JP2004027943A - Hybrid type power output device, control process for the same and hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To realize stable power performance and avoid a situation that assist power by a motor-generator device gets insufficient in switching of combustion modes in a hybrid vehicle provided with an engine capable of switching compression self-ignition combustion and spark-ignition combustion. <P>SOLUTION: The hybrid vehicle is provided with the combustion mode switching device switching spark-ignition combustion and compression self-ignition combustion in the engine and a control means controlling the same. The controlling means controls the combustion mode switching means to keep compression self-ignition combustion when predetermined conditions for keeping compression self ignition combustion including a first condition specified with combination of engine torque and speed are fulfilled. The controlling device controls to keep spark-ignition combustion when the predetermined conditions are not fulfilled. When charged amount of a battery is small, the above predetermined conditions is made severer. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention belongs to the technical field of a hybrid power output device and a control method thereof, which are preferably used for a hybrid vehicle or the like, in which an engine and a motor generator device are combined, and further, such a power output device is mounted. Belongs to the technical field of hybrid vehicles. The present invention particularly belongs to the technical field such as a hybrid type power output device using an engine having a combustion mode switching function capable of switching between spark ignition combustion and compression ignition combustion as such an engine.
[0002]
[Prior art]
This type of power output device is, as disclosed in, for example, JP-A-9-47094, JP-A-2000-324615, etc., to appropriately drive a motor generator device in accordance with a required operating state. The battery is charged by using it as a generator (generator) rotated by power or by using a dedicated generator included in the motor generator device. Further, the drive shaft is rotated alone or together with the engine by using the motor generator device as a motor (electric motor) that rotates by receiving power supply from a battery or by using a dedicated motor included in the motor generator device. Thereby, the engine can be continuously operated with a high operating efficiency, and the fuel efficiency and the exhaust gas purifying property are improved.
[0003]
This type of operation output device is roughly classified into a parallel hybrid system and a serial hybrid system. In the former, the drive shaft is rotated by a part of the output of the engine and rotated by the driving force of the motor generator device. In the latter, the engine output is used exclusively for charging by the motor generator device, and the drive shaft is rotated by the driving force of the motor generator device.
[0004]
In the specification of the present application, a parallel or serial hybrid power output device is configured as described above, and the entire heavy electric machine including one or more motor generators or one or more generators and motors is included therein. The term “motor generator device” including the connection wiring and the like will be used. Further, in the present specification, in any case of the hybrid type, supplementing the output of the engine with the driving force of the motor generator device is referred to as “assisting”, and the driving force of the motor generator device at this time is referred to as “assist”. Assistance ".
[0005]
On the other hand, as disclosed in, for example, JP-A-2000-265910 and JP-A-10-23606, a gasoline engine such as a diesel engine that performs compression self-ignition combustion or self-ignition combustion is combined with a motor generator. Hybrid vehicles have also been proposed.
[0006]
Further, as disclosed in, for example, JP-A-2001-3800, an engine having a combustion mode switching function capable of switching between a combustion mode in which spark ignition combustion is performed and a combustion mode in which compression ignition combustion is performed has been developed. ing. In this engine, when the rotation speed and the torque are within a specific range, compression ignition combustion is possible.Therefore, in such a case, the switching control is performed such that compression compression ignition combustion is performed. You. JP-A-2001-3800 also proposes an application of the engine having the combustion mode switching function to a hybrid vehicle.
[0007]
Note that, in the specification of the present application, regarding the engine that performs the compression ignition combustion or the engine that has the combustion mode switching function, the relationship between the engine speed and the torque is plotted on two-dimensional coordinates in a characteristic diagram. The region in which the compression ignition combustion is performed is referred to as a “self ignition combustion possible region”.
[0008]
[Problems to be solved by the invention]
However, the engine that performs the compression ignition combustion disclosed in the above-mentioned Japanese Patent Application Laid-Open No. 2000-265910 or the like has a small compression ignition combustion region, and thus is difficult to put into practical use. Further, since the exhaust gas temperature is lowered instead of reducing the exhaust loss, the catalyst temperature on the exhaust side is reduced, and as a result, the exhaust gas purification performance is reduced. Therefore, even if such a gasoline engine that exclusively performs compression ignition combustion is incorporated in a hybrid type power output device, it is basically difficult to construct a device excellent in various performances such as power performance and exhaust gas purification performance. There is a problem that there is.
[0009]
Further, regarding the application of the engine having the combustion mode switching function disclosed in the above-mentioned Japanese Patent Application Laid-Open No. 2001-3800 to a hybrid vehicle, it is considered that the following problems occur technically.
[0010]
That is, first, compression ignition combustion basically has difficulty in high load combustion. Therefore, if switching to compression ignition combustion at a point in time when the amount of stored power in the battery is small, whether in a parallel hybrid system or a serial hybrid system, for example, in an environment where a large driving force is required such as acceleration, The assisting force of the generator device may be insufficient. That is, the acceleration performance for the acceleration request is deteriorated. Further, even if the mode shifts from the compression ignition combustion to the spark ignition combustion in order to secure the driving force, if the shift is performed at a time when the charged amount of the battery is small, the “torque step” or the “drive step It is also difficult to obtain an assist force by the motor generator device that can absorb "". That is, there is a technical problem that a torque step may occur due to insufficient assist force at the time of combustion switching. This leads to a reduction in power performance, fuel consumption performance, exhaust gas purification performance, etc., further deterioration in ride comfort, and failure and shorter life of the engine.
[0011]
In particular, when the load is high, the pressure becomes too high, so that the ignition timing control in the compression ignition combustion cannot be performed. That is, compression self-ignition starts before the piston reaches the top dead center, and a force that pushes back the piston acts to prevent the engine from operating properly. Therefore, in practice, there is a technical problem that the compression ignition combustion can be performed only at a low load.
[0012]
In addition, when the compression ignition combustion is continued, there is also a technical problem that the catalyst temperature on the engine exhaust side decreases and the exhaust gas purification performance decreases.
[0013]
The present invention has been made in view of the above-described problems, and has a stable power performance while having a combustion mode switching function in an engine.When the combustion mode is switched, for example, a motor generator device is used. It is an object of the present invention to provide a hybrid-type power output device and a control method thereof that can efficiently avoid a situation in which assist power is insufficient, and a hybrid vehicle including such a power output device.
[0014]
[Means for Solving the Problems]
In order to solve the above-described problems, a hybrid power output device of the present invention has an engine and a motor generator capable of generating power using at least a part of the output of the engine and capable of outputting driving force via a drive shaft. Device, a power storage device that can be charged by the motor generator device and can supply power to the motor generator device, combustion mode switching means for switching between spark ignition combustion and compression auto-ignition combustion in the engine, torque and torque of the engine, When a predetermined condition for causing the engine to perform the compression ignition combustion including the first condition defined by the combination of the rotation speeds is satisfied, the engine is caused to perform the compression ignition combustion, and the predetermined condition is satisfied. If not, the combustion mode switching means is caused to cause the engine to perform the spark ignition combustion. Controls the, and a control means for the power storage amount of the power storage device is strictly the predetermined condition as compared with the case is large is smaller than the predetermined storage amount threshold.
