JP2012111450A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a storage ratio of a secondary battery from being excessively high when the temperature of the battery is low.SOLUTION: When a battery temperature Tb is less than a predetermined one, electric traveling only with a power from a motor becomes difficult to do while a hybrid traveling with both powers from the motor and an engine becomes easy to do, compared with the case of the battery temperature Tb being not less than the predetermined one. In the vehicle, a power Pbsoc for adjusting the storage ratio is set according to the storage ratio SOC of the battery (S300); a smaller value compared with the battery temperature Tb more than the predetermined one when the temperature Tb is less than the predetermined one, is set at a raised power Pbη (S310); and the sum of these is set at a battery charge and discharge power Pb* (S320). Then, when the vehicle travels in the hybrid traveling, it controls the engine and the two motors so that it travels while outputting from the engine a power with the battery charge and discharge power Pb* added to a traveling power.

Description

  The present invention relates to a hybrid vehicle, and more specifically, an internal combustion engine that can output power for traveling, and at least one electric motor that can generate power using the power from the internal combustion engine and can output power for traveling. The present invention relates to a hybrid vehicle including a simple electric motor device and a secondary battery capable of exchanging electric power with the electric motor device.

  Conventionally, this type of hybrid vehicle includes a power distribution in which a carrier, a sun gear, and a ring gear are connected to an engine, a first motor (MG1), and a drive shaft coupled to the engine, the first motor, and an axle. In a hybrid vehicle including an integrated mechanism, a second motor (MG2) connected to the drive shaft, and a battery that exchanges electric power with the motors MG1 and MG2, the required drive power based on the accelerator opening is smaller than the engine stop threshold When the correction lower limit is exceeded, the larger of the charge / discharge required power based on the remaining battery capacity and the reference value and the positive correction power based on the drive required power is reset to the charge / discharge required power and the reset charge / reset is reset. The required engine power is set using the required discharge power and the required drive power. It controls an engine and a motor MG1, MG2 to travel by the power based on the driving power demand is outputted from has been proposed (e.g., see Patent Document 1). In this hybrid vehicle, by performing such control, the operation of the engine is continued when the required drive power is equal to or greater than the correction lower limit value, and the frequent start and stop of the engine is suppressed.

JP 2005-42561 A

  In such a hybrid vehicle, when the battery is at a low temperature, the maximum power that can be output from the battery is smaller than when the battery is not at a low temperature. Therefore, in order to ensure traveling performance, only the power input / output from the motor MG2 is obtained. It is considered that the hybrid traveling that travels using the power that is output from the engine and the power that is input and output from the motor MG2 by limiting the electric traveling that travels using the motor is considered. In this case, when the battery is at a low temperature, it is difficult to cause a situation in which the remaining capacity of the battery is relatively reduced due to the continuation of the electric travel. Therefore, when traveling by hybrid travel, as described above, the positive correction power is used. When the engine is controlled so that the required engine power based on the charge / discharge required power reset by the engine is output from the engine, there is a problem that the remaining capacity of the battery tends to be excessively higher than the reference value.

  The main purpose of the hybrid vehicle of the present invention is to suppress an excessive increase in the storage ratio of the secondary battery when the temperature of the secondary battery is low.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
An internal combustion engine capable of outputting driving power; an electric motor device having at least one electric motor that can generate electric power using the power from the internal combustion engine and output driving power; and the electric motor device and electric power A secondary battery capable of exchanging power, and traveling using only power input / output from the motor device, power output from the internal combustion engine, and power input / output from the motor device The hybrid battery travels using the vehicle, and when the temperature of the secondary battery is lower than a predetermined temperature, the electric travel is limited as compared to when the temperature of the secondary battery is equal to or higher than the predetermined temperature. A hybrid car that
Traveling power setting means for setting traveling power required for traveling;
When traveling by the hybrid traveling, when the traveling power that is set and the temperature of the secondary battery are lower than the predetermined temperature, the secondary battery temperature is higher than the predetermined temperature. A charge / discharge power set to reduce the power charged to the secondary battery, and the internal combustion engine so that the vehicle travels with a power based on the set travel power while being output from the internal combustion engine. Control means for controlling the electric motor device;
It is a summary to provide.

  In the hybrid vehicle of the present invention, the electric vehicle traveling using only the power input / output from the electric motor device, the hybrid vehicle traveling using the power output from the internal combustion engine and the power input / output from the electric motor device, When the temperature of the secondary battery is lower than a predetermined temperature, the electric battery is limited as compared to when the temperature of the secondary battery is equal to or higher than the predetermined temperature. Driving power and charging / discharging that is set so that when the temperature of the secondary battery is lower than the predetermined temperature, the electric power charged to the secondary battery is smaller than when the temperature of the secondary battery is higher than the predetermined temperature. The internal combustion engine and the electric motor device are controlled so as to travel with the power based on the traveling power while the sum of the power and the power is output from the internal combustion engine. When the temperature of the secondary battery is lower than the predetermined temperature, compared with the case where the temperature of the secondary battery is equal to or higher than the predetermined temperature, the storage ratio of the secondary battery (the amount of power stored in the secondary battery) by continuing the electric travel However, by setting and controlling the charging / discharging power in this way, it is possible to suppress an excessive increase in the storage ratio of the secondary battery. be able to.

