JP2006306213A - Power output device and automobile mounted with the same and method for controlling power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent the shortage of a torque to a driving shaft due to the impossibility of the start of an engine. <P>SOLUTION: In an automobile where an engine and a motor MG1 and a driving shaft connected to a driving wheel are connected to a planetary gear mechanism, and a motor MG2 is connected through a transmission to the driving shaft, even when a request power Pe* is a threshold Pref or less, and when a motor temperature θm1 as the temperature of the motor MG1 is a threshold θref or more (S120, S240), an idle operation is performed without stopping the engine (S250). Thus, when a relatively large torque is requested to the driving shaft, it is possible to prevent the torque shortage to the driving shaft due to the impossibility of the motoring of the engine by the motor MG1, and the impossibility of the start of the engine. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a power output apparatus, an automobile equipped with the power output apparatus, and a method for controlling the power output apparatus.

Conventionally, this type of power output device includes an engine that can output power to the drive wheels, a power generation motor that starts the engine and generates power using the power from the engine, and a travel that can output power to the drive wheels. There has been proposed a motor mounted on a vehicle including a motor for power generation and a battery capable of exchanging power with a power generation motor and a traveling motor (see, for example, Patent Document 1). In this device, the traveling motor operation region that travels using the power from the traveling motor is made smaller as the temperature of the power generation motor is higher, so that the intermittent operation of the engine when the temperature of the power generation motor is relatively high is reduced. Suppressed.
JP 2000-27672 A

  In the power output device described above, intermittent operation of the engine when the temperature of the power generation motor is relatively high can be suppressed, but depending on the vehicle speed and the degree of accelerator opening, the engine falls under the driving motor operation region. Operation may be stopped. In this case, when a relatively large torque is required for the drive wheels and an engine start request is made, the engine cannot be started by the power generation motor due to the torque limitation due to the high temperature of the power generation motor, and the driver's request is met. There are cases where it cannot be dealt with. By the way, in a power output device including an engine, a power generation motor, a travel motor, a power transmission unit that transmits power from the travel motor to a drive shaft, and an oil pump that supplies oil to the power transmission unit, It is desired to prevent damage to the pump.

  One of the objects of the power output apparatus, the automobile equipped with the power output apparatus, and the control method for the power output apparatus of the present invention is to avoid shortage of driving force to the drive shaft due to the inability to start the internal combustion engine. In addition, the power output device of the present invention, the automobile on which the power output device is mounted, and the control method of the power output device suppress the breakage of the electric pumping device that supplies the working fluid to the power transmission unit that transmits power from the electric motor to the drive shaft One of the purposes is to do.

  In order to achieve at least a part of the above object, the power output apparatus of the present invention, the automobile equipped with the power output apparatus, and the control method of the power output apparatus employ the following means.

The first power output device of the present invention comprises:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Starting power generation means capable of starting the internal combustion engine and generating power using at least a part of the power from the internal combustion engine;
An electric motor capable of outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the starting power generation means and the electric motor;
Required driving force setting means for setting required driving force to be output to the driving shaft;
When the degree of drive restriction of the starting power generation means is less than a predetermined limit, the internal combustion engine and the starter are output so that a driving force based on the set required driving force is output to the drive shaft with intermittent operation of the internal combustion engine. A driving force based on the set required driving force with the continuation of the operation of the internal combustion engine is controlled when the driving limit of the starting power generating unit is greater than or equal to a predetermined limit. Control means for controlling the internal combustion engine, the starting power generation means and the electric motor to be output to
It is a summary to provide.

  In the first power output device of the present invention, when the degree of the drive restriction of the starting power generation means is less than the predetermined limit, the drive force based on the requested drive force to be output to the drive shaft with the intermittent operation of the internal combustion engine is driven. The internal combustion engine, the starting power generation means, and the electric motor are controlled so as to be output to the shaft. On the other hand, when the degree of drive limitation of the starting power generation means is equal to or greater than the predetermined limit, the internal combustion engine is configured so that a driving force based on the required driving force to be output to the drive shaft is output to the drive shaft as the operation of the internal combustion engine continues. The starting power generation means and the electric motor are controlled. Therefore, since the internal combustion engine is continuously operated when the degree of drive restriction of the starting power generation means is equal to or greater than the predetermined limit, the internal combustion engine cannot be started when a relatively large driving force is required for the drive shaft. Insufficient driving force can be avoided.

  In such a first power output apparatus of the present invention, the first power output device includes temperature detecting means for detecting the temperature of the starting power generation means, and the control means limits the drive of the starting power generation means based on the detected temperature of the starting power generation means. And a means for controlling based on the set degree of drive restriction of the starting power generation means. In this case, the control means may be a means for setting the degree of drive limitation of the starting power generation means so as to increase as the detected temperature of the starting power generation means increases. In this way, the degree of drive limitation of the starting power generation means can be set more appropriately.