[0015]
According to the hybrid-type power output device of the present invention, for example, under the control of a control unit such as a microcomputer, if a predetermined condition for performing compression ignition combustion is satisfied, for example, an engine spark plug, and The engine performs compression auto-ignition combustion by means of a combustion mode switching means such as an in-cylinder temperature adjusting mechanism such as a turbocharger and an EGR (Exhaust Gas Recirculation) apparatus, and an in-cylinder pressure adjusting mechanism. More specifically, compression ignition combustion is performed by stopping ignition by the spark plug and increasing the in-cylinder temperature and the in-cylinder pressure. On the other hand, if the predetermined condition for performing the compression ignition combustion is not satisfied, the engine is caused to perform the spark ignition combustion by the combustion mode switching means. More specifically, ignition by a spark plug is performed while lowering the in-cylinder temperature and the in-cylinder pressure to prevent compression ignition combustion. Here, in particular, under the control of the control means, when the storage amount of the power storage device is smaller than the predetermined storage amount threshold, the predetermined condition for performing the compression self-ignition combustion is made stricter than when the storage amount is large. Specifically, for example, when the charged amount is smaller than a predetermined charged amount threshold, the condition area corresponding to the predetermined condition on the characteristic diagram of the engine speed and the torque is smaller than the “self-ignition combustible area”. The compression auto-ignition combustion is performed or switched to the compression auto-ignition combustion only in the case of the combination of the rotational speed and the torque which are set and within the condition area set to be small. Note that examples of the power storage device according to the present invention include a battery and a large-capacity capacitor.
[0016]
As described above, at the time when the assisting force of the motor generator device becomes insufficient at the time of high load, it is possible to avoid a situation in which the mode is switched to the compression ignition combustion. . In particular, it is possible to avoid a situation in which the in-cylinder pressure in the engine is too high at the time of a high load and the ignition timing control in the compression self-ignition combustion cannot be performed. Thereby, the engine operation can be appropriately performed. Furthermore, when switching the combustion mode, it is possible to efficiently avoid a situation in which the assist force of the motor generator device is insufficient and a torque step is generated. As a result, power performance, fuel consumption performance, exhaust gas purification performance, and the like can be improved, and further, riding comfort is improved and the engine life is extended.
[0017]
In one aspect of the hybrid power output device of the present invention, the power output device further includes monitoring means for monitoring the charged amount, and the control means determines whether the monitored charged amount is smaller than the charged amount threshold. The combustion mode switching means is controlled according to the determination result.
[0018]
According to this aspect, during the operation of the engine, the power storage amount of the power storage device is monitored regularly or irregularly by monitoring means such as a voltage sensor, a power storage amount sensor, and a microcomputer. Then, the control means periodically or irregularly determines whether or not the monitored storage amount is smaller than the storage amount threshold. Further, the control means controls the combustion mode switching means according to the determination result. Therefore, it is possible to efficiently avoid a situation in which the mode is switched to the compression ignition combustion when the assisting force of the motor generator device becomes insufficient, and a situation in which a torque step occurs due to an insufficient assisting force when switching the combustion mode.
[0019]
In another aspect of the hybrid-type power output device of the present invention, the control unit determines whether the first condition is satisfied based on the rotation speed and the torque, and the first condition is not satisfied. If the determination is made, the combustion mode switching means is controlled to cause the engine to perform the spark ignition combustion, and if it is determined that the first condition is satisfied, the storage amount is further reduced to the storage amount. The combustion mode switching is performed so as to cause the engine to perform the compression ignition combustion when the second condition is satisfied that the catalyst temperature on the exhaust side of the engine is equal to or higher than a threshold and equal to or higher than a predetermined temperature threshold. Control means.
[0020]
According to this aspect, the control unit first determines whether the first condition is satisfied based on the rotation speed and the torque. Subsequently, when it is determined that the first condition is not satisfied, the control of the control means causes the combustion mode switching means to cause the engine to perform spark ignition combustion. That is, compression self-ignition combustion is not performed. On the other hand, when it is determined that the first condition is satisfied, the above-described predetermined condition is configured in addition to the first condition, and when the second condition relating to the charged amount and the catalyst temperature is satisfied, the control by the control unit is performed. In response, the combustion mode switching means causes the engine to perform compression ignition combustion. Therefore, in a state where the exhaust gas purification performance is reduced due to the low catalyst temperature, it is possible to avoid performing the compression ignition combustion that easily reduces the catalyst temperature, and to easily increase the catalyst temperature relatively easily. It is possible to cause ignition combustion.
[0021]
In this aspect, the fuel cell system further includes a temperature specifying unit that detects or estimates the catalyst temperature, and when the control unit determines that the first condition is satisfied, the control unit determines the detection or estimation in addition to the charged amount. It may be configured to further determine whether the second condition is satisfied based on the performed catalyst temperature.
[0022]
With this configuration, the control unit determines whether or not the second condition is satisfied based on the catalyst temperature detected or estimated at regular or irregular intervals by the temperature specifying unit. It can be performed reliably.
[0023]
In order to solve the above problems, another hybrid type power output device of the present invention can generate power using an engine and at least a part of the output of the engine, and can output driving force via a drive shaft. A motor generator device, a power storage device that can be charged by the motor generator device and can supply power to the motor generator device, combustion mode switching means for switching between spark ignition combustion and compression self-ignition combustion in the engine, Temperature specifying means for detecting or estimating the catalyst temperature on the exhaust side, and when the detected or estimated catalyst temperature is lower than a predetermined temperature threshold, prohibits the compression self-ignition combustion in the engine and performs the detection or estimation. If the detected catalyst temperature is higher than the temperature threshold, the compression ignition combustion in the engine is performed. While controlling the combustion mode switching means so as not to prohibit, when the detected or estimated catalyst temperature is lower than the temperature threshold, the engine is controlled so as to output an output larger than the output required for the engine. Control means for controlling.
[0024]
According to another hybrid type power output device of the present invention, during its operation, the catalyst temperature is detected or estimated periodically or irregularly by a temperature specifying means such as a temperature sensor or a microcomputer. In particular, when the catalyst temperature thus detected or estimated is lower than a predetermined temperature threshold value, for example, under the control of a control means such as a microcomputer, for example, the engine spark plug, the in-cylinder temperature and the in-cylinder pressure are controlled. The combustion mode switching means, such as the adjusting mechanism, inhibits the compression ignition combustion in the engine. That is, spark ignition combustion is performed. On the other hand, when the detected or estimated catalyst temperature is lower than the predetermined temperature threshold value, the control of the control means causes the combustion mode switching means to not inhibit the compression ignition combustion in the engine. Further, when the detected or estimated catalyst temperature is lower than the temperature threshold, the engine outputs an output larger than the required output under the control of the control means. As a result, the exhaust gas temperature can be increased, and the catalyst temperature can be increased at an early stage.
