JP2008207578A - Power output device, its control method, and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress a risk of over-discharge of a storage device caused by a drop of battery voltage liable to occur due to a decrease of generated output by a motor MG1 or a relative increase of output from a motor MG2 to cope with demand torque required of a driving shaft. <P>SOLUTION: When temporary target charge/discharge electric power Pbtmp based on the residual capacity SOC of a battery is on the charge side (S340), target charge/discharge electric power Pb* is set by multiplying the temporary target charge/discharge electric power Pbtmp by a correction factor α having a tendency to become larger in proportion to the rise of an output fall degree ΔPe which is the falling degree of power output from an engine when operating the engine at a target operating point, with respect to power corresponding to the target operating point (S360, S370). The engine and two motors are then controlled to charge/discharge the battery with electric power based on the target charge/discharge electric power Pb* and to output torque required of the driving shaft, to the driving shaft. The over-discharge of the battery can thereby be suppressed even when the output fall degree ΔPe is comparatively high. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a power output apparatus, a control method therefor, and a vehicle.

Conventionally, as this type of power output device, an engine, a power distribution and integration mechanism connected to the engine and the drive shaft, a first motor (motor MG1) connected to the power distribution and integration mechanism, and a drive shaft are connected. Second motor (motor MG2) and a battery capable of exchanging electric power with motors MG1 and MG2, and suppressing the occurrence of knocking by retarding the ignition timing when engine knocking occurs A device that performs knocking control is proposed (see, for example, Patent Document 1). In this device, when knocking control is started, it is determined that the torque output from the engine has decreased, and the engine can be started or stopped more easily than when the torque output from the engine has not decreased. The output from the engine is secured by making it difficult.
JP 2005-125824 A

  In the above-described power output device, when knocking control is started, the torque output from the engine decreases. At this time, compared with the case where the torque output from the engine does not decrease, power generation by the motor MG1 is performed. The electric power is reduced, or the output from the motor MG2 becomes relatively large in order to cope with the required torque required for the drive shaft, so that the voltage of the battery is liable to decrease and the battery may be overdischarged. .

  An object of the power output device, the control method thereof, and the vehicle of the present invention is to suppress overdischarge of the power storage device.

  The power output apparatus, the control method thereof, and the vehicle of the present invention employ the following means in order to achieve the above-described object.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power generation means capable of generating power using at least part of the power from the internal combustion engine;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging power with the power generation means and the motor;
Required driving force setting means for setting required driving force required for the drive shaft;
Target operating point setting means for setting a target operating point of the internal combustion engine based on the set required driving force;
When preset control is performed so that the internal combustion engine is operated at the set target operating point, the power output from the internal combustion engine is lower than the power corresponding to the target operating point. An output reduction degree estimating means for estimating an output reduction degree that is a degree to
Target charge / discharge power setting means for setting the target charge / discharge power of the power storage means based on the state of the power storage means and the estimated output reduction degree;
The internal combustion engine and the power generation means so that the power storage means is charged / discharged with electric power based on the set target charge / discharge power and a driving force based on the set required driving force is output to the drive shaft. Control means for controlling the electric motor;
It is a summary to provide.

  In the power output apparatus of the present invention, a target operation point of the internal combustion engine is set based on the required driving force required for the drive shaft, and control is performed in advance so that the internal combustion engine is operated at the target operation point. The power output from the internal combustion engine is estimated to be lower than the power corresponding to the target operating point, and the target of the power storage means is determined based on the state of the power storage means and the power reduction degree. The charge / discharge power is set, and the internal combustion engine, the power generation means, and the motor are controlled so that the power storage means is charged / discharged with the power based on the target charge / discharge power and the driving force based on the required driving force is output to the drive shaft. . Thereby, an electrical storage means can be charged / discharged with the electric power based on the target charging / discharging electric power according to the output fall grade. Therefore, if the target charge / discharge power is appropriately set based on the output reduction degree, overdischarge of the power storage means can be suppressed even when the output reduction degree is relatively large. Here, when the output decreases, the internal combustion engine is operated at a low speed when the fuel to be used is not normal (for example, when the fuel having an octane number lower than the assumed octane number is used). Can be considered. This is because, when the fuel to be used is not normal, particularly when the internal combustion engine is operated at a low speed, knocking is likely to occur in the internal combustion engine, and the ignition timing retarding side to suppress the occurrence thereof. This is because the output from the internal combustion engine decreases due to the change to.