The second power output device of the present invention is:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Starting power generation means capable of starting the internal combustion engine and generating power using at least a part of the power from the internal combustion engine;
An electric motor capable of outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the starting power generation means and the electric motor;
Required driving force setting means for setting required driving force to be output to the driving shaft;
Temperature detecting means for detecting the temperature of the starting power generation means;
When the detected temperature of the starting power generation means is lower than a predetermined temperature, the internal combustion engine and the start are configured so that a driving force based on the set required driving force is output to the drive shaft with an intermittent operation of the internal combustion engine. When the detected temperature of the starting power generation means is equal to or higher than a predetermined temperature, the driving force based on the set required driving force is continued with the operation of the internal combustion engine when the detected temperature of the starting power generation means is equal to or higher than a predetermined temperature. Control means for controlling the internal combustion engine, the starting power generation means and the electric motor to be output to
It is a summary to provide.

  In the second power output apparatus of the present invention, when the temperature of the starting power generation means is lower than a predetermined temperature, the internal combustion engine is configured so that the required driving force to be output to the drive shaft is output to the drive shaft with the intermittent operation of the internal combustion engine. The engine, the starting power generation means and the electric motor are controlled. On the other hand, when the temperature of the starting power generation means is equal to or higher than the predetermined temperature, the internal combustion engine, the starting power generation means, and the motor are controlled so that the required driving force to be output to the drive shaft is output to the drive shaft while continuing the operation of the internal combustion engine. To do. Accordingly, since the internal combustion engine is continuously operated when the temperature of the starting power generation means is equal to or higher than the predetermined temperature, the internal combustion engine is controlled by the drive restriction based on the temperature of the starting power generation means when a relatively large driving force is required for the drive shaft. Insufficient driving force on the drive shaft due to inability to start can be avoided.

  In such a second power output apparatus of the present invention, the control means learns the degree of temperature rise of the starting power generation means when starting the internal combustion engine and sets the predetermined temperature using the learned result. It can also be a means to do. In this way, the predetermined temperature can be set more appropriately.

  In the first or second power output device of the present invention, mechanical pressure feeding means for pumping the working fluid using power from the internal combustion engine, electric pressure feeding means for pumping the working fluid using electric power, Power transmission means for transmitting power from the motor to the drive shaft using an actuator connected to the rotating shaft of the motor and the drive shaft and driven by the pressure of the pumped working fluid. You can also. In this case, it is possible to suppress excessive operation of the electric pumping means due to the inability to start the internal combustion engine. Accordingly, it is possible to suppress damage to the electric pumping means. In this case, the power transmission unit may be a transmission unit that can transmit power with a change in the transmission gear ratio between the rotating shaft of the electric motor and the drive shaft.

  Further, in the first or second power output device of the present invention, the starting power generation means is connected to the output shaft of the internal combustion engine and the drive shaft and from the internal combustion engine with input and output of electric power and power. It may be an electric power driving input / output means for outputting at least a part of the driving power to the drive shaft. In this case, the power power input / output means is connected to the three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft, and is based on the power input / output to any two of the three shafts. It may be a means provided with a triaxial power input / output means for inputting / outputting power to / from the shaft and an electric motor capable of inputting / outputting power to / from the rotating shaft, or connected to the output shaft of the internal combustion engine. A counter-rotor motor having a first rotor and a second rotor connected to the drive shaft and rotating by relative rotation between the first rotor and the second rotor. It can also be.

  The automobile of the present invention is the first or second power output apparatus of the present invention according to any one of the above-described aspects, that is, basically a power output apparatus that outputs power to the drive shaft, Starting power generation means capable of starting the internal combustion engine and generating electric power using at least a part of the power from the internal combustion engine, an electric motor capable of outputting power to the drive shaft, the starting power generation means, the electric motor and electric power Power storage means capable of exchanging, required drive force setting means for setting required drive force to be output to the drive shaft, and intermittent operation of the internal combustion engine when the degree of drive restriction of the starting power generation means is less than a predetermined limit And controlling the internal combustion engine, the starting power generation means, and the electric motor so that a driving force based on the set required driving force is output to the drive shaft, and the degree of drive restriction of the starting power generation means is a predetermined limit. Less than Control means for controlling the internal combustion engine, the starting power generation means, and the electric motor so that a driving force based on the set required driving force is output to the drive shaft as the operation of the internal combustion engine continues. A first power output device of the present invention, or a power output device that outputs power to a drive shaft, starting the internal combustion engine and at least part of the power from the internal combustion engine A starting power generating means capable of generating electricity, an electric motor capable of outputting power to the drive shaft, an electric storage means capable of exchanging electric power with the starting power generating means and the motor, and a required driving force to be output to the drive shaft. Required driving force setting means for setting the temperature, temperature detecting means for detecting the temperature of the starting power generation means, and intermittent operation of the internal combustion engine when the detected temperature of the starting power generation means is lower than a predetermined temperature. The internal combustion engine, the starting power generation means, and the motor are controlled so that a driving force based on the set required driving force is output to the drive shaft, and the detected temperature of the starting power generation means is equal to or higher than a predetermined temperature. Control means for controlling the internal combustion engine, the starting power generation means, and the electric motor so that a driving force based on the set required driving force is sometimes output to the drive shaft as the operation of the internal combustion engine continues. The second power output device according to the present invention is mounted, and the axle is connected to the drive shaft.

