JP2007055573A - Power output system, automobile having the same, and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress an unexpected torque shock and to suppress catalyst deterioration of an exhaust emission control device of an internal combustion engine. <P>SOLUTION: A control method of a power output system continues firing an engine to suppress the catalyst deterioration when a value of a catalyst deterioration suppressing flag Fc is "1" (S170), applies moderating treatment to a tentative motor torque Tm2tmp1 by using a time constant T with a large value T2, and then sets an after-treatment motor torque Tm2tmp 2 (S160, S240), sets a motor torque command Tm2<SP>*</SP>(S250). As a result, the method slowly changes the torque command Tm2<SP>*</SP>even when the motor torque Tm2tmp1 rapidly changes, it may suppress a torque shock of a ring gear shaft 32a caused by a sudden change of the motor torque command Tm2<SP>*</SP>from a motor MG2. Thereby, the method can suppress the unexpected torque shock. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a power output apparatus, a vehicle on which the power output apparatus is mounted, and a method for controlling the power output apparatus.

Conventionally, this type of power output apparatus includes an internal combustion engine, a planetary gear in which a carrier and a ring gear are connected to an output shaft and an axle of the internal combustion engine, a first motor that outputs power to a sun gear of the planetary gear, and a power to the ring gear. A vehicle-mounted one provided with a second electric motor that outputs the above has been proposed (for example, see Patent Document 1). In this device, when the catalyst device that purifies the exhaust gas of the internal combustion engine is equal to or higher than the set temperature, fuel cut in the internal combustion engine is prohibited in order to suppress deterioration of the catalyst. When braking force is requested while such fuel cut is prohibited, throttle control is performed so that the output torque from the internal combustion engine becomes a value of 0, and the rotation speed of the internal combustion engine is maintained by the first electric motor, The second motor is regeneratively controlled to output a braking force.
JP 2004-340102 A

  In the above-described power output apparatus, there is a case where a torque shock may occur on the axle side at the time of the fuel cut when the situation of executing the fuel cut occurs despite the prohibition of the fuel cut. For example, as a result of maintaining the rotational speed of the internal combustion engine with the first electric motor, when the rotational speed of the first electric motor reaches the vicinity of the upper limit rotational speed, a fuel cut may be executed in order to prevent damage to the first electric motor. At this time, the regenerative torque of the second electric motor is also changed in order to cope with the torque change caused by the rotation stop of the internal combustion engine due to the fuel cut, but the change of the regenerative torque of the second electric motor is changed by the torque change accompanying the rotation stop of the internal combustion engine. Because it is difficult to completely synchronize with each other, a torque shock occurs on the axle. A driver who is driving a vehicle equipped with such a power output device does not feel much uncomfortable with the torque shock associated with changes in accelerator operation or brake operation, but torque that does not involve changes in accelerator operation or brake operation. I feel uncomfortable with the shock.

  The power output apparatus, the vehicle equipped with the power output apparatus, and the control method for the power output apparatus according to the present invention are intended to suppress unexpected torque shocks. Another object of the power output device of the present invention, a vehicle equipped with the power output device, and a control method for the power output device is to suppress deterioration of a catalyst used in an exhaust gas purification device that purifies exhaust gas of an internal combustion engine. Furthermore, the power output apparatus of the present invention, a vehicle equipped with the power output apparatus, and a control method for the power output apparatus are aimed at suppressing torque changes. Alternatively, the power output device of the present invention, the vehicle on which the power output device is mounted, and the control method of the power output device are intended to output the driving force required by fully exhibiting the performance of the power storage device such as a secondary battery. One of them. Another object of the vehicle of the present invention is to achieve both suppression of unexpected torque shock and suppression of slip.

  The power output apparatus of the present invention, a vehicle equipped with the power output apparatus, and a method of controlling the power output apparatus employ the following means in order to achieve at least a part of the above-described object.

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 capable of outputting power to the drive shaft;
An electric motor capable of inputting and outputting power to the drive shaft;
Required driving force setting means for setting required driving force to be output to the driving shaft;
When the predetermined fuel supply continuation condition is not satisfied, the target operating state of the internal combustion engine is set based on the set required driving force, and when the predetermined fuel supply continuation condition is satisfied, the set Target operating state setting means for setting, as a target operating state, an operating state in which fuel supply to the internal combustion engine is continued based on a required driving force;
When the predetermined fuel supply continuation condition is satisfied, the set required driving force and the operating state of the internal combustion engine during normal times other than the predetermined braking state including a state in which the braking force is output to the drive shaft. The motor driving force to be output from the electric motor is set so that the required driving force is output to the drive shaft, and the set required driving force at the normal time and the internal combustion engine in the predetermined braking state An electric motor driving force setting means for setting, as the electric motor driving force, a driving force obtained by performing a predetermined gradual change process using an electric motor driving force set based on the operating state of
Control means for controlling the internal combustion engine and the electric motor so that the internal combustion engine is operated in the set target operation state and the set electric motor driving force is output from the electric motor;
It is a summary to provide.

  In the first power output apparatus of the present invention, the target operation state of the internal combustion engine capable of outputting power to the drive shaft based on the required drive force to be output to the drive shaft when a predetermined fuel supply continuation condition is not satisfied. When the predetermined fuel supply continuation condition is satisfied, the operation state in which the fuel supply to the internal combustion engine is continued based on the required driving force is set as the target operation state. Then, the required drive based on the required driving force and the operating state of the internal combustion engine in the normal state other than the predetermined braking state including the state of outputting the braking force to the drive shaft while the predetermined fuel supply continuation condition is satisfied. The internal combustion engine and the electric motor are set so that the electric motor driving force to be output from the electric motor is set so that the force is output to the driving shaft, the internal combustion engine is operated in the target operation state set, and the electric motor driving force set from the electric motor is output. And control. Thereby, at the normal time, the required driving force can be output from the internal combustion engine and the electric motor to the driving shaft. On the other hand, in a predetermined braking state, a driving force obtained by applying a predetermined gentle change process using a motor driving force that is set based on the required driving force and the operating state of the internal combustion engine is set as the motor driving force. Then, the internal combustion engine and the electric motor are controlled so that the internal combustion engine is operated in the set target operating state and the electric motor driving force set from the electric motor is output. As a result, it is possible to suppress a sudden change in the motor driving force in a predetermined braking state including a state in which the braking force is output to the drive shaft in an operating state in which fuel supply to the internal combustion engine is continued. The unexpected torque shock which accompanies can be suppressed. Here, the “predetermined slow change process” includes a process using a time constant larger than a normal time constant, a rate process, a so-called annealing process, and the like.

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 capable of outputting power to the drive shaft;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the electric motor;
Required driving force setting means for setting required driving force to be output to the driving shaft;
When the predetermined fuel supply continuation condition is not satisfied, the target operating state of the internal combustion engine is set based on the set required driving force, and when the predetermined fuel supply continuation condition is satisfied, the set Target operating state setting means for setting, as a target operating state, an operating state in which fuel supply to the internal combustion engine is continued based on a required driving force;
While the predetermined fuel supply continuation condition is satisfied, the input limit of the power storage unit is limited based on the state of the power storage unit at a normal time that is not a predetermined braking state including a state in which a braking force is output to the drive shaft. An input restriction setting means for setting an input restriction so as to allow an input to the power storage means from an input restriction set at the normal time in the predetermined braking state;
An electric motor driving force to be output from the electric motor so that the required driving force is output to the drive shaft based on the set required driving force and the operating state of the internal combustion engine within the set input restriction range. Motor driving force setting means for setting
Control means for controlling the internal combustion engine and the electric motor so that the internal combustion engine is operated in the set target operation state and the set electric motor driving force is output from the electric motor;
It is a summary to provide.

  In the second power output apparatus of the present invention, the target operation state of the internal combustion engine capable of outputting power to the drive shaft based on the required drive force to be output to the drive shaft when a predetermined fuel supply continuation condition is not satisfied When the predetermined fuel supply continuation condition is satisfied, the operation state in which the fuel supply to the internal combustion engine is continued based on the required driving force is set as the target operation state. Then, the input limit of the power storage means is set based on the state of the power storage means in the normal state other than the predetermined braking state including the state of outputting the braking force to the drive shaft while the predetermined fuel supply continuation condition is satisfied. The internal combustion engine sets the motor driving force to be output from the motor so that the required driving force is output to the drive shaft based on the required driving force and the operating state of the internal combustion engine within the set input limit range. The internal combustion engine and the electric motor are controlled so that the electric motor driving force set from the electric motor is output while being operated in the target operating state. As a result, during normal times, the required driving force can be output from the internal combustion engine and the electric motor to the drive shaft within the set input restriction range of the power storage means. On the other hand, in a predetermined braking state, the input restriction is set so as to allow the input to the power storage means from the input restriction set in the normal state, and the required driving force and the operating state of the internal combustion engine are within the set input restriction range. The motor driving force to be output from the electric motor is set so that the required driving force is output to the drive shaft based on the motor, and the internal combustion engine is operated in the target operation state set and the motor driving force set from the motor is output. And controlling the internal combustion engine and the electric motor. Thus, in a predetermined braking state including a state in which the braking force is output to the drive shaft in an operation state in which the fuel supply to the internal combustion engine is continued, the motor driving force is changed to limit the input of the power storage means. It is possible to suppress the torque change of the drive shaft due to the change of the electric motor driving force.