  In such a power output apparatus of the present invention, the target charge / discharge power setting means uses the relationship that at least the charge power to be charged in the power storage means increases as the estimated output reduction degree increases. It can also be a means for setting. In this way, overdischarge of the power storage means can be suppressed even when the degree of output decrease is relatively large. In this case, the target charge / discharge power setting means sets a temporary target charge / discharge power based on the state of the power storage means, and when the set temporary target charge / discharge power is the discharge side or value 0, the temporary target charge / discharge power is set. The power is set to the target charging / discharging power, and when the set temporary target charging / discharging power is on the charging side, a correction coefficient is set so as to increase as the estimated output decrease degree increases, and the temporary target charging / discharging power is set. The target charging / discharging power may be set by multiplying the correction coefficient by the correction coefficient.

  In the power output apparatus of the present invention, the target operating point setting means sets a target power to be output from the internal combustion engine based on the set required driving force and the set target charge / discharge power. In addition, it may be a means for setting the target operating point based on the set target power.

  Further, in the power output apparatus of the present invention, supply fuel judgment means for judging whether the fuel supplied to the internal combustion engine is a fuel having a predetermined octane number or a low-octane fuel having a lower octane number than the predetermined octane number. And the output reduction degree estimation means is means for estimating the output reduction degree based on the rotational speed of the internal combustion engine when the supply fuel determination means determines that the fuel is the low octane number fuel. You can also. In this case, when the supply fuel determination means determines that the output reduction degree estimation means is the low octane number fuel, the output reduction degree estimation means estimates the output reduction degree so as to increase as the rotational speed of the internal combustion engine decreases. It can also be assumed. This is because it is considered that knocking is more likely to occur as the rotational speed of the internal combustion engine is smaller, and the ignition timing is likely to be changed to the retard side. The fuel supply determining means may be means for determining that the fuel is the low octane fuel when knocking occurs in the internal combustion engine.

  Alternatively, in the power output apparatus of the present invention, the power generation means is connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and to input and output electric power and power. Accordingly, it may be an electric power input / output means capable of inputting / outputting power to / from the drive shaft and the output shaft. In this case, the power power input / output means is connected to three axes of a generator for inputting / outputting power, the drive shaft, the output shaft, and the rotating shaft of the generator, and any one of the three axes. It can also be a means provided with a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on power input / output to / from the shaft.

  The vehicle of the present invention is a power output apparatus of the present invention according to any one of the above-described aspects, that is, basically a power output apparatus that outputs power to a drive shaft, and includes an internal combustion engine and an output from the internal combustion engine. Power generation means capable of generating power using at least a part of power, an electric motor capable of inputting / outputting power to / from the drive shaft, power storage means capable of exchanging electric power with the power generation means and the motor, and a request for the drive shaft Required driving force setting means for setting the required driving force to be performed, target operating point setting means for setting a target operating point of the internal combustion engine based on the set required driving force, and the internal combustion engine being set When the preset control is performed so that the engine is operated at the target operation point, the output low is such that the power output from the internal combustion engine is lower than the power corresponding to the target operation point. An output reduction degree estimating means for estimating the degree, a target charge / discharge power setting means for setting a target charge / discharge power of the electricity storage means based on the state of the electricity storage means and the estimated output reduction degree, and the set The internal combustion engine, the power generation means, and the electric motor so that the power storage means is charged / discharged with electric power based on the target charge / discharge power and the driving force based on the set required driving force is output to the drive shaft. And a control means for controlling the vehicle. The power output device is mounted, and the axle is connected to the drive shaft.

  Since the vehicle according to the present invention is equipped with the power output device of the present invention according to any one of the aspects described above, the effect of the power output device of the present invention, for example, the power based on the target charge / discharge power corresponding to the degree of output decrease The power storage means can be charged and discharged with an effect, and if the target charge / discharge power is appropriately set based on the output reduction degree, the overdischarge of the power storage means can be suppressed even when the output reduction degree is relatively large, etc. Similar effects can be achieved.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, power generation means capable of generating electric power using at least a part of power from the internal combustion engine, an electric motor capable of inputting / outputting power to / from the drive shaft, and power exchange with the power generation means and the electric motor A power output device comprising a power storage means,
(A) setting a target operating point of the internal combustion engine based on a required driving force required for the driving shaft;
(B) When preset control is performed so that the internal combustion engine is operated at the set target operating point, the power output from the internal combustion engine is changed to the power corresponding to the target operating point. Estimate the degree of output reduction, which is the degree to which
(C) setting a target charge / discharge power of the power storage means based on the state of the power storage means and the estimated output reduction degree;
(D) the internal combustion engine and the internal combustion engine so that the power storage unit is charged and discharged with electric power based on the set target charging / discharging electric power and a driving force based on the set required driving force is output to the driving shaft. Controlling the power generation means and the electric motor;
This is the gist.

