JP2009173125A - Power output device, its control method, and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress the occurrence of abnormal sound in a gear mechanism connected to a driving shaft and an electric motor in the case of performing the load operation of an internal combustion engine, and to self-operate the internal combustion engine in a more appropriate revolution in the case of self-operating the internal combustion engine. <P>SOLUTION: When conditions under which when an engine and two motors MG1 and MG2 are controlled, torque to be output by the motor connected through a gear mechanism is turned to be about a value 0 are established based on request torque Tr* requested for a driving shaft and a target power Pe* of the engine (S240), the load operation of the engine is performed at an operation point where the number of revolution and torque have been changed in the case of performing the load operation of the engine (S250, S260). On the other hand, in the case of performing the independent operation of the engine when the conditions are established (S250, S280), the independent operation of the engine is performed by the number of revolution (number of revolution N1 or the number of revolution N2) corresponding to the input restriction Win of a battery (S190, S290). <P>COPYRIGHT: (C)2009,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 planetary gear mechanism connected to a drive shaft coupled to the engine and an axle, a first motor (MG1) connected to the planetary gear mechanism, and a drive A motor including a second motor (MG2) connected to a shaft via a reduction gear has been proposed (see, for example, Patent Document 1). In this device, when the engine is operated at an operating point based on the constraint of operating the engine efficiently, when the torque output from the motor MG2 is close to the value 0, the torque slightly separated from the vicinity of the value 0 is output from the motor MG2. At the same time, the engine and the motors MG1, MG2 are controlled so that the required torque is output to the drive shaft, thereby suppressing the generation of abnormal noise in the speed reducer.
JP 2006-262585 A

  As described above, in the power output apparatus, one of the problems is to suppress the generation of abnormal noise in a gear mechanism such as a speed reducer. In addition, some of these power output devices perform load operation or independent operation of the engine based on target power to be output from the engine. In this case, the rotation speed when the engine is operated autonomously is more appropriate. It is desirable to make it.

  The power output apparatus, the control method thereof, and the vehicle according to the present invention suppress the generation of abnormal noise in the gear mechanism connected to the drive shaft and the electric motor when the internal combustion engine is loaded and perform the independent operation of the internal combustion engine. The main purpose is to operate the internal combustion engine independently at an appropriate rotational speed.

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

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
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 / output power to and from the drive shaft and the output shaft with input / output of power and power Possible power power input / output means;
An electric motor capable of outputting power to the drive shaft via a gear mechanism;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
An input / output limit setting means for setting an input / output limit as a maximum allowable power when charging / discharging the power storage means based on the state of the power storage means;
Required driving force setting means for setting required driving force required for the drive shaft;
Target power setting means for setting target power to be output from the internal combustion engine based on the set required driving force and the state of the power storage means;
An operating state determining means for determining whether to load-operate or autonomously operate the internal combustion engine based on the set target power;
When the operation state determination means determines that the internal combustion engine is to be loaded, a rotation speed and torque equal to or higher than a first rotation speed are set as a target operation point of the internal combustion engine based on the set target power, Target operating point setting means for setting the first rotational speed as the target operating point when it is determined by the operating state determining means that the internal combustion engine is operated independently;
The internal combustion engine is operated so that the internal combustion engine is loaded or autonomously operated at the set target operating point, and the set required driving force is output to the drive shaft within the set input / output limit range. When the normal control for controlling the electric power drive input / output means and the electric motor is executed, the normal control is executed when the torque output from the electric motor is outside a predetermined range including the value 0, and the normal control is executed. When the torque output from the electric motor falls within the predetermined range and when the internal combustion engine is determined to be load-operated by the operating state determining means, the rotational speed at the set target operating point is determined. The internal combustion engine is loaded at a higher rotational speed and the set target power is output from the internal combustion engine and the set input / output The internal combustion engine, the power power input / output means and the electric motor are controlled so that the set required driving force is output to the driving shaft within a limited range, and when the normal control is executed, the electric power is output from the electric motor. Switching between the load operation and the self-sustained operation of the operation state of the internal combustion engine is greater than or equal to a predetermined frequency when the operating state determining means determines that the internal combustion engine is to operate independently. In the second state in which the frequency condition that may be performed at the frequency is established, the internal combustion engine is operated independently at a second rotational speed greater than the first rotational speed and the set input The internal combustion engine, the power power input / output means, and the electric motor are controlled so that the set required driving force is output to the drive shaft within the range of the output restriction, and when the normal control is executed, the electric power is output. When the torque output from the machine is within the predetermined range, and when the operating condition determining means determines that the internal combustion engine is to be operated independently, the frequency condition is not in the third state. The internal combustion engine and the electric power are input so that the internal combustion engine is independently operated at the first rotational speed and the set required drive force is output to the drive shaft within the set input / output limit range. Control means for controlling the output means and the electric motor;
It is a summary to provide.