  In such a second power output apparatus of the present invention, the motor driving force setting means causes the required driving force to be applied to the driving shaft based on the set required driving force and the operating state of the internal combustion engine at the normal time. An electric motor driving force to be output from the electric motor is set so as to be output, and the electric motor driving is set based on the set required driving force and the operating state of the internal combustion engine at the normal time in the predetermined braking state It may be a means for setting a driving force obtained by applying a predetermined gentle change process using a force as the electric motor driving force. In this way, it is possible to suppress a sudden change in the motor driving force in a predetermined braking state including a state in which the braking force is output to the drive shaft in an operating state in which fuel supply to the internal combustion engine is continued. It is possible to suppress unexpected torque shocks associated with. Here, the “predetermined slow change process” includes a process using a time constant larger than a normal time constant, a rate process, a so-called annealing process, and the like.

In these first or second power output devices of the present invention, the target operating state setting means is configured to cause the internal combustion engine to operate when a predetermined fuel supply prohibition condition is satisfied while the predetermined fuel supply continuation condition is satisfied. The operation state for prohibiting the fuel supply to the engine is set as the target operation state, and the predetermined braking state continues the fuel supply to the internal combustion engine as the predetermined fuel supply continuation condition is satisfied. A state including a transition from a state in which a braking force is output to the drive shaft to a state in which the fuel supply to the internal combustion engine is stopped and the braking force is output to the drive shaft in accordance with the establishment of the predetermined fuel supply prohibition condition It can also be assumed. In this way, it is possible to suppress a sudden change in the motor driving force during the transition from the state in which the fuel supply to the internal combustion engine is continued to the state in which the fuel supply to the internal combustion engine is prohibited. Unexpected torque shock due to sudden change can be suppressed.

  Further, in the first or second power output device of the present invention, the target operation state setting means is in a state of outputting a braking force to the drive shaft while the predetermined fuel supply continuation condition is satisfied. In some cases, the target operating state may be set so that the driving force output from the internal combustion engine to the driving shaft is reduced. In this way, it is possible to suppress a torque change accompanying a change in the operating state of the internal combustion engine when shifting from a state in which the fuel supply to the internal combustion engine is continued to a state in which the fuel supply to the internal combustion engine is prohibited, It is possible to suppress a sudden change in the electric motor driving force set in accordance with the change in the operating state of the internal combustion engine. As a result, an unexpected torque shock due to a sudden change in the motor driving force can be suppressed.

  Furthermore, in the first or second power output device of the present invention, the internal combustion engine is provided with an exhaust gas purification device that purifies the exhaust gas using a catalyst, and the predetermined fuel supply continuation condition is that of the exhaust gas purification device. The conditions under which the catalyst deterioration suppression control that suppresses the deterioration of the catalyst is executed can also be adopted. If it carries out like this, deterioration of the catalyst of an exhaust gas purification apparatus can be suppressed.

  Alternatively, in the first or second power output device of the present invention, the output shaft of the internal combustion engine, the drive shaft, and the rotation shaft are connected to three axes, and input / output is performed on any two of the three axes. Three-shaft power input / output means for inputting / outputting power to / from the remaining shaft based on the power to be generated, a generator capable of inputting / outputting power to / from the rotary shaft, and a rotational speed detection means for detecting the rotational speed of the generator The target operating state setting means includes the predetermined operating state when the detected rotational speed of the generator reaches a predetermined rotational speed or more while the predetermined fuel supply continuation condition is satisfied. Regardless of whether the fuel supply continuation condition is satisfied, it may be a means for setting an operation state in which fuel supply to the internal combustion engine is prohibited as the target operation state. If it carries out like this, the failure | damage by the excessive rotation of a generator can be suppressed. Naturally, it is possible to suppress a sudden change in the motor driving force set in accordance with a change in the operating state of the internal combustion engine when prohibiting fuel supply to the internal combustion engine, and to prevent an unexpected torque shock due to a sudden change in the motor driving force. Can be suppressed.

  In the first or second power output device of the present invention having the three-shaft power input / output means and the generator, the power generation torque of the generator is set so that the internal combustion engine is operated in the target operation state. The power generation torque setting means for setting may be provided, and the control means may be means for controlling the power generator so that the power generation torque set is output from the power generator. In this case, the power generation torque setting means, when the detected speed of the generator reaches a predetermined speed or more while the predetermined fuel supply continuation condition is satisfied, Can be a means for setting a power generation torque larger than the power generation torque set until the rotation speed reaches a predetermined rotation speed or higher. If it carries out like this, it can suppress that a generator rotates with an excessive rotation speed.

The vehicle of the present invention is the first power output device of the present invention according to any one of the above-described aspects, that is, basically a power output device that outputs power to the drive shaft, and the power is applied to the drive shaft. An internal combustion engine capable of outputting power, an electric motor capable of inputting / outputting power to / from the drive shaft, required drive force setting means for setting required drive force to be output to the drive shaft, and predetermined fuel supply continuation conditions are established. If not, the target operating state of the internal combustion engine is set based on the set required driving force. If the predetermined fuel supply continuation condition is satisfied, the target operating state is set to the internal combustion engine based on the set required driving force. A target operation state setting means for setting the operation state in which the fuel supply is continued as a target operation state, and a state in which a braking force is output to the drive shaft while the predetermined fuel supply continuation condition is satisfied In the prescribed braking state In normal times, the motor driving force to be output from the motor is set so that the required driving force is output to the drive shaft based on the set required driving force and the operating state of the internal combustion engine, and the predetermined In the braking state, the motor driving force is obtained by applying a predetermined gentle change process using the motor driving force set based on the required driving force set in the normal state and the operating state of the internal combustion engine. Motor driving force setting means for setting as a force, and the internal combustion engine and the motor so that the internal combustion engine is operated in the set target operation state and the set motor driving force is output from the motor. And a second power output device of the present invention, that is, basically a power output device that outputs power to the drive shaft, An internal combustion engine capable of outputting power to the drive shaft, an electric motor capable of inputting / outputting power to the drive shaft, a power storage means capable of exchanging electric power with the motor, and a required drive force to be output to the drive shaft are set. A required driving force setting means for setting the target operating state of the internal combustion engine based on the set required driving force when the predetermined fuel supply continuation condition is not satisfied, and the predetermined fuel supply continuation condition is satisfied A target operating state setting means for setting, as a target operating state, an operating state in which fuel supply to the internal combustion engine is continued based on the set required driving force, and the predetermined fuel supply continuation condition is satisfied. During normal operation, which is not a predetermined braking state including a state in which a braking force is output to the drive shaft, the input limit of the power storage unit is set based on the state of the power storage unit, and the predetermined braking is performed. An input restriction setting means for setting an input restriction so as to allow an input to the power storage means from an input restriction set in the normal state, and the set required driving force within the set input restriction. Motor driving force setting means for setting an electric motor driving force to be output from the electric motor so that the required driving force is output to the driving shaft based on the operating state of the internal combustion engine, and the internal combustion engine is set. A power output device including a control means for controlling the internal combustion engine and the electric motor so that the set electric motor driving force is output from the electric motor and the axle is The gist is that it is connected to the drive shaft.

  Since the vehicle according to the present invention is equipped with the first power output device of the present invention or the second power output device of the present invention according to any one of the above-described aspects, the effect of the first power output device of the present invention is achieved. For example, it includes the effect that the required driving force can be output from the internal combustion engine and the electric motor to the driving shaft at normal times, and the state where the braking force is output to the driving shaft in the operation state in which the fuel supply to the internal combustion engine is continued. An effect capable of suppressing a sudden change in electric motor driving force in a predetermined braking state, an effect capable of suppressing an unexpected torque shock associated with such a sudden change in electric motor driving force, or the second power output device of the present invention For example, the required driving force can be output from the internal combustion engine and the electric motor to the drive shaft within the range of the input limit of the power storage means during normal operation, and the fuel supply to the internal combustion engine is continued. The effect of suppressing the motor driving force from being changed in order to limit the input of the power storage means in a predetermined braking state including a state in which the braking force is output to the drive shaft in the operating state, and the motor driving force is changed. The effect similar to the effect etc. which can suppress the torque change of the drive shaft by being performed can be show | played.