  In this automobile of the present invention, the first or second power output device of the present invention according to any one of the above-described aspects is mounted, so that the effect exhibited by the first or second power output device of the present invention, for example, driving It is possible to achieve the same effect as the effect of avoiding the shortage of the driving force to the driving shaft due to the inability to start the internal combustion engine when a relatively large driving force is required for the shaft.

The control method of the first power output device of the present invention is:
An internal combustion engine, a starting power generation means capable of starting the internal combustion engine and generating power using at least a part of the power from the internal combustion engine, an electric motor capable of outputting power to a drive shaft, the starting power generation means, and the electric motor And a power storage means capable of exchanging electric power, and a control method of a power output device comprising:
When the degree of drive restriction of the starting power generation means is less than a predetermined limit, the internal combustion engine is configured so that a drive force based on a required drive force to be output to the drive shaft is output to the drive shaft with intermittent operation of the internal combustion engine. And controlling the starting power generation means and the electric motor,
When the degree of drive restriction of the starting power generation means is greater than or equal to a predetermined limit, the internal combustion engine is configured such that a drive force based on a required drive force to be output to the drive shaft is output to the drive shaft with continued operation of the internal combustion engine. The gist is to control the engine, the starting power generation means, and the electric motor.

  According to the control method of the first power output device of the present invention, when the degree of drive restriction of the starting power generation means is less than the predetermined limit, the required drive force to be output to the drive shaft with intermittent operation of the internal combustion engine is achieved. The internal combustion engine, the starting power generation means, and the electric motor are controlled so that the driving force based on them is output to the drive shaft. On the other hand, when the degree of drive limitation of the starting power generation means is equal to or greater than the predetermined limit, the internal combustion engine is configured so that a driving force based on the required driving force to be output to the drive shaft is output to the drive shaft as the operation of the internal combustion engine continues. The starting power generation means and the electric motor are controlled. Therefore, since the internal combustion engine is continuously operated when the degree of drive restriction of the starting power generation means is equal to or greater than the predetermined limit, the internal combustion engine cannot be started when a relatively large driving force is required for the drive shaft. Insufficient driving force can be avoided.

The control method of the second power output device of the present invention is:
An internal combustion engine, a starting power generation means capable of starting the internal combustion engine and generating power using at least a part of the power from the internal combustion engine, an electric motor capable of outputting power to a drive shaft, the starting power generation means, and the electric motor And a power storage means capable of exchanging electric power, and a control method of a power output device comprising:
(A) setting a required driving force to be output to the driving shaft;
(B) detecting the temperature of the starting power generation means;
(C) When the detected temperature of the starting power generation means is lower than a predetermined temperature, the internal combustion engine is configured such that a driving force based on the set required driving force is output to the drive shaft with an intermittent operation of the internal combustion engine. And the starting power generation means and the motor are controlled, and when the detected temperature of the starting power generation means is equal to or higher than a predetermined temperature, the driving force based on the set required driving force is accompanied by continuing the operation of the internal combustion engine. The gist is to control the internal combustion engine, the starting power generation means, and the electric motor so as to be output to the drive shaft.

  According to the control method of the second power output device of the present invention, when the temperature of the starting power generation means is lower than a predetermined temperature, the required driving force to be output to the drive shaft with the intermittent operation of the internal combustion engine is output to the drive shaft. The internal combustion engine, the starting power generation means and the electric motor are controlled as described above. On the other hand, when the temperature of the starting power generation means is equal to or higher than the predetermined temperature, the internal combustion engine, the starting power generation means, and the motor are controlled so that the required driving force to be output to the drive shaft is output to the drive shaft while continuing the operation of the internal combustion engine. To do. Accordingly, since the internal combustion engine is continuously operated when the temperature of the starting power generation means is equal to or higher than the predetermined temperature, the internal combustion engine is controlled by the drive restriction based on the temperature of the starting power generation means when a relatively large driving force is required for the drive shaft. Insufficient driving force on the drive shaft due to inability to start can be avoided.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire vehicle are provided.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and various sensors that detect the operating state of the engine 22 such as a crank position sensor 23 that is attached to the crankshaft 26 and detects a crank angle. The engine electronic control unit (hereinafter referred to as engine ECU) 24 that receives a signal from the engine receives operation control such as fuel injection control, ignition control, and intake air amount adjustment control. 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 power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the transmission 60 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is output from the ring gear shaft 32a to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the electric power balance is balanced by the motor MG1 and the motor MG2. Both the motors MG1 and MG2 are 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 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. 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 transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of a double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, and the first pinion gear 63a. A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as the Lo gear state), the brake B1 is turned on and the brake B2 is turned off to turn the rotation shaft 48 of the motor MG2 off. The rotation is reduced at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). When the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited.