  In the control method of the power output apparatus of the present invention, the target operating point of the internal combustion engine is set based on the required driving force required for the drive shaft, and the internal combustion engine is set in advance so as to be operated at the target operating point. When the control is performed, the power output from the internal combustion engine is estimated to be a power decrease corresponding to the power corresponding to the target operating point, and the power storage is performed based on the state of the power storage means and the power decrease. An internal combustion engine, a power generation means, and an electric motor so that the power storage means is charged and discharged with electric power based on the target charge / discharge power and the driving force based on the required driving force is output to the drive shaft. To control. Thereby, an electrical storage means can be charged / discharged with the electric power based on the target charging / discharging electric power according to the output fall grade. Therefore, if the target charge / discharge power is appropriately set based on the output reduction degree, overdischarge of the power storage means can be suppressed even when the output reduction degree is relatively large. Here, when the output decreases, the internal combustion engine is operated at a low speed when the fuel to be used is not normal (for example, when the fuel having an octane number lower than the assumed octane number is used). Can be considered. This is because, when the fuel to be used is not normal, particularly when the internal combustion engine is operated at a low speed, knocking is likely to occur in the internal combustion engine, and the ignition timing retarding side to suppress the occurrence thereof. This is because the output from the internal combustion engine decreases due to the change to.

  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 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  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. Inhalation and gasoline are injected from the fuel injection valve 126 to mix the sucked air and gasoline. The mixture is sucked into the fuel chamber through the intake valve 128 and is 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 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the cooling water temperature from the combustion chamber, the in-cylinder pressure Pin from the pressure sensor 143 installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve Cam position, throttle position from throttle valve position sensor 146 for detecting the position of throttle valve 124, air flow meter signal AF from air flow meter 148 attached to the intake pipe, and temperature sensor also attached to the intake pipe The intake air temperature from 49, the knocking signal from the knocking sensor 152 for detecting the knocking generated in the engine 22, the air-fuel ratio AF from the air-fuel ratio sensor 135a, the oxygen signal from the oxygen sensor 135b, etc. are input via the input port. Yes. 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 engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

  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. 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 power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, an inter-terminal voltage Vb from the voltage sensor 51 a installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current Ib from the attached current sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity SOC based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b in order to manage the battery 50, or based on the calculated remaining capacity SOC and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated. The input / output limits Win and Wout of the battery 50 are set to basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limit correction coefficient and the input limit are set based on the remaining capacity SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

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

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

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. First, the operation when knocking occurs in the engine 22 will be described, and then the operation when the required torque corresponding to the amount of operation of the accelerator pedal 83 by the driver is output to the ring gear shaft 32a will be described. FIG. 3 is a flowchart showing an example of a knocking detection processing routine executed by the engine ECU 24. This routine is executed when a knocking signal is input from the knocking sensor 152.

In the knocking detection time processing routine, the CPU 24a of the engine ECU 24 changes the ignition timing FT of the engine 22 to the retard side with respect to the normal timing FT1 in order to suppress the occurrence of knocking (step S100). Use of regular fuel whose value is set to 0 as an initial value because it is determined that a fuel having a lower octane number (in the embodiment, regular fuel) is used than fuel (in the embodiment, high octane number fuel) A value 1 is set to the determination flag F1 and is transmitted to the hybrid electronic control unit 70 (step S100), and this routine is terminated. Here, the normal ignition timing FT1 of the engine 22 is adjusted to a time when knocking does not occur regardless of the rotational speed Ne of the engine 22 when an assumed fuel (high octane number fuel) is used by experiments or the like. . Therefore, when the high-octane fuel is used, the regular fuel use determination flag F1 is held at the value 0.

  Next, the operation when outputting the required torque to the ring gear shaft 32a will be described. FIG. 4 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the motor MG1. , MG2 rotational speed Nm1, Nm2, remaining capacity SOC of battery 50, input / output limits Win and Wout of battery 50, regular fuel use determination flag F1, and the like are input (step S200). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor 140 attached to the crankshaft 26, and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the remaining capacity SOC of the battery 50 is calculated based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b, and is input from the battery ECU 52 by communication. The input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity SOC of the battery 50 and input from the battery ECU 52 by communication. The regular fuel usage determination flag F1 is set by the knocking detection processing routine of FIG. 3 and is input from the engine ECU 24 by communication.