  In such a vehicle of the present invention, when slip occurs on a wheel attached to an axle to which the drive shaft is connected, slip suppression control is performed to suppress the slip of the wheel with adjustment of the drive force of the electric motor. The motor driving force setting means, when the slip suppression control is being executed by the slip suppressing means, the set required driving force and the internal combustion engine regardless of the predetermined braking state. It is also possible to set the electric motor driving force so that the required driving force is output to the drive shaft based on the operating state of the motor. If it carries out like this, slip suppression control can be performed in priority to suppression of the torque shock accompanying sudden change of electric motor driving force. As a result, it is possible to achieve both suppression of torque shock and suppression of slip due to a sudden change in electric motor driving force.

The control method of the first power output device of the present invention is:
A control method of a power output device comprising: an internal combustion engine capable of outputting power to a drive shaft; and an electric motor capable of inputting / outputting power to the drive shaft,
(A) When the predetermined fuel supply continuation condition is not satisfied, the target operation state of the internal combustion engine is set based on the required driving force to be output to the drive shaft, and the predetermined fuel supply continuation condition is satisfied And setting the operating state in which fuel supply to the internal combustion engine is continued based on the required driving force as a target operating state,
(B) The required driving force and the operating state of the internal combustion engine at a normal time other than a predetermined braking state including a state in which a braking force is output to the drive shaft while the predetermined fuel supply continuation condition is satisfied. The electric motor driving force to be output from the electric motor is set so that the required driving force is output to the drive shaft based on the above, and during the predetermined braking state, the required driving force and the operating state of the internal combustion engine at the normal time Set the driving force obtained by applying a predetermined slow change process using the motor driving force set based on the motor driving force,
(C) The gist is to control the internal combustion engine and the electric motor so that the internal combustion engine is operated in the set target operation state and the set electric motor driving force is output from the electric motor.

  In the control method of the first power output apparatus of the present invention, the internal combustion engine capable of outputting power to the drive shaft based on the required drive force to be output to the drive shaft when the predetermined fuel supply continuation condition is not satisfied. A target operation state is set, and when a predetermined fuel supply continuation condition is satisfied, an operation state in which fuel supply to the internal combustion engine is continued based on the required driving force is set as a target operation state. Then, the required drive based on the required driving force and the operating state of the internal combustion engine in the normal state other than the predetermined braking state including the state of outputting the braking force to the drive shaft while the predetermined fuel supply continuation condition is satisfied. The internal combustion engine and the electric motor are set so that the electric motor driving force to be output from the electric motor is set so that the force is output to the driving shaft, the internal combustion engine is operated in the target operation state set, and the electric motor driving force set from the electric motor is output. And control. Thereby, at the normal time, the required driving force can be output from the internal combustion engine and the electric motor to the driving shaft. On the other hand, in a predetermined braking state, a driving force obtained by applying a predetermined gentle change process using a motor driving force that is set based on the required driving force and the operating state of the internal combustion engine is set as the motor driving force. Then, the internal combustion engine and the electric motor are controlled so that the internal combustion engine is operated in the set target operating state and the electric motor driving force set from the electric motor is output. As a result, it is possible to suppress a sudden change in the motor driving force in a predetermined braking state including a state in which the braking force is output to the drive shaft in an operating state in which fuel supply to the internal combustion engine is continued. The unexpected torque shock which accompanies can be suppressed. Here, the “predetermined slow change process” includes a process using a time constant larger than a normal time constant, a rate process, a so-called annealing process, and the like.

The control method of the second power output device of the present invention is:
A control method of a power output device comprising: an internal combustion engine capable of outputting power to a drive shaft; an electric motor capable of inputting / outputting power to the drive shaft; and an electric storage means capable of exchanging electric power with the motor,
(A) When the predetermined fuel supply continuation condition is not satisfied, the target operation state of the internal combustion engine is set based on the required driving force to be output to the drive shaft, and the predetermined fuel supply continuation condition is satisfied And setting the operating state in which fuel supply to the internal combustion engine is continued based on the required driving force as a target operating state,
(B) While the predetermined fuel supply continuation condition is satisfied, the state of the power storage means is determined based on the state of the power storage means at a normal time that is not a predetermined braking state including a state in which a braking force is output to the drive shaft. Set an input limit, set the input limit to allow input to the power storage means than the input limit set in the normal time in the predetermined braking state,
(C) An electric motor driving force to be output from the electric motor so that the required driving force is output to the driving shaft based on the required driving force and the operating state of the internal combustion engine within the set input restriction range. Set,
(D) The gist is to control the internal combustion engine and the electric motor so that the internal combustion engine is operated in the set target operating state and the set electric motor driving force is output from the electric motor.

  In the control method for the second power output device of the present invention, the internal combustion engine capable of outputting power to the drive shaft based on the required drive force to be output to the drive shaft when the predetermined fuel supply continuation condition is not satisfied. A target operation state is set, and when a predetermined fuel supply continuation condition is satisfied, an operation state in which fuel supply to the internal combustion engine is continued based on the required driving force is set as a target operation state. Then, the input limit of the power storage means is set based on the state of the power storage means in the normal state other than the predetermined braking state including the state of outputting the braking force to the drive shaft while the predetermined fuel supply continuation condition is satisfied. The internal combustion engine sets the motor driving force to be output from the motor so that the required driving force is output to the drive shaft based on the required driving force and the operating state of the internal combustion engine within the set input limit range. The internal combustion engine and the electric motor are controlled so that the electric motor driving force set from the electric motor is output while being operated in the target operating state. As a result, during normal times, the required driving force can be output from the internal combustion engine and the electric motor to the drive shaft within the set input restriction range of the power storage means. On the other hand, in a predetermined braking state, the input restriction is set so as to allow the input to the power storage means from the input restriction set in the normal state, and the required driving force and the operating state of the internal combustion engine are within the set input restriction range. The motor driving force to be output from the electric motor is set so that the required driving force is output to the drive shaft based on the motor, and the internal combustion engine is operated in the target operation state set and the motor driving force set from the motor is output. And controlling the internal combustion engine and the electric motor. Thus, in a predetermined braking state including a state in which the braking force is output to the drive shaft in an operation state in which the fuel supply to the internal combustion engine is continued, the motor driving force is changed to limit the input of the power storage means. It is possible to suppress the torque change of the drive shaft due to the change of the electric motor driving force.

  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 a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 according to the embodiment includes an engine 22, a planetary gear 30 in which a carrier 34 that rotates a pinion gear 33 through a damper 28 is connected to a crankshaft 26 as an output shaft of the engine 22, and a planetary gear 30. A motor MG1 capable of generating electricity connected to the sun gear 31, a motor MG2 connected to a ring gear shaft 32a as a drive shaft connected to the ring gear 32 of the planetary gear 30 via a reduction gear 35, and the entire hybrid vehicle 20 are controlled. The hybrid electronic control unit 70 is provided. The ring gear shaft 32a as a drive shaft is connected to the drive wheels 63a and 63b via a gear mechanism 60 and a differential gear 62, and the power output to the ring gear shaft 32a is used as power for traveling.

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhaled and gasoline is injected from the fuel injection valve 126 to mix the sucked air and gasoline, and this mixture is sucked into the fuel chamber through the intake valve 128 and explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 receives signals from various sensors that detect the state of the engine 22, for example, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature that detects the temperature of cooling water in the engine 22. The cooling water temperature from the sensor 142, the catalyst bed temperature from the temperature sensor 135 attached to the purifier 134, the in-cylinder pressure from the pressure sensor 143 attached to the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the exhaust The cam position from the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the valve, the throttle position from the throttle valve position sensor 146 that detects the position of the throttle valve 124, and the air flow meter 148 attached to the intake pipe An air flow meter signal is input and an intake air temperature from a temperature sensor 149 attached to the intake pipe via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. 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 outputs data related to the operation state of the engine 22 as necessary. .

  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 reduction gear 35 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 finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

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

  The 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, and the remaining capacity (SOC) for managing the battery 50 is calculated. Calculates the calculated remaining capacity (SOC), battery temperature Tb, input / output limits Win and Wout, charge / discharge required power Pb *, which is a required value for charging / discharging the battery 50, and communicates data as necessary. To output to the hybrid electronic control unit 70.