  In such a hybrid vehicle of the present invention, the control means increases a power storage ratio adjustment power set as a power for canceling the difference between the power storage ratio of the secondary battery and the target ratio, and an output from the internal combustion engine. The sum of the raising power, which is set to a value smaller than that when the temperature of the secondary battery is equal to or higher than the predetermined temperature when the temperature of the secondary battery is lower than the predetermined temperature, It can also be a means for setting the power for charging / discharging.

  In the hybrid vehicle of the present invention in which the sum of the power storage ratio adjustment power and the raising power is set as the charging / discharging power, the raising power is obtained when the temperature of the secondary battery is lower than the predetermined temperature. The power may be set so as to decrease as the temperature of the secondary battery decreases. In this aspect of the hybrid vehicle of the present invention, when the temperature of the secondary battery is lower than the predetermined temperature, the raising power is such that the lower the set power for traveling, the lower the temperature of the secondary battery is. It is also possible to assume that the power is set to become smaller.

  Further, in the hybrid vehicle of the present invention in which the sum of the power storage ratio adjustment power and the raising power is set as the charging / discharging power, the raising power is a power set to tend to decrease as the power storage ratio increases. There can be. In this way, overcharge of the secondary battery can be suppressed.

  Furthermore, in the hybrid vehicle of the present invention in which the sum of the power storage ratio adjustment power and the raising power is set as the charging / discharging power, the raising power is equal to or higher than a predetermined power set in advance for the set driving power. In this case, the power may be set at a value of 0 regardless of the temperature of the secondary battery. In this way, when using an internal combustion engine that has the best or near operating efficiency when the output from the internal combustion engine is in the vicinity of the predetermined power, the positive power is raised when the driving power is greater than or equal to the predetermined power. It can suppress that the operating efficiency of an internal combustion engine falls compared with what is set to power.

  The hybrid vehicle of the present invention comprises output limit setting means for setting an output limit that is the maximum power that can be output from the secondary battery according to the temperature and power storage ratio of the secondary battery, and the control means includes the control means, Starting required when the internal combustion engine is started by motoring the internal combustion engine by the electric motor device from the output limit equivalent power corresponding to the set output limit when the internal combustion engine is stopped. The internal combustion engine and the electric motor device so as to travel by the hybrid travel until the travel power is smaller than a stop threshold smaller than the start threshold. And when the internal combustion engine is operated and the set driving power is smaller than the stop threshold Is a means for controlling said internal combustion engine and the electric motor device to travel by the electric travel until the traction power is greater than the starting threshold value, may be a thing.

  Also, in the hybrid vehicle of the present invention, the electric motor device is a device having a generator capable of generating electric power using power from the internal combustion engine and a traveling motor capable of outputting traveling power. It can also be.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is explanatory drawing which shows an example of the relationship between battery temperature Tb and input / output restriction | limiting basic values Wintmp, Wouttmp. It is explanatory drawing which shows an example of the relationship between the electrical storage ratio SOC of the battery 50, the correction coefficient for output restrictions, and the correction coefficient for input restrictions. 4 is a flowchart showing an example of a drive control routine executed by a hybrid electronic control unit 70. It is explanatory drawing which shows an example of the map for request | requirement torque setting. FIG. 6 is a collinear diagram showing an example of a dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the motor MG1 is running while motoring the engine 22 to start the engine 22. It is explanatory drawing shown. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; 5 is a flowchart showing an example of a charge / discharge power setting routine executed by the hybrid electronic control unit 70; It is explanatory drawing which shows an example of the power setting map for electrical storage ratio adjustment. It is explanatory drawing which shows a mode that the raising power Pb (eta) is set based on power Pdrv * for driving | running | working and battery temperature Tb. It is explanatory drawing which shows an example of the relationship between the electrical storage ratio SOC of the battery 50, battery temperature Tb, the electrical storage ratio adjustment power Pbsoc, and charging / discharging power Pb * when driving power Pdrv * is smaller than predetermined power Pref. It is explanatory drawing which shows an example of the relationship between the power Pdrv * for driving | running | working of a modification, battery temperature Tb, and raising power Pb (eta). It is explanatory drawing which shows an example of the raising power upper limit setting map. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22 configured as an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and a crankshaft 26 serving as an output shaft of the engine 22. A carrier 34 that connects a plurality of pinion gears 33 is connected via a damper 28, and a ring gear 32 is connected to a ring gear shaft 32a as a drive shaft that is connected to drive wheels 63a and 63b via a differential gear 62 and a gear mechanism 60. As a well-known synchronous generator motor having a three-shaft power distribution and integration mechanism 30 connected and configured as a planetary gear mechanism, and a rotor in which a permanent magnet is embedded and a stator around which a three-phase coil is wound, for example. A motor MG1 having a rotor connected to the sun gear 31 of the power distribution and integration mechanism 30; For example, the rotor is connected to a ring gear shaft 32a as a drive shaft via a reduction gear 35, which is configured as a known synchronous generator motor having a rotor embedded with permanent magnets and a stator wound with a three-phase coil. Motor MG2 and inverters 41 and 42 for driving motors MG1 and MG2, and a battery 50 that is configured as, for example, a lithium ion secondary battery and exchanges power with motors MG1 and MG2 via inverters 41 and 42. And a hybrid electronic control unit 70 for controlling the entire vehicle.