  The brakes B1 and B2 are turned on and off by the hydraulic pressure from the hydraulic circuit 100 illustrated in FIG. As illustrated, the hydraulic circuit 100 adjusts the mechanical pump 102 driven by the rotation of the engine 22, the electric pump 104 incorporating an electric motor (not shown), and the line hydraulic pressure PL from the mechanical pump 102 or the electric pump 104. The three-way solenoid 106 and the pressure control valve 108, and linear solenoids 110 and 111, control valves 112 and 113, and accumulators 114 and 115 that adjust the engagement force of the brakes B1 and B2 using the line hydraulic pressure PL. . In the hydraulic circuit 100, the line hydraulic pressure PL can be adjusted by controlling the opening and closing of the pressure control valve 108 by driving the three-way solenoid 106, and the engagement force of the brakes B1 and B2 is applied to the linear solenoids 110 and 111. It can be adjusted by controlling the opening and closing of the control valves 112 and 113 that transmit the line oil pressure PL to the brakes B1 and B2 by controlling the applied current.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  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 a motor temperature θm from the temperature sensor 45 that detects the temperature of the motor MG 1, an ignition signal from the ignition switch 80, and a shift position from the shift position sensor 82 that detects the operation position of the shift lever 81. SP, the accelerator pedal position Acc from the accelerator pedal position sensor 84 that detects the accelerator pedal position Acc corresponding to the amount of depression of the accelerator pedal 83, and the brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85 The vehicle speed V from the vehicle speed sensor 88 is input via the input port. Also, the hybrid electronic control unit 70 outputs a drive signal to the electric motor that drives the electric pump 104, a drive signal to the three-way solenoid 106, a drive signal to the linear solenoids 110 and 111, and the like through the output port. Has been. 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 communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

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

  Next, the operation of the hybrid vehicle 20 configured as described above 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 executed every predetermined time (for example, every several milliseconds).

  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 Ne of the engine 22, and the temperature sensor. A process of inputting data necessary for control such as the temperature θm1 of the motor MG1 from 45, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, and the output limit Wout of the battery 50 is executed (step S100). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor 23a attached to the crankshaft 26, and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the output limit Wout of the battery 50 is set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50, and is input from the battery ECU 52 by communication. did.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a, 39b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map. The required power Pe * 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 charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the current gear ratio Gr of the transmission 60.

  Subsequently, the required power Pe * is compared with a threshold value Pref (step S120). Here, the threshold value Pref is used to determine whether or not the engine 22 is to be operated, and is set as a lower limit value of power that can be efficiently output from the engine 22 or a value in the vicinity thereof. When the required power Pe * is larger than the threshold value Pref, it is determined whether or not the engine 22 is operating (step S130). When it is determined that the engine 22 is operating, the engine 22 is based on the required power Pe *. Target rotation speed Ne * and target torque Te * are set (step S140). In this setting, the target rotational speed Ne * and the target torque Te * are set based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 6 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 operation line and a curve with a constant required power Pe * (Ne * × Te *).

  When the target rotational speed Ne * and the target torque Te * of the engine 22 are set, the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30 are obtained. The target rotational speed Nm1 * of the motor MG1 is calculated using the following formula (1), and the torque command Tm1 * of the motor MG1 is calculated by the formula (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1. Calculate (step S150). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. 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 current gear ratio Gr of the transmission 60 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the transmission 60. 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 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, a motor obtained by multiplying the output limit Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1. A torque limit Tmax as an upper limit of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of MG1 by the rotation speed Nm2 of the motor MG2 is calculated by the following equation (3) (step) S160), using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30, a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated by the equation (4) (step S170). As a value obtained by limiting the temporary motor torque Tm2tmp with the calculated torque limit Tmax, To set the torque command Tm2 * of the motor MG2 (step S180). Thus, by setting the torque command Tm2 * of the motor MG2, the required torque Tr * output to the ring gear shaft 32a as the drive shaft can be set as a torque limited within the range of the output limit Wout of the battery 50. it can. Equation (4) can be easily derived from the collinear diagram of FIG. 7 described above.

Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (3)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (4)

  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 S190), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. 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.

  When it is determined in step S130 that the engine 22 is not operating, the torque Tcr is set in the torque command Tm1 * of the motor MG1 (step S200). Here, the torque Tcr is a torque for motoring of the engine 22 and is determined by the rating of the motor MG1. Then, the rotational speed Ne of the engine 22 is compared with a threshold value Nref (step S210). When the rotational speed Ne of the engine 22 is less than or equal to the threshold value Nref, the processing of steps S160 to S190 is executed, and the rotational speed Ne of the engine 22 is the threshold value Nref. When larger, fuel injection control, ignition control, etc. of the engine 22 are started (step S220), and the processing of steps S160 to S190 is executed. The threshold value Nref is the number of revolutions of the engine 22 at which fuel injection control or ignition control is started. For example, a value such as 800 rpm or 1000 rpm is set.

