JP2008149966A - Power output device, hybrid car equipped with the same, and method for controlling the power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress the deterioration of performance of a power output device, when an operation mode which tends to increase the responsiveness of the output of a power, with respect to a driving force request operation is selected in a power output device equipped with an internal combustion engine and a motor. <P>SOLUTION: In a hybrid car 20 capable of traveling, in either the normal mode or the power mode, when at least either of motor temperature T1 or T2 is a reference motor temperature Tmref or higher, and the oil temperature Tatf of lubricating and cooling oil is a reference oil temperature Tfref or higher; and it is decided that the load restriction of the motors MG1 and MG2 are necessary, a mode flag Fmd is set to "0" so that the power, based on accelerator operation, can be output to a ring gear shaft 32a as a driving shaft, by using a map for setting an accelerator opening degree in the normal mode, regardless of the selected state of the operation mode by a driver (steps S300 to S340). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

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

2. Description of the Related Art Conventionally, as a vehicle power train that outputs the power of an internal combustion engine to a propeller shaft via a torque converter or an automatic transmission, one that can set two types of output characteristics of a normal mode and a sports mode is known ( For example, see Patent Document 1). In this vehicle powertrain, when the sport mode is selected, the throttle opening relative to the accelerator opening is set larger than when the normal mode is selected, so that a larger driving force can be obtained.
Japanese Patent Laid-Open No. 5-71375

  By the way, even in a power output device capable of outputting power from at least one of an internal combustion engine and an electric motor to a drive shaft, a plurality of power output characteristics for a driving force request operation such as an accelerator operation are defined in different modes. The desired operation mode can be selected from the operation modes. However, in such a power output device, when a predetermined operation mode having a tendency to increase the responsiveness of output of power to a driving force request operation is selected as compared with the normal operation mode, the predetermined operation mode is selected. If the operation of the internal combustion engine or the electric motor is unconditionally executed under the condition, the performance of the power output device may be deteriorated.

  Therefore, the present invention provides a power output device having an internal combustion engine and an electric motor, when an operation mode having a tendency to increase the responsiveness of power output to a driving force request operation is selected. The purpose is to suppress the decrease.

  The power output apparatus according to the present invention, the hybrid vehicle equipped with the same, and the control method for the power output apparatus employ the following means in order to achieve the above-described object.

A power output apparatus according to the present invention is a power output apparatus 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 power with the motor;
Driving force request operation receiving means for receiving a driving force request operation for the drive shaft;
Operation mode selection for selecting either the first operation mode or the second operation mode having a tendency to increase the responsiveness of the output of power to the driving force request operation as compared with the first operation mode Means,
When there is no need to limit the load on the electric motor, the internal combustion engine is configured such that power based on the driving force request operation is output to the driving shaft using the driving constraint corresponding to the selected first or second driving mode. When the load restriction is necessary, the power based on the driving force request operation is transferred to the driving shaft using the driving constraint corresponding to the first driving mode regardless of the selected state of the driving mode. Control means for controlling the internal combustion engine and the electric motor to be output to
Is provided.

  This power output apparatus is based on either the first operation mode or the second operation mode having a tendency to increase the responsiveness of the output of power to the driving force request operation as compared with the first operation mode. It is possible to drive with. In this power output device, when the load limitation of the electric motor is not required, the power based on the driving force request operation is output to the drive shaft using the driving constraint corresponding to the selected first or second driving mode. Then, the internal combustion engine and the electric motor are controlled. Further, when it is necessary to limit the load of the electric motor, the internal combustion engine and the internal combustion engine are configured so that the power based on the driving force request operation is output to the driving shaft using the driving constraint corresponding to the first driving mode regardless of the selected state of the driving mode. The electric motor is controlled. That is, when the first operation mode is executed, it is less necessary to increase the responsiveness of the power output to the driving force request operation than when the second operation mode is executed. it can. Therefore, as in this power output device, when the load on the motor is to be limited, the power based on the driving force request operation is driven using the driving constraint corresponding to the first driving mode regardless of the selected state of the driving mode. If the internal combustion engine and the electric motor are controlled so as to be output to the shaft, it is possible to suppress a decrease in performance of the power output apparatus due to heat generation of the electric motor that may occur when the second operation mode is selected. .

  The power output apparatus according to the present invention may further include a cooling means for cooling the electric motor using a cooling medium, and a refrigerant temperature detecting means for detecting the temperature of the cooling medium, and the load limitation is required. It may be when the temperature of the cooling medium detected by the refrigerant temperature detecting means is equal to or higher than a predetermined reference refrigerant temperature. That is, when the cooling medium that cools the electric motor is equal to or higher than the reference refrigerant temperature, there is a possibility that the electric motor that further increases in temperature as the load increases cannot be cooled well by the cooling medium. Therefore, if it is considered that the load limit of the motor is necessary when the temperature of the cooling medium is equal to or higher than the reference refrigerant temperature, the heat output of the motor is suppressed and the performance of the power output device is deteriorated due to the heat generation. Can be suppressed satisfactorily.

  In this case, the power output apparatus according to the present invention may further include electric motor temperature detecting means for detecting the temperature of the electric motor, and the load limitation is required because the electric motor detected by the electric motor temperature detecting means is used. The temperature may be equal to or higher than a predetermined reference electric motor temperature, and the temperature of the cooling medium detected by the refrigerant temperature detecting means may be equal to or higher than the reference refrigerant temperature. That is, since there is a predetermined correlation between the temperature of the motor and the temperature of the cooling medium that cools the motor, the load of the motor can be determined by considering both the temperature of the motor and the temperature of the cooling medium. Judging the necessity of restriction more appropriately, it is possible to minimize the opportunity to control the internal combustion engine and the electric motor using the operation restriction corresponding to the first operation mode when the second operation mode is selected. It becomes.