  The engine 22 is subjected to operation control such as intake air amount adjustment control, fuel injection control, and ignition control by an engine electronic control unit (hereinafter referred to as engine ECU) 24. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank position from a crank position sensor (not shown) that detects the crank angle of the crankshaft 26 of the engine 22. The engine ECU 24 outputs various control signals for controlling the operation of the engine 22, for example, a drive control signal for a throttle valve, a fuel injection valve, a spark plug, and a variable valve timing mechanism. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22, based on a crank position from a crank position sensor (not shown).

  The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. In the battery ECU 52, a signal necessary for managing the battery 50, for example, a voltage Vb between terminals from a voltage sensor 51a installed between terminals of the battery 50 or a current attached to an output terminal on the positive side of the battery 50 The charge / discharge current Ib from the sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input, and data on the state of the battery 50 is communicated to the hybrid electronic control unit 70 as necessary. Output. Further, in order to manage the battery 50, the battery ECU 52 is a ratio of the amount of stored electricity stored in the battery 50 based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b with respect to the total capacity (storage capacity). A certain storage ratio SOC is calculated, and input / output limits Win and Wout, which are maximum allowable powers that may charge / discharge the battery 50, are calculated based on the calculated storage ratio SOC and the battery temperature Tb. The input / output limits Win, Wout of the battery 50 are set as input / output limit basic values Wintmp, Wouttmp as basic values of the input / output limits Win, Wout based on the battery temperature Tb, and are based on the storage ratio SOC of the battery 50. Thus, the output limiting correction coefficient and the input limiting correction coefficient are set, and the input / output limiting basic values Wintmp, Wouttmp are multiplied by the correction coefficient. FIG. 2 shows an example of the relationship between the battery temperature Tb and the input / output limit basic values Wintmp, Wouttmp, and FIG. 3 shows an example of the relationship between the storage ratio SOC of the battery 50, the output limiting correction coefficient, and the input limiting correction coefficient. Show.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the sum of the required power and the power required for charging and discharging the battery 50 The engine 22 is operated and controlled so that power corresponding to the power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is performed by the power distribution and integration mechanism 30 and the motor MG1. The required power is converted to the ring gear shaft 3 by torque conversion with the motor MG2. a charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to a, and a motor operation in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. There are modes. Note that both the torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the ring gear shaft 32a with the operation of the engine 22. Can be considered as an engine operation mode.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 4 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control, such as Nm2, battery temperature Tb, storage ratio SOC of battery 50, input / output limits Win and Wout of battery 50, is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the battery temperature Tb detected by the temperature sensor 51c is input from the battery ECU 52 by communication. As the storage ratio SOC of the battery 50, a value calculated based on the integrated value of the charge / discharge current detected by the current sensor 51b is input from the battery ECU 52 by communication. The input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the storage ratio SOC of the battery 50 and are input from the battery ECU 52 by communication.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the travel power Pdrv * required for the vehicle to travel is set based on the set required torque Tr * (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map. The travel power Pdrv * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the loss Loss as a loss. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Subsequently, the charging / discharging power Pb * as the power to be output from the engine 22 to charge / discharge the battery 50 is set (step S120), and the set charging / discharging power Pb * is added to the traveling power Pdrv *. Is set to the required engine power Pe * required for the engine 22 (step S130). The setting of the charge / discharge power Pb * will be described later.

  Based on the vehicle speed V, the starting power Pst required to start the motor 22 by motoring with the motor MG1 is set (step S140). Here, in the embodiment, the starting power Pst is a map in which the relationship between the vehicle speed V and the starting power Pst is determined in advance by experiment or analysis and stored in the ROM 74 as a map, and the vehicle speed V is given. The corresponding starting power Pst is derived and set from the above. The starting power Pst is set so as to decrease as the vehicle speed V increases. This is due to the following reason. FIG. 6 is a collinear diagram showing an example of a dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the motor MG1 is running while motoring the engine 22 to start the engine 22. As shown in FIG. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a via the power distribution and integration mechanism 30, and the torque Tm2 output from the motor MG2 is the reduction gear 35. And the torque acting on the ring gear shaft 32a via. As shown in the figure, when the motor 22 is motored by the motor MG1, the motor MG1 is regeneratively driven when the rotation speed of the motor MG1 is negative, and the motor MG1 is power-driven when the rotation speed of the motor MG1 is positive. . Since the rotational speed of the motor MG1 decreases (increases in the negative direction) as the vehicle speed V increases, it occurs due to regenerative driving of the motor MG1 as the vehicle speed V increases when the torque output from the motor MG1 is constant. Electric power increases. The reason why the starting power Pst is set so as to decrease as the vehicle speed V increases is based on these reasons.

  When the starting power Pst is thus set, the starting power Pst is subtracted from the output limit equivalent power (kw · Wout) obtained by multiplying the output limit Wout of the battery 50 by the conversion coefficient kw for converting the electric power into the power of the drive system. The value is set to the starting threshold value Pstart used for determining whether or not to start the engine 22 that has been stopped, and the engine 22 that is being operated is operated by subtracting the predetermined power α as a margin from the starting threshold value Pstart. A stop threshold value Pstop used for determining whether or not to stop is set (step S150). Here, the starting threshold value Pstart defines an upper limit that can correspond to the traveling power Pdrv * by the power excluding the starting power Pst in the output limit equivalent power (kw · Wout). The predetermined power α is for giving hysteresis so that the engine 22 is not frequently started and stopped when the traveling power Pdrv * is in the vicinity of the starting threshold value Pstart. Can do. Since the starting threshold value Pstart and the stopping threshold value Pstop are based on the output limit Wout of the battery 50, the battery temperature Tb and the output limit basic value Wouttmp in FIG. Similar to the relationship, the battery temperature Tb is a relatively large value when the battery temperature Tb is equal to or higher than a predetermined temperature Tbref (for example, 5 ° C., 10 ° C., and 15 ° C.), and the battery temperature Tb is lower when the battery temperature Tb is lower than the predetermined temperature Tbref. The lower the value, the smaller.