[0025]
As described above, it is possible to efficiently avoid a situation in which the catalyst temperature is lowered due to continuing the compression self-ignition combustion for a long time, that is, a situation in which the exhaust gas purification performance is reduced. Alternatively, when the temperature of the catalyst is low, it can be raised at an early stage, and the exhaust gas purification performance can be recovered at an early stage. On the other hand, if the catalyst temperature is high, exhaust loss can be reduced by performing compression auto-ignition combustion while maintaining exhaust gas purification performance, and fuel efficiency performance and the like can be improved.
[0026]
In another aspect of the hybrid power output device of the present invention, the motor generator device includes a plurality of motor generators, and at least one of the plurality of motor generators uses at least a part of the output of the engine. The power storage device is charged by power generation, and at least one of the plurality of motor generators is supplied with power by the power storage device to output the driving force.
[0027]
According to this aspect, the hybrid power output device of the present invention can efficiently reduce the assist power shortage when switching the combustion mode in the engine regardless of whether the system is a parallel hybrid system or a serial hybrid system. Can be avoided.
[0028]
In order to solve the above-described problems, a hybrid vehicle according to the present invention includes the above-described power output device of the present invention (including its various aspects), a vehicle body on which the power output device is mounted, and a vehicle body mounted on the vehicle body. And wheels driven by the driving force output via the driving shaft.
[0029]
According to the hybrid vehicle of the present invention, since the above-described power output device of the present invention is provided, the hybrid vehicle is excellent in power performance, fuel consumption performance, exhaust gas purification performance, and the like. Further, the riding comfort has been improved and the engine life has been extended.
[0030]
In order to solve the above-described problems, a method for controlling a hybrid power output device according to the present invention can generate power using an engine and at least a part of the output of the engine and can output driving force via a drive shaft. A motor generator device, a power storage device chargeable by the motor generator device and capable of supplying power to the motor generator device, and combustion mode switching means for switching between spark ignition combustion and compression self-ignition combustion in the engine. A control method for controlling a power output device, comprising: a monitoring step of monitoring a charged amount of the power storage device; and a compression ignition of the engine including a first condition defined by a combination of a torque and a rotation speed of the engine. When a predetermined condition for performing combustion is satisfied, the engine is caused to perform the compression ignition combustion, and When the predetermined condition is not satisfied, the combustion mode switching means is controlled so as to cause the engine to perform the spark ignition combustion, and when the monitored storage amount is smaller than a predetermined storage amount threshold, the case is larger. And a control step of making the predetermined condition stricter.
[0031]
According to the control method of the hybrid type power output device of the present invention, the power storage amount of the power storage device is monitored periodically or irregularly during the operation of the engine by a monitoring process using a voltage sensor, a power storage amount sensor, a microcomputer, or the like. I do. Then, when a predetermined condition for performing the compression ignition combustion is satisfied in a control process using a microcomputer or the like, the engine performs the compression ignition combustion by the combustion mode switching unit. On the other hand, if the predetermined condition for performing the compression ignition combustion is not satisfied, the engine is caused to perform the spark ignition combustion by the combustion mode switching means. Here, particularly, in the control step, when the amount of power stored in the power storage device is smaller than a predetermined amount of stored power threshold, the predetermined condition for performing the compression self-ignition combustion is made stricter than in the case where the amount is large.
[0032]
As described above, power performance, fuel consumption performance, exhaust gas purification performance, and the like can be improved, and further, riding comfort is improved and engine life is extended.
[0033]
In order to solve the above-mentioned problem, another control method of a hybrid power output device of the present invention is capable of generating power using an engine and at least a part of the output of the engine and generating driving force via a drive shaft. A motor generator device capable of outputting, a power storage device chargeable by the motor generator device and capable of supplying power to the motor generator device, and combustion mode switching means for switching between spark ignition combustion and compression auto-ignition combustion in the engine. A control method for controlling a power output device provided, comprising: a temperature specifying step of detecting or estimating a catalyst temperature on an exhaust side of the engine; and wherein the detected or estimated catalyst temperature is lower than a predetermined temperature threshold. Prohibiting the compression ignition combustion in the engine, wherein the detected or estimated catalyst temperature is equal to the temperature threshold. If the temperature is higher, the control step of controlling the combustion mode switching means so as not to prohibit the compression ignition combustion in the engine, and if the detected or estimated catalyst temperature is lower than the temperature threshold, Controlling the engine so as to produce an output larger than the output required of the engine.
[0034]
According to another control method of the hybrid type power output device of the present invention, during the operation, for example, the catalyst temperature is detected or estimated periodically or irregularly by a temperature specifying step using a temperature sensor, a microcomputer, or the like. . In particular, when the detected or estimated catalyst temperature is lower than the predetermined temperature threshold, the combustion mode switching means prohibits the compression ignition combustion in the engine by a control process using a microcomputer or the like, for example. That is, spark ignition combustion is performed. On the other hand, when the detected or estimated catalyst temperature is lower than the predetermined temperature threshold value, the combustion mode switching means does not prohibit the compression ignition combustion in the engine by the control process. Further, if the catalyst temperature thus detected or estimated is below the temperature threshold, the control process causes the engine to output more power than is required. As a result, the exhaust gas temperature can be increased, and the catalyst temperature can be increased at an early stage.
[0035]
As described above, a situation in which the exhaust gas purification performance is reduced can be efficiently avoided, and the exhaust gas purification performance can be recovered at an early stage.
[0036]
The operation and other advantages of the present invention will become more apparent from the embodiments explained below.
[0037]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the hybrid power output device according to the present invention is applied to a hybrid vehicle of a parallel hybrid system, and the control method of the power output device according to the present invention is executed in the hybrid vehicle. Is what is done.
[0038]
(Basic configuration and operation of hybrid vehicle)
First, the configuration of the hybrid vehicle according to the present embodiment will be described with reference to FIG. FIG. 1 is a block diagram of a power system in the hybrid vehicle according to the present embodiment.
[0039]
In FIG. 1, the power system of the hybrid vehicle according to the present embodiment includes an engine 150, motor generators MG1 and MG2 constituting an example of a motor generator device, drive circuits 191 and 192 for driving these motor generators MG1 and MG2, respectively. And an EFIECU (Electrical Fuel Injection Control Unit) 170 for controlling the engine 150.
[0040]
Particularly, in the present embodiment, the engine 150 is a gasoline engine having a combustion mode switching function capable of switching between compression self-ignition combustion and spark ignition combustion. This combustion mode switching operation will be described later in detail.