The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. From the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, the drive wheels 63a and 63b, and the driven wheels 63c and 63d (not shown). Wheel speeds Vwa to Vwd from the attached wheel speed sensors 65a to 65d are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

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

  Next, the operation of the hybrid vehicle 20 of the embodiment, in particular, the operation at the time of braking when the driver depresses the brake pedal 85 while the catalyst bed temperature of the purification device 134 becomes high and the catalyst deterioration suppression control is being performed. Will be described. Here, as the catalyst deterioration suppression control, in the embodiment, by prohibiting the fuel cut of the engine 22, a control is performed to suppress a further increase in the temperature of the catalyst bed by supplying a large amount of air to the purification device 134. To do. That is, even when no power is required from the engine 22 because the vehicle is braking, control is performed to supply fuel to the engine 22 and perform ignition (firing). This catalyst deterioration suppression control is performed when a catalyst deterioration temperature flag setting routine (not shown) is executed by the engine ECU so that the catalyst deterioration occurs when the temperature of the catalyst bed from the temperature sensor 135 attached to the purifier 134 reaches a predetermined temperature or higher. By setting the value 1 to the suppression flag Fc, the hybrid electronic control unit 70 executes the control based on the catalyst deterioration suppression flag Fc. FIG. 3 is a flowchart showing a braking time control routine executed by the hybrid electronic control unit 70 as an example of drive control during braking of the vehicle including such catalyst deterioration suppression control. This routine is repeatedly executed every predetermined time (for example, every several msec).

When the braking control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly, the brake pedal position BP from the brake pedal position sensor 86, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1 of the motors MG1 and MG2. , Nm2, a catalyst deterioration suppression flag Fc, wheel speeds Vwa to Vwd from the wheel speed sensors 65a to 65d, input limit Win of the battery 50, and other data necessary for control are executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The catalyst deterioration suppression flag Fc is set by the engine ECU 24. Further, the input limit Win of the battery 50 is set based on the remaining capacity (SOC) of the battery 50 and is input from the battery ECU 52 by communication.

  When the data is thus input, the required braking torque to be output to the ring gear shaft 32a as the driving shaft connected to the driving wheels 63a and 63b as the braking torque required for the vehicle based on the input brake pedal position BP and the vehicle speed V. Tr * is set (step S110). In the embodiment, the required braking torque Tr * is stored in the ROM 74 as a required braking torque setting map by predetermining the relationship among the brake pedal position BP, the vehicle speed V, and the required braking torque Tr *. When the vehicle speed V is given, the corresponding required braking torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required braking torque setting map.

  Subsequently, based on the input wheel speeds Vwa to Vwd, a slip determination is made as to whether or not slip has occurred in any of the drive wheels 63a and 63b (step S120). In the slip determination, for example, the average wheel speed at three wheel speeds excluding the smallest wheel speed among the input wheel speeds Vwa to Vwd is obtained, and the ratio of the average wheel speed to the smallest wheel speed is less than a predetermined value. This can be done by determining the slip of the wheel corresponding to the smallest wheel speed depending on whether it is (for example, less than 0.8). Various other slip determinations are conceivable, but since they do not form the core of the present invention, further explanation is omitted.

  As a result of the slip determination, when it is determined that the drive wheels 63a and 63b are not slipping (step S130), the value of the catalyst deterioration suppression flag Fc is checked (step S140). It is determined that it is not necessary to perform the deterioration suppression control, and when setting the torque command Tm2 * of the motor MG2, the time constant T that sets the degree of the annealing process for suppressing the sudden change of the torque command Tm2 * is relatively small. A value T1 is set (step S150). Here, as the time constant T in the annealing process is larger, the torque command Tm2 * is changed more slowly, and as the time constant T is smaller, the torque command Tm2 * is changed more rapidly.

  Subsequently, a control signal is transmitted to the engine ECU 24 so that the fuel of the engine 22 is cut (step S200), and a value 0 is set to the torque command Tm1 * of the motor MG1 (step S210). The engine ECU 24 that has received the fuel cut execution control signal stops fuel injection from the fuel injection valve 126 and stops ignition from the spark plug 130. FIG. 5 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating element of the planetary gear 30 in this state. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. A thick arrow on the R axis indicates a torque acting on the ring gear shaft 32a when the motor MG2 is driven using a torque command Tm2 * described later. Moreover, in the figure, a solid line is a collinear line when the brake pedal 85 is depressed, and a broken line indicates a time change of the collinear line. As shown in the drawing, the engine speed Ne of the engine 22 is reduced by the fuel cut.

Next, the deviation between the power limit (generated power) of the motor MG1 obtained by multiplying the input limit Win of the battery 50 and the torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1 is the rotational speed Nm2 of the motor MG2. The torque limit Tmin as the lower limit of the torque that may be output from the motor MG2 by dividing by the following formula (1) is calculated (step S220), the required braking torque Tr *, the torque command Tm1 *, and the planetary gear 30 gear Using the ratio ρ, a temporary motor torque Tm2tmp1 as a torque to be output from the motor MG2 is calculated by the equation (2) (step S230). Here, the expression (2) can be easily derived from the alignment chart of FIG. Since it is assumed that the catalyst deterioration suppression flag Fc is 0, the torque command Tm1 * of the motor MG1 is set to 0, and the torque limit Tmin is simply set by the input limit Win as the rotation of the motor MG2. The temporary motor torque Tm2tmp1 can also be obtained by simply dividing the required braking torque Tr * by the gear ratio Gr of the reduction gear 35. Then, the processed motor torque Tm2tmp2 is set by performing a smoothing process using the time constant T in which the calculated temporary motor torque Tm2tmp1 is set (step S240), and the set processed motor torque Tm2tmp2 and the calculated torque limit Tmin are set. The larger one is set as the torque command Tm2 * of the motor MG2 (step S250). By setting the torque command Tm2 * of the motor MG2 in this way, the required braking torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input limit Win of the battery 50. Can do. In the normal state where the remaining capacity (SOC) of the battery 50 is large and the battery 50 is not in a fully charged state, the processed motor torque Tm2tmp2 is larger than the torque limit Tmin. Tm2tmp2 is set as it is as the torque command Tm2 * of the motor MG2.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (1)
Tm2tmp1 = (Tr * + Tm1 * / ρ) / Gr (2)

  When the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are thus set, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S260), and the braking time control routine is terminated. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. .

  Thus, when the catalyst deterioration suppression flag Fc is 0, the torque corresponding to the torque command Tm2 * based on the required braking torque Tr * can be output from the motor MG2 with the fuel cut of the engine 22. In this case, the motor MG2 is regeneratively controlled by the torque command Tm2 *, and the regenerated electric power is charged in the battery 50.

If the catalyst deterioration suppression flag Fc is determined to be 1 in step S140 and it is determined that the catalyst deterioration suppression control needs to be performed, the value is set to the time constant T used for the smoothing process when setting the torque command Tm2 * of the motor MG2. A value T2 larger than T1 is set (step S160), a control signal is transmitted to the engine ECU 24 so that the firing of the engine 22 is continued (step S170), and a predetermined torque Tset is set in the torque command Tm1 * of the motor MG1. (Step S180). The engine ECU 24 that has received the control signal for continuing the firing adjusts the opening degree of the throttle valve 124 so that the engine 22 can operate independently at the rotational speed Ne at that time, and has a substantially stoichiometric air-fuel ratio with respect to the intake air amount. The fuel is injected from the fuel injection valve 126 and ignited from the spark plug 130 at the normal ignition timing. Therefore, unless torque is output from motor MG1, engine 22 is autonomously operated at the rotational speed Ne at that time. In the embodiment, a predetermined torque Tset that acts in a direction to hold down the rotational speed Ne of the engine 22 is set to the torque command Tm1 * of the motor MG1. For this reason, the rotational speed Ne of the engine 22 decreases according to the magnitude of the predetermined torque Tset. In the embodiment, in order to ensure the firing of the engine 22, a small value is set as the predetermined torque Tset. Accordingly, in a state where a slight torque is output from the engine 22, the rotational speed Ne is small but gradually decreases. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating element of the planetary gear 30 in this state. In the figure, a solid line is a collinear line when the brake pedal 85 is depressed, and a broken line indicates a time change of the collinear line. As shown in the figure, since the rotational speed Ne of the engine 22 hardly changes, the motor M
The vehicle speed V decreases as a result of the braking torque output from G2, and the rotational speed Nm1 of the motor MG1 increases accordingly.

  When the engine 22 continues to be fired and the torque command Tm1 * of the motor MG1 is set, the rotational speed Nm1 of the motor MG1 is compared with the threshold Nref (step S190), and the rotational speed Nm1 of the motor MG1 is less than the threshold Nref. In some cases, the torque command Tm2 * of the motor MG2 is set by the processing in steps S220 to S250 described above, and the set torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S260) for braking. End the hour control routine. Here, the threshold value Nref is set as a rotational speed slightly smaller than the upper limit rotational speed of the motor MG1. When braking torque is output from the motor MG2 while the engine 22 continues to be fired, the engine 22 has a time constant T when the temporary motor torque Tm2tmp1 is subjected to the smoothing process and the post-processing motor torque Tm2tmp2 is set. Since the value T2 larger than the value T1 when the fuel cut is performed is set, the post-processing motor torque Tm2tmp2 changes more slowly with respect to the change of the temporary motor torque Tm2tmp1 than when the fuel cut of the engine 22 is performed. .