  Subsequently, the target charge / discharge power Pb * is set by the target charge / discharge power setting process illustrated in FIG. 5 (step S210). Regarding the target charge / discharge power Pb *, in the examples, the discharge side was positive and the charge side was negative. The target charge / discharge force setting process of FIG. 5 will be described later. When the target charge / discharge power Pb * is set in this way, a request to be output to the ring gear shaft 32a as a drive shaft connected to the drive wheels 63a and 63b as a torque required for the vehicle based on the accelerator opening Acc and the vehicle speed V. Torque Tr * and required power Pe * required for engine 22 are set (step S220). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 6 shows an example of the required torque setting map. The required power Pe * can be calculated by subtracting the target charge / discharge power Pb * required by the battery 50 from the product of the set required torque Tr * and the rotation speed Nr of the ring gear shaft 32a and adding the loss Loss. it can. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Then, based on the set required power Pe *, a target rotational speed Ne * and a target torque Te * are set as target operating points at which the engine 22 should be operated (step S230). This setting is performed based on an operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 6 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35, the following equation (1) The target rotational speed Nm1 * of the motor MG1 is calculated by the above, and the torque command Tm1 * of the motor MG1 is calculated by the formula (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S240). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 8 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. 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. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

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

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. 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 obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 is expressed by the following equation (3). In addition, calculation is performed according to Equation (4) (step S250), and output from the motor MG2 using the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35. The temporary motor torque Tm2tmp as the power torque is calculated by the equation (5) (step S260), and the calculated torque Click limit Tmin, set the torque command Tm2 * of the motor MG2 limits the tentative motor torque Tm2tmp at Tmax (step S270). By setting the torque command Tm2 * of the motor MG2 in this way, the required 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 / output limits Win and Wout of the battery 50. can do. Equation (5) can be easily derived from the collinear diagram of FIG. 8 described above.

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

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S280), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  The drive control has been described above. In this drive control, the required power Pe * of the engine 22 is set based on the required torque Tr * and the target charge / discharge power Pb *, and the target operating point (target rotational speed Ne *) of the engine 22 is set based on the required power Pe *. And the target torque Te *) and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 based on the required torque Tr * and the target operating point of the engine 22 to control the engine 22 and the motors MG1 and MG2. To do. At this time, the battery 50 is charged / discharged with electric power based on the target charging / discharging electric power Pb *. Next, the setting of the target charge / discharge power Pb * of the battery 50 used in such a drive control routine will be described using the target charge / discharge power setting process of FIG.

  In the target charge / discharge setting process, first, a temporary target charge / discharge power Pbtmp is set based on the remaining capacity SOC of the battery 50 (step S300). In the embodiment, the temporary target charging / discharging power Pbtmp is stored in the ROM 74 as a temporary target charging / discharging power setting map by predetermining the relationship between the remaining capacity SOC of the battery 50 and the temporary target charging / discharging power Pbtmp. When the remaining capacity SOC is given, the corresponding temporary target charge / discharge power Pbtmp is derived and set from the stored map. An example of the temporary target charge / discharge power setting map is shown in FIG. In the example of FIG. 9, the temporary target charge / discharge power Pbtmp is set to a value of 0 in the range from the threshold value S1 to the threshold value S2 where the remaining capacity SOC of the battery 50 includes the target remaining capacity SOC *, and the target remaining capacity SOC * is set to the threshold value S1. If it is less than the range, the power for charging / discharging is set, and the power for discharging is set above the threshold value S2. As the target remaining capacity SOC *, for example, 50%, 60%, 70% or the like can be used, and as the threshold value S1, a value about 5%, 10%, or 15% smaller than the target remaining capacity SOC * is used. As the threshold value S2, a value about 5%, 10%, or about 15% larger than the target remaining capacity SOC * can be used.

  Subsequently, the value of the regular fuel usage determination flag F1 is checked (step S310). When the regular fuel usage determination flag F1 is 0, the engine 22 is operated at the target operating point (target rotational speed Ne * and target torque Te *). Then, a value 0 is set to an output reduction degree ΔPe that is such that the power output from the engine 22 decreases with respect to the power corresponding to the target operating point (hereinafter referred to as target operating point corresponding power) (step S320). . Here, in the embodiment, control such as fuel injection control and ignition control of the engine 22 is performed so that the power corresponding to the target operating point is output from the engine 22 when the assumed fuel (high-octane fuel) is used. It was supposed to be.