  Further, in the power output apparatus according to the present invention, the driving constraints corresponding to the first and second driving modes are the operation amount received by the driving force request operation receiving means and the required driving force required for the driving shaft. The operation constraint corresponding to the second operation mode increases the required driving force for the same operation amount compared to the operation constraint corresponding to the first operation mode. It may have a tendency to set. Thereby, it becomes possible to improve the responsiveness of the output of the power with respect to the driving force request operation.

  The power output apparatus according to the present invention may further include requested driving force setting means for setting a requested driving force required for the drive shaft based on an operation amount received by the driving force request operation accepting means. The operation constraints corresponding to the first and second operation modes may respectively define operating points of the internal combustion engine according to the required driving force set by the required driving force setting means. The operation restriction corresponding to the second operation mode may have a tendency to set the output torque of the internal combustion engine larger than the operation restriction corresponding to the first operation mode. As described above, if the torque load of the internal combustion engine is increased when the second operation mode is executed, it is possible to improve the responsiveness of the power output to the driving force request operation while reducing the load on the electric motor. .

  The power output apparatus according to the present invention may further include a generator motor capable of generating electric power using a part of the power from the internal combustion engine and capable of exchanging electric power with the power storage means. It may be a load limit of the electric motor and the electric generator motor. Further, such a power output device is connected to the output shaft of the internal combustion engine and the drive shaft that can rotate independently of the output shaft, and the output to the drive shaft is accompanied by input and output of electric power and power. You may further provide the rotation adjustment means which can adjust the rotation speed of a shaft. Further, in this case, the rotation adjusting means is connected to the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and is based on power input / output to / from any two of these three shafts. Alternatively, it may be a three-axis power input / output means for inputting / outputting the determined power to / from the remaining shaft, and the generator motor may input / output power to / from the third rotating shaft.

  A hybrid vehicle according to the present invention includes any one of the above-described power output devices, and includes an axle connected to the drive shaft. The power output device provided in this hybrid vehicle has a tendency to increase the responsiveness of the output of the power to the driving force request operation in comparison with the first driving mode and the first driving mode according to the driver's selection. In addition to being able to operate under any of the second operation modes, it is possible to suppress the performance degradation of the power output device due to the heat generation of the motor that may occur when the second operation mode is selected It is. Therefore, in this hybrid vehicle, it is possible to suppress a decrease in traveling performance while allowing selection of a plurality of driving modes to satisfy the driver's needs.

The power output apparatus control method according to the present invention includes a 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, and an electric storage capable of exchanging electric power with the motor. Any of the first operation mode and the second operation mode having a tendency to increase the responsiveness of the output of power to a predetermined driving force request operation as compared with the first operation mode. A method of controlling a power output device operable with
When it is not necessary to limit the load of the motor, the power based on the driving force request operation is output to the drive shaft using the driving constraint corresponding to the first or second driving mode selected as the driving mode. The internal combustion engine and the electric motor are controlled, and when the load limitation is necessary, the power based on the driving force request operation is generated using the driving constraint corresponding to the first driving mode regardless of the selected state of the driving mode. The internal combustion engine and the electric motor are controlled so as to be output to a drive shaft.

  As in this method, when the load on the motor is to be limited, power based on the driving force request operation is output to the drive shaft using the driving constraint corresponding to the first driving mode regardless of the selected state of the driving mode. By controlling the internal combustion engine and the electric motor as described above, it is possible to suppress the performance deterioration of the power output apparatus due to the heat generation of the electric motor that may occur when the second operation mode is selected.

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

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 including a power output apparatus according to an embodiment of the present invention. A hybrid vehicle 20 shown in the figure is connected to an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and the power distribution and integration mechanism 30. Lubricant for lubricating and cooling the generated power-generating motor MG1, the motor MG2 connected to the power distribution and integration mechanism 30 via the transmission 60, and the power distribution and integration mechanism 30, the transmission 60, and the motors MG1 and MG2. A mechanical oil pump 55 and an electric oil pump 56 that supply cooling oil, and a hybrid electronic control unit (hereinafter referred to as “hybrid ECU”) 70 that controls the entire hybrid vehicle 20 are provided.