  When the required power Pe * is equal to or less than the threshold value Pref in step S120, it is determined whether or not the engine 22 is stopped (step S230). When the engine 22 is stopped, the target rotational speed Ne * of the engine 22 is determined. The value 0 is set for both the target torque Te * (step S270), the value 0 is set for the torque command Tm1 * of the motor MG1 (step S280), and the processes of steps S160 to S190 are executed. In this case, the engine 22 is held in a stopped state. On the other hand, when it is determined that the engine 22 is not stopped, that is, the engine 22 is operated, the motor temperature θm1 is compared with the threshold θref (step S240). Here, the threshold value θref is used to determine whether or not the motoring torque Tcr of the engine 22 can be output from the motor MG1, and is determined by the characteristics of the motor MG1. Consider a case where the engine 22 is started. As described above, the engine 22 is started by outputting the motoring torque Tcr from the motor MG1 to motor the engine 22, and when the rotational speed Ne of the engine 22 exceeds the threshold value Nref, This is done by starting the ignition control. By the way, the torque limit Tm1max as the upper limit of the torque that can be output from the motor MG1 is set by multiplying the rated maximum torque at the rotation speed Nm1 of the motor MG1 by the correction coefficient α set so as to decrease as the motor temperature θm1 increases. In this case, the torque limit Tm1max is set so as to decrease as the motor temperature θm1 increases. Therefore, when the motor temperature θm1 is relatively high, the torque limit Tm1max is very small compared to the motoring torque Tcr, so that the motor MG1 cannot output the motoring torque Tcr. There are cases where the engine 22 cannot be motored and the engine 22 cannot be started. The comparison between the motor temperature θm1 and the threshold value θref in step S240 determines whether there is a possibility that the engine 22 cannot be started. When the motor temperature θm1 is less than the threshold value θref, it is determined that there is no such possibility, and the target engine speed Ne * and the target torque Te * of the engine 22 are both set to 0 so that the operation of the engine 22 is stopped (step S270). Then, a value 0 is set to the torque command Tm1 * of the motor MG1 (step S280), and the processes of steps S160 to S190 are executed. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * having the value 0 stops the operation of the engine 22. Thus, when the motor temperature θm1 is less than the threshold value θref, the energy efficiency can be improved by intermittently operating the engine 22 based on the required power Pe *.

  On the other hand, when the motor temperature θm1 is equal to or higher than the threshold value θref, it is determined that there is a possibility that the engine 22 cannot be started the next time when the engine 22 is requested to start, and the target rotational speed of the engine 22 is set so that the engine 22 is idling. The idle speed Nidl is set to Ne *, the value 0 is set to the target torque Te * (step S250), the value 0 is set to the torque command Tm1 * of the motor MG1 (step S260), and the processes of steps S160 to S190 are performed. Execute. As described above, when the motor temperature θm1 is higher than the threshold value θref, the engine 22 is continuously operated without stopping the operation even when the required power Pe * is equal to or less than the threshold value Pref. When a relatively large torque is required, it is possible to avoid a shortage of torque output to the ring gear shaft 32a as the drive shaft due to the motor MG1 being unable to motor the engine 22 and starting the engine 22. it can. Further, as in the embodiment, the brakes B1 and B2 of the transmission 60 are operated using the hydraulic pressure from the mechanical pump 102 driven by the rotation of the engine 22 and the hydraulic pressure from the electric pump 104 having an electric motor (not shown). When the motor temperature θm1 is higher than the threshold value θref, the engine 22 is continuously operated so that the engine 22 cannot be started when the engine 22 is requested to start. It is possible to prevent the temperature of the electric pump 104 from rising without being able to be used. That is, by continuously operating the engine 22, the brakes B1 and B2 of the transmission 60 can be operated using the hydraulic pressure from the mechanical pump 102, so that the electric pump 104 can be stopped, The temperature rise of the pump 104 can be suppressed. As a result, the electric pump 104 can be prevented from being damaged.

  According to the hybrid vehicle 20 of the embodiment described above, the engine 22 is continuously operated when the motor temperature θm1 that is the temperature of the motor MG1 is equal to or higher than the threshold value θref, so that the ring gear shaft 32a as a drive shaft is relatively large. Insufficient torque output to the ring gear shaft 32a as the drive shaft due to the inability to start the engine 22 when torque is required can be avoided, and the temperature of the electric pump 104 increases due to the inability to start the engine 22 Can be suppressed.