  On the other hand, when the regular fuel use determination flag F1 is 1, the output reduction degree ΔPe is set based on the rotational speed Ne of the engine 22 (step S330). In this embodiment, the output reduction degree ΔPe at this time is stored in the ROM 74 as an output reduction degree setting map by previously determining the relationship between the rotational speed Ne of the engine 22 and the output reduction degree ΔPe by an experiment or the like. When the rotation speed Ne is given, the corresponding output decrease degree ΔPe is derived from the stored map and set. An example of the output reduction degree setting map is shown in FIG. As shown in the figure, the output decrease degree ΔPe is set to a value of 0 in a region where the rotational speed Ne of the engine 22 is equal to or higher than a certain rotational speed N1, and in a region where the rotational speed Ne of the engine 22 is less than the rotational speed N1, the rotational speed Ne. The smaller the value, the larger the trend. This is due to the following reason. In a region where the rotational speed Ne of the engine 22 is relatively large, normally, even when regular fuel is used, knocking hardly occurs in the engine 22. For this reason, it is considered that the ignition timing FT of the engine 22 is not changed to the retard side with respect to the normal timing FT1, and the engine 22 outputs power corresponding to the target operating point corresponding power. On the other hand, in the region where the rotational speed Ne of the engine 22 is relatively small, if regular fuel is used, knocking is likely to occur in the engine 22, and when knocking occurs, the occurrence of knocking is suppressed as described above. Therefore, the ignition timing FT is changed to the retard side with respect to the normal timing FT1. When the ignition timing FT is changed to the retard side in this way, the combustion becomes slow, and the power output from the engine 22 becomes smaller than the power corresponding to the target operating point. In consideration of these, in the embodiment, in a region where the rotational speed Ne of the engine 22 is a certain level of the rotational speed N1 or more, a value 0 is set to the output reduction degree ΔPe, and the rotational speed Ne of the engine 22 is a region where the rotational speed Ne is less than the rotational speed N1. Then, the output decrease degree ΔPe is set so as to increase as the rotational speed Ne decreases.

  Next, the value of the temporary target charge / discharge power Pbtmp is checked (step S340). When the temporary target charge / discharge power Pbtmp is 0 or more, the temporary target charge / discharge power Pbtmp is set to the target charge / discharge power Pb * (step S340). S350), the target charge / discharge power setting process is terminated. On the other hand, when the temporary target charge / discharge power Pbtmp is less than 0 (negative), the correction coefficient α is set based on the output decrease degree ΔPe (step S360), and the set correction coefficient α is set to the temporary target charge / discharge power Pbtmp. The multiplied value is set as the target charge / discharge power Pb * of the battery 50 (step S370), and the target charge / discharge power setting process is terminated. In the embodiment, the correction coefficient α when the temporary target charge / discharge power Pbtmp is less than 0 is determined in advance, and the relationship between the output reduction degree ΔPe and the correction coefficient α is determined in advance, and the relationship between the correction coefficient α is stored in the ROM 74 in advance. In addition, when the output reduction degree ΔPe is given, the corresponding output reduction degree ΔPe is derived and set from the stored map. An example of the output reduction degree setting map is shown in FIG. As shown in the figure, the output reduction degree ΔPe is set to increase from the value 1 as the output reduction degree ΔPe increases. When the output reduction degree ΔPe is relatively large, the magnitude of torque output from the motor MG1 to rotate the engine 22 at the target rotational speed Ne * (downward torque in the collinear diagram of FIG. 8) decreases. Therefore, the power generated by the motor MG1 tends to be small, and the power consumption by the motor MG2 tends to increase in order to cope with the required torque Tr * as much as possible. Therefore, when the value on the charging side is set as the target charge / discharge power Pb * when the output reduction degree ΔPe is relatively large, the battery 50 is charged with a relatively small power compared to the target charge / discharge power Pb *. Or the battery 50 is discharged. Therefore, if the target charge / discharge power Pb * that is the same as when the output decrease degree ΔPe is relatively small when the output decrease degree ΔPe is relatively large, the battery 50 may be overdischarged. In the embodiment, in order to eliminate such inconvenience, the correction coefficient α is set so as to increase as the output decrease degree ΔPe increases. As a result, when the temporary target charge / discharge power Pbtmp is less than 0, the target charge / discharge power Pb * is set so as to decrease as the output decrease degree ΔPe increases (increase toward the charge side), and the output decrease degree ΔPe. Since the required power Pe * is set so as to increase as the value increases, the output from the engine 22 increases as compared with the value in which the correction coefficient α is set to 1 regardless of the output decrease degree ΔPe. The overdischarge of the battery 50 can be suppressed.

  According to the hybrid vehicle 20 of the embodiment described above, the power output from the engine 22 corresponds to the target operating point when the engine 22 is operated at the target operating point (target rotational speed Ne * and target torque Te *). An output reduction degree ΔPe that is a degree of reduction with respect to the target operating point corresponding power is set, and when the temporary target charge / discharge power Pbtmp based on the remaining capacity SOC of the battery 50 is the discharge side or value 0, the temporary target charge / discharge power Pbtmp is set. The target charge / discharge power Pb * is set to the target charge / discharge power Pbtmp, and when the temporary target charge / discharge power Pbtmp is on the charge side, the product of the temporary target charge / discharge power Pbtmp and the correction coefficient α that tends to increase as the output decrease degree ΔPe increases. * The battery 50 is charged / discharged with electric power based on the set target charging / discharging electric power Pb *. Since torque based on Tr * to control the engine 22 and the motor MG1, MG2 to be outputted to the ring gear shaft 32a, it is possible to suppress the over-discharge of the battery 50 even when the output reduction of about ΔPe is relatively large.