  The engine 22 is an internal combustion engine that outputs power when supplied with hydrocarbon fuel such as gasoline or light oil, and is an electronic control unit for an engine (hereinafter referred to as an engine control unit) that inputs signals from various sensors that detect the operating state of the engine 22. The fuel injection amount, ignition timing, intake air amount, and the like are controlled by the engine 24). For example, a signal from a crank position sensor 23 attached to the crankshaft 26 is input to the engine ECU 24. The engine ECU 24 is in communication with the hybrid ECU 70, controls the operation of the engine 22 based on a control signal from the hybrid ECU 70, and outputs data related to the operating state of the engine 22 to the hybrid ECU 70 as necessary.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed 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. The crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31 via the sun gear shaft 31a, and the transmission 60 is connected to the ring gear 32 via the ring gear shaft 32a. 30 distributes the power from the engine 22 input from the carrier 34 to the sun gear 31 side and the ring gear 32 side according to the gear ratio when the motor MG1 functions as a generator, and when the motor MG1 functions as an electric motor. The power from the engine 22 input from the carrier 34 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is output from the ring gear shaft 32a to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that operate as generators and can operate as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive bus and a negative bus shared by the inverters 41 and 42, and the power generated by one of the motors MG1 and MG2 is supplied to the other. It can be consumed with the motor. Therefore, the battery 50 is charged / discharged by the electric power generated from one of the motors MG1 and MG2 or the insufficient electric power. If the electric power balance is balanced by the motors MG1 and MG2, the battery 50 is charged. It will not be discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The detected phase current applied to the motors MG1 and MG2 is input, and the motor ECU 40 outputs a switching control signal and the like to the inverters 41 and 42. The motor ECU 40 executes a rotation speed calculation routine (not shown) based on signals input from the rotation position detection sensors 43 and 44, and calculates the rotation speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2. The motor ECU 40 also receives a motor temperature T1 from a temperature sensor 45 that detects a coil temperature of the motor MG1, a motor temperature T2 from a temperature sensor 46 that detects a coil temperature of the motor MG2, and the like. The motor ECU 40 is in communication with the hybrid ECU 70, and controls the drive of the motors MG1 and MG2 based on a control signal from the hybrid ECU 70 and transmits data related to the operating state of the motors MG1 and MG2 to the hybrid ECU 70 as necessary. Output.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “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 the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. A charging / discharging current from an attached current sensor (not shown), a battery temperature Tb from a temperature sensor 51 attached to the battery 50, and the like are input. The battery ECU 52 outputs data related to the state of the battery 50 to the hybrid ECU 70 and the engine ECU 24 by communication as necessary. Further, the battery ECU 52 also calculates the remaining capacity SOC based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The transmission 60 performs connection between the rotation shaft 48 of the motor MG2 and the ring gear shaft 32a and release of the connection, and at the time of connecting both shafts, reduces the number of rotations of the rotation shaft 48 of the motor MG2 to two stages. 32a can be transmitted to 32a. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in the figure includes a double pinion planetary gear mechanism 60a, a single pinion planetary gear mechanism 60b, and two brakes B1 and B2. The double pinion type planetary gear mechanism 60a includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, A plurality of second pinion gears 63b that mesh with the first pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that connects the plurality of first pinion gears 63a and the plurality of second pinion gears 63b and holds them rotatably and revolving. . In the planetary gear mechanism 60a, the sun gear 61 can be freely rotated or the rotation of the sun gear 61 can be stopped by controlling the brake B1 on / off. The single pinion type planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 arranged concentrically with the sun gear 65, and a plurality of pinion gears that mesh with the sun gear 65 and mesh with the ring gear 66. 67 and a carrier 68 that holds the plurality of pinion gears 67 so as to rotate and revolve freely. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, and the carrier 68 is connected to the ring gear shaft 32a. In the planetary gear mechanism 60b, the ring gear 66 can be freely rotated or the rotation of the ring gear 66 can be stopped by controlling the brake B2 on / off. The double pinion planetary gear mechanism 60 a and the single pinion planetary gear mechanism 60 b are connected to each other by connecting the ring gear 62 and the ring gear 66 and connecting the carrier 64 and the carrier 68. In such a transmission 60, when both the brakes B1 and B2 are turned off, the rotating shaft 48 of the motor MG2 can be separated from the ring gear shaft 32a. When the brake B1 is turned off and the brake B2 is turned on, the rotation of the rotation shaft 48 of the motor MG2 is reduced at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter this state is referred to as “Lo gear”). When the brake B1 is turned on and the brake B2 is turned off, the rotation of the rotation shaft 48 of the motor MG2 can be decelerated with a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter this state is referred to as “state”). "Hi gear" state). If both the brakes B1 and B2 are turned on, the rotation of the rotating shaft 48 and the ring gear shaft 32a can be prohibited. In the embodiment, these brakes B1, B2 are on / off controlled by adjusting the hydraulic pressure applied to the brakes B1, B2 by driving and controlling a hydraulic actuator (not shown).

  The mechanical oil pump 55 has a rotating shaft connected to the crankshaft 26 and is driven by the engine 22 to integrate lubricating cooling oil (automatic transmission fluid: ATF) as a cooling medium stored in an oil pan 57 with power distribution and integration. The power is supplied to the mechanical part of the mechanism 30 and the transmission 60, the motors MG1 and MG2, and the like. The electric oil pump 56 is driven by electric power from an auxiliary battery (not shown), and supplies the lubricating cooling oil stored in the oil pan 57 to the power distribution and integration mechanism 30, the transmission 60, the motors MG1 and MG2, and the like. The oil pan 57 is provided with a temperature sensor 58 that detects an oil temperature Taft that is the temperature of the lubricating cooling oil stored therein.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 72. . The hybrid ECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the shift position SP that is the operation position of the shift lever 81, and an accelerator pedal position sensor that detects the amount of depression of the accelerator pedal 83. 84, the accelerator opening Acc from 84, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 87, and the oil from the temperature sensor 58 provided in the oil pan 57. The temperature Tatf and the like are input via the input port. In addition, the hybrid ECU 70 receives a mode signal from a mode switch 88 that enables selection of the operation mode of the hybrid vehicle 20. In the embodiment, the mode switch 88 is disposed on a switch panel in a vehicle interior (not shown), and a normal mode (first driving mode) in which the hybrid vehicle 20 is driven while prioritizing improvement in fuel consumption over power performance, The driver is allowed to select the power mode (second driving mode) in which the hybrid vehicle 20 is driven while giving priority to the power performance over the improvement in fuel consumption. When the driver selects the normal mode via the mode switch 88, the engine 22, the motors MG1 and MG2 are controlled so that the engine 22 can be efficiently driven to improve fuel efficiency. Further, when the driver selects the power mode via the mode switch 88, the torque output to the ring gear shaft 32a as the drive shaft is increased and the rotational speed of the engine 22 is increased as compared with the case of selecting the normal mode. Engine 22 and motors MG1 and MG2 are controlled so that the response of torque output to the operation is improved. As described above, the hybrid ECU 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. . The hybrid ECU 70 also outputs a drive signal to an actuator (not shown) of the brakes B1 and B2 included in the transmission 60, a drive signal to the electric oil pump 56, and the like via an output port.