  In the hybrid vehicle 20 of the embodiment, when the required power Pe * becomes equal to or less than the threshold value Pref while the engine 22 is operating, whether or not the engine 22 is stopped by comparing the motor temperature θm1 with the threshold value θref. However, the threshold value θref may be set in consideration of the degree of temperature increase of the motor temperature θm1 when the engine 22 is started in the past. A part of an example of the drive control routine in this case is shown in FIG. In this drive control routine, when it is determined in step S130 that the engine 22 is not operating, the torque Tcr for motoring the engine 22 is set in the torque command Tm1 * of the motor MG1 (step S300). The value is checked (step S310). When the flag F is 0, the motor temperature θm1 is stored as a stored value θset at a predetermined address in the RAM 76 (step S320), and the flag F is set to 1 (step S330). The rotational speed Ne of the engine 22 is compared with a threshold value Nref (step S340). Considering immediately after the motoring of the engine 22 is started, since the rotation speed Ne of the engine 22 is equal to or less than the threshold value Nref, the processing from step S160 is executed as it is. Then, when the drive control routine is executed after the next time, it is determined in step S310 that the flag F is a value 1, and when the rotational speed Ne of the engine 22 is less than or equal to the threshold value Nref, the processing after step S160 is executed as it is. When the rotational speed Ne of the engine 22 is greater than the threshold value Nref, fuel injection control, ignition control, and the like are started, and the stored value θset is subtracted from the motor temperature θm1 to determine the degree of temperature rise of the motor MG1 when starting the engine 22 The rising temperature Δθm1 is calculated (steps S350 and S360), and the processes after step S160 are executed. When the required power Pe * becomes equal to or less than the threshold value Pref while the engine 22 is operating (steps S120 and S370), the rising temperature Δθm1 is calculated from the threshold value θref used in step 240 of the drive control routine of FIG. By subtracting the threshold value θref2 (step S380), the motor temperature θm1 is compared with the threshold value θref2 (step S390). When the motor temperature θm1 is less than the threshold value θref2, the engine 22 is stopped (step S270). When the temperature θm1 is equal to or higher than the threshold value θref2, the engine 22 is idled (step S250). In this way, the degree of temperature rise of the motor MG1 when starting the engine 22 is learned, and when the required power Pe * becomes equal to or less than the threshold value Pref, the engine 22 is operated using the threshold value θref2 set using the learning result. By determining whether or not to stop, it is possible to more appropriately determine whether or not to stop the operation of the engine 22, and it is possible to further reduce the torque shortage to the ring gear shaft 32a as the drive shaft due to the inability to start the engine 22. It is possible to suppress the temperature increase of the electric pump 104 due to the fact that the engine 22 cannot be started. In this modification, the threshold value θref2 is set using the temperature increase Δθm1 when the engine 22 has been started once in the past. However, the threshold value is not limited to the past one, and when the engine 22 has been started a plurality of times in the past. The threshold value θref2 may be set using the rising temperature Δθm1. Further, the degree of change in the motor temperature θm1 and the time required for starting the engine 22 may be learned, and the threshold θref2 may be set using the learning result.

  In the hybrid vehicle 20 of the embodiment, when the required power Pe * is equal to or lower than the threshold value Pref while the engine 22 is being operated and the motor temperature θm1 is equal to or higher than the threshold value θref, the engine 22 is idled. However, the engine 22 may be controlled to output a slight torque.

  Next, a hybrid vehicle 20B equipped with a power output apparatus as a second embodiment of the present invention will be described. The hybrid vehicle 20B of the second embodiment has the same hardware configuration as the hybrid vehicle 20 of the first embodiment shown in FIGS. Therefore, in order to avoid redundant description, the configuration of the hybrid vehicle 20B of the second embodiment is denoted by the same reference numeral as the configuration of the hybrid vehicle 20 of the first embodiment, and detailed description thereof is omitted.

  In the hybrid vehicle 20B of the second embodiment, a drive control routine of FIG. 9 is executed instead of the drive control routine of FIG. This routine is the same as the drive control routine of FIG. 4 except that the processes of steps S300 and S310 are added to the drive control routine of FIG. Hereinafter, the drive control routine of FIG. 9 will be described focusing on the additional processing.

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc, the vehicle speed V, the rotational speed Ne of the engine 22, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the motor temperature θm1. , Data necessary for control such as the output limit Wout of the battery 50 is input (step S100), and the required torque Tr * and the required power Pe * are set based on the input accelerator opening Acc and the vehicle speed V (step S110). Then, the required power Pe * is compared with the threshold value Pref (step S120), and when the required power Pe * is equal to or greater than the threshold value Pref, the processing after step S130 is executed.

  On the other hand, when the required power Pe * is equal to or less than the threshold value Pref, it is determined whether or not the engine 22 is stopped (step S230). When it is determined that the engine 22 is stopped, the processes after step S270 are performed. And when it is determined that the engine 22 has not been shut down, a limiting rate β indicating the degree of limiting the torque limit Tm1max as the upper limit of the torque that can be output from the motor MG1 is set based on the motor temperature θm1. (Step S300). Here, in the second embodiment, the torque limit Tm1max is set by multiplying the rated maximum torque at the rotation speed Nm1 of the motor MG1 by subtracting the limit rate β from the value 1. In the second embodiment, the limit rate β is determined in advance by storing the relationship between the motor temperature θm1 and the limit rate β as a limit rate setting map. When the motor temperature θm1 is given, the limit corresponding to the limit rate β is stored. The rate β was derived and set. An example of the restriction rate setting map is shown in FIG. As shown in the figure, the limiting rate β is set such that when the motor temperature θm1 exceeds a predetermined temperature, the higher the temperature θm1, the higher the value from 0 to 1. By setting the limit rate β in this manner, the torque limit Tm1max decreases as the motor temperature θm1 increases, that is, as the limit rate β increases. This is to prevent the motor temperature θm1 from exceeding the upper limit temperature θmax. When the limit rate β is less than the threshold value βref, the torque limit Tm1max is large, and it is determined that the motor 22 can be started by outputting the motoring torque Tcr from the motor MG1, and the operation of the engine 22 is stopped (step S270). On the other hand, when the limit rate β is equal to or greater than the threshold value βref, it is determined that the motor 22 may not be able to start without outputting the motoring torque Tcr from the motor MG1 because the torque limit Tm1max is small, and the engine 22 is idling. (Step S250). As described above, when the limit rate β is large, that is, when the torque limit Tm1max is small, the engine 22 is continuously operated to avoid the torque shortage to the ring gear shaft 32a as the drive shaft due to the engine 22 being unable to start. Can do. Moreover, by continuously operating the engine 22, the brakes B1 and B2 of the transmission 60 can be operated using the hydraulic pressure from the mechanical pump 102, so that the electric pump 104 can be stopped, The temperature rise of the pump 104 can be suppressed. As a result, the electric pump 104 can be prevented from being damaged.