[0041]
Engine 150 rotates crankshaft 156. The operation of the engine 150 is controlled by the EFIECU 170. The EFIECU 170 is a one-chip microcomputer having a CPU, a ROM, a RAM, and the like therein. The CPU executes a fuel injection amount, a rotation speed, and other controls of the engine 150 according to a program recorded in the ROM. Although not shown, various sensors indicating the operating state of the engine 150 are connected to the EFIECU 170 in order to enable these controls.
[0042]
Motor generators MG1 and MG2 are configured as synchronous motor generators, and include rotors 132 and 142 having a plurality of permanent magnets on the outer peripheral surface, and stators 133 and 143 on which three-phase coils forming a rotating magnetic field are wound. Prepare. Stators 133 and 143 are fixed to case 119. The three-phase coils wound around stators 133 and 143 of motor generators MG1 and MG2 are connected to battery 194 via drive circuits 191 and 192, respectively.
[0043]
The drive circuits 191 and 192 are transistor inverters each including a pair of transistors as switching elements for each phase. The drive circuits 191 and 192 are connected to the control unit 190, respectively. When the transistors of drive circuits 191 and 192 are switched by a control signal from control unit 190, current flows between battery 194 and motor generators MG1 and MG2.
[0044]
Each of motor generators MG1 and MG2 can also operate as a motor (electric motor) that receives the supply of power from battery 194 and rotates and drives (hereinafter, this operation state is appropriately referred to as “powering”). Alternatively, when the rotors 132 and 142 are rotated by external force, the battery 194 can be charged by functioning as a generator (generator) that generates an electromotive force at both ends of the three-phase coil (hereinafter, this operation is appropriately performed). The state is called "regeneration").
[0045]
Engine 150 and motor generators MG1 and MG2 are mechanically connected via planetary gears 120, respectively. The planetary gear 120 is also called a planetary gear, and has three rotation shafts connected to respective gears described below. The gears that constitute the planetary gear 120 are a sun gear 121 that rotates at the center, a planetary pinion gear 123 that revolves around the sun gear while rotating around itself, and a ring gear 122 that rotates around the outer periphery thereof. The planetary pinion gear 123 is supported by a planetary carrier 124. In the hybrid vehicle of the present embodiment, the crankshaft 156 of the engine 150 is connected to the planetary carrier shaft 127 via the damper 130. The damper 130 is provided to absorb torsional vibration generated in the crankshaft 156. Motor generator MG 1 has rotor 132 coupled to sun gear shaft 125. Motor generator MG2 has rotor 142 coupled to ring gear shaft 126. The rotation of the ring gear 122 is transmitted to the drive shaft 112 via the chain belt 129, and further to the wheels 116R and 116L.
[0046]
Next, the operation of the power system of the hybrid vehicle according to the present embodiment configured as described above will be described.
[0047]
First, the operation of the planetary gear 120 will be described with reference to FIGS.
[0048]
The planetary gear 120 changes the rotation state of the remaining rotation shafts when the rotation speed and torque of the two rotation shafts of the three rotation shafts described above (hereinafter, both are collectively referred to as “rotation state”) are determined. It has the property of being determined. The relationship between the rotation states of the respective rotating shafts can be obtained by a calculation formula well-known in mechanics, but can also be obtained geometrically by a diagram called an alignment chart.
[0049]
FIG. 2 shows an example of the alignment chart. The vertical axis indicates the number of rotations of each rotation axis. The horizontal axis shows the gear ratio of each gear in a distance relationship. With the sun gear shaft 125 (S in the figure) and the ring gear shaft 126 (R in the figure) at both ends, a position C that internally divides between the position S and the position R into 1: ρ is defined as a position of the planetary carrier shaft 127. ρ is the ratio of the number of teeth of the sun gear 121 to the number of teeth of the ring gear 122. At the positions S, C and R defined in this way, the rotation speeds Ns, Nc and Nr of the rotation shafts of the respective gears are plotted. The planetary gear 120 has such a property that the three points thus plotted are always aligned. This straight line is called an operating collinear line. The motion collinear is uniquely determined if two points are determined. Therefore, by using the operation collinear, the rotation speeds of the remaining rotation shafts can be obtained from the rotation speeds of two rotation shafts among the three rotation shafts.
[0050]
Further, the planetary gear 120 has such a property that when the torque of each rotary shaft is replaced with a force acting on the operating collinear line, the operating collinear line is maintained as a rigid body. As a specific example, the torque acting on the planetary carrier shaft 127 is Te. At this time, as shown in FIG. 2, a force having a magnitude corresponding to the torque Te is applied to the operating collinear line at the position C from vertically downward. The acting direction is determined according to the direction of the torque Te. Further, the torque Tr output from the ring gear shaft 126 is caused to act on the operating collinear line at the position R from vertically upward. Tes and Ter in the figure are obtained by distributing the torque Te to two equivalent forces based on the distribution law of the force acting on the rigid body. There is a relationship of “Tes = ρ / (1 + ρ) × Te” and “Ter = 1 / (1 + ρ) × Te”. In consideration of the condition that the operating collinear diagram is balanced as a rigid body in the state where the above-mentioned force is applied, the torque Tm1 to be applied to the sun gear shaft 125 and the torque Tm2 to be applied to the ring gear shaft are obtained. be able to. The torque Tm1 becomes equal to the torque Tes, and the torque Tm2 becomes equal to the difference between the torque Tr and the torque Ter.
[0051]
When the engine 150 coupled to the planetary carrier shaft 127 is rotating, the sun gear 121 and the ring gear 122 can rotate in various rotation states under conditions that satisfy the above-mentioned conditions regarding the operating collinear. When sun gear 121 is rotating, it is possible to generate electric power by motor generator MG1 using the rotational power. When the ring gear 122 is rotating, the power output from the engine 150 can be transmitted to the drive shaft 112. In the hybrid vehicle having the configuration shown in FIG. 1, the power output from engine 150 is distributed to the power mechanically transmitted to the drive shaft and the power regenerated as electric power, and the regenerated electric power is used. By powering motor generator MG2 to assist the power, the vehicle can travel while outputting desired power. Such an operation state is a state that can be taken during normal running of the hybrid vehicle. At the time of a high load such as at the time of full-open acceleration, power is also supplied from the battery 194 to the motor generator MG2 to increase the power transmitted to the drive shaft 112.
[0052]
Further, in the above-described hybrid vehicle, since the power of motor generator MG1 or MG2 can be output from drive shaft 112, the vehicle can travel using only the power output by these motors. Therefore, even when the vehicle is running, the engine 150 may be stopped or may be running idle. This operating state is a state that can be taken at the time of starting or running at low speed.
[0053]
Furthermore, in the hybrid vehicle of the present embodiment, the power output from the engine 150 can be transmitted only to the drive shaft 112 side instead of being distributed to two paths. This is an operation state that can be taken during high-speed steady running, in which motor generator MG2 is brought into a state of being rotated by inertia due to high-speed running, and runs only with power output from engine 150 without assistance by motor generator MG2.