  Next, it is determined whether the engine 22 is operating or stopped (step S160). When the engine 22 is stopped, the traveling power Pdrv * is compared with the starting threshold value Pstart ( In step S170), when the traveling power Pdrv * is equal to or less than the starting threshold value Pstart, it is determined that traveling (electric traveling) in the motor operation mode can be continued, and a value 0 is set to the torque command Tm1 * of the motor MG1. (Step S180), the value obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 is set as the torque command Tm2 * of the motor MG2 (Step S190), and the set torque commands Tm1 * and Tm2 * are sent to the motor ECU 40. Transmit (step S200), and this routine is terminated. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. . By such control, it is possible to travel by outputting the traveling power Pdrv * from the motor MG2 to the ring gear shaft 32a as the drive shaft. That is, it can drive | work by electric driving | running | working.

  When the traveling power Pdrv * is larger than the starting threshold value Pstart in step S170, it is determined that the engine 22 should be started, and the engine 22 is motored by the motor MG1 and started (step S210). Here, the engine 22 is started by outputting a torque for motoring the engine 22 from the motor MG1 and a torque for canceling the torque acting on the ring gear shaft 32a as the drive shaft in accordance with the output of this torque. The engine 22 is motored by outputting from the motor MG2, and fuel injection control or ignition control is started when the rotational speed Ne of the engine 22 reaches a predetermined rotational speed (for example, 1000 rpm). During the start of the engine 22, the drive control of the motor MG2 is performed so that the required torque Tr * is output to the ring gear shaft 32a. That is, the torque to be output from the motor MG2 is to cancel the torque for outputting the required torque Tr * to the ring gear shaft 32a and the torque acting on the ring gear shaft 32a when the engine 22 is motored by the motor MG1. This is the sum of the torque and the torque.

  When the engine 22 is started in this way, the target rotational speed Ne * and the target torque Te * are set as operating points at which the engine 22 should be operated based on the engine required power Pe * (step S220). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 7 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operating line and a curve with a constant engine required power Pe * (Ne * × Te *).

  Next, using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35, the target of the motor MG1 is expressed by the following equation (1). The rotational speed Nm1 * is calculated and the calculated target rotational speed Nm1 * of the motor MG1, the input rotational speed Nm1 of the motor MG1, the target torque Te * of the engine 22, and the gear ratio ρ of the power distribution and integration mechanism 30 are used. The torque command Tm1 * of the motor MG1 is calculated from (2) (step S230). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 8 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. Expression (1) can be easily derived by using this alignment chart. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * =-ρ ・ Te * / (1 + ρ) + k1 ・ (Nm1 * -Nm1) + k2 ・ ∫ (Nm1 * -Nm1) dt (2)

  Then, the torque to be output from the motor MG2 by adding the torque command Tm1 * of the motor MG1 divided by the gear ratio ρ of the power distribution and integration mechanism 30 to the required torque Tr * and further dividing by the gear ratio Gr of the reduction gear 35 Is calculated by the following equation (3) (step S240), and the current rotational speed Nm1 of the motor MG1 is set to the torque command Tm1 * set to the input / output limits Win and Wout of the battery 50. The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing the difference from the power consumption (generated power) of the motor MG1 obtained by multiplication by the rotational speed Nm2 of the motor MG2 are as follows: (4) and equation (5) are calculated (step S250), and the set temporary torque Tm2tmp is calculated according to equation (6). Click restriction Tm2min, to limit to set a torque command Tm2 * of the motor MG2 by Tm2max (step S260). Here, Equation (6) can be easily derived from the alignment chart of FIG.

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

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S270), and this routine ends. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * adjusts the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as control, fuel injection control, and ignition control are performed. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. By such control, the engine 22 outputs the engine required power Pe * and drives the motors MG1 and MG2 within the range of the input / output limits Win and Wout of the battery 50, so that the power based on the travel power Pdrv * is driven. Can be output to the ring gear shaft 32a. That is, the vehicle can travel by hybrid travel.

  When traveling using the power from the engine 22 is started in this way, the next time this routine is executed, it is determined in step S160 that the engine 22 is in operation, so the traveling power Pdrv * is set to the stop threshold value Pstop. (Step S280), when the traveling power Pdrv * is equal to or greater than the stop threshold value Pstop, it is determined that the traveling in the engine operation mode (hybrid traveling) should be continued, and the processing in steps S220 to S270 described above is performed. The target rotational speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set and transmitted to the engine ECU 24 and the motor ECU 40, and this routine ends. On the other hand, when the traveling power Pdrv * is less than the stop threshold value Pstop, the operation of the engine 22 is stopped (step S290), and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are performed by the processing of steps S180 to S200 described above. Is transmitted to the motor ECU 40, and this routine is terminated.