  In the hybrid vehicle 20 of the embodiment, when the temporary target charge / discharge power Pbtmp of the battery 50 is 0 or more (discharge side or value 0), the temporary target charge / discharge power Pbtmp is set to the target charge / discharge power Pb *. However, similarly to the case where the temporary target charge / discharge power Pbtmp is less than 0 (charge side), the correction coefficient α is set based on the output decrease degree ΔPe and the set correction coefficient α is multiplied by the set temporary correction charge / discharge power Pbtmp. The target charge / discharge power Pb * may be set. In this case, the correction coefficient α may be set so as to decrease from the value 1 toward the value 0 as the output decrease degree ΔPe increases. In this way, the target charge / discharge power Pb * is set such that the larger the output decrease degree ΔPe is, the smaller the required power Pe * is, and the required power Pe * is set so as to increase as the output decrease degree ΔPe is larger. 50 overdischarge can be further suppressed.

  In the hybrid vehicle 20 of the embodiment, when the temporary target charge / discharge power Pbtmp of the battery 50 is 0 or more (discharge side or value 0), the temporary target charge / discharge power Pbtmp is set to the target charge / discharge power Pb *. When the discharge power Pbtmp is less than 0 (charge side), the target charge / discharge power Pb * is calculated by setting the correction coefficient α based on the output decrease degree ΔPe and multiplying the set correction coefficient α by the temporary target charge / discharge power Pbtmp. However, when the temporary target charge / discharge power Pbtmp is less than 0, or regardless of the temporary target charge / discharge power Pbtmp, the correction value ΔPb based on the output decrease degree ΔPe is calculated from the temporary target charge / discharge power Pbtmp. The reduced value may be set as the target charge / discharge power Pb *.

  In the hybrid vehicle 20 of the embodiment, when the regular fuel use determination flag F1 is 1, the output reduction degree ΔPe is set based on the rotational speed Ne of the engine 22, but instead of this, the ignition timing FT or The output reduction degree ΔPe may be set based on the retardation amount ΔFT from the normal ignition timing FT1. When the output reduction degree ΔPe is set based on the ignition timing FT, for example, as illustrated in the output reduction degree setting map of the modification of FIG. 12, the ignition timing FT is retarded compared to the normal ignition timing FT1. The output decrease degree ΔPe may be set so as to increase toward the side.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35. However, the motor MG2 may be directly attached to the ring gear shaft 32a, or Instead, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a 2-speed, 3-speed, or 4-speed.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 13) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power 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 power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the embodiment, a so-called parallel hybrid vehicle including an engine and an electric motor that can output power to a drive shaft connected to drive wheels has been described. However, a generator that can generate electric power using the engine and power from the engine is described. And a so-called series-type hybrid vehicle including a motor capable of outputting power to the drive shaft and a battery capable of exchanging power with the generator and the motor.

  In addition, it is not limited to those applied to such hybrid vehicles, but is incorporated into non-moving equipment such as forms of power output devices mounted on moving bodies such as vehicles other than automobiles, ships, and aircraft, and construction equipment. A power output device may be used. Furthermore, it is good also as a form of the control method of such a power output device.

