation (7) is obtained. be able to. From equation (7), it can be seen that the time change rate dWout / dt of the output limit Wout increases toward the negative side as the value of the deterioration factor D decreases and as the value of the charge / discharge current Ib increases as the discharge current. Therefore, if the limit value of the time change rate dWout / dt of the output limit Wout determined from the drivability of the hybrid vehicle 20 is ΔWout, dWout / dt = ΔWout when the deterioration factor D reaches the limit start threshold Dtag. Therefore, the restriction start threshold value Dtag and the proportional term gain Kp need only satisfy the following expression (8). Therefore, if the above formulas (5) and (8) are used as constraint conditions, the limit start threshold Dtag and the proportional term gain Kp are set using other parameters such as coefficients α and β that are separately determined through experiments and analysis. Can be determined. If at least the proportional term Kp is determined, the output limit Wout is gradually increased by setting the output limit Wout by the feedback control according to the above formula (4) from the time when the deterioration factor D becomes equal to or greater than the limit start threshold Dtag. Accordingly, as shown in FIG. 7, the deterioration factor D can be converged to a value of 1 so that the deterioration start timing of the battery 50 does not arrive. Further, after setting the integral term gain Ki as appropriate (for example, Ki = 1.0) and setting the output limit Wout by feedback control according to the above equation (4), the deterioration factor D approaches the value 1. Thus, it becomes possible to more surely suppress the deterioration start timing of the battery 50 from decreasing gradually.

Wout = Woutb + Kp ・ (Dtag-1.0) = Pb_D1 (5)
dWout / dt = -Kp · dD / dt + Ki · (Dtag-D) (6)
dWout / dt = -Kp · dD / dt = -Kp · (-α · D + β · Ib) (7)
ΔWout = -Kp ・ (-α ・ D tag + β ・ Ib_woutb) (8)

  Next, the operation of the hybrid vehicle 20 configured as described above under the motor operation mode will be described. FIG. 9 shows an engine stop drive control routine that is executed by the hybrid ECU 70 every predetermined time (for example, every several msec) when the hybrid vehicle 20 is running with the power from the motor MG2 with the engine 22 stopped. It is a flowchart which shows an example.

  At the start of the drive control routine of FIG. 9, the CPU 72 of the hybrid ECU 70 determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 87, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the battery 50. Input processing of data required for control such as charge / discharge required power Pb *, input / output limits Win and Wout of battery 50, deterioration factor D, and engine start determination threshold value Dref is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication. The charge / discharge required power Pb * and the input / output limits Win and Wout of the battery 50 are input from the battery ECU 52 by communication. As can be seen from FIG. 8, in the embodiment, a value obtained by limiting the base value Pbb of the charge / discharge required power set based on the remaining capacity SOC by the input limit Win and the output limit Wout is the charge / discharge required power Pb *. Will be set as Similarly, the deterioration factor D is input from the battery ECU 52 by communication as calculated above. The engine start determination threshold value Dref is determined depending on the battery temperature Tb and the remaining capacity SOC of the battery 50, and the value set by the battery ECU 52 as with the deterioration factor D is input by communication.

  After the data input process in step S100, it is determined whether or not the input deterioration factor D is equal to or less than the engine start determination threshold value Dref (step S110). If the deterioration factor D is equal to or less than the engine start determination threshold value Dref, the ring gear shaft 32a serving as the drive shaft connected to the wheels 39a and 39b as the drive wheels based on the accelerator opening Acc and the vehicle speed V input in step S100. After setting the required torque Tr * to be output, the required power P * required for the entire vehicle is set (step S120). In the embodiment, the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr * is determined in advance and stored in the ROM 74 as a required torque setting map. The required torque Tr * is the given accelerator opening. The one corresponding to Acc and the vehicle speed V is derived and set from the map. FIG. 10 shows an example of the required torque setting map. In the embodiment, the required power P * is calculated as the sum of the set required torque Tr * multiplied by the rotation speed Nr of the ring gear shaft 32a, the charge / discharge required power Pb *, and the loss Loss. The rotational speed Nr of the ring gear shaft 32a can be obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35 as shown in the figure or by multiplying the vehicle speed V by the conversion factor k.