  According to the hybrid vehicle 20B of the second embodiment described above, when the limiting rate β is equal to or greater than the threshold value βref, that is, when the torque that can be output from the motor MG1 is greatly limited, the engine 22 is idled without being stopped. Since operation is performed, it is possible to avoid a shortage of torque output to the ring gear shaft 32a serving as the drive shaft due to the engine 22 being unable to start when a relatively large torque is required for the ring gear shaft 32a serving as the drive shaft. In addition, the temperature increase of the electric pump 104 due to the inability to start the engine 22 can be suppressed.

  In the hybrid vehicle 20B of the second embodiment, it is determined whether or not to stop the engine 22 based on the limiting rate β set using the motor temperature θm that is the temperature of the motor MG1, but the limiting rate β Is not limited to the temperature of the motor MG1, for example, the temperature of the inverter 41, the temperature of cooling water that cools the motor MG1 and the inverter 41, the temperature of the battery 50, and the like may be used.

  In the hybrid vehicles 20 and 20B of the embodiment, the hydraulic circuit is used as the actuator for the brakes B1 and B2. However, an actuator other than the hydraulic pressure, for example, an actuator using a motor or an actuator using a solenoid directly may be used. Good.

  The hybrid vehicles 20 and 20B according to the embodiment include the transmission 60 that shifts the power from the motor MG2 and transmits the power to the ring gear shaft 32a as the drive shaft. However, the ring gear as the drive shaft receives the power from the motor MG2. As long as it has a power transmission unit that transmits to the shaft 32a, the transmission is not limited to the transmission 60. For example, a clutch, a reduction gear, or the like may be provided. Moreover, it is good also as what outputs the motive power from motor MG2 directly to the ring gear shaft 32a as a drive shaft, without providing such a power transmission part.

  In the hybrid vehicles 20 and 20B of the embodiment, the power of the motor MG2 is shifted by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. 11, the motor MG2 May be connected to an axle (an axle connected to wheels 39c and 39d in FIG. 11) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

  In the hybrid vehicles 20 and 20B of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30. As exemplified in the hybrid vehicle 220 of the modified example, it has an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power may be provided.

  In the embodiment, a so-called parallel hybrid vehicle including an engine and an electric motor that can output power to a drive shaft connected to drive wheels has been described. However, the engine and the engine are started and the power from the engine is used. The present invention may be applied to a so-called series-type hybrid vehicle including a generator capable of generating power, an electric motor capable of outputting power to a drive shaft, and a battery capable of exchanging electric power with the generator and the electric motor.

  Although the present invention has been described as a hybrid vehicle, the present invention is not limited to the hybrid vehicle, and may be a power output device mounted on the hybrid vehicle. When it is set as the form of this power output device, you may mount in vehicles, such as trains other than a motor vehicle, or mobile bodies, such as aircrafts and ships other than a vehicle. Moreover, it is good also as a form of the control method of a power output device.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. 1 is a configuration diagram showing an outline of the configuration of a hydraulic circuit 100. FIG. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30. It is explanatory drawing which shows a part of example of the drive control routine of a modification. It is explanatory drawing which shows an example of the drive control routine performed by the electronic control unit for hybrid 70 of 2nd Example. It is explanatory drawing which shows an example of the map for a limiting rate setting. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 23 crank position sensor, 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, 37 gear mechanism, 38 differential gear, 39a, 39b, 39c, 39d drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 45 temperature Sensor, 48 Rotating shaft, 50 Battery, 51 Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Power line, 60 Transmission, 60a Double pinion planetary gear mechanism, 60b Shin Lupine planetary gear mechanism, 61, 65 sun gear, 62, 66 ring gear, 63a first pinion gear, 63b second pinion gear, 64, 68 carrier, 67 pinion gear, 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 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 100 hydraulic circuit, 102 mechanical pump, 104 electric pump, 106 3-way solenoid, 108 pressure control valve, 110, 111 linear solenoid, 112, 113 control valve, 114, 115 Suit of Lights, 230 pair-rotor motor, 232 an inner rotor 234 outer rotor, MG1, MG2 motor, B1, B2 brake.