  In the hybrid vehicle 20 of the embodiment configured as described above, a request to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Torque Tr * is calculated, and operation of engine 22, motor MG1, and motor MG2 is controlled so that power corresponding to this required torque Tr * is output to ring gear shaft 32a. As the operation control mode of the engine 22, the motor MG1, and the motor MG2, the engine 22 is operated and controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is a power distribution integration mechanism. 30, a torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50 The engine 22 is operated and controlled so that the power corresponding to the sum is output from the engine 22, and all or a part of the power output from the engine 22 with charge / discharge of the battery 50 is the power distribution integration mechanism 30 and the motor MG1. And the motor MG2 with torque conversion, the required power is ring gear A charge / discharge operation mode for driving and controlling the motor MG1 and the motor MG2 to be output to the shaft 32a, and a motor for controlling the operation so as to output the power corresponding to the required power from the motor MG2 to the ring gear shaft 32a. There are operation modes.

  Next, the operation of the hybrid vehicle 20 configured as described above will be described. FIG. 3 is a flowchart illustrating an example of a drive control routine that is executed by the hybrid ECU 70 every predetermined time (for example, every several milliseconds).

  At the start of the drive control routine of FIG. 3, the CPU 72 of the hybrid ECU 70 determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 87, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the transmission 60. Input processing of data necessary for control, such as the gear ratio Gr, the mode flag Fmd, the charge / discharge required power Pb *, and the input / output limits Win and Wout that are the power allowed for the charge and discharge of the battery 50 (step S100). . Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication. Further, the gear ratio Gr of the transmission 60 is set when a shift of the transmission 60 is executed by a shift processing routine (not shown) and is stored in a predetermined area of the RAM 76. Further, the charge / discharge required power Pb * is input from the battery ECU 52 by communication from the battery ECU 52 as power to be charged / discharged by the battery ECU 52 based on the remaining capacity SOC of the battery 50 or the like. Similarly, the input / output limits Win and Wout of the battery 50 are set based on the temperature Tb of the battery 50 and the remaining capacity SOC of the battery 50 and are input from the battery ECU 52 by communication. The mode flag Fmd is set through a mode setting routine of FIG. 4 executed by the hybrid ECU 70 and is held in a predetermined storage area.

  Here, the description of the drive control routine of FIG. 3 is interrupted, and the mode setting routine of FIG. 4 is described. The mode setting routine shown in the figure is executed by the hybrid ECU 70 every predetermined time (for example, every several msec). At the start of this routine, the CPU 72 of the hybrid ECU 70 executes input processing of data necessary for mode setting such as the mode switch flag Fmsw, motor temperatures T1 and T2, and the oil temperature Tatf from the temperature sensor 58 (step S300). The mode switch flag Fmsw is held in a predetermined storage area of the hybrid ECU 70. For example, when the mode signal from the mode switch 88 indicates selection of the normal mode, the mode switch flag Fmsw is set to the value 0 and the mode is set. The value is set to 1 when the mode signal from the switch 88 indicates the selection of the power mode. The motor temperatures T and T2 are input from the motor ECU 40 by communication. Subsequently, it is determined whether or not the power mode is selected by the driver based on the value of the mode switch flag Fmsw input in step S300 (step S310). If the mode switch flag Fmsw is 0, the mode flag Fmd is set (maintained) to 0 so that the hybrid vehicle 20 is driven under the normal mode (step S340).

  On the other hand, when it is determined in step S310 that the mode switch flag Fmsw is 1 and the power mode is selected by the driver, at least one of the motor temperatures T1 and T2 input in step S300. It is determined whether one is equal to or higher than a reference motor temperature Tmref as a predetermined threshold (step S320). If it is determined in step S320 that at least one of the motor temperatures T1 and T2 is equal to or higher than the reference motor temperature Tmref, the oil temperature Tatf input in step S300 is further used as a reference oil as a predetermined threshold value. It is determined whether or not the temperature is higher than the temperature Tfref (for example, 120 to 140 ° C.) (step S330). The reference motor temperature Tmref and the reference oil temperature Tfref are determined in advance through experiments and analysis in consideration of the characteristics of the motors MG1 and MG2, the operating state of the hybrid vehicle 20, and the like. When at least one of the motor temperatures T1 and T2 is equal to or higher than the reference motor temperature Tmref and the oil temperature Tatf is equal to or higher than the reference oil temperature Tfref, the hybrid vehicle 20 is operated under the normal mode. As described above, the mode flag Fmd is set (maintained) to 0 (step S340). In contrast, if both the motor temperatures T1 and T2 are lower than the reference motor temperature Tmref and a negative determination is made in step S320, or if the oil temperature Tatf is lower than the reference oil temperature Tfref and negative in step S330. If the determination is made, the mode flag Fmd is set (maintained) to a value 1 so that the hybrid vehicle 20 is driven under the power mode (step S350).