  While the braking torque is being output from the motor MG2 while the engine 22 continues to be fired, if it is determined in step S190 that the rotational speed Nm1 of the motor MG1 is greater than or equal to the threshold value Nref, the engine ECU 24 sends the engine 22 A control signal is transmitted so that the fuel cut is performed (step S200), a value 0 is set in the torque command Tm1 * of the motor MG1 (step S210), and the torque command Tm2 * of the motor MG2 is processed by the processing of steps S220 to S250. Is set, torque commands Tm1 * and Tm2 * of the set motors MG1 and MG2 are transmitted to the motor ECU 40 (step S260), and the braking time control routine is terminated. At this time, when the torque command Tm1 * of the motor MG1 suddenly changes from the predetermined torque Tset to the value 0, the temporary motor torque Tm2tmp1 changes suddenly, but the engine 22 is fired for the time constant T in the annealing process. Since the large value T2 at the time of continuing is set, the post-processing motor torque Tm2tmp2 changes slowly with respect to the change of the temporary motor torque Tm2tmp1. As described above, since the processed motor torque Tm2tmp2 is normally set as the torque command Tm2 * of the motor MG2 as it is, even if the temporary motor torque Tm2tmp1 changes suddenly due to the fuel cut of the engine 22, the motor MG2 changes the ring gear shaft. The braking torque output to 32a changes slowly. It is possible to suppress a torque shock that is caused when the sudden change in torque output to the ring gear shaft 32a due to the fuel cut of the engine 22 and the sudden change in braking torque output from the motor MG2 to the ring gear shaft 32a are not completely synchronized. As a result, it is possible to suppress the driver from feeling uncomfortable due to an unexpected torque shock.

  When it is determined in step S130 that the drive wheels 63a and 63b are slipping, for example, slip suppression such as suppressing slip by limiting the absolute value of the torque command Tm2 * of the motor MG2 to a small value according to the degree of slip. Processing is executed (step S270), and this routine is terminated. In this case, since the process such as setting the post-process motor torque Tm2tmp2 by performing the annealing process on the temporary motor torque Tm2tmp1 is not performed, the torque command Tm2 * of the motor MG2 can be quickly changed to suppress the slip. it can. As the slip suppression process, various processes can be used in addition to the processes described above. Since such slip suppression processing does not form the core of the present invention, further detailed description is omitted.

FIG. 7 shows an example of temporal changes such as the state of the engine 22 and the motors MG1 and MG2 during braking due to the driver depressing the brake pedal 85 while the value 1 is set in the catalyst deterioration suppression flag Fc. It is explanatory drawing. In the drawing, the broken line at time T4 represents the time variation of the rotational speed Nm1 of the motor MG1 and the torque command Tm2 * of the motor MG2 and the vehicle speed V when the drive wheels 63a and 63b slip. As shown in the figure, when the temperature of the catalyst bed of the purifier 134 rises and the driver depresses the brake pedal 85 at a time T2 after the time T1 when the value 1 is set in the catalyst deterioration suppression flag Fc, the engine 22 fires. In order to output a braking force to the ring gear shaft 32a with the continuation of the ring, a predetermined torque Tset is set in the torque command Tm1 * of the motor MG1, and the operation of the engine 22 is controlled to such an extent that the engine 22 can operate independently at its rotational speed Ne. Therefore, in a state where a slight torque is output from the engine 22, the rotational speed Ne of the engine 22 is slightly but gradually decreased. On the other hand, since the braking torque is output from the motor MG2 so that the required braking torque Tr * is output to the ring gear shaft 32a, the vehicle speed V decreases. At this time, since the decrease in the rotational speed Ne of the engine 22 is smaller than the decrease in the vehicle speed V, the rotational speed Nm1 of the motor MG1 increases. When the rotational speed Nm1 of the motor MG1 reaches the threshold value Nref at time T3, the continuation of the firing of the engine 22 is stopped, the fuel cut of the engine 22 is performed, and a value 0 is set in the torque command Tm1 * of the motor MG1. Therefore, both the rotational speed Ne of the engine 22 and the rotational speed Nm1 of the motor MG1 become smaller. Temporary motor torque Tm2tmp1 changes suddenly when continuation of the firing of engine 22 is stopped and fuel cut is performed. However, the time constant for setting the processed motor torque Tm2tmp2 after performing an annealing process on temporary motor torque Tm2tmp1 Since a large value T2 is set for T, the braking torque output from the motor MG2 to the ring gear shaft 32a changes slowly. Therefore, it is possible to suppress a torque shock that is caused when the sudden change in torque output to the ring gear shaft 32a due to the fuel cut of the engine 22 and the sudden change in braking torque output from the motor MG2 to the ring gear shaft 32a are not completely synchronized. . When slip occurs in the drive wheels 63a and 63b at time T4, the rotational speed Nm1 of the motor MG1 rises rapidly, but the slip is quickly suppressed by rapidly reducing the torque command Tm2 * of the motor MG2 in absolute value. . At this time, since the temporary motor torque Tm2tmp1 is not subjected to the process of setting the post-processing motor torque Tm2tmp2, for example, the torque command Tm2 * of the motor MG2 is quickly changed to suppress the slip. it can.

  According to the hybrid vehicle 20 of the embodiment described above, when the value 1 is set in the catalyst deterioration suppression flag Fc, the braking force is applied to the ring gear with the continuation of the firing of the engine 22 in order to perform the catalyst deterioration suppression control. When outputting to the shaft 32a, the temporary motor torque Tm2tmp1 is suddenly changed by applying a smoothing process to the temporary motor torque Tm2tmp1 and setting a large value T2 to the time constant T when setting the processed motor torque Tm2tmp2. Since the torque command Tm2 * of the motor MG2 is slowly changed, the torque shock of the ring gear shaft 32a caused by the sudden change of the torque command Tm2 * of the motor MG2 can be suppressed. Thus, since the torque command Tm2 * of the motor MG2 is slowly changed, the sudden change in the torque output to the ring gear shaft 32a when the fuel cut of the engine 22 is stopped and the fuel cut is performed, and the ring gear from the motor MG2 Torque shocks that occur when the braking torque output to the shaft 32a is not completely synchronized with the sudden change in braking torque can also be suppressed. As a result, it is possible to suppress the driver from feeling uncomfortable due to an unexpected torque shock.

According to the hybrid vehicle 20 of the embodiment, when slip occurs in the drive wheels 63a and 63b, slip processing is performed without performing a process such as performing a smoothing process on the temporary motor torque Tm2tmp1 and setting a post-process motor torque Tm2tmp2. Since the suppression process is executed, the torque command Tm2 * of the motor MG2 can be set so that the absolute value thereof quickly decreases with respect to the slip. Therefore, the torque command Tm2 * of the motor MG2 can be quickly changed to reduce the slip. Can be suppressed. As a result, it is possible to achieve both suppression of torque shock and suppression of slip due to a sudden change in the torque command Tm2 * of the motor MG2. Of course, according to the hybrid vehicle 20 of the embodiment, since the catalyst deterioration suppression control is performed, deterioration of the catalyst of the purification device 134 can be suppressed.

  In the hybrid vehicle 20 of the embodiment, when the braking force is output to the ring gear shaft 32a with the continuation of the firing of the engine 22, the predetermined torque Tset is set in the torque command Tm1 * of the motor MG1 and the engine 22 is rotated at its rotational speed. Although Ne is controlled so as to be able to operate substantially independently, the engine 22 and the motor MG1 may be controlled so that the torque output from the engine 22 is reduced. For example, after setting the predetermined torque Tset to the torque command Tm1 * of the motor MG1, the torque command Tm1 * is gradually reduced and the engine 22 is controlled to have a throttle opening slightly smaller than that at which the engine 22 can operate substantially independently. It can also be. FIG. 8 shows an example of temporal changes such as the state of the engine 22 and the motors MG1, MG2 in this case. In the figure, a solid line is an example, and a broken line is a modification. As shown by the broken line in FIG. 8, the decrease in the rotational speed Ne of the engine 22 while continuing the firing can be made slightly larger, so that the rotational speed Nm1 of the motor MG1 slowly reaches the threshold value Nref. Become. Then, since the change of the temporary motor torque Tm2tmp2 when the fuel cut is performed by stopping the firing of the engine 22 is also reduced, the change of the torque command Tm2 * of the motor MG2 is also reduced. Therefore, it is possible to further suppress the torque shock that occurs when the fuel 22 is cut by stopping the firing of the engine 22.