Claims (13)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Starting power generation means capable of starting the internal combustion engine and generating power using at least a part of the power from the internal combustion engine;
An electric motor capable of outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the starting power generation means and the electric motor;
Required driving force setting means for setting required driving force to be output to the driving shaft;
When the degree of drive restriction of the starting power generation means is less than a predetermined limit, the internal combustion engine and the starter are output so that a driving force based on the set required driving force is output to the drive shaft with intermittent operation of the internal combustion engine. A driving force based on the set required driving force with the continuation of the operation of the internal combustion engine is controlled when the driving limit of the starting power generating unit is greater than or equal to a predetermined limit. Control means for controlling the internal combustion engine, the starting power generation means and the electric motor to be output to
A power output device comprising: The power output device according to claim 1,
Temperature detection means for detecting the temperature of the starting power generation means,
The control means is a means for setting the degree of drive restriction of the starter power generation means based on the detected temperature of the starter power generation means and controlling based on the set degree of drive restriction of the starter power generation means. Output device.   3. The power output apparatus according to claim 2, wherein the control means is a means for setting a degree of drive restriction of the starting power generation means so as to increase as the detected temperature of the starting power generation means increases. A power output device that outputs power to a drive shaft,
An internal combustion engine;
Starting power generation means capable of starting the internal combustion engine and generating power using at least a part of the power from the internal combustion engine;
An electric motor capable of outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the starting power generation means and the electric motor;
Required driving force setting means for setting required driving force to be output to the driving shaft;
Temperature detecting means for detecting the temperature of the starting power generation means;
When the detected temperature of the starting power generation means is lower than a predetermined temperature, the internal combustion engine and the start are configured so that a driving force based on the set required driving force is output to the drive shaft with an intermittent operation of the internal combustion engine. When the detected temperature of the starting power generation means is equal to or higher than a predetermined temperature, the driving force based on the set required driving force is continued with the operation of the internal combustion engine when the detected temperature of the starting power generation means is equal to or higher than a predetermined temperature. Control means for controlling the internal combustion engine, the starting power generation means and the electric motor to be output to
A power output device comprising:   5. The power output apparatus according to claim 4, wherein the control means is means for learning the degree of temperature rise of the starting power generation means when starting the internal combustion engine and setting the predetermined temperature using the learned result. . The power output device according to any one of claims 1 to 5,
Mechanical pumping means for pumping the working fluid using power from the internal combustion engine;
Electric pumping means for pumping the working fluid using electric power;
Power transmission means for transmitting power from the motor to the drive shaft using an actuator connected to the rotating shaft of the motor and the drive shaft and driven by the pressure of the pumped working fluid;
A power output device comprising:   The power output device according to claim 6, wherein the power transmission unit is a transmission unit that can transmit power with a change in a gear ratio between a rotating shaft of the electric motor and the drive shaft.   The starting power generation means is connected to the output shaft of the internal combustion engine and the drive shaft, and is an electric power input device that outputs at least part of the power from the internal combustion engine to the drive shaft with input and output of electric power and power. The power output apparatus according to any one of claims 1 to 7, which is an output means.   The power power input / output means is connected to the three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft, and power is supplied to the remaining shaft based on the power input / output to any two of the three shafts. The power output apparatus according to claim 8, comprising: a three-axis power input / output means for inputting / outputting power; and an electric motor capable of inputting / outputting power to / from the rotating shaft.   The power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the first rotor The power output apparatus according to claim 8, wherein the power output apparatus is a counter-rotor motor that rotates by relative rotation with the two rotors.   An automobile comprising the power output device according to claim 1 and an axle connected to the drive shaft. An internal combustion engine, a starting power generation means capable of starting the internal combustion engine and generating power using at least a part of the power from the internal combustion engine, an electric motor capable of outputting power to a drive shaft, the starting power generation means, and the electric motor And a power storage means capable of exchanging electric power, and a control method of a power output device comprising:
When the degree of drive restriction of the starting power generation means is less than a predetermined limit, the internal combustion engine is configured so that a drive force based on a required drive force to be output to the drive shaft is output to the drive shaft with intermittent operation of the internal combustion engine. And controlling the starting power generation means and the electric motor,
When the degree of drive restriction of the starting power generation means is greater than or equal to a predetermined limit, the internal combustion engine is configured such that a drive force based on a required drive force to be output to the drive shaft is output to the drive shaft with continued operation of the internal combustion engine. A control method for a power output device that controls an engine, the starting power generation means, and the electric motor. An internal combustion engine, a starting power generation means capable of starting the internal combustion engine and generating power using at least a part of the power from the internal combustion engine, an electric motor capable of outputting power to a drive shaft, the starting power generation means, and the electric motor And a power storage means capable of exchanging electric power, and a control method of a power output device comprising:
(A) setting a required driving force to be output to the driving shaft;
(B) detecting the temperature of the starting power generation means;
(C) When the detected temperature of the starting power generation means is lower than a predetermined temperature, the internal combustion engine is configured such that a driving force based on the set required driving force is output to the drive shaft with an intermittent operation of the internal combustion engine. And the starting power generation means and the motor are controlled, and when the detected temperature of the starting power generation means is equal to or higher than a predetermined temperature, the driving force based on the set required driving force is accompanied by continuing the operation of the internal combustion engine. A control method for a power output device, wherein the internal combustion engine, the starting power generation means, and the electric motor are controlled so as to be output to the drive shaft.

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