  By executing such a mode setting routine, the mode flag Fmd is set to a value of 0 or 1 so as to basically match the driver's selection in step S340 or S350. However, when it is determined in step S330 that the oil temperature Tatf is equal to or higher than the reference oil temperature Tfref while the mode flag Fmd is set to the value 1 and the hybrid vehicle 20 is being operated under the power mode. Since the mode flag Fmd is set to the value 0, the continuation of the power mode is prohibited. Further, when the driver switches the mode switch 88 to the power mode side while the hybrid vehicle 20 is being driven under the normal mode with the mode flag Fmd set to the value 0, the oil is returned in step S330. When it is determined that the temperature Tatf is equal to or higher than the reference oil temperature Tfref, the selection of the power mode by the driver is not accepted. That is, under the power mode, the torque output to the ring gear shaft 32a as the drive shaft tends to be larger than in the normal mode. Therefore, if the lubricating cooling oil for cooling the motors MG1 and MG2 is equal to or higher than the reference oil temperature Tfref when the power mode is selected by the driver, the motors MG1 and MG2 that further increase in temperature as the load increases are set. There is a possibility that the cooling with the lubricating cooling oil cannot be performed satisfactorily and the performance of the motors MG1 and MG2 is lowered. When the power mode is executed in a state where the lubricating cooling oil is equal to or higher than the reference oil temperature Tfref, the lubricating cooling oil is further heated to lubricate and cool not only the motors MG1 and MG2 but also the power distribution and integration mechanism 30 and the transmission 60. May not be executed satisfactorily, and smooth power output and gear shifting may be impaired. Therefore, in the hybrid vehicle 20 of the embodiment, when the temperature of the lubricating cooling oil is equal to or higher than the reference oil temperature Tfref in step S330, it is considered that the load limitation of the motors MG1 and MG2 is necessary, and the power mode is executed. And the reception is prohibited.

  Returning to FIG. 3 again, the drive control routine of FIG. 3 will be described. After the data input process in step S100, the operation mode of the hybrid vehicle 20 is set to the normal mode and the power mode based on the value of the input mode flag Fmd. Is determined (step S110). When the mode flag Fmd is set to 0 and the operation mode should be the normal mode, the control is performed using the accelerator opening Acc input in step S100 and the accelerator opening setting map in the normal mode. The accelerator opening Acc * for execution which is the accelerator opening is set (step S120). When the mode flag Fmd is set to the value 1 and the operation mode is to be the power mode, the accelerator opening Acc and the power mode accelerator opening setting map input in step S100 are used. An execution accelerator opening Acc *, which is an accelerator opening for control, is set (step S130). As shown in FIG. 5, the normal mode accelerator opening degree setting map is prepared in advance so that the execution accelerator opening Acc * has linearity with respect to the accelerator opening Acc in the range of 0 to 100%. Stored in the ROM 74. The normal-mode accelerator opening setting map illustrated in FIG. 5 is created so that the accelerator opening Acc is set as the execution accelerator opening Acc * as it is. On the other hand, as shown in FIG. 5, the power mode accelerator opening degree setting map is normal for the accelerator opening Acc in an arbitrary low accelerator opening region in order to suppress the feeling of popping out of the vehicle at a low vehicle speed. The same value as that set by the accelerator opening map for mode is set as the accelerator opening Acc * for execution, and accelerator operation is performed for accelerator opening Acc up to 100% outside the low accelerator opening range. In order to improve the responsiveness of torque output with respect to the normal mode accelerator opening setting map, a value larger than that set by the accelerator opening setting map is set as the execution accelerator opening Acc * and stored in the ROM 74. .

  If the execution accelerator opening Acc * is thus set in step S120 or S130, the drive connected to the drive wheels 39a, 39b based on the execution accelerator opening Acc * and the vehicle speed V input in step S100. After setting the required torque Tr * to be output to the ring gear shaft 32a as the shaft, the required power Pe * required for the engine 22 is set (step S140). In the embodiment, the relationship among the accelerator opening Acc * for execution, the vehicle speed V, and the required torque Tr * is predetermined and stored in the ROM 74 as a required torque setting map, and the required torque Tr * is given as A map corresponding to the accelerator opening Acc * for execution and the vehicle speed V is derived and set from the map. FIG. 6 shows an example of the required torque setting map. As a result of executing such processing, when the power mode is selected by the driver and the mode flag Fmd is set to the value 1 by the above-described mode setting routine, the execution accelerator opening Acc * is selected as the normal mode. If it is set larger than the time, the required torque Tr * is accordingly set larger than when the normal mode is selected. In the embodiment, the required power Pe * is calculated as a sum of the set required torque Tr * multiplied by the rotation speed Nr of the ring gear shaft 32a, the charge / discharge required power Pb *, and the loss Loss. The rotational speed Nr of the ring gear shaft 32a can be obtained by dividing the rotational speed Nm2 of the motor MG2 by the current gear ratio Gr of the transmission 60, as shown in the figure, or by multiplying the vehicle speed V by the conversion factor k. it can. Subsequently, the target rotational speed Ne * and the target torque Te * are set as target operating points of the engine 22 so that the engine 22 is efficiently operated based on the required power Pe * set in step S140 (step S140). S150). In the embodiment, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on a predetermined operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 7 illustrates an operation line of the engine 22 and a correlation curve between the target rotational speed Ne * and the target torque Te *. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and the correlation curve indicating that the required power Pe * (Ne * × Te *) is constant. it can.

  When the target rotational speed Ne * and the target torque Te * of the engine 22 are thus set, the target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ ( The target rotational speed Nm1 * of the motor MG1 is calculated according to the following equation (1) using the number of teeth of the sun gear 31 / the number of teeth of the ring gear 32), and the calculated target rotational speed Nm1 * and the current rotational speed Nm1 The torque command Tm1 * of the motor MG1 is set by executing the calculation of the equation (2) based on (Step S160). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. Further, FIG. 8 illustrates a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotational speed of the sun gear 31 that matches the rotational speed Nm1 of the motor MG1, the central C-axis indicates the rotational speed of the carrier 34 that matches the rotational speed Ne of the engine 22, and the right R-axis. The axis indicates the rotational speed Nr of the ring gear 32 obtained by dividing the rotational speed Nm2 of the motor MG2 by the current gear ratio Gr of the transmission 60. Further, two thick arrows on the R axis indicate that the torque acting on the ring gear shaft 32a by the torque output when the torque Tm1 is output from the motor MG1 and the torque Tm2 output from the motor MG2 via the transmission 60. The torque acting on the ring gear shaft 32a is shown. Expression (1) for obtaining the target rotational speed Nm1 * of the motor MG1 can be easily derived by using the rotational speed relationship in this alignment chart. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term.