  Here, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the power distribution and integration mechanism 30 and the motor MG1 correspond to “power generation means”, the motor MG2 corresponds to “electric motor”, and the battery 50 corresponds to “power storage means”. The voltage sensor 51a corresponds to “voltage detection means”, and a hybrid that executes the process of step S220 of the drive control routine of FIG. 4 for setting the required torque Tr * based on the accelerator opening Acc and the vehicle speed V. The electronic control unit 70 corresponds to “required driving force setting means”, and sets the target operating point (target rotational speed Ne * and target torque Te *) of the engine 22 based on the required torque Tr * and the target charge / discharge power Pb *. The hybrid electronic control unit 70 that executes the process of step S230 of the drive control routine of FIG. 4 to be set corresponds to the “target operation point setting means”. When the regular fuel usage determination flag F1 is 0, the output reduction degree ΔPe is such that the power output from the engine 22 when the engine 22 is operated at the target operating point is lower than the power corresponding to the target operating point. When 0 is set and the regular fuel use determination flag F1 is 1, the process of steps S310 to S330 of the target charge / discharge power setting process of FIG. 5 for setting the output decrease degree ΔPe based on the rotational speed Ne of the engine 22 is executed. The hybrid electronic control unit 70 corresponds to “output reduction degree estimating means”, sets the temporary target charge / discharge power Pbtmp based on the remaining capacity SOC of the battery 50, and temporarily sets the temporary target charge / discharge power Pbtmp to a value of 0 or more. The target charge / discharge power Pbtmp is set to the target charge / discharge power Pb *, and the temporary target charge / discharge power Pbtm is set. 5 is set to the target charge / discharge power Pb * obtained by multiplying the temporary target charge / discharge power Pbtmp by the correction coefficient α based on the output decrease degree ΔPe when the value is less than 0, steps S300 and S340 of the target charge / discharge power setting process of FIG. The electronic control unit for hybrid 70 that executes the processing of S370 corresponds to “target charge / discharge power setting means”, and the target operating point of the engine 22 set using the required torque Tr * and the target charge / discharge power Pb *. Based on (target rotational speed Ne * and target torque Te *) and required torque Tr *, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set, and the target rotational speed Ne * and target torque of the engine 22 described above are set. Step S24 of the drive control routine of FIG. 4 for transmitting Te * and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2. Motor using the electronic control unit for hybrid 70 that executes the processing of S280, the engine ECU 24 that controls the engine 22 using the received target rotational speed Ne * and the target torque Te *, and the received torque commands Tm1 * and Tm2 * The motor ECU 40 that controls MG1 and MG2 corresponds to “control means”. Further, when knocking occurs in the engine 22, the engine ECU 24 that executes the knocking occurrence process of FIG. 3 that sets the value 1 to the regular fuel use determination flag F1 that is set to the value 0 as the initial value is “supplied fuel determination”. It corresponds to “means”. Furthermore, the motor MG1 corresponds to a “generator”, and the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”. Alternatively, the counter-rotor motor 230 also corresponds to “power power input / output means”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “power generation means” is not limited to a combination of the power distribution and integration mechanism 30 and the motor MG1 or the anti-rotor motor 230, and is a motor connected to the engine and not connected to the drive shaft. Any power generator can be used as long as it can generate power using at least a part of the power from the internal combustion engine. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “power storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a power power input / output means such as a capacitor and an electric motor. The “voltage detection means” is not limited to the voltage sensor 51a, and any voltage detection means may be used as long as it detects the voltage of the power storage means. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. Any device may be used as long as it sets a required driving force required for the drive shaft. As the “target operation point setting means”, the target operation point (target rotational speed Ne * and target torque Te *) of the engine 22 is determined based on the required power Pe * based on the required torque Tr * and the target charge / discharge power Pb *. It is not limited to what is set, and it may be anything as long as it sets the target operating point of the internal combustion engine based on the required driving force. As the “output reduction degree estimation means”, when the regular fuel use determination flag F1 is 0, the power output from the engine 22 when the engine 22 is operated at the target operating point is lower than the power corresponding to the target operating point. When the value 0 is set to the output reduction degree ΔPe, which is the degree, and the regular fuel use determination flag F1 is 1, the output reduction degree ΔPe is not limited to the one that is set based on the engine speed Ne. Output from the internal combustion engine when preset control is performed so that the internal combustion engine is operated at the target operating point, such as one that sets the output decrease degree ΔPe based on the fuel use determination flag F1 and the ignition timing FT Estimate the degree of power reduction, which is the degree to which the motive power is reduced relative to the power corresponding to the target operating point If it may be used as any thing. The “target charge / discharge power setting means” sets the temporary target charge / discharge power Pbtmp based on the remaining capacity SOC of the battery 50 and sets the temporary target charge / discharge power Pbtmp as the target when the temporary target charge / discharge power Pbtmp is 0 or more. When the temporary target charge / discharge power Pbtmp is less than 0, the target charge / discharge power Pb * is set by multiplying the temporary target charge / discharge power Pbtmp by the correction coefficient α based on the output decrease degree ΔPe. The target charge / discharge power Pb * is set by multiplying the temporary target charge / discharge power Pbtmp by the correction coefficient α based on the output reduction degree ΔPe regardless of the temporary target charge / discharge power Pbtmp. The state of the power storage means and the output low, such as the target charge / discharge power Pb * obtained by subtracting the correction value ΔPb from the temporary target charge / discharge power Pbtmp As long as the target charging / discharging power of the power storage means is set based on the lower level, any value may be used. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. The “control means” is a motor based on the required torque Tr *, the required torque Tr * and the target operating point of the engine 22 based on the target charge / discharge power Pb * (target rotational speed Ne * and target torque Te *). The MG1 and MG2 torque commands Tm1 * and Tm2 * are not set to control the engine 22 and the motors MG1 and MG2, but the power storage means is charged / discharged with electric power based on the target charging / discharging electric power. At the same time, any device may be used as long as it controls the internal combustion engine, the power generation means, and the electric motor so that the driving force based on the required driving force is output to the drive shaft. Note that the correspondence between the main elements of the embodiment and the modified example and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. Since this is an example for specifically describing 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 interpretation of the invention described in the column of means for solving the problem should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problem. It is only a specific example.