  In the hybrid vehicle 20 of the embodiment, when the value 0 is set in the catalyst deterioration suppression flag Fc, the temporary motor torque Tm2tmp1 is subjected to the smoothing process and the post-processing motor torque Tm2tmp2 is set to a small value T1. Is set to the torque command Tm2 * of the motor MG2, and when the value 1 is set to the catalyst deterioration suppression flag Fc, the temporary motor torque Tm2tmp1 is subjected to the annealing process to set the processed motor torque Tm2tmp2. Although the torque command Tm2 * of the motor MG2 is set by setting the time constant T to a large value T2, the temporary motor torque is not used when the value 0 is set in the catalyst deterioration suppression flag Fc. The larger of Tm2tmp1 and torque limit Tmin is set in the torque command Tm2 * of the motor MG2, Only when the value 1 is set in the medium deterioration suppression flag Fc, the temporary motor torque Tm2tmp1 is subjected to the smoothing process, the post-processing motor torque Tm2tmp2 is set, and the torque command Tm2 * of the motor MG2 is set. .

  In the hybrid vehicle 20 of the embodiment, the temporary motor torque Tm2tmp1 is subjected to the smoothing process according to the value of the catalyst deterioration suppression flag Fc and the time constant T when the post-processing motor torque Tm2tmp2 is set is changed. Since the degree of change in the processed motor torque Tm2tmp2 relative to the degree of change in the temporary motor torque Tm2tmp1 may be changed depending on the value of the flag Fc, a process other than the annealing process, such as a rate process, may be used. When rate processing is used, the rate value may be changed depending on the value of the catalyst deterioration suppression flag Fc.

  Next, a hybrid vehicle 20B 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 illustrated and described with reference to FIGS. Therefore, in order to avoid duplicate description, the hardware configuration of the hybrid vehicle 20B of the second embodiment is denoted by the same reference numeral as the hardware configuration of the hybrid vehicle 20 of the first embodiment, and detailed description thereof is omitted. .

The above-described catalyst deterioration suppression control is also performed in the hybrid vehicle 20B of the second embodiment. FIG. 9 is a flowchart showing a braking time control routine executed by the hybrid electronic control unit 70 in the hybrid vehicle 20B of the second embodiment as an example of drive control during braking of the vehicle including the catalyst deterioration suppression control.

  When the braking control routine is executed, the CPU 72 of the hybrid electronic control unit 70 according to the second embodiment firstly starts the brake pedal position BP from the brake pedal position sensor 86, the vehicle speed V from the vehicle speed sensor 88, the motor MG1, and so on. MG2 rotation speed Nm1, Nm2, catalyst deterioration suppression flag Fc, wheel speeds Vwa to Vwd from wheel speed sensors 65a to 65d, input limit Win of battery 50, and other data necessary for control are input (step S300). Based on the brake pedal position BP and the vehicle speed V, the required braking torque Tr * to be output to the ring gear shaft 32a is set using the required braking torque setting map of FIG. 4 (step S310).

  Subsequently, the value of the catalyst deterioration suppression flag Fc is checked (step S320). When the catalyst deterioration suppression flag Fc is 0, it is determined that it is not necessary to perform catalyst deterioration suppression control, and the torque command Tm1 * of the motor MG1 has a value 0. Is set (step S330), a control signal is transmitted to the engine ECU 24 so that the fuel cut of the engine 22 is performed, and a value 1 is set to the fuel cut execution flag Feg (step S410). The operation of the engine ECU 24 that has received the fuel cut execution control signal and the mechanical relationship between the rotational speed and torque of the rotating elements of the planetary gear 30 when such fuel cut is executed have been described above with reference to FIG. Also in the second embodiment, as shown in FIG. 5, the rotational speed Ne of the engine 22 is decreased by the fuel cut. The fuel cut execution flag Feg is set to 0 as an initial value when the driver turns off the accelerator pedal 83.

  Next, a torque limit Tmin as a lower limit of the torque that may be output from the motor MG2 is calculated by the above-described equation (1) based on the input limit Win of the battery 50 and the torque command Tm1 * of the motor MG1 (step) S420), using the required braking torque Tr *, torque command Tm1 *, and the gear ratio ρ of the planetary gear 30, the temporary motor torque Tm2tmp1 as the torque to be output from the motor MG2 is calculated by the above equation (2) (step S430). The larger one of the torque limit Tmin and the temporary motor torque Tm2tmp1 is set as the torque command Tm2 * of the motor MG2 (step S440), and the set torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. (Step S450), this routine is finished. The operation of the motor ECU 40 that has received the torque commands Tm1 * and Tm2 * has also been described in the first embodiment. In this case, the motor MG2 is regeneratively controlled by the torque command Tm2 *, and the regenerated electric power is charged in the battery 50.

  When the catalyst deterioration suppression flag Fc is determined to be 1 in step S320, it is determined that the catalyst deterioration suppression control needs to be performed. First, a new input is made assuming that the predetermined value Wset is subtracted from the input limit Win of the battery 50. Limit Win is set (step S340). Here, the predetermined value Wset is set as excess power that does not damage or significantly deteriorate the battery 50 even if the battery 50 is charged with power exceeding the input limit Win of the battery 50 for a short time. It can be set according to the characteristics and performance of the battery 50.

Subsequently, the value of the fuel cut execution flag Feg is checked (step S350). When the fuel cut execution flag Feg is 0, a control signal is transmitted to the engine ECU 24 so that the firing of the engine 22 is continued (step S360). ), A predetermined torque Tset1 is set in the torque command Tm1 * of the motor MG1 (step S370). The operation of the engine ECU 24 that has received the control signal for continuing the firing and the predetermined torque Tset1 are the same as the operation of the engine ECU 24 and the predetermined torque Tset of the first embodiment. Also in the second embodiment, as shown in FIG. 6, since the rotational speed Ne of the engine 22 hardly changes, the vehicle speed V decreases due to the output of the braking torque from the motor MG2, and thus the rotational speed Nm1 of the motor MG1 is reduced. It gets bigger.

  When the firing of the engine 22 is continued and the torque command Tm1 * of the motor MG1 is set, the rotational speed Nm1 of the motor MG1 is compared with the threshold value Nref (step S380), and the rotational speed Nm1 of the motor MG1 is less than the threshold value Nref. At times, the torque command Tm2 * of the motor MG2 is set by the processing of the above-described steps S420 to S440, and the set torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S450) for braking. End the hour control routine.

  While the braking torque is being output from the motor MG2 while the engine 22 continues to fire, if it is determined in step S380 that the rotational speed Nm1 of the motor MG1 is equal to or greater than the threshold value Nref, the torque command Tm1 of the motor MG1 A predetermined torque Tset2 in a direction to hold down the rotational speed Nm1 of the motor MG1 is set to * (step S400), a control signal is transmitted to the engine ECU 24 so that the fuel cut of the engine 22 is performed, and a value 1 is set to the fuel cut execution flag Feg. Is set (step S410), the torque command Tm2 * of the motor MG2 is set by the processing of the above-described steps S420 to S440, and the set torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 ( Step S4 0), to terminate the braking control routine. At this time, since the torque command Tm1 * of the motor MG1 is changed from the predetermined torque Tset1 to the predetermined torque Tset1, the driving-side torque is output to the ring gear shaft 32a along with this change. Therefore, since it is necessary to cancel this torque, a larger regenerative torque (torque with a large minus sign absolute value) is set in the temporary motor torque Tm2tmp1, and the temporary motor torque Tm2tmp1 is set in the torque command Tm2 * of the motor MG2. The larger one of the torque limit Win is set. As described above, since the input limit Win of the battery 50 is changed to a side that allows the input by the predetermined value Wset when the catalyst deterioration suppression flag Fc is 1, the torque command Tm2 * of the motor MG2 also has this predetermined value. Limits are loosely imposed corresponding to the value Wset. Therefore, even if the temporary motor torque Tm2tmp1 increases on the regeneration side as the torque command Tm1 * of the motor MG1 is changed to the predetermined torque Tset2, the input limit Win of the battery 50 is changed, so that it is larger on the regeneration side. Torque command Tm2 * of motor MG2 is set. As a result, since the input restriction Win of the battery 50 is not changed, the torque command Tm2 * of the motor MG2 is restricted, and it is possible to suppress a sudden decrease in the braking torque. Even if the input limit Win of the battery 50 is changed, if the predetermined value Wset as the change amount is short, the battery 50 may be damaged even if the battery 50 is charged with power exceeding the original input limit Win. Since the excess power does not significantly deteriorate, the battery 50 is not damaged or significantly deteriorated. As a result, the performance of the battery 50 can be exhibited more.