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

  If the torque command Tm1 * of the motor MG1 is set in step S160, the input / output limits Win and Wout of the battery 50 and the motor MG1 obtained as the product of the torque command Tm1 * and the current rotational speed Nm1 of the motor MG1. The torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) by the rotational speed Nm2 of the motor MG2 are expressed by the following equations (3) and (4): ) To calculate (step S170). Further, as the torque to be output from the motor MG2 based on the current gear ratio Gr, the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 input in step S100. The temporary motor torque Tm2tmp is calculated using the following equation (5) (step S180), and the torque command Tm2 * of the motor MG2 is set as a value obtained by limiting the temporary motor torque Tm2tmp with the torque limits Tmin and Tmax calculated in step S170. (Step S190). By setting the torque command Tm2 * of the motor MG2 in this way, the torque output to the ring gear shaft 32a as the drive shaft can be set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. it can. Equation (5) can be easily derived from the alignment chart of FIG. When the target rotational speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are transferred to the engine ECU 24 and the motor. Torque commands Tm1 * and Tm2 * of MG1 and MG2 are transmitted to the motor ECU 40 (step S200), and the processes after step S100 are executed again. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * executes control for obtaining the target rotational speed Ne * and the target torque Te *. Further, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * drives the motors MG1 using the torque commands Tm1 * and drives the motors MG2 using the torque commands Tm2 *. Switching control of the switching element is performed.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  As described above, the hybrid vehicle 20 according to the embodiment has a tendency to increase the responsiveness of the torque output with respect to the accelerator operation as the driving force requesting operation as compared with the normal mode as the first driving mode and the normal mode. It can be operated under any one of the power modes as the second operation mode. Then, in hybrid vehicle 20, when it is determined in step S330 of FIG. 4 that the oil temperature Tatf of the lubricating cooling oil is not equal to or higher than the reference oil temperature Tfref, it is determined that the load limitation of motors MG1 and MG2 is unnecessary. The power based on the accelerator operation is output to the ring gear shaft 32a as the drive shaft using the accelerator position setting map in the normal mode or the power mode as the driving constraint corresponding to the normal mode or the power mode selected by the driver. Thus, engine 22 and motors MG1 and MG2 are controlled (step S120 or S130, S140 to S200 in FIG. 3). Further, when it is determined in step S330 in FIG. 4 that the oil temperature Tatf of the lubricating cooling oil is equal to or higher than the reference oil temperature Tfref and it is determined that the load limitation of the motors MG1 and MG2 is necessary, the selection of the operation mode by the driver is performed. Regardless of the state, the engine 22 and the motors MG1 and MG2 are controlled so that power based on the accelerator operation is output to the ring gear shaft 32a using the accelerator opening setting map in normal mode (steps S120 and S140 in FIG. 3). ~ S200). That is, when executing the normal mode, it is less necessary to increase the response of the torque output to the accelerator operation than when executing the power mode, so that the load on the motors MG1 and MG2 can be reduced. Therefore, when the oil temperature Tatf of the lubricating cooling oil is equal to or higher than the reference oil temperature Tfref and the load on the motors MG1 and MG2 is to be limited, the operation restriction corresponding to the normal mode regardless of the operation mode selected by the driver. If the engine 22 and the motors MG1 and MG2 are controlled using the map for setting the accelerator opening during normal mode as described above, performance degradation caused by heat generation of the motors MG1 and MG2 that may occur when the power mode is selected is suppressed. It becomes possible. As a result, in the hybrid vehicle 20, by allowing selection of a plurality of driving modes, it is possible to satisfy the driver's needs and to suppress a decrease in traveling performance.

  Further, as in the above embodiment, if it is considered that the load limitation of the motors MG1 and MG2 is necessary when the oil temperature Tatf of the lubricating cooling oil is equal to or higher than a predetermined reference oil temperature Tfref, the motor MG1 , It is possible to suppress the heat generation of MG2 and satisfactorily suppress the performance degradation of the hybrid vehicle 20 caused by the heat generation. Further, since there is a predetermined correlation between the temperatures T1, T2 of the motors MG1, MG2 and the temperature Tfref of the lubricating cooling oil that cools the motors MG1, MG2, the temperatures T1, T2 of the motors MG1, MG2 and the lubricating cooling oil Considering both the oil temperature Tatf of the engine, the necessity of load limitation of the motors MG1, MG2 is judged more appropriately, and the accelerator opening setting in the normal mode corresponding to the normal mode when the power mode is selected It is possible to minimize the opportunity to control the engine 22 and the motors MG1 and MG2 using the work map. In addition, for the accelerator opening Acc up to 100% other than the low accelerator opening region, in the power mode where a larger value than the accelerator opening setting map in the normal mode is set as the execution accelerator opening Acc * By using the accelerator position setting map, the required torque Tr * for the same accelerator position Acc is set larger when executing the power mode than when executing the normal mode, and the torque output response to accelerator operation is improved. It becomes possible to improve. Instead of using the normal mode accelerator opening setting map and the power mode accelerator opening setting map as in the above embodiment, the normal mode required torque setting map and the normal mode required torque setting are used. A power mode required torque setting map that tends to set the required torque Tr * for the same accelerator opening Acc larger than the map for the accelerator may be used.