[0054]
FIG. 3 shows an alignment chart at the time of this high-speed steady running. In the alignment chart shown in FIG. 2, the rotation speed Ns of the sun gear shaft 125 is positive, but depending on the rotation speed Ne of the engine 150 and the rotation speed Nr of the ring gear shaft 126, as shown in the alignment chart of FIG. It becomes. At this time, in motor generator MG1, the direction of rotation and the direction in which torque acts are the same, so that motor generator MG1 operates as an electric motor and consumes electric energy represented by the product of torque Tm1 and rotational speed Ns. (State of reverse power running). On the other hand, in motor generator MG2, the direction of rotation and the direction in which torque acts are opposite, so that motor generator MG2 operates as a generator and transfers electric energy represented by the product of torque Tm2 and rotational speed Nr to the ring gear shaft. It will regenerate from 126.
[0055]
As described above, the hybrid vehicle of the present embodiment can travel in various driving states based on the operation of the planetary gear 120.
[0056]
Subsequently, the control operation by the control unit 190 will be described again with reference to FIG.
[0057]
In FIG. 1, the entire operation of the power output device of the present embodiment is controlled by a control unit 190. The control unit 190 is a one-chip microcomputer having a CPU, a ROM, a RAM, and the like inside similarly to the EFIECU 170. The control unit 190 is connected to the EFIECU 170, and both can transmit various information. The control unit 190 is configured to be capable of indirectly controlling the operation of the engine 150 by transmitting information such as a torque command value and a rotation speed command value required for controlling the engine 150 to the EFIECU 170. The control unit 190 thus controls the operation of the entire power output device. In order to realize such control, the control unit 190 is provided with various sensors, for example, a sensor 144 for knowing the rotation speed of the drive shaft 112. Since the ring gear shaft 126 and the drive shaft 112 are mechanically connected, in the present embodiment, a sensor 144 for detecting the rotation speed of the drive shaft 112 is provided on the ring gear shaft 126 to control the rotation of the motor generator MG2. For the sensor.
[0058]
(Electric circuit in power system of hybrid vehicle)
Next, an electric circuit provided in the power system of the hybrid vehicle according to the present embodiment will be described in more detail with reference to FIG. That is, here, details of the control unit 190, the motor generators MG1 and MG2, the drive circuits 191 and 192, and the battery 194 shown in FIG. 1 will be described.
[0059]
As shown in FIG. 4, an inverter capacitor 196, a drive circuit 191 connected to motor generator MG1, and a drive circuit 192 connected to motor generator MG2 are connected in parallel to battery 194.
[0060]
In detail, the battery 194 includes a battery module 194a, an SMR (system main relay) 194b, a voltage detection circuit 194c, a current sensor 194d, and the like. The SMR 194b connects and disconnects the power supply of the high-voltage circuit in accordance with a command from the control unit 190, and includes two relays R1 and R2 arranged on both the positive and negative sides of the battery module unit 194a. The two relays R1 and R2 are provided on the battery 194 because the relay R2 is first turned on when the power is connected, the relay R1 is turned on subsequently, and the power is cut off, the relay R1 is turned off first. This is because it is possible to perform a reliable operation by turning off the relay R2. The voltage detection circuit 194c detects a total voltage value of the battery module 194a. The current sensor 194d detects an output current value from the battery module 194a. Output signals of the voltage detection circuit 194c and the current sensor 194d are transmitted to the control unit 190.
[0061]
Drive circuits 191 and 192 are power converters for converting a high-voltage DC current of a battery and an AC current for motor generators MG1 and MG2, and more specifically, a three-phase bridge circuit composed of six power transistors. 191a and 192a are provided, respectively, and the three-phase bridge circuits 191a and 192a convert between DC current and three-phase AC current.
[0062]
The drive circuits 191 and 192 are provided with voltage detection circuits 191b and 192b, respectively. Voltage detection circuits 191b and 192b detect back electromotive voltages of motor generators MG1 and MG2, respectively. The drive of each power transistor of the three-phase bridge circuits 191a and 192a is controlled by the control unit 190, and the drive circuits 191 and 192 send the voltage values detected by the voltage detection circuits 191b and 192b to the control unit 190. And information necessary for current control such as a current value detected by a current sensor (not shown) provided between the three-phase bridge circuits 191a and 192a and the motor generators MG1 and MG2.
[0063]
(Direct injection gasoline engine)
Next, the direct injection engine provided in the hybrid vehicle of the present embodiment will be described in more detail with reference to FIG. That is, here, the details of the engine 150 shown in FIG. 1 will be described.
[0064]
As shown in FIG. 5, engine 150 is a so-called direct injection gasoline engine that directly injects fuel into a fuel chamber. Engine 150 is controlled by EFIECU 170. The engine 150 includes the cylinder block 14. A cylinder 16 is formed inside the cylinder block 14. Although engine 150 has a plurality of cylinders, FIG. 5 shows one cylinder 16 of the plurality of cylinders for convenience of explanation.
[0065]
A piston 18 is provided inside the cylinder 16. The piston 18 can slide inside the cylinder 16 in the vertical direction in FIG. Inside the cylinder 16, a combustion chamber 20 is formed above the piston 18. In the combustion chamber 20, the injection port of the fuel injection valve 22 is exposed. During operation of the engine 150, fuel is pumped from the fuel pump 24 to the fuel injection valve 22. The fuel injection valve 22 and the fuel pump 24 are connected to the EFIECU 170. The fuel pump 24 pumps fuel to the fuel injection valve 22 according to a control signal supplied from the EFIECU 170. Further, the fuel injection valve 22 injects fuel into the combustion chamber 20 according to a control signal supplied from the EFIECU 170.
[0066]
Further, the tip of the ignition plug 26 is exposed in the combustion chamber 20. The ignition plug 26 ignites fuel in the combustion chamber 20 by receiving an ignition signal from the EFIECU 170. An exhaust pipe 30 communicates with the combustion chamber 20 via an exhaust valve 28. Each branch pipe of an intake manifold 34 communicates with the combustion chamber 20 via an intake valve 32. The intake manifold 34 communicates with a surge tank 36 on the upstream side. An intake pipe 38 communicates further upstream of the surge tank 36.
[0067]
The intake pipe 38 is provided with a throttle valve 40. The throttle valve 40 is connected to a throttle motor 42. The throttle motor 42 is connected to the EFIECU 170. The throttle motor 42 changes the opening of the throttle valve 40 according to a control signal supplied from the EFIECU 170. In the vicinity of the throttle valve 40, a throttle opening sensor 44 is provided. The throttle opening sensor 44 outputs an electric signal corresponding to the opening of the throttle valve 40 (hereinafter, appropriately referred to as throttle opening SC) to the EFIECU 170. The EFIECU 170 detects the throttle opening SC based on the output signal of the throttle opening sensor 44.