Thus, when the rotational speed Nm1 of the motor MG1 becomes equal to or greater than the threshold value Nref, when the predetermined torque Tset2 is set in the torque command Tm1 * of the motor MG1 and the fuel cut of the engine 22 is executed, the value 1 is set in the fuel cut execution flag Feg. Therefore, a negative determination is made in step S350 (Feg = 1), and it is determined whether or not the rotational speed Nm1 of the motor MG1 is equal to or greater than the threshold value Nref (step S390), and the rotational speed Nm1 of the motor MG1 is determined. Is equal to or greater than the threshold value Nref, the predetermined torque Tset2 is set in the torque command Tm1 * of the motor MG1, and the fuel cut of the engine 22 is continued (S400 to S450). On the other hand, when the rotational speed Nm1 of the motor MG1 returns below the threshold value Nref due to control of the motor MG1 or fuel cut, a negative determination is made in step S390 (Nm1 <Nref), and the torque command Tm1 * of the motor MG1 has a value of 0. Is set (step S330), and the processing after step S410 is executed. This is because if the rotational speed Nm1 of the motor MG1 is less than the threshold value Nref, there is no possibility of over-rotation of the motor MG1, and therefore it is not necessary to output torque from the motor MG1 that suppresses the rotational speed Nm1. At this time, since the torque output from the motor MG1 is eliminated, the driving force output to the ring gear shaft 32a with the output of the motor MG1 is also eliminated, so there is no need to output the torque for canceling the driving force from the motor MG2. The torque command Tm2 * of the motor MG2 is set so that the regenerative torque is reduced by that amount, and is not limited by the torque limit Tmin based on the input limit Win of the battery 50.

  FIG. 10 shows an example of temporal changes such as the state of the engine 22 and the motors MG1 and MG2 during braking due to the driver depressing the brake pedal 85 while the value 1 is set in the catalyst deterioration suppression flag Fc. It is explanatory drawing. As shown in the figure, when the driver depresses the brake pedal 85 at time T22 after time T21 when the catalyst bed temperature of the purifier 134 rises and the value 1 is set to the catalyst deterioration suppression flag Fc, the engine 22 fires. In order to output the braking force to the ring gear shaft 32a along with the continuation of the ring, a predetermined torque Tset1 is set in the torque command Tm1 * of the motor MG1, and the operation of the engine 22 is controlled to the extent that the engine 22 is autonomously operated at the rotation speed Ne. Therefore, in a state where a slight torque is output from the engine 22, the rotational speed Ne of the engine 22 is slightly but gradually decreased. On the other hand, at the timing when the driver depresses the brake pedal 85, the input limit Win of the battery 50 is also changed to a side that allows the predetermined value Wset. Further, since the braking torque is output from the motor MG2 so that the required braking torque Tr * is output to the ring gear shaft 32a, the vehicle speed V decreases. At this time, since the decrease in the rotational speed Ne of the engine 22 is smaller than the decrease in the vehicle speed V, the rotational speed Nm1 of the motor MG1 increases. When the rotational speed Nm1 of the motor MG1 reaches or exceeds the threshold value Nref at time T23, the continuation of the firing of the engine 22 is stopped, and a predetermined torque Tset2 is applied to the torque command Tm1 * of the motor MG1 to suppress the rotational speed Nm1 of the motor MG1. In addition, the fuel cut of the engine 22 is performed. For this reason, the rotational speed Ne of the engine 22 and the rotational speed Nm1 of the motor MG1 become smaller. When the continuation of the firing of the engine 22 is stopped and fuel cut is performed and the predetermined torque Tse2 is output from the motor MG1, the torque is changed in the ring gear shaft 32a in accordance with the torque change of the motor MG1, but the input of the battery 50 Since the limit Win is changed to the side that allows the predetermined value Wset, the temporary motor torque Tm2tmp1 is changed and the original limit of the battery 50 is used to cancel the torque change of the ring gear shaft 32a. Thus, the temporary motor torque Tm2tmp1 is set to the torque command Tm2 * of the motor MG2 without being restricted by the changed input restriction Win of the battery 50. For this reason, the change of the torque in the ring gear shaft 32a can be avoided. When the rotational speed Nm1 of the motor MG1 reaches less than the threshold value Nref at time T24, the value 0 is set in the torque command Tm1 * of the motor MG1, and the torque command Tm2 * of the motor MG2 is canceled so as to cancel the influence on the ring gear shaft 32a. However, since the regenerative torque is changed to be small, it is not limited by the input limit Win of the battery 50. Even at this time, since the engine 22 is fuel cut, both the rotational speed Ne of the engine 22 and the rotational speed Nm1 of the motor MG1 decrease.

According to the hybrid vehicle 20B of the second embodiment described above, when the value 1 is set in the catalyst deterioration suppression flag Fc, the braking force is accompanied by continuing the firing of the engine 22 in order to perform the catalyst deterioration suppression control. Is output to the ring gear shaft 32a, the input limit Win of the battery 50 is changed to allow the predetermined value Wset, so that the regenerative torque of the motor MG2 changes as the output torque of the motor MG1 changes thereafter. Even if it does, the restriction | limiting by the input restriction | limiting Win of the battery 50 can be suppressed, and, thereby, the unexpected torque change of the driver | operator of the ring gear shaft 32a can be suppressed. As a result, it is possible to suppress the driver from feeling uncomfortable due to an unexpected torque change. In addition, when the braking force is output to the ring gear shaft 32a with the continuation of the firing of the engine 22, if the motor MG1 is likely to over-rotate, the continuation of the firing of the engine 22 is stopped to perform fuel cut and the motor. Since the torque that suppresses the rotational speed is output from MG1, over-rotation of motor MG1 can be suppressed.

  In the hybrid vehicle 20B of the second embodiment, the tempering process of the temporary motor torque Tm2tmp1 executed in the hybrid vehicle 20 of the first embodiment is not performed, but the temporary motor torque Tm2tmp1 is performed as in the first embodiment. It does not matter if the annealing process is performed. In this case, the time constant T in the annealing process may be changed depending on whether or not the catalyst deterioration suppression control is being performed, that is, whether or not the value 1 is set in the catalyst deterioration suppression flag Fc. Further, when slip occurs in the drive wheels 63a and 63b, the slip suppression process may be performed without performing a process such as performing a smoothing process on the temporary motor torque Tm2tmp1 and setting the post-process motor torque Tm2tmp2. Good.

  Even in the hybrid vehicle 20B of the second embodiment, when the braking force is output to the ring gear shaft 32a with the continuation of the firing of the engine 22, the predetermined torque Tset1 is set to the torque command Tm1 * of the motor MG1 and the engine 22 is Although the control is performed so that the substantially autonomous operation can be performed at the rotation speed Ne, the engine 22 and the motor MG1 may be controlled so that the torque output from the engine 22 is reduced.

  In the hybrid vehicle 20B of the second embodiment, when the motor MG1 is likely to over-rotate, the continuation of the firing of the engine 22 is stopped, fuel cut is performed, and a torque that suppresses the rotational speed is output from the motor MG1. However, if the fuel cut of the engine 22 is executed, the motor MG1 may not output the torque that suppresses the rotation speed.

  In the hybrid vehicle 20 of the first embodiment and the hybrid vehicle 20B of the second embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the planetary gear 30. However, as long as the vehicle can travel with the power from the engine and the power from the motor and can output the braking force by the regenerative control of the motor, the above-described engine firing can be used for any vehicle. The control at the time of outputting braking force from a motor with continuation of can be applied.

  In the embodiment, the hybrid vehicle 20 according to the first embodiment and the hybrid vehicle 20B according to the second embodiment in which the power output device is mounted have been described. However, such a power output device may be mounted in a vehicle other than the vehicle. It may be mounted on a moving body such as a ship or an aircraft other than a vehicle, or may be incorporated in a non-moving facility such as a construction facility. When mounted on a moving body other than a vehicle or incorporated in a non-moving facility, it is possible not to achieve both suppression of torque shock and suppression of slip due to a sudden change in the torque command Tm2 * of the motor MG2. That is, when the concept of slipping of the drive wheels 63a and 63b cannot be considered, such slip suppression processing may not be performed.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the power output device and automobile manufacturing industries.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 3 is a flowchart showing an example of a braking control routine executed by a hybrid electronic control unit 70; It is explanatory drawing which shows an example of the map for request | requirement braking torque setting. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed in the rotation element of the planetary gear 30 in the middle of braking with the fuel cut of the engine 22, and a torque. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the planetary gear 30 in the middle of braking with the continuation of the firing of the engine 22. FIG. 10 is an explanatory diagram showing an example of temporal changes such as the state of the engine 22 and motors MG1 and MG2 during braking caused by the driver depressing the brake pedal 85 while the value 1 is set in the catalyst deterioration suppression flag Fc. . It is explanatory drawing which shows an example of time changes, such as the state of the engine 22 at the time of braking in a modification, and motor MG1, MG2. It is a flowchart which shows an example of the control routine at the time of a braking performed by the electronic control unit for hybrid 70 of 2nd Example. It is explanatory drawing which shows an example of time changes, such as the state of the engine 22 and motor MG1, MG2 at the time of braking in 2nd Example.