  The drive control has been described above. In the embodiment, as described above, in consideration of the case where the storage ratio SOC of the battery 50 is large to some extent, the start threshold is set in a region where the battery temperature Tb is equal to or higher than a predetermined temperature Tbref (for example, 5 ° C, 10 ° C, 15 ° C, etc.). Since the Pstart and the stop threshold Pstop are relatively large values, and the battery temperature Tb is lower than the predetermined temperature Tbref, the lower the battery temperature Tb, the smaller the start threshold Pstart and the stop threshold Pstop. Therefore, the lower the battery temperature Tb, the lower the battery temperature Tb. It becomes easy to start the engine 22 that has been stopped, and it is difficult to stop the engine 22 that is being operated. That is, the lower the battery temperature Tb, the less likely the electric travel is performed and the easier the hybrid travel. Therefore, when the battery temperature Tb is high to some extent, the power storage ratio SOC of the battery 50 may be reduced to some extent by continuing electric travel, but when the battery temperature Tb is low, such a situation is less likely to occur.

  Next, a process for setting the charge / discharge power Pb * (the process in step S120 described above) will be described. In the embodiment, the charging / discharging power Pb * is set by a charging / discharging power setting routine illustrated in FIG. In the charge / discharge power setting routine, the storage ratio SOC and the target ratio SOC * of the battery 50 are determined based on the storage ratio SOC of the battery 50 and a predetermined target ratio SOC * (for example, 50%, 60%, etc.). In order to cancel the difference, the power storage ratio adjustment power Pbsoc as power to be added to the traveling power Pdrv * is set (step S300), and the engine 22 is made more efficient based on the traveling power Pdrv * and the battery temperature Tb. In order to drive at a good driving point, the raising power Pbη as the power to be added to the traveling power Pdrv * is set (step S310), and the sum of the power storage ratio adjusting power Pbsoc and the raising power Pbη is set as the charging / discharging power Pb * Is set (step S320), and this routine is terminated. Hereinafter, setting of the power storage ratio adjustment power Pbsoc and the raising power Pbη will be described.

  In the embodiment, the power storage ratio adjustment power Pbsoc is determined in advance by storing the relationship between the power storage ratio SOC and the power storage ratio adjustment power Pbsoc as a power storage ratio adjustment power setting map, and given the power storage ratio SOC. The corresponding power storage ratio adjustment power Pbsoc is derived from the stored map and set. FIG. 10 shows an example of a power setting map for power storage ratio adjustment. As shown in the figure, when the storage ratio SOC of the battery 50 is smaller than the target ratio SOC *, the storage ratio adjustment power Pbsoc is set to a positive power that tends to increase as the storage ratio SOC decreases so that the battery 50 is charged. When the power storage ratio SOC of the battery 50 is larger than the target ratio SOC *, negative power is set such that the larger the power storage ratio SOC is, the larger the absolute value is, so that the battery 50 is discharged. It was.

  In the embodiment, the raising power Pbη is determined in advance by storing the relationship between the traveling power Pdrv *, the battery temperature Tb, and the raising power Pbη, and given the traveling power Pdrv * and the battery temperature Tb. From this, the corresponding raised power Pbη is derived and set. FIG. 11 shows how the raising power Pbη is set based on the traveling power Pdrv * and the battery temperature Tb. FIG. 11A shows an example of the relationship between the engine required power Pe *, the operation line, and the operating efficiency η of the engine 22, and FIG. 11B shows the travel power Pdrv *, the battery temperature Tb, and the raised power Pbη. An example of the relationship is shown. When the engine 22 is operated at an operation point (rotation speed, torque) on the operation line, as can be seen from FIG. 11A, the operation efficiency η of the engine 22 is such that the required engine power Pe * is close to the predetermined power Pref. It gets higher. Therefore, in the embodiment, as shown in FIG. 11B, when the traveling power Pdrv * is smaller than the predetermined power Pref, the positive power is set to the raised power Pbη, and the traveling power Pdrv * is equal to or higher than the predetermined power Pref. In this case, the value 0 is set to the raised power Pbη. Thereby, in the former case, the engine required power Pe * is increased as compared with the case where the raised power Pbη is not taken into consideration (value 0 is set), so that the engine 22 is operated at a more efficient operating point. In the latter case, the operating efficiency η of the engine 22 is reduced by preventing the required engine power Pe * from becoming larger than the sum of the traveling power Pdrv * and the power storage ratio adjusting power Pbsoc. Can be suppressed. In the embodiment, as shown in FIG. 11B, when the traveling power Pdrv * is smaller than the predetermined power Pref, the positive predetermined power Pbη1 (for example, in the region where the battery temperature Tb is equal to or higher than the predetermined temperature Tbref) Several kW or the like) is set as the raised power Pbη, and in the region where the battery temperature Tb is lower than the predetermined temperature Tbref, the raised power Pbη is set so that the lower the battery temperature Tb, the smaller the positive power from the predetermined power Pbη1. . This is due to the following reason. As described above, when the battery temperature Tb is high, the starting threshold value Pstart and the stopping threshold value Pstop are relatively large, so that electric running may continue for a relatively long time. At this time, the storage ratio SOC of the battery 50 is A relatively large drop. On the other hand, when the battery temperature Tb is low, the starting threshold value Pstart and the stopping threshold value Pstop are relatively small, and it is difficult to perform electric traveling. For this reason, if the predetermined power Pbη1 is set to the raised power Pbη regardless of the battery temperature Tb, the storage rate SOC of the battery 50 may be excessively higher than the storage rate SOC * when the battery temperature Tb is low. There is sex. In contrast, in the embodiment, when the traveling power Pdrv * is smaller than the predetermined power Pref, the power that tends to decrease in the positive range as the battery temperature Tb is lower in the region where the battery temperature Tb is lower than the predetermined temperature Tbref. Is set to the raised power Pbη, and the difference between the charge / discharge power Pb * and the power storage ratio adjustment power Pbsoc becomes smaller as the battery temperature Tb is lower (as the electric travel is more difficult). Can be suppressed from becoming excessively higher than the target ratio SOC *. For reference, an example of the relationship among the storage ratio SOC, battery temperature Tb, storage ratio adjustment power Pbsoc, and charge / discharge power Pb * of the battery 50 when the traveling power Pdrv * is smaller than the predetermined power Pref is shown. 12 shows.