[0068]
An ignition switch 76 (hereinafter, referred to as an IG switch 76) is connected to the EFIECU 170. The EFIECU 170 detects the ON / OFF state of the IG switch 76 based on the output signal of the IG switch 76. When the IG switch 76 is turned off from the on state, the fuel injection by the fuel injection valve 22, the ignition of the fuel by the spark plug 26, and the pumping of the fuel by the fuel pump 24 are stopped, and the operation of the engine 150 is stopped. You.
[0069]
An accelerator opening sensor 80 is provided near the accelerator pedal 78. Accelerator opening sensor 80 outputs an electrical signal corresponding to the amount of depression of accelerator pedal 78 (hereinafter, appropriately referred to as accelerator opening AC) to EFIECU 170. EFIECU 170 detects accelerator opening AC based on the output signal of the accelerator opening sensor.
[0070]
In the present embodiment, a turbocharger 39 is provided in the intake pipe 38, and the compressed air is turbocharged into the intake pipe 38 by, for example, a turbine linked to a turbine provided on the exhaust pipe 30 side. It is configured as follows. Further, such a turbocharger 39 may be configured to be assisted by the generator motor MG1 or MG2. Further, the turbocharger 39 may be configured to variably increase the in-cylinder pressure at a specific timing under the control of the EFIECU 170.
[0071]
In the present embodiment, a three-way catalyst device 31 is provided in the exhaust pipe 30, and thereby the exhaust gas purification performance is enhanced. In addition, the purification performance of the three-way catalyst device 31 is significantly reduced unless the temperature is higher than a certain temperature. Therefore, a temperature sensor 31T is attached to the three-way catalyst device 31, and the catalyst temperature TCA is detected and input to the EFIECU 170 as catalyst temperature information. Alternatively, such a catalyst temperature TCA may be indirectly estimated based on other detection information such as the engine speed of the engine 150. The catalyst temperature TCA detected or estimated in this way is used for controlling the engine so that the catalyst temperature TCA does not drop below a certain temperature.
[0072]
As described above, in the engine 150 according to the present embodiment, an example of the combustion mode switching means is provided by the ignition plug 26, the turbocharger 39, an in-cylinder temperature and in-cylinder adjustment mechanism such as an EGR device (not shown), and the like. Is configured. Thus, the engine 150 is configured to be able to switch between compression self-ignition combustion and spark ignition combustion under the control of the EFIECU 170, that is, to have a combustion mode switching function.
[0073]
(Combustion mode switching control)
Next, control for switching the combustion mode between spark ignition combustion and compression auto-ignition combustion in engine 150 by control unit 190 and EFIECU 170 constituting control means according to the present invention will be described between power running and regeneration in motor generators MG1 and MG2. A description will be given with reference to FIGS. 6 to 8 together with the control for appropriately switching the operation. Here, FIG. 6 is a flowchart showing the operation in one specific example of the switching control, and FIG. 7 is a characteristic diagram of the engine speed Ne and the torque Te in the engine showing the auto-ignition combustion possible region. FIG. 8 is a flowchart showing an operation in another specific example of the switching control.
[0074]
In FIG. 6, first, as an initial state, the hybrid vehicle is operating. That is, under the control of the control unit 190 and the EFIECU 170, the required engine speed Ne and torque Te (engine power) are set according to the current vehicle speed, accelerator depression amount, charge capacity SOC, and the like. These values of the rotation speed Ne and the torque Te are selected as values on the operation curve C1 shown in FIG. 7, for example, during spark ignition combustion. The operation curve C1 is a curve obtained by connecting a combination of the rotational speed Ne and the torque Te at which the operation efficiency is improved on the Ne-Pe characteristic diagram. Information indicating the operating point set in this way is transmitted from the control unit 190 to the EFIECU 170, and the EFIECU 170 controls the engine 150. In the engine 150, the fuel injection amount or the throttle An operation state such as an opening degree is controlled. In parallel with this, in motor generators MG1 and MG2, their rotational speeds are controlled by a collinear chart as shown in FIGS. 2 and 3 or a so-called proportional integral control (PI control). More specifically, in the control of motor generators MG1 and MG2, for example, the voltage applied to the three-phase coil of each motor is set according to the set rotation speed Ne and torque Te, and the deviation from the applied voltage at the present time is set. , The transistors of the driving circuits 191 and 192 are switched.
[0075]
In the initial state as described above, the switching logic between the compression ignition combustion and the spark ignition combustion is periodically or irregularly repeated by, for example, interrupt processing (step S10). Then, based on the rotational speed Ne and the torque Te required of the engine, it is determined whether or not these are in a self-ignition combustible region as a first condition (step S11). Specifically, in the characteristic diagram of the requested rotation speed Ne and the requested torque Te shown in FIG. 7, whether the set (Ne, Te) of these values falls within the self-ignition combustion possible area A1. It is determined whether or not. As shown in FIG. 7, the self-ignition / combustible region A1 is generally located below and to the left of the operation curve C1, that is, on the low rotation speed side and the low torque side.
[0076]
Subsequently, if the result of determination in step S11 is that the ignition ignition combustion is not in the self-ignition combustion possible region, that is, if spark ignition combustion should be selected (step S11: "spark ignition combustion selection"), the ignition plug is An electric pulse signal is transmitted at a predetermined timing to cause the engine 150 to perform spark ignition combustion (step S12). At this time, in the engine 150, the in-cylinder pressure and the in-cylinder temperature, the air mixing ratio of the injected fuel, the degree of turbocharging, the degree of exhaust circulation by EGR, the opening and closing timing of the intake and exhaust valves, and the like are also spark ignition. Set for combustion. That is, in the present embodiment, an example of the combustion mode switching means is constituted by such an ignition plug or the like. Thereafter, the switching operation performed by the interrupt processing or the like ends.
[0077]
On the other hand, if the result of determination in step S11 is that the engine is in the auto-ignition-combustible region, that is, if compression auto-ignition combustion should be selected (step S11: "auto-ignition combustion selection"), the battery 194 It is determined whether or not the charging capacity SOC is larger than the predetermined charging amount S0 (step S13).
[0078]
In step S13, the charge capacity SOC of the battery 194 is determined, for example, by integrating the charge / discharge current values obtained from the detection signal of the current sensor 194d built in the battery 194 as an example of a monitoring unit that monitors the charged amount. Can be Alternatively, the charge capacity SOC may be detected by measuring the specific gravity of the electrolyte of the battery 194 as an example of monitoring means for monitoring the charged amount, or the current may be short-circuited by instantaneously shorting the terminals of the battery. , And measuring the internal resistance to detect the charging capacity SOC.