  Next, it is determined whether the required power P * set in step S120 is less than the start threshold value Pref (step S130). When the required power P * is equal to or greater than the starting threshold value Pref, the required power P * is output to the engine 22 and an engine start flag is used to indicate execution of an unillustrated engine start time drive control routine (starting process of the engine 22). Is turned on (step S210), and this routine is terminated. Note that the engine start drive control routine starts the engine 22 while cranking the engine 22 by the motor MG1, and generates torque as a reaction force against the drive torque acting on the ring gear shaft 32a as the engine 22 is cranked. In this process, the motor MG2 is driven and controlled so that a torque based on the required torque Tr * is output to the ring gear shaft 32a while canceling. When the engine starting drive control routine ends, the engine start flag is turned off.

  Further, when the required power P * is less than the threshold value Pref, the target rotational speed Ne * and the target torque Te * as the target operating point of the engine 22 are each set to the value 0 in order to keep the engine 22 stopped. In addition to setting (step S140), the torque command Tm1 * for the motor MG1 is set to 0 (step S150). Further, deviation between input / output limits Win and Wout of battery 50 input in step S100 and power consumption (generated power) of motor MG1 obtained as a product of torque command Tm1 * and current rotation speed Nm1 of motor MG1. Is divided by the rotational speed Nm2 of the motor MG2 to calculate torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 using the following equations (9) and (10) (step S160). ). Next, based on the required torque Tr * and the gear ratio Gr of the reduction gear 35, a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated according to the following equation (11) (step S170), and a torque command for the motor MG2 is calculated. Tm2 * is set as a value obtained by limiting the temporary motor torque Tm2tmp with the torque limits Tmin and Tmax calculated in step S160 (step S180). By setting the torque command Tm2 * of the motor MG2 in this way, the torque output to the ring gear shaft 32a as the drive shaft can be set as a torque that is limited within the range of the input / output limits Win and Wout of the battery 50. it can. When the target rotational speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are transferred to the engine ECU 24 and the motor. Torque commands Tm1 * and Tm2 * of MG1 and MG2 are transmitted to the motor ECU 40 (step S190), and the processes after step S100 are executed again. In this case, the motor ECU 40 that has received the torque commands Tm1 * and Tm2 * performs switching control of the switching element of the inverter 42 so that the motor MG2 is driven in accordance with the torque command Tm2 *.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (9)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (10)
Tm2tmp = Tr * / Gr (11)

  Here, in the hybrid vehicle 20 of the embodiment, as described above, when the deterioration factor D becomes equal to or greater than the limit start threshold Dtag according to the discharge state from the battery 50, the battery ECU 52 limits the output as the discharge allowable power of the battery 50. As Wout is restricted and the deviation between the restriction start threshold Dtag and the deterioration factor D is larger, the output restriction Wout is smaller. Therefore, particularly when the deterioration factor D is equal to or greater than the limit start threshold Dtag, the engine 22 is determined when a negative determination is made in step S130 and the engine 22 should be started due to the limit of the output limit Wout of the battery 50. Accordingly, there is a possibility that sufficient electric power cannot be supplied from the battery 50 to the motor MG1 that executes the cranking of the engine, thereby causing a start shock, and in some cases, the engine 22 cannot be started. Therefore, in the embodiment, the engine start determination threshold value Dref is set for the deterioration factor D, and when it is determined in step S110 that the deterioration factor D exceeds the engine start determination threshold value Dref, the engine 22 is intermittently operated. The intermittent operation prohibition flag is turned on to prohibit the execution of the engine (step S200), the engine start flag is turned on to instruct the execution of the engine start drive control routine (step S210), and this routine ends. become. In the embodiment, the engine start determination threshold value Dref is set for the battery temperature Tb and the remaining capacity SOC when the deterioration factor D exceeds the engine start determination threshold value Dref and the engine start time drive control routine is executed once. The predetermined amount of power is determined to be smaller than the reference value (value 1.0) so that a predetermined amount of power can be output from 50, and in the embodiment, the predetermined amount of power is once again controlled once in the engine start drive control routine. Electric power required for cranking for starting the engine 22 by the motor MG1 when executing (for example, about 5 kW) and electric power required for continuing driving by outputting power from the motor MG2 (for example, about 1 kW) It is defined as the sum.