  According to the hybrid vehicle 20 of the embodiment described above, when the battery temperature Tb is lower than the predetermined temperature Tbref, the vehicle travels using only the power from the motor MG2 as compared to when the battery temperature Tb is equal to or higher than the predetermined temperature Tbref. In the case where it becomes difficult to perform the electric traveling and the hybrid traveling using the power from the engine 22 and the power from the motor MG2 is easy to be performed, when traveling by the hybrid traveling, the storage ratio SOC of the battery 50 and the target The battery temperature Tb is predetermined when the battery temperature Tb is lower than the predetermined temperature Tbref as the power for adjusting the storage ratio Pbsoc set as power for canceling the difference from the ratio SOC * and the power for increasing the output from the engine 22. A smaller value is set than when the temperature is higher than Tbref. The sum of the raised power Pbη is set as the charging / discharging power Pb *, the value obtained by adding the charging / discharging power Pb * to the traveling power Pdrv * is set as the engine required power Pe *, and the set engine required power Pe * Is output from the engine 22 and the engine 22 and the motors MG1 and MG2 are controlled so as to travel with power based on the traveling power Pdrv *. Therefore, when the battery temperature Tb is lower than the predetermined temperature Tbref, the storage ratio of the battery 50 It is possible to suppress the SOC from becoming excessively higher than the target ratio SOC *.

  In the hybrid vehicle 20 of the embodiment, as shown in FIG. 11, when the traveling power Pdrv * is smaller than the predetermined power Pref, the positive predetermined power Pbη1 is raised to the power Pbη when the battery temperature Tb is equal to or higher than the predetermined temperature Tbref. In the region where the battery temperature Tb is lower than the predetermined temperature Tbref, the raised power Pbη is set such that the lower the battery temperature Tb, the smaller the predetermined power Pbη1 becomes in a positive range, but the traveling power Pdrv * is When the battery power Tb is smaller than the predetermined power Pref, it is sufficient if the battery temperature Tb is lower than the predetermined temperature Tbref and the battery temperature Tb is lower than the predetermined temperature Tbref. In a region where the battery temperature Tb is lower than the predetermined temperature Tbref, the predetermined power Pbη1 is exceeded. It may be set to be a constant value raising power Pbita.

  In the hybrid vehicle 20 of the embodiment, as shown in FIG. 11, when the traveling power Pdrv * is smaller than the predetermined power Pref, the positive predetermined power Pbη1 is raised to the power Pbη when the battery temperature Tb is equal to or higher than the predetermined temperature Tbref. In the region where the battery temperature Tb is lower than the predetermined temperature Tbref, the raised power Pbη is set such that the lower the battery temperature Tb, the smaller the predetermined power Pbη1 becomes in a positive range, but the traveling power Pdrv * is When the power is smaller than the predetermined power Pref, the raised power Pbη may be set in consideration of not only the battery temperature Tb but also the traveling power Pdrv *. FIG. 13 shows an example of the relationship among the traveling power Pdrv *, the battery temperature Tb, and the raising power Pbη according to the modification. In this modified example, as shown in FIG. 13, when the traveling power Pdrv * is smaller than the predetermined power Pref, in the region where the battery temperature Tb is lower than the predetermined temperature Tbref, as the traveling power Pdrv * decreases, The raising power Pbη is set so as to decrease as the battery temperature Tb decreases (the steeper as the traveling power Pdrv * increases). In a region where the traveling power Pdrv * is smaller than the predetermined power Pref, the smaller the engine required power Pe * is, the lower the operating efficiency η of the engine 22 is. Therefore, by setting the raised power Pbη in this way, the excess of the battery 50 Both suppression of charging and improvement of the operating efficiency η of the engine 22 can be achieved.

  In the hybrid vehicle 20 of the embodiment, the raised power Pbη is set based on the traveling power Pdrv * and the battery temperature Tb. However, in addition to the traveling power Pdrv * and the battery temperature Tb, other parameters ( For example, the raising power Pbη may be set in consideration of the vehicle speed V or the like.

  In the hybrid vehicle 20 of the embodiment, the sum of the power storage ratio adjustment power Pbsoc and the raising power Pbη is set to the charge / discharge power Pb *. However, the power storage ratio adjustment power Pbsoc and the power raising power Pbη are The sum of the value restricted by the raising power upper limit Pbηmax for restriction may be set as the charge / discharge power Pb *. Here, as the raising power upper limit Pbηmax, for example, the relationship between the storage ratio SOC of the battery 50 and the raising power upper limit Pbηmax is determined in advance and stored as a raising power upper limit setting map, and the storage ratio SOC of the battery 50 is given. Can be set by deriving and setting the corresponding raised power upper limit Pbηmax from the stored map. FIG. 14 shows an example of the raised power upper limit setting map. In the example of FIG. 14, the raised power upper limit Pbηmax is set to the predetermined power Pbη1 described above in an area where the storage ratio SOC of the battery 50 is equal to or less than the predetermined ratio Sref (for example, a value slightly larger than the target ratio SOC *). In a region where the storage ratio SOC of the battery 50 is larger than the predetermined ratio Sref, the tendency is that the larger the storage ratio SOC is, the smaller the value is toward 0. As a result, when the power storage rate SOC of the battery 50 is relatively high and negative power (discharge power) is set in the power storage rate adjustment power Pbsoc, the charge / discharge power Pb * increases (to a value of 0). Can be suppressed). As a result, overcharging of the battery 50 can be more reliably suppressed.