[0079]
In step S13, a value in the range of 10 to 80%, such as 45% with respect to the saturation charge, is set in advance as the predetermined power storage amount S0. The setting method is experimental, empirical, and comprehensively considering the specifications of the hybrid vehicle, more specifically, required power performance, fuel consumption performance, exhaust gas purification performance, ride comfort, engine life, and the like. It is a property that is individually and specifically set by theoretical or simulation. As the predetermined charge amount S0 increases, the condition in step S13 becomes more severe, and the period or opportunity for performing the compression ignition combustion decreases, and the period or opportunity for performing the spark ignition combustion increases. On the other hand, as the predetermined charge amount S0 is smaller, the condition in step S13 is relaxed, and the period or opportunity for performing the compression ignition combustion increases, and the period or opportunity for performing the spark ignition combustion decreases.
[0080]
Further, in step S13, it is determined whether or not the catalyst temperature TCA is equal to or higher than the predetermined temperature T0. The catalyst temperature TCA may be detected from the temperature sensor 31T attached to the three-way catalyst device 31 as an example of the temperature specifying unit as described above, or may be calculated based on other parameters such as the rotation speed Ne and the torque Te. Alternatively, it may be estimated.
[0081]
In step S13, as the predetermined temperature T0, for example, a value in the range of several tens degrees Celsius to one hundred and several tens degrees Celsius is set in advance. The setting method is based on the experimental and experience of the hybrid vehicle, more specifically, the power performance, fuel efficiency, ride comfort, engine life, etc., focusing on the required exhaust gas purification performance. It is a property that is individually and specifically set by a target, a theory, a simulation, or the like. As the predetermined temperature T0 increases, the condition in step S13 becomes more severe, and the period or opportunity for performing the compression ignition combustion decreases, and the period or opportunity for performing the spark ignition combustion increases. On the other hand, as the predetermined temperature T0 is smaller, the condition in step S13 becomes milder, and the period or opportunity for performing the compression ignition combustion increases, and the period or opportunity for performing the spark ignition combustion decreases.
[0082]
As described above, in step S13, as an example of the second condition according to the present invention, it is determined whether the charge capacity SOC is equal to or higher than the predetermined charge amount S0 and the catalyst temperature TCA is equal to or higher than the predetermined temperature T0. Is determined.
[0083]
If the result of determination in step S13 is that the above-described second condition is not satisfied (step S13: NO), the process branches to step S12 to cause the engine 150 to perform spark ignition combustion as described above.
[0084]
On the other hand, if the result of determination in step S13 is that the above-described second condition is satisfied (step S13: Yes), compression ignition combustion is sent to the engine 150 without sending an electric pulse signal to the spark plug. Is performed (step S14). At this time, in the engine 150, the in-cylinder pressure and the in-cylinder temperature, the air mixing ratio of the injected fuel, the degree of turbocharging, the degree of exhaust circulation by EGR, the timing of opening and closing the intake and exhaust valves, and the like are also determined by the compression mechanism. Set for ignition combustion. Thereafter, the switching logic executed by the interrupt processing or the like ends.
[0085]
As described above, the compression self-ignition combustion in step S14 is performed only when the storage capacity SOC is equal to or more than the predetermined storage amount S0 in step S13. By using the battery 194 having a sufficient storage amount, the motor generators MG1 and MG2 assist the engine 150 to obtain a necessary driving force.
[0086]
In the present embodiment, when the switching logic of step S10 is started during “spark ignition combustion” as an initial state, the determination of step S11 adds a condition that the vehicle does not need to be accelerated. Control may be performed to select auto-ignition combustion (that is, to switch to compression auto-ignition combustion). Further, when the switching logic of step S10 is started during “spark ignition combustion” as an initial state, the determination of step S11 is based on the condition that if the combustion mode is switched, the torque step cannot be absorbed, and Control may be performed such that spark ignition combustion is selected (that is, spark ignition combustion is continued). On the other hand, if the switching logic of step S10 is started during the "compression auto-ignition combustion" as an initial state, the determination of step S11 is based on the condition that acceleration of the vehicle is not required. Control may be performed so as to select (that is, to continue the compression ignition combustion).
[0087]
Next, another specific example of the switching control according to the present embodiment will be described with reference to FIG. In FIG. 8, the same steps as those in FIG. 6 are denoted by the same step numbers, and the description thereof will be omitted as appropriate.
[0088]
That is, in FIG. 8, the processing of steps S10 to S13 is performed in the same manner as in FIG.
[0089]
Subsequently, as a result of the determination in step S13, if the second condition, that is, the charge capacity SOC that is the second condition is equal to or more than the predetermined charge amount S0 and the catalyst temperature TCA is equal to or more than the predetermined temperature T0, the condition is not satisfied (step S13: NO) ), The engine output is increased under the control of the control unit 190 and the EFIECU 170 so that an output larger than the required engine speed Ne and torque Te is obtained (step S21). As a result, the catalyst temperature TCA can be raised quickly. Therefore, the exhaust gas purification performance can be quickly restored. At the same time, the regenerative operation of the generator motors MG1 and MG2 allows the storage capacity SOC to be increased quickly.
[0090]
Thereafter, the flow branches to step S12 to cause the engine 150 to perform spark ignition combustion as described above.
[0091]
On the other hand, if the result of determination in step S13 is that the above-described second condition is satisfied (step S13: Yes), step S14 is performed as in the case of FIG. 6, and then execution is performed by the interrupt processing or the like. The switching logic performed ends.
[0092]
(Other variants)
As the configuration of the hybrid vehicle to which the present invention is applied, various configurations other than the configuration shown in FIG. 1 are possible.
[0093]
In the above-described embodiment, motor generator MG2 is coupled to ring gear shaft 126 as shown in FIG. 1, but motor generator MG2 is coupled to planetary carrier shaft 127 directly connected to crankshaft 156 of engine 150. Can also be taken. Alternatively, in FIG. 1, a mechanical distribution type power adjustment device using a planetary gear 120 or the like is used as a power adjustment device for transmitting a part of the power output from the engine 150 to the drive shaft 112. As the adjustment device, an electric distribution type power adjustment device using a paired rotor motor or the like can be used. For example, a clutch motor CM may be provided instead of planetary gear 120 and motor generator MG1.
[0094]
In the above-described embodiment, the motor generator device includes a plurality of motor generators formed of synchronous motors, but instead of or in addition to at least a part thereof, an induction motor, a vernier motor, a DC motor, a superconducting motor, a step motor, and the like. Can also be used.
[0095]
In the above-described embodiment, a direct injection type gasoline engine driven by gasoline is used as the engine 150. In addition, various types of gasoline engines such as a traditional port injection type gasoline engine, a diesel engine, a turbine engine, and a jet engine are used. Of the internal combustion or external combustion engine can be used.
[0096]
In addition, the power output device of the present invention is applicable not only to a parallel hybrid vehicle but also to a serial hybrid vehicle. Furthermore, the hybrid power output device of the present invention is applicable not only to hybrid vehicles but also to various other moving objects and heavy electric equipment.