  As described above, in the hybrid vehicle 20 of the embodiment, when the battery ECU 52 exceeds a predetermined reference value (value 1.0 in the embodiment) based on the value of the current Ib flowing through the battery 50, the battery 50 is deteriorated. A deterioration factor D indicating that is started is calculated. When the engine 22 is stopped and the hybrid vehicle 20 is traveling under the motor operation mode, the deterioration factor D calculated by the battery ECU 52 is equal to or smaller than the engine start determination threshold value Dref that is smaller than the reference value. The engine 22 and the motor are configured so that the power based on the required torque Tr * is output to the ring gear shaft 32a as the drive shaft when the engine 22 is started on the condition that a predetermined engine start condition (step S130) is satisfied. MG2 and motor MG1 are controlled (steps S120 to S190, S210, etc.). If the deterioration factor D calculated by the battery ECU 52 exceeds the engine start determination threshold value Dref when the engine 22 is stopped and the hybrid vehicle 20 is traveling in the motor operation mode, the engine start condition Regardless of whether or not (Step S130) is established, the engine 22, the motor MG2, and the motor MG1 are controlled so that the power based on the required torque Tr * is output to the ring gear shaft 32a with the start of the engine 22 (Step S130). S210 etc.). As described above, if the engine start flag is turned on and the engine 22 is started regardless of whether or not the normal engine start condition is satisfied when the deterioration factor D exceeds the engine start determination threshold value Dref, after the engine 22 is started, Since the discharge from the battery 50 can be suppressed and the charge / discharge current Ib can be reduced, the deterioration of the battery 50 due to the continuation of discharge can be suppressed. If the engine start flag is turned on and the engine 22 is started when the deterioration factor D exceeds the engine start determination threshold value Dref, the battery 50 is discharged based on the deterioration factor D and the restriction start threshold value Dtag ( Before the output limit Wout) is significantly limited, sufficient power can be supplied from the battery 50 to the motor MG1, and the engine 22 can be started well and quickly with less shock. Therefore, in the hybrid vehicle 20 of the embodiment, while the deterioration of the battery 50 is suppressed, when the engine 22 is stopped, the engine 22 can be started well and quickly with less shock. In FIG. 9, it is assumed that the normal engine start condition is satisfied when the required power P * is equal to or greater than the start threshold value Pref. However, the normal engine start condition is that the engine is operated under the motor operation mode. For example, the cooling water temperature 22 is lower than a second predetermined temperature (for example, 45 to 55 ° C.) lower than the first predetermined temperature, or the remaining capacity SOC of the battery 50 is lower than the management region.

  In the embodiment, the engine start determination threshold value Dref is determined when the deterioration control factor D exceeds the engine start determination threshold value Dref and the engine start time drive control routine is executed once for each battery temperature Tb and remaining capacity SOC. The value is set to a value smaller than the reference value (value 1.0) so that the battery 50 can output electric power necessary for execution of the one-time engine start drive control routine. As a result, when the deterioration factor D exceeds the engine start determination threshold value Dref, it is possible to supply sufficient power to the motor MG1 to start the engine 22 well and quickly with less shock. In addition, even if the start of the engine 22 is not normally completed by a single execution of the engine start drive control routine, the engine start drive control routine (the motor MG1 is required to start the engine 22 at that time). Ranking) can be executed again. Further, in the hybrid vehicle 20 of the embodiment, the intermittent operation prohibition flag is turned on when the deterioration factor D exceeds the engine start determination threshold value Dref, and then the intermittent operation of the engine 22 is continued until the intermittent operation prohibition flag is turned off. Will be banned. Thus, even if the automatic stop condition of the engine 22 is satisfied while the output limit Wout is limited based on the deterioration factor D, the operation of the engine 22 is continued. Therefore, the output limit Wout is set based on the deterioration factor D. It is possible to suppress the start processing (discharge of the battery 50) of the engine 22 while being restricted. The intermittent operation prohibition flag is turned off when, for example, the deterioration factor D falls below a predetermined threshold value that is smaller than the restriction start threshold value Dtag and the restriction of the output restriction Wout based on the deterioration factor D ends.