  In the hybrid vehicle 20 of the embodiment, the power storage ratio adjustment power Pbsoc set according to the power storage ratio SOC and the target ratio SOC * of the battery 50, the driving power Pdrv *, and the battery temperature Tb are set. The sum of the raised power Pbη is set to the charge / discharge power Pb *, but is not limited to the charge / discharge power Pb * set in this way. The charging / discharging power Pb * may be directly set according to the value obtained by subtracting the target ratio SOC * from the SOC, the traveling power Pdrv *, and the battery temperature Tb.

  In the hybrid vehicle 20 of the embodiment, the value obtained by subtracting the starting power Pst from the output limit equivalent power (kw · Wout) is set as the starting threshold value Pstart, and the value obtained by subtracting the predetermined power α from the starting threshold value Pstart is stopped. For example, the power limit equivalent power (kw · Wout) is set to the starting threshold value Pstart and the predetermined power α is subtracted from the starting threshold value Pstart without considering the starting power Pst. This value may be set as the stop threshold value Pstop.

  In the hybrid vehicle 20 of the embodiment, the engine 22 is started when the traveling power Pdrv * becomes larger than the starting threshold value Pstart while the operation of the engine 22 is stopped, and the traveling power Pdrv * is stopped while the engine 22 is operating. However, the present invention is not limited to this. For example, whether the traveling power Pdrv * becomes larger than the starting threshold value Pstart while the engine 22 is stopped. The engine 22 is started when the required power Pe * becomes equal to or higher than a predetermined power Pset determined as a lower limit of a power range in which the engine 22 can be efficiently operated. During the operation of the engine 22, the traveling power Pdrv * The engine required power Pe * becomes less than the predetermined power Pse while being less than the stop threshold Pstop. It may be such as to shut down the engine 22 when it is less than the value obtained by subtracting the predetermined power α2 of as a margin from. The predetermined power α2 is for providing hysteresis so that the engine 22 is not frequently started and stopped, and can be set as appropriate.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 15) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 32 connected to the drive wheels 63a and 63b via the planetary gear 30, and the power from the motor MG2 is output to the drive shaft 32. However, as illustrated in the hybrid vehicle 220 of the modification of FIG. 16, the motor MG is connected to the drive shaft connected to the drive wheels 63a and 63b via the transmission 230, and the engine 22 is connected to the rotation shaft of the motor MG. The power supply from the engine 22 is output to the drive shaft via the rotation shaft of the motor MG and the transmission 230, and the power from the motor MG is output to the drive shaft via the transmission 230. Good. In this configuration, the motor MG can output driving power and can also generate power using the power from the engine 22. In such a hybrid vehicle 220, a clutch may be provided between the engine 22 and the motor MG.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “internal combustion engine”, the combination of the motor MG1, the planetary gear 30, and the motor MG2 corresponds to the “motor device”, the battery 50 corresponds to the “secondary battery”, and the accelerator The process of step S110 of the drive control routine of FIG. 4 for setting the traveling power Pdrv * according to the required torque Tr * based on the opening degree Acc and the vehicle speed V and the rotational speed Nr of the ring gear shaft 32a as the drive shaft is “ It corresponds to “traveling power setting means” and cancels the difference between the storage ratio SOC of the battery 50 and the target ratio SOC * when traveling by hybrid traveling using the power from the engine 22 and the power from the motor MG2. For increasing the output from the engine 22 and the power Pbsoc for adjusting the storage ratio set as the power for the engine The battery power Tb is less than the predetermined temperature Tbref, and the sum of the raised power Pbη, which is smaller than the battery temperature Tb when the battery temperature Tb is equal to or higher than the predetermined temperature Tbref, is set as the charge / discharge power Pb *. A value obtained by adding the charging / discharging power Pb * to the traveling power Pdrv * is set as the engine required power Pe *, and the set engine required power Pe * is output from the engine 22 and is based on the power based on the traveling power Pdrv *. Step S120 of the drive control routine of FIG. 4 for setting 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 to be transmitted to the engine ECU 24 and the motor ECU 40. The hybrid electronic control unit 70 for executing the subsequent processing and the received target 24 that controls the engine 22 based on the rotational speed Ne * and the target torque Te * and a motor ECU 40 that controls the motors MG1 and MG2 based on the received torque commands Tm1 * and Tm2 * Equivalent to. Further, the motor MG1 corresponds to a “generator”, and the motor MG2 corresponds to a “traveling motor”.