[0097]
The present invention is not limited to the above-described embodiment, and can be appropriately changed within a scope not contrary to the gist or idea of the invention which can be read from the claims and the entire specification, and a hybrid type including such a change Power output device, its control method, and a hybrid vehicle provided with such a power output device are also included in the technical scope of the present invention.
[0098]
【The invention's effect】
As described in detail above, according to the present invention, for example, in a hybrid power output device suitably used for a hybrid vehicle or the like, a stable power performance can be realized while the engine has a combustion mode switching function. Further, when the combustion mode is switched, it is possible to efficiently avoid a situation in which the assisting force of the motor generator device is insufficient.
[Brief description of the drawings]
FIG. 1 is a block diagram of a power system in a hybrid vehicle according to an embodiment of the present invention.
FIG. 2 is an alignment chart for explaining a basic operation of the hybrid vehicle according to the embodiment.
FIG. 3 is an alignment chart when the hybrid vehicle according to the present embodiment is traveling at a high speed in a steady state.
FIG. 4 shows a configuration of a battery and a motor drive circuit of the hybrid vehicle according to the embodiment.
FIG. 5 is a schematic configuration diagram of a structure of an engine according to the present embodiment.
FIG. 6 is a flowchart showing an operation of a specific example of switching control between compression ignition combustion and spark ignition combustion according to the embodiment.
FIG. 7 is a characteristic diagram of a rotation speed Ne and a torque Te in an engine showing a self-ignition combustion possible region according to the embodiment.
FIG. 8 is a flowchart illustrating an operation in another specific example of switching control between compression ignition combustion and spark ignition combustion according to the present embodiment.
[Explanation of symbols]
22 Fuel injection valve
24 Fuel pump
31 Three-way catalytic converter
38 Intake pipe
39 Turbocharger
40 Throttle valve
44 Throttle opening sensor
76 Ignition switch
78 accelerator pedal
80 Accelerator opening sensor
120 planetary gear
150 engine
170 EFI ECU
190 Control Unit (ECU)
194 Battery

Claims (9)

Engine and
A motor generator device capable of generating power using at least a part of the output of the engine and capable of outputting driving force via a drive shaft;
A power storage device that can be charged by the motor generator device and can supply power to the motor generator device;
Combustion mode switching means for switching between spark ignition combustion and compression ignition combustion in the engine;
When a predetermined condition for causing the engine to perform the compression ignition combustion including a first condition defined by a combination of the torque and the rotation speed of the engine is satisfied, the engine performs the compression ignition combustion. When the predetermined condition is not satisfied, the control unit controls the combustion mode switching unit so as to cause the engine to perform the spark ignition combustion, and when the storage amount of the power storage device is smaller than a predetermined storage amount threshold. A power output device comprising: control means for making the predetermined condition stricter than when the power output device is large. Monitoring means for monitoring the storage amount,
2. The control method according to claim 1, wherein the control unit determines whether the monitored storage amount is smaller than the storage amount threshold, and controls the combustion mode switching unit according to the determination result. 3. Power output device. The control means includes:
It is determined whether the first condition is satisfied based on the rotation speed and the torque,
If it is determined that the first condition is not satisfied, the control unit controls the combustion mode switching unit to cause the engine to perform the spark ignition combustion,
When it is determined that the first condition is satisfied, the second condition is that the storage amount is equal to or higher than the storage amount threshold and the catalyst temperature on the exhaust side of the engine is equal to or higher than a predetermined temperature threshold. The power output device according to claim 1, wherein when the condition is satisfied, the combustion mode switching unit is controlled to cause the engine to perform the compression ignition combustion. It further comprises a temperature specifying means for detecting or estimating the catalyst temperature,
When the control unit determines that the first condition is satisfied, the control unit further determines whether the second condition is satisfied based on the detected or estimated catalyst temperature in addition to the charged amount. The power output device according to claim 3, wherein: Engine and
A motor generator device capable of generating power using at least a part of the output of the engine and capable of outputting driving force via a drive shaft;
A power storage device that can be charged by the motor generator device and can supply power to the motor generator device;
Combustion mode switching means for switching between spark ignition combustion and compression ignition combustion in the engine;
Temperature specifying means for detecting or estimating the catalyst temperature on the exhaust side of the engine, and when the detected or estimated catalyst temperature is lower than a predetermined temperature threshold, prohibits the compression ignition combustion in the engine; When the detected or estimated catalyst temperature is higher than the temperature threshold, the combustion mode switching means is controlled so as not to prohibit the compression ignition combustion in the engine, and the detected or estimated catalyst temperature is Control means for controlling the engine such that when the temperature is lower than the temperature threshold value, an output larger than the output required for the engine is provided. The motor generator device includes a plurality of motor generators,
At least one of the plurality of motor generators charges the power storage device by generating power using at least a part of the output of the engine,
The power output device according to any one of claims 1 to 5, wherein at least one of the plurality of motor generators is supplied with power by the power storage device to output the driving force. A power output device according to any one of claims 1 to 6,
A vehicle body on which the power output device is mounted,
A hybrid vehicle having a wheel attached to the vehicle body and driven by the driving force output via the driving shaft. An engine, a motor generator capable of generating power using at least a part of the output of the engine and capable of outputting a driving force via a drive shaft, and a motor generator capable of being charged by the motor generator and having A control method for controlling a power output device including: a power storage device capable of supplying power; and combustion mode switching means for switching between spark ignition combustion and compression ignition combustion in the engine,
A monitoring step of monitoring the amount of power stored in the power storage device;
When a predetermined condition for causing the engine to perform the compression ignition combustion including a first condition defined by a combination of the torque and the rotation speed of the engine is satisfied, the engine performs the compression ignition combustion. If the predetermined condition is not satisfied, the combustion mode switching means is controlled so as to cause the engine to perform the spark ignition combustion, and if the monitored storage amount is smaller than a predetermined storage amount threshold, A control step of making the predetermined condition stricter than in the case of a large power output device. An engine, a motor generator capable of generating power using at least a part of the output of the engine and capable of outputting a driving force via a drive shaft, and a motor generator capable of being charged by the motor generator and having A control method for controlling a power output device including: a power storage device capable of supplying power; and combustion mode switching means for switching between spark ignition combustion and compression ignition combustion in the engine,
A temperature identification step of detecting or estimating the catalyst temperature on the exhaust side of the engine, and when the detected or estimated catalyst temperature is lower than a predetermined temperature threshold, prohibits the compression ignition combustion in the engine; When the detected or estimated catalyst temperature is higher than the temperature threshold, a control step of controlling the combustion mode switching means so as not to prohibit the compression ignition combustion in the engine;
A control step of controlling the engine to output an output greater than the output required for the engine when the detected or estimated catalyst temperature is lower than the temperature threshold. Output device control method.

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