  Further, as in the above embodiment, when the deterioration factor D is equal to or greater than the limit start threshold Dtag smaller than the reference value (value 1.0), the battery 50 is set so that the deterioration factor D becomes equal to or less than the reference value 1.0. By setting the output limit Wout, which is the power allowed for the discharge, it is possible to more reliably suppress the deterioration of the battery 50 due to the continuation of the discharge at a particularly high current. At this time, if the output limit Wout is made smaller as the deviation between the limit start threshold Dtag and the deterioration factor D is larger, the discharge from the battery 50 can be more appropriately limited. Further, if the deterioration factor D is a value based on the integrated value of the current Ib flowing through the battery 50, the deterioration factor D can be calculated as indicating the degree of deterioration of the battery 50 more appropriately. In this way, the process of limiting the output limit Wout of the battery 50 based on the deterioration factor D is such that the terminal voltage Vb reaches the lower limit voltage when discharging at a high current as in the lithium ion secondary battery is continued. It is particularly suitable for the battery 50 having the characteristic that it starts to deteriorate even if it is not. However, since the deterioration factor D can be calculated for other types of batteries 50 such as nickel-hydrogen secondary batteries other than lithium ion secondary batteries, the battery 50 of the hybrid vehicle 20 is not a lithium ion secondary battery. It goes without saying that other types may be used.

  In the hybrid vehicle 20, the ring gear shaft 32a serving as the drive shaft and the motor MG2 are connected via the reduction gear 35 that reduces the rotational speed of the motor MG2 and transmits it to the ring gear shaft 32a. Instead of this, for example, a transmission that has two shift stages of Hi and Lo, or three or more shift stages, and changes the rotation speed of the motor MG2 and transmits it to the ring gear shaft 32a may be employed. Moreover, although the hybrid vehicle 20 decelerates the power of the motor MG2 by the reduction gear 35 and outputs it to the ring gear shaft 32a as a drive shaft, the application target of the present invention is not limited to this. That is, according to the present invention, as in a hybrid vehicle 120 as a modified example shown in FIG. 11, the axle of the motor MG2 connected to the ring gear shaft 32a (the axle to which the wheels 39a and 39b as drive wheels are connected) is connected. May be applied to those that output to different axles (axles connected to the wheels 39c, 39d in FIG. 11). Furthermore, the hybrid vehicle 20 of the embodiment outputs the power of the engine 22 to the ring gear shaft 32a as a drive shaft connected to the wheels 39a and 39b as drive wheels via the power distribution and integration mechanism 30. The application target of the present invention is not limited to this. That is, the present invention is a drive shaft that outputs power to the inner rotor 232 connected to the crankshaft 26 of the engine 22 and the wheels 39a and 39b as drive wheels, like a hybrid vehicle 220 as a modified example shown in FIG. And an outer rotor 234 connected to the motor, and may be applied to a motor provided with a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power. In addition, the present invention is capable of cranking the engine using power from the battery, an engine capable of outputting power for traveling, a motor capable of exchanging power with the battery and outputting power for traveling, and the battery. The present invention may be applied to a hybrid vehicle including a simple cell motor.