  FIG. 9 is a flowchart illustrating another example of a drive control routine that can be applied to the hybrid vehicle 20 of the embodiment and executed by the hybrid ECU 70. The routine of FIG. 9 is also executed by the hybrid ECU 70 every predetermined time (for example, every several msec). At the start of the drive control routine of FIG. 9, the CPU 72 of the hybrid ECU 70 executes the data input process (step S400) similar to step S100 of FIG. 3, and then the accelerator opening Acc and the vehicle speed V input at step S400. Is set to the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft, and then the required power Pe * required for the engine 22 is set (step S410). Subsequently, it is determined whether the operation mode of the hybrid vehicle 20 is the normal mode or the power mode in the same manner as in step S110 of FIG. 3 (step S420). When the mode flag Fmd is set to the value 0 and the operation mode should be the normal mode, the target speed Ne * and the target torque Te * as the operation point of the engine 22 are set to the fuel efficiency priority operation shown in FIG. A line (which is the same as the operation line in FIG. 7 in the embodiment) and a correlation curve indicating that the required power Pe * is constant are obtained (step S430). When the mode flag Fmd is set to 1 and the operation mode should be the power mode, the target rotational speed Ne * and the target torque Te * as the operation point of the engine 22 are set to the fuel consumption priority operation line. 10 is obtained from the intersection of the torque priority operation line shown in FIG. 10, which has a tendency to set the output torque of the internal combustion engine to be larger, and the correlation curve indicating that the required power Pe * is constant (step S440). And the process of step S450-S490 similar to step S160-S200 of FIG. 3 is performed, and the process after step S400 is performed again. As described above, the required torque Tr * is set based on the accelerator opening (accelerator operation amount) Acc and the vehicle speed V detected by the accelerator pedal position sensor 84, and the required power Pe * required for the engine 22 is set. (Step S410), the engine 22, the motors MG1 and MG2 are controlled by using either the required power Pe * or the fuel priority operation line as the driving constraint for the normal mode and the torque priority operation line for the power mode. Also good. In this case, when executing the power mode as the second operation mode, it is possible to increase the torque load of the engine 22 and increase the torque directly transmitted from the engine 22 to the ring gear shaft 32a. It is possible to improve the responsiveness of the torque output to the accelerator operation while reducing the above.

  The transmission 60 according to the above embodiment is capable of shifting with two shift stages, Hi and Lo, but is not limited thereto, and the transmission can be shifted with three or more shift stages. A simple transmission may be used. The gear mechanism interposed between the motor MG2 and the ring gear shaft 32a as the drive shaft is not limited to the transmission 60, and may be a general reduction gear.

  Further, the hybrid vehicle 20 of the embodiment shifts the power of the motor MG2 by the transmission 60 and outputs it to the ring gear shaft 32a as a drive shaft, but the application target of the present invention is not limited to this. Absent. In other words, the present invention is different from an axle in which the power of the motor MG2 is connected to the ring gear shaft 32a (an axle to which the drive wheels 39a and 39b are connected) like a hybrid vehicle 120 as a modified example shown in FIG. You may apply to what outputs to (the axle connected to the wheels 39c and 39d in FIG. 11).

  Further, the hybrid vehicle 20 of the embodiment outputs the power of the engine 22 to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30. The scope of application is not limited to this. That is, the present invention is connected to an inner rotor 232 connected to the crankshaft 26 of the engine 22 and a drive shaft that outputs power to the drive wheels 39a and 39b, like a hybrid vehicle 220 as a modified example shown in FIG. The outer rotor 234 may be used, and may be applied to a motor including a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power.

  In the above embodiment, the power output device is described as being mounted on the hybrid vehicle 20, but the power output device according to the present invention is mounted on a moving body such as a vehicle other than an automobile, a ship, and an aircraft. It may be, or may be incorporated in a fixed facility such as a construction facility. In addition, it goes without saying that a method for controlling a power output apparatus provided in a moving body other than an automobile or a fixed facility is also included in the scope of the present invention.

  Here, the correspondence between the main elements of the above embodiment and the main elements of the invention described in the column of means for solving the problems will be described. That is, in the above-described embodiment, the engine 22 connected to the ring gear shaft 32a via the three-shaft power distribution and integration mechanism 30 or the counter-rotor motor 230 corresponds to the “internal combustion engine”, and the ring gear shaft via the transmission 60. The motor MG2 (see FIG. 11) or the counter-rotor motor 230 that is mechanically connected to the shaft 32a or connected to an axle different from the axle to which the drive wheels 39a and 39b are connected corresponds to the “motor”. 50 corresponds to the “power storage means”, and the accelerator pedal 83 and the accelerator pedal position sensor 84 operated by the driver correspond to “driving force request operation accepting means” for accepting a driving force request operation for the ring gear shaft 32a, and a mode switch. 88 is either the normal mode as the first operation mode or the power mode as the second operation mode. The hybrid ECU 70 or the like that executes the drive control routine of FIG. 3 or FIG. 9 to control the engine 22 and the motors MG1 and MG2 corresponds to the “control unit”. . Further, the mechanical oil pump 55 and the electric oil pump 56 that supply lubricating cooling oil to the motors MG1, MG2, etc. correspond to “cooling means”, and the temperature sensor 58 provided in the oil pan 57 is “refrigerant temperature detection means”. The temperature sensors 45 and 46 provided in the motors MG1 and MG2 correspond to “motor temperature detecting means”. Further, the hybrid ECU 70 that sets the required torque Tr * based on the execution accelerator opening Acc * or the accelerator opening Acc and the vehicle speed V corresponds to “required driving force setting means”, and the motor MG1 or the counter-rotor motor 230 is The power distribution / integration mechanism 30 corresponds to “rotation adjusting means” and “three-axis power input / output means”. The correspondence between the main elements of the embodiments and the main elements of the invention described in the column of means for solving the problems is the same as that of the invention described in the column of means for solving the problems by the embodiments. Since this is an example for specifically explaining the best mode for carrying out the invention, the elements of the invention described in the column of means for solving the problems are not limited. In other words, the examples are merely specific examples of the invention described in the column of means for solving the problem, and the interpretation of the invention described in the column of means for solving the problem is described in the description of that column. Should be done on the basis.