  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 apparatus and the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. It is a flowchart which shows an example of the processing routine at the time of a knocking detection performed by engine ECU24 of an Example. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is a flowchart which shows an example of a target charging / discharging electric power setting process. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30. It is a flowchart which shows an example of the map for temporary target charging / discharging electric power setting. It is explanatory drawing which shows an example of the map for an output fall grade setting. It is a flowchart which shows an example of the correction coefficient setting map. It is explanatory drawing which shows an example of the map for an output fall grade setting of a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b, current sensor, 51c temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 hybrid Electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 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 purifier, 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, 152 knocking sensor, 230 pair rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (11)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power generation means capable of generating power using at least part of the power from the internal combustion engine;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging power with the power generation means and the motor;
Required driving force setting means for setting required driving force required for the drive shaft;
Target operating point setting means for setting a target operating point of the internal combustion engine based on the set required driving force;
When preset control is performed so that the internal combustion engine is operated at the set target operating point, the power output from the internal combustion engine is lower than the power corresponding to the target operating point. An output reduction degree estimating means for estimating an output reduction degree that is a degree to
Target charge / discharge power setting means for setting the target charge / discharge power of the power storage means based on the state of the power storage means and the estimated output reduction degree;
The internal combustion engine and the power generation means so that the power storage means is charged / discharged with electric power based on the set target charge / discharge power and a driving force based on the set required driving force is output to the drive shaft. Control means for controlling the electric motor;
A power output device comprising:   2. The target charge / discharge power setting means is a means for setting the target charge / discharge power using a relationship in which at least the charge power to be charged in the power storage means increases as the estimated output reduction degree increases. The power output apparatus described.   The target charge / discharge power setting means sets a temporary target charge / discharge power based on the state of the power storage means, and when the set temporary target charge / discharge power is on the discharge side or value 0, The target charging / discharging power is set, and when the set temporary target charging / discharging power is on the charging side, a correction coefficient is set so as to increase as the estimated output reduction degree increases, and the correction is applied to the temporary target charging / discharging power. The power output apparatus according to claim 2, which is means for setting the target charge / discharge power by multiplying by a coefficient.   The target operating point setting means sets a target power to be output from the internal combustion engine based on the set required driving force and the set target charge / discharge power, and based on the set target power The power output apparatus according to any one of claims 1 to 3, which is means for setting a target operation point. The power output device according to any one of claims 1 to 4,
A fuel supply determining means for determining whether the fuel supplied to the internal combustion engine is a fuel having a predetermined octane number or a low octane fuel having a lower octane number than the predetermined octane number;
The output reduction degree estimation means is means for estimating the output reduction degree based on the rotational speed of the internal combustion engine when the supply fuel determination means determines that the fuel is the low octane fuel.   The output reduction degree estimation means is a means for estimating the output reduction degree so that when the supply fuel determination means determines that the low-octane fuel is the low-octane fuel, the output decrease degree tends to increase as the rotational speed of the internal combustion engine decreases. Item 6. The power output device according to Item 5.   7. The power output apparatus according to claim 5, wherein the fuel supply determining means is means for determining that the fuel is the low octane fuel when knocking occurs in the internal combustion engine.   The power generation means is connected to the drive shaft and is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and the drive shaft and the output shaft with input and output of electric power and power. The power output device according to claim 1, wherein the power output device is an electric power input / output unit capable of inputting / outputting power to / from the power source.   The power motive power input / output means is connected to three axes of a generator for inputting / outputting motive power, the drive shaft, the output shaft, and a rotating shaft of the generator, and enters any two of the three axes. 9. The power output apparatus according to claim 8, wherein the power output apparatus comprises three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the output power.   A vehicle comprising the power output device according to claim 1 and an axle connected to the drive shaft. An internal combustion engine, power generation means capable of generating electric power using at least a part of power from the internal combustion engine, an electric motor capable of inputting / outputting power to / from the drive shaft, and power exchange with the power generation means and the electric motor A power output device comprising a power storage means,
(A) setting a target operating point of the internal combustion engine based on a required driving force required for the driving shaft;
(B) When preset control is performed so that the internal combustion engine is operated at the set target operating point, the power output from the internal combustion engine is changed to the power corresponding to the target operating point. Estimate the degree of output reduction, which is the degree to which
(C) setting a target charge / discharge power of the power storage means based on the state of the power storage means and the estimated output reduction degree;
(D) the internal combustion engine and the internal combustion engine so that the power storage unit is charged and discharged with electric power based on the set target charging / discharging electric power and a driving force based on the set required driving force is output to the driving shaft. Controlling the power generation means and the electric motor;
Control method of power output device.

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