  Here, the correspondence between the main elements of the above-described embodiments and modifications and the main elements of the invention described in the column of means for solving the problems will be described. That is, in the above embodiment, the engine 22 that can output power to the ring gear shaft 32a corresponds to an “internal combustion engine”, and the motor MG2 that can output power to the ring gear shaft 32a corresponds to an “electric motor”. The motor MG1 capable of executing cranking for starting corresponds to “electric cranking means”, and the battery 50 capable of exchanging electric power with the motors MG1 and MG2 corresponds to “electric storage means”, and sets the required torque Tr *. The hybrid ECU 70 that corresponds to the “required driving force setting means” calculates a deterioration factor D indicating that the deterioration of the battery 50 is started when a predetermined reference value is exceeded based on the charge / discharge current Ib of the battery 50. The battery ECU 52 that corresponds to the “deterioration factor calculation means” executes the engine stop time drive control routine of FIG. Hybrid ECU 70, the combination of motor ECU40 for controlling the engine ECU24 and the motors MG1 and MG2 to control the engine 22 corresponds to "control means" for. Further, the battery ECU 52 that executes the process of limiting the output limit Wout based on the deterioration factor D corresponds to “discharge limiting means”, and the motor MG1, the power distribution integration mechanism 30 and the counter-rotor motor 230 are “power power input / output means”. The motor MG1 and the anti-rotor motor 230 correspond to “a motor for power generation”, and the power distribution and integration mechanism 30 corresponds to “a three-axis power input / output unit”. The “internal combustion engine” is not limited to the engine 22 that outputs power by receiving a hydrocarbon-based fuel such as gasoline or light oil, and may be of any other type such as a hydrogen engine. The “motor” is not limited to the synchronous generator motor such as the motor MG2, and may be any other type such as an induction motor. “Electric cranking means” is not limited to the one that can also function as a generator such as the motor MG1, and may only perform cranking of the engine such as a cell motor. The “required driving force setting means” is not limited to the one that sets the required torque as the required driving force based on the accelerator opening and the vehicle speed, but, for example, the one that sets the required driving force based only on the accelerator opening. Any other format may be used. The “deterioration factor calculation means” is a battery ECU that calculates a deterioration factor indicating that the deterioration of the power storage means is started when a predetermined reference value is exceeded based on the value of the current flowing through the power storage means. It may be of any other type. The “control means” is requested drive with the start of the internal combustion engine on condition that the predetermined engine start condition is satisfied when the deterioration factor is equal to or less than a predetermined start determination threshold value smaller than the reference value while the internal combustion engine is stopped. The internal combustion engine, the electric motor, and the electric cranking means are controlled so that power based on the force is output to the drive shaft, and the engine start condition is satisfied when the deterioration factor exceeds the start determination threshold while the internal combustion engine is stopped. As long as the internal combustion engine, the electric motor, and the electric cranking means are controlled so that power based on the required driving force is output to the drive shaft with the start of the internal combustion engine regardless of the presence or absence of the hybrid ECU 70 and the engine ECU 24 Any type other than the combination of the motor ECU 40 and the motor ECU 40 may be used. “Discharge limiting means” is for setting the electric power allowed to discharge the storage means so that the deterioration factor is not more than the reference value when the deterioration factor is not less than a predetermined restriction start threshold value that is smaller than the reference value. Any type other than the battery ECU 52 may be used. In any case, the correspondence between the main elements of the embodiments and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. This is an example for specifically describing the best mode for carrying out the invention, and does not limit the elements of the invention described in the column of means for solving the problem. In other words, the examples are merely specific examples of the invention described in the column of means for solving the problem, and the interpretation of the invention described in the column of means for solving the problem is described in the description of that column. Should be done on the basis.

  The embodiments of the present invention have been described above using the embodiments. However, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the scope of the present invention. Needless to say.

  The present invention can be used in a power output apparatus, a vehicle manufacturing industry, and the like.

1 is a schematic configuration diagram of a hybrid vehicle 20 as a vehicle according to an embodiment of the present invention. It is explanatory drawing which shows an example of the relationship between battery temperature Tb and the temperature dependence value of the output limitation of the battery 50. FIG. It is explanatory drawing which shows an example of the relationship between the remaining capacity SOC of the battery 50, and the output limiting correction coefficient. 4 is an explanatory diagram illustrating characteristics of a battery 50. FIG. It is explanatory drawing which illustrates the response of the degradation factor D with respect to the unit step input of the electric current Ib. It is explanatory drawing which illustrates transition of the output restriction | limiting Wout when the output restriction | limiting Wout is restrict | limited based on the degradation factor D. It is explanatory drawing which illustrates transition of the degradation factor D when the output restriction | limiting Wout is restrict | limited based on the degradation factor D. FIG. It is a block diagram of a control system related to the setting of the output limit Wout by the battery ECU 52. It is a flowchart which shows an example of the drive control routine at the time of an engine stop performed by hybrid ECU70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is a schematic block diagram of the hybrid vehicle 120 which concerns on a modification. FIG. 10 is a schematic configuration diagram of a hybrid vehicle 220 according to another modification.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35 reduction gear, 37 gear mechanism, 38 differential gear, 39a, 39b, 39c, 39d wheels, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 52 Electronic control unit for battery (battery ECU), 53 voltage sensor, 54 power line, 55 current sensor, 56 temperature sensor, 70 electronic control unit for hybrid (hybrid ECU), 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal stroke sensor, 87 vehicle speed sensor, 230 rotor motor, 232 inner rotor 234, outer rotor, MG1, MG2 motor.