Explanation of symbols

20, 20B Hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 planetary gear, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 Pinion gear, 34 carrier, 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU) ), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 63c, 63d driven wheel, 65a-65d wheel speed sensor, 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, 122 air cleaner, 124 throttle valve, 126 fuel injection valve , 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purification device, 135 Temperature sensor, 136
Throttle motor, 138 ignition coil, 140 crank position sensor, 142 water temperature sensor, 143 pressure sensor, 144 cam position sensor, 146 throttle valve position sensor, 148 air flow meter, 149 temperature sensor, 150 variable valve timing mechanism, MG1, MG2 motor.

Claims (13)

A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to the drive shaft;
An electric motor capable of inputting and outputting power to the drive shaft;
Required driving force setting means for setting required driving force to be output to the driving shaft;
When the predetermined fuel supply continuation condition is not satisfied, the target operating state of the internal combustion engine is set based on the set required driving force, and when the predetermined fuel supply continuation condition is satisfied, the set Target operating state setting means for setting, as a target operating state, an operating state in which fuel supply to the internal combustion engine is continued based on a required driving force;
When the predetermined fuel supply continuation condition is satisfied, the set required driving force and the operating state of the internal combustion engine during normal times other than the predetermined braking state including a state in which the braking force is output to the drive shaft. The motor driving force to be output from the electric motor is set so that the required driving force is output to the drive shaft, and the set required driving force at the normal time and the internal combustion engine in the predetermined braking state An electric motor driving force setting means for setting, as the electric motor driving force, a driving force obtained by performing a predetermined gradual change process using an electric motor driving force set based on the operating state of
Control means for controlling the internal combustion engine and the electric motor so that the internal combustion engine is operated in the set target operation state and the set electric motor driving force is output from the electric motor;
A power output device comprising: A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to the drive shaft;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the electric motor;
Required driving force setting means for setting required driving force to be output to the driving shaft;
When the predetermined fuel supply continuation condition is not satisfied, the target operating state of the internal combustion engine is set based on the set required driving force, and when the predetermined fuel supply continuation condition is satisfied, the set Target operating state setting means for setting, as a target operating state, an operating state in which fuel supply to the internal combustion engine is continued based on a required driving force;
While the predetermined fuel supply continuation condition is satisfied, the input limit of the power storage unit is limited based on the state of the power storage unit at a normal time that is not a predetermined braking state including a state in which a braking force is output to the drive shaft. An input restriction setting means for setting an input restriction so as to allow an input to the power storage means from an input restriction set at the normal time in the predetermined braking state;
An electric motor driving force to be output from the electric motor so that the required driving force is output to the drive shaft based on the set required driving force and the operating state of the internal combustion engine within the set input restriction range. Motor driving force setting means for setting
Control means for controlling the internal combustion engine and the electric motor so that the internal combustion engine is operated in the set target operation state and the set electric motor driving force is output from the electric motor;
A power output device comprising:   The electric motor driving force setting means is an electric motor drive to be output from the electric motor so that the required driving force is output to the drive shaft based on the set required driving force and the operating state of the internal combustion engine in the normal time. Force is set, and in the predetermined braking state, a predetermined slow change process is performed using an electric motor driving force set based on the set required driving force and the operating state of the internal combustion engine in the normal time. The power output apparatus according to claim 2, which is means for setting the obtained driving force as the electric motor driving force. The power output device according to any one of claims 1 to 3,
The target operation state setting means sets an operation state in which fuel supply to the internal combustion engine is prohibited when the predetermined fuel supply prohibition condition is satisfied while the predetermined fuel supply continuation condition is satisfied. As a means to set as
In the predetermined braking state, the predetermined fuel supply prohibition condition is satisfied from the state in which the braking force is output to the drive shaft while continuing the fuel supply to the internal combustion engine as the predetermined fuel supply continuation condition is satisfied. Accordingly, the power output device includes a transition to a state where the fuel supply to the internal combustion engine is stopped and a braking force is output to the drive shaft.   The target operating state setting means is configured to output a driving force output from the internal combustion engine to the driving shaft when a braking force is output to the driving shaft while the predetermined fuel supply continuation condition is satisfied. The power output apparatus according to any one of claims 1 to 4, which is means for setting the target operating state so as to be reduced. The power output device according to any one of claims 1 to 5,
The internal combustion engine is provided with an exhaust gas purification device that purifies exhaust gas using a catalyst,
The predetermined fuel supply continuation condition is a condition under which catalyst deterioration suppression control for suppressing deterioration of the catalyst of the exhaust gas purifying apparatus is being executed. The power output device according to any one of claims 1 to 6,
Connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft, and inputs / outputs power to / from the remaining shafts based on power input / output to / from any two of the three shafts 3 Shaft power input / output means;
A generator capable of inputting and outputting power to the rotating shaft;
A rotational speed detection means for detecting the rotational speed of the generator;
With
The target operating state setting means determines that the predetermined fuel supply continuation condition is satisfied when the detected number of rotations of the generator reaches a predetermined value or more while the predetermined fuel supply continuation condition is established. A power output device that is a means for setting, as the target operating state, an operating state in which fuel supply to the internal combustion engine is prohibited regardless of establishment. The power output device according to claim 7,
Power generation torque setting means for setting the power generation torque of the generator so that the internal combustion engine is operated in the target operation state;
The control means is means for controlling the generator so that the set power generation torque is output from the power generator.   The power generation torque setting means is configured such that when the detected rotation speed of the generator reaches a predetermined rotation speed or more while the predetermined fuel supply continuation condition is satisfied, the rotation speed of the generator is increased to a predetermined rotation speed. 9. The power output apparatus according to claim 8, which is means for setting a power generation torque larger than a power generation torque that has been set up to several.   A vehicle comprising the power output device according to claim 1 and an axle connected to the drive shaft. The vehicle according to claim 10,
When slip occurs on a wheel attached to an axle to which the drive shaft is connected, the vehicle includes slip suppression means for performing slip suppression control that suppresses slip of the wheel with adjustment of the drive force of the electric motor,
The motor driving force setting means is based on the set required driving force and the operating state of the internal combustion engine regardless of the predetermined braking state when slip suppression control is being executed by the slip suppressing means. A vehicle which is means for setting the electric motor driving force so that the required driving force is output to the driving shaft. A control method of a power output device comprising: an internal combustion engine capable of outputting power to a drive shaft; and an electric motor capable of inputting / outputting power to the drive shaft,
(A) When the predetermined fuel supply continuation condition is not satisfied, the target operation state of the internal combustion engine is set based on the required driving force to be output to the drive shaft, and the predetermined fuel supply continuation condition is satisfied And setting the operating state in which fuel supply to the internal combustion engine is continued based on the required driving force as a target operating state,
(B) The required driving force and the operating state of the internal combustion engine at a normal time other than a predetermined braking state including a state in which a braking force is output to the drive shaft while the predetermined fuel supply continuation condition is satisfied. The electric motor driving force to be output from the electric motor is set so that the required driving force is output to the drive shaft based on the above, and during the predetermined braking state, the required driving force and the operating state of the internal combustion engine at the normal time Set the driving force obtained by applying a predetermined slow change process using the motor driving force set based on the motor driving force,
(C) A control method for a power output device, wherein the internal combustion engine and the electric motor are controlled such that the internal combustion engine is operated in the set target operation state and the set electric motor driving force is output from the electric motor. A control method of a power output device comprising: an internal combustion engine capable of outputting power to a drive shaft; an electric motor capable of inputting / outputting power to the drive shaft; and an electric storage means capable of exchanging electric power with the motor,
(A) When the predetermined fuel supply continuation condition is not satisfied, the target operation state of the internal combustion engine is set based on the required driving force to be output to the drive shaft, and the predetermined fuel supply continuation condition is satisfied And setting the operating state in which fuel supply to the internal combustion engine is continued based on the required driving force as a target operating state,
(B) While the predetermined fuel supply continuation condition is satisfied, the state of the power storage means is determined based on the state of the power storage means at a normal time that is not a predetermined braking state including a state in which a braking force is output to the drive shaft. Set an input limit, set the input limit to allow input to the power storage means than the input limit set in the normal time in the predetermined braking state,
(C) An electric motor driving force to be output from the electric motor so that the required driving force is output to the driving shaft based on the required driving force and the operating state of the internal combustion engine within the set input restriction range. Set,
(D) A control method for a power output device that controls the internal combustion engine and the electric motor so that the internal combustion engine is operated in the set target operation state and the set electric motor driving force is output from the electric motor.

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