  Here, the “internal combustion engine” is not limited to the engine 22 configured as an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. Any type of internal combustion engine may be used as long as it can output. The “electric motor device” is not limited to the combination of the motor MG1, the planetary gear 30, and the motor MG2, but has at least one electric motor and can generate power using the power from the internal combustion engine and is used for traveling. Any power can be used as long as it can output the power. The “secondary battery” is not limited to the battery 50 configured as a lithium ion secondary battery, and exchange of electric power with an electric motor device such as a nickel hydride secondary battery, a nickel cadmium secondary battery, or a lead storage battery is possible. Any type of secondary battery may be used if possible. As the “travel power setting means”, the travel power Pdrv * is set according to the required torque Tr * based on the accelerator opening Acc and the vehicle speed V and the rotation speed Nr of the ring gear shaft 32a as the drive shaft. The present invention is not limited, and any configuration may be used as long as the travel power required for travel is set. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, when traveling by hybrid traveling using the power from the engine 22 and the power from the motor MG2, the difference between the storage ratio SOC of the battery 50 and the target ratio SOC * is canceled out. When the battery temperature Tb is lower than the predetermined temperature Tbref and the battery temperature Tb is equal to or higher than the predetermined temperature Tbref, the power storage ratio adjustment power Pbsoc set as the power of the battery and the power for increasing the output from the engine 22 are compared. The sum of the raised power Pbη for which a small value is set is set as the charge / discharge power Pb *, and the value obtained by adding the charge / discharge power Pb * to the travel power Pdrv * is set as the engine required power Pe *. The required engine power Pe * is output from the engine 22 and travel power Pdrv *. The target engine speed Ne *, the target torque Te *, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set to control the engine 22 and the motors MG1 and MG2 so that the engine 22 can be driven by the power. However, when traveling by hybrid traveling, when the traveling power and the temperature of the secondary battery are lower than the predetermined temperature, the secondary battery is compared to when the temperature of the secondary battery is higher than the predetermined temperature. What controls the internal combustion engine and the electric motor device so that the vehicle is driven by the power based on the traveling power while the sum of the power for charging and discharging set so that the electric power to be charged is reduced and output from the internal combustion engine. It does not matter as long as it is anything. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator as long as it can generate power using power from an internal combustion engine, such as an induction motor. It doesn't matter. The “traveling motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor that can output traveling power, such as an induction motor. Absent.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  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, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 electronic control unit for battery (Battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, MG, MG1, MG2 motor.

Claims (8)

An internal combustion engine capable of outputting driving power; an electric motor device having at least one electric motor that can generate electric power using the power from the internal combustion engine and output driving power; and the electric motor device and electric power A secondary battery capable of exchanging power, and traveling using only power input / output from the motor device, power output from the internal combustion engine, and power input / output from the motor device The hybrid battery travels using the vehicle, and when the temperature of the secondary battery is lower than a predetermined temperature, the electric travel is limited as compared to when the temperature of the secondary battery is equal to or higher than the predetermined temperature. A hybrid car that
Traveling power setting means for setting traveling power required for traveling;
When traveling by the hybrid traveling, when the traveling power that is set and the temperature of the secondary battery are lower than the predetermined temperature, the secondary battery temperature is higher than the predetermined temperature. A charge / discharge power set to reduce the power charged to the secondary battery, and the internal combustion engine so that the vehicle travels with a power based on the set travel power while being output from the internal combustion engine. Control means for controlling the electric motor device;
A hybrid car with The hybrid vehicle according to claim 1,
The control means includes a power for adjusting a storage ratio set as a power for canceling a difference between a storage ratio and a target ratio of the secondary battery, and a power for increasing an output from the internal combustion engine. Means for setting the sum of the raising power at which a smaller value is set than when the temperature of the secondary battery is equal to or higher than the predetermined temperature when the temperature of the battery is lower than the predetermined temperature as the power for charging / discharging Is,
Hybrid car. A hybrid vehicle according to claim 2,
When the temperature of the secondary battery is lower than the predetermined temperature, the raising power is power set to tend to be smaller as the temperature of the secondary battery is lower.
Hybrid car. A hybrid vehicle according to claim 3,
The raising power is a power that is set such that when the temperature of the secondary battery is lower than the predetermined temperature, the smaller the set power for traveling, the lower the temperature of the secondary battery is. ,
Hybrid car. A hybrid vehicle according to any one of claims 2 to 4,
The raising power is a power set to tend to be smaller as the power storage ratio is larger.
Hybrid car. A hybrid vehicle according to any one of claims 2 to 5,
The raising power is power for which a value of 0 is set regardless of the temperature of the secondary battery when the set traveling power is equal to or higher than a predetermined power.
Hybrid car. A hybrid vehicle according to any one of claims 1 to 6,
Output limit setting means for setting an output limit that is the maximum power that can be output from the secondary battery according to the temperature and the storage ratio of the secondary battery,
The control means motorizes the internal combustion engine by the electric motor device from an output limit equivalent power corresponding to the set output limit when the set traveling power is set when the internal combustion engine is stopped. The internal combustion engine is configured to travel by the hybrid travel until the travel power is smaller than a stop threshold smaller than the start threshold when the start threshold obtained by reducing the start power required for starting is greater. And when the internal combustion engine is operated and the set traveling power becomes smaller than the stop threshold, the traveling power becomes larger than the start threshold. Means for controlling the internal combustion engine and the electric motor device to travel by the electric traveling;
Hybrid car. A hybrid vehicle according to any one of claims 1 to 7,
The electric motor device is a device having a generator capable of generating electricity using power from the internal combustion engine and a traveling motor capable of outputting traveling power.
Hybrid car.

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