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

1 is a schematic configuration diagram of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a schematic configuration diagram of a transmission 60. FIG. It is a flowchart which shows an example of the drive control routine performed by hybrid ECU70 of an Example. It is a flowchart which shows an example of the mode setting routine performed by hybrid ECU70 of an Example. It is explanatory drawing which illustrates the map for accelerator opening setting in normal mode, and the map for accelerator opening setting in power mode. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which illustrates the operation line of the engine 22, the correlation curve of target rotational speed Ne *, and target torque Te *. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30. It is a flowchart which shows the other example of the drive control routine performed by hybrid ECU70 of an Example. It is explanatory drawing which illustrates the correlation curve of fuel consumption priority operation line, torque priority operation line, target rotation speed Ne *, and target torque Te *. It is a schematic block diagram of the hybrid vehicle 120 of the modification. FIG. 11 is a schematic configuration diagram of a hybrid vehicle 220 of a modification example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 45 , 46, 58 Temperature sensor, 48 Rotating shaft, 50 Battery, 52 Electronic control unit for battery (battery ECU), 54 Power line, 55 Mechanical oil pump, 56 Electric oil pump, 57 Oil pump , 60 transmission, 60a planetary gear mechanism (double pinion type), 60b planetary gear mechanism (single pinion type), 61, 65 sun gear, 62, 66 ring gear, 63a first pinion gear, 63b second pinion gear, 64, 68 carrier, 67 pinion gear, 70 hybrid electronic control unit (hybrid ECU), 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 Brake pedal position sensor, 87 Vehicle speed sensor, 88 Mode switch, 230 Counter rotor motor, 232 Inner rotor, 234 Outer rotor, MG1, MG2 Motor, B , B2 brake.

Claims (10)

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 power with the motor;
Driving force request operation receiving means for receiving a driving force request operation for the drive shaft;
Operation mode selection for selecting either the first operation mode or the second operation mode having a tendency to increase the responsiveness of the output of power to the driving force request operation as compared with the first operation mode Means,
When there is no need to limit the load on the electric motor, the internal combustion engine is configured such that power based on the driving force request operation is output to the driving shaft using the driving constraint corresponding to the selected first or second driving mode. When the load restriction is necessary, the power based on the driving force request operation is transferred to the driving shaft using the driving constraint corresponding to the first driving mode regardless of the selected state of the driving mode. Control means for controlling the internal combustion engine and the electric motor to be output to
A power output device comprising: The power output apparatus according to claim 1, wherein
Cooling means for cooling the electric motor using a cooling medium;
Refrigerant temperature detection means for detecting the temperature of the cooling medium,
The load output is required when the temperature of the cooling medium detected by the refrigerant temperature detecting means is equal to or higher than a predetermined reference refrigerant temperature. The power output apparatus according to claim 2,
Electric motor temperature detecting means for detecting the temperature of the electric motor,
The load limitation is necessary because the temperature of the motor detected by the motor temperature detecting means is equal to or higher than a predetermined reference motor temperature, and the temperature of the cooling medium detected by the refrigerant temperature detecting means is the reference temperature. A power output device that is when the refrigerant temperature is equal to or higher. In the power output device according to any one of claims 1 to 3,
The driving constraints corresponding to the first and second driving modes respectively define the relationship between the operation amount received by the driving force request operation receiving means and the required driving force required for the drive shaft,
The driving constraint corresponding to the second driving mode has a tendency to set the required driving force for the same operation amount larger than the driving constraint corresponding to the first driving mode. . In the power output device according to any one of claims 1 to 3,
Further comprising required driving force setting means for setting a required driving force required for the drive shaft based on an operation amount received by the driving force request operation receiving means;
The driving restrictions corresponding to the first and second driving modes respectively define operating points of the internal combustion engine according to the required driving force set by the required driving force setting means.
The driving output corresponding to the second operating mode has a tendency to set the output torque of the internal combustion engine to be larger than the operating constraint corresponding to the first operating mode. In the power output device according to any one of claims 1 to 5,
A generator motor that can generate electric power using a part of the power from the internal combustion engine and can exchange electric power with the power storage means;
The power output device, wherein the load limit is a load limit of the electric motor and the electric generator motor. The power output apparatus according to claim 6, wherein
Rotation adjustment that is connected to the output shaft of the internal combustion engine and the drive shaft that can rotate independently of the output shaft, and that can adjust the rotational speed of the output shaft relative to the drive shaft with input and output of electric power and power A power output apparatus further comprising means. The power output apparatus according to claim 7,
The rotation adjusting means is connected to the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and has a residual power determined based on power input to and output from any two of these three shafts. A power output device that inputs and outputs power to and from the third rotating shaft.   9. A hybrid vehicle comprising the power output device according to claim 1 and including an axle connected to the drive shaft. A 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; and a storage means capable of exchanging electric power with the motor; Control method of a power output apparatus operable in any of the second operation mode having a tendency to increase the response of the output of power to a predetermined driving force request operation as compared with the first operation mode Because
When it is not necessary to limit the load of the motor, the power based on the driving force request operation is output to the drive shaft using the driving constraint corresponding to the first or second driving mode selected as the driving mode. The internal combustion engine and the electric motor are controlled, and when the load limitation is necessary, the power based on the driving force request operation is generated using the driving constraint corresponding to the first driving mode regardless of the selected state of the driving mode. A control method of a power output device for controlling the internal combustion engine and the electric motor so as to be output to a drive shaft.

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