Claims (11)

A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to the drive shaft;
An electric motor capable of outputting power to the drive shaft;
Electric cranking means capable of executing cranking for starting the internal combustion engine;
Power storage means capable of exchanging power with the electric motor and the electric cranking means;
Required driving force setting means for setting required driving force required for the drive shaft;
A deterioration factor calculating means for calculating a deterioration factor indicating that the deterioration of the power storage means is started when a predetermined reference value is exceeded based on the value of the current flowing through the power storage means;
When the calculated deterioration factor is equal to or smaller than a predetermined start determination threshold value smaller than the reference value when the internal combustion engine is stopped, the internal combustion engine is conditioned on the satisfaction of a predetermined engine start condition. The internal combustion engine, the electric motor, and the electric cranking means are controlled so that power based on the set required driving force is output to the drive shaft with the start, and the internal combustion engine is stopped. When the calculated deterioration factor exceeds the start determination threshold value, the power based on the set required driving force is accompanied by the start of the internal combustion engine regardless of whether the engine start condition is satisfied. Control means for controlling the internal combustion engine, the electric motor and the electric cranking means so as to be output to the drive shaft;
A power output device comprising:   The start determination threshold is further increased when the start-up process of the internal combustion engine is executed once after the deterioration factor exceeds the start determination threshold and the cranking is started by the electric cranking means. The power output device according to claim 1, wherein the power output device is determined so that a predetermined amount of electric power can be output from the power source.   The power output apparatus according to claim 2, wherein the predetermined amount of electric power is determined based on electric power required for cranking for starting the internal combustion engine by the electric cranking means.   When the calculated deterioration factor is equal to or greater than a predetermined limit start threshold value that is smaller than the reference value, discharge tolerance is electric power that is allowed for discharging the power storage means so that the deterioration factor is equal to or less than the reference value. The power output apparatus according to any one of claims 1 to 3, further comprising discharge limiting means for setting electric power.   The power output device according to claim 4, wherein the discharge limiting unit decreases the discharge allowable power as the deviation between the calculated deterioration factor and the limit start threshold increases.   The power output device according to any one of claims 1 to 5, wherein the deterioration factor is a value based on an integrated value of a current flowing through the power storage means.   The electric cranking means is connected to the drive shaft and the engine shaft of the internal combustion engine and outputs at least a part of the power of the internal combustion engine to the drive shaft side with input and output of electric power and power. The power output device according to any one of claims 1 to 6, wherein the power output device is power power input / output means capable of exchanging power with the power storage means.   The electric power drive input / output means is connected to three axes of a generator motor capable of inputting / outputting power, the drive shaft, the engine shaft of the internal combustion engine, and a rotation shaft of the generator motor. The power output apparatus according to claim 7, further comprising: a three-axis power input / output unit that inputs / outputs power based on power input / output to / from any of the two shafts to / from the remaining shaft.   The power output apparatus according to any one of claims 1 to 8, wherein the power storage means is a lithium ion secondary battery.   A vehicle comprising: the power output device according to any one of claims 1 to 9; and a drive wheel coupled to the drive shaft. An internal combustion engine capable of outputting power to the drive shaft; an electric motor capable of outputting power to the drive shaft; an electric cranking means capable of executing cranking for starting the internal combustion engine; the electric motor and the electric crank; A control method for a power output device comprising a ranking means and a power storage means capable of exchanging electric power,
(A) calculating a deterioration factor indicating that deterioration of the power storage means is started when a predetermined reference value is exceeded based on a value of a current flowing through the power storage means;
(B) When the deterioration factor calculated in step (a) is equal to or smaller than a predetermined start determination threshold value smaller than the reference value when the internal combustion engine is stopped, a predetermined engine start condition is satisfied The internal combustion engine, the electric motor, and the electric cranking means are controlled so that power based on the required driving force required for the drive shaft is output to the drive shaft with the start of the internal combustion engine on the condition of In addition, when the deterioration factor calculated in step (a) exceeds the start determination threshold when the internal combustion engine is stopped, the internal combustion engine regardless of whether or not the engine start condition is satisfied. A step of controlling the internal combustion engine, the electric motor, and the electric cranking means so that power based on the required driving force required for the driving shaft is output to the driving shaft with the start of And,
A method for controlling a power output apparatus including:

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