  In the power output apparatus of the present invention, the target power to be output from the internal combustion engine is set based on the required driving force required for the drive shaft and the state of the power storage means, and the internal combustion engine is loaded based on the set target power. It is determined whether the engine is to be operated or operated independently, and when it is determined that the internal combustion engine is to be loaded, the internal combustion engine is set with a rotation speed and torque equal to or higher than the first rotation speed as a target operation point of the internal combustion engine based on the target power. When it is determined to operate independently, the first rotational speed is set as the target operation point. The requested driving force is applied to the drive shaft within the range of the input / output limit as the maximum allowable power when the internal combustion engine is loaded or autonomously operated at the target operating point and the power storage device is charged / discharged based on the state of the power storage device. When the normal control for controlling the internal combustion engine, the power input / output means and the electric motor is executed so that the torque is output, the normal control is executed when the torque output from the electric motor is outside a predetermined range including a value of zero. When the normal control is executed, the torque output from the electric motor falls within a predetermined range, and in the first state where it is determined that the internal combustion engine is subjected to load operation, the rotational speed is higher than the rotational speed at the target operating point. The internal combustion engine, the power power input / output means, and the electric motor are controlled so that the internal combustion engine is loaded and the target power is output from the internal combustion engine and the required driving force is output to the drive shaft within the range of the input / output limitation. In this case, since a torque smaller than the torque at the target operating point is output from the internal combustion engine, the driving shaft is driven from the internal combustion engine via the power drive input / output means as compared with when the internal combustion engine is operated at the target operating point. The torque output from the motor is reduced and the torque output from the electric motor is increased, so that the generation of noise in the gear mechanism can be suppressed. Further, when the normal control is executed, the torque output from the electric motor falls within a predetermined range, and when it is determined that the internal combustion engine is operated independently, switching between the load operation and the independent operation of the internal combustion engine is predetermined. In a second state where a frequency condition that may be performed at a frequency greater than or equal to the frequency is satisfied, the internal combustion engine is operated independently at a second rotational speed greater than the first rotational speed and input / output restriction is performed. The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the required drive force is output to the drive shaft within the range. In this case, there is a possibility that the operation state of the internal combustion engine is switched relatively frequently between the load operation and the self-sustained operation, but when this switch is performed, the operation state of the internal combustion engine is compared with that in which the internal combustion engine is independently operated at the first rotational speed. Thus, fluctuations in the rotational speed of the internal combustion engine can be suppressed, and the driver can be prevented from feeling uncomfortable. Alternatively, when the torque output from the electric motor is within a predetermined range when the normal control is executed, and when it is determined that the internal combustion engine is operated independently, the first condition is satisfied when the frequency condition is not satisfied. The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the internal combustion engine is independently operated at the number of rotations and the required driving force is output to the drive shaft within the input / output limit range. In this case, the fuel consumption can be improved as compared with the case where the internal combustion engine is independently operated at the second rotational speed. In this case, since the operation state of the internal combustion engine is unlikely to switch relatively frequently between the load operation and the self-sustained operation, the possibility of giving the driver a sense of incongruity due to frequent fluctuations in the rotational speed of the internal combustion engine is not possible. Low. From these, it can be said that the internal combustion engine can be independently operated at a more appropriate rotational speed in the second state or the third state. In any case, the required driving force can be output to the drive shaft within the range of the input / output limitation.

  In such a power output apparatus of the present invention, the control means may be means for controlling that the frequency condition is satisfied when the set input limit is equal to or less than a predetermined power. It may be a means to control that the frequency condition is satisfied when the temperature or the temperature of the power storage means is equal to or lower than a predetermined temperature.

  In the power output apparatus of the present invention, the control means is a means for controlling the internal combustion engine and the electric power drive input / output means so that the rotational speed of the internal combustion engine is changed by a gradual change process. You can also. By so doing, the fluctuations in the rotational speed of the internal combustion engine can be made smooth.

  Furthermore, in the power output apparatus of the present invention, the target power setting means sets a required power required for the power output apparatus based on the set required driving force, and the set required power is the internal combustion engine. It can also be a means for setting the target power so as to be output from the power source. In this case, the target power setting means may be means for setting the target power so as to decrease as the power output from the internal combustion engine increases with respect to the set required power. If it carries out like this, it can suppress that the motive power output from an internal combustion engine becomes large too much compared with request | requirement motive power. Further, the target power setting means may be means for setting the target power so as to decrease as the electric power input to the power storage means increases. In this way, it is possible to suppress the input of excessive power to the power storage means when the power output from the internal combustion engine increases and the power generated by the power power input / output means increases.

  Alternatively, in the power output apparatus of the present invention, the target operating point setting means is based on the set target power and the first constraint when the operating state determining means determines that the internal combustion engine is loaded. The control means is configured to set a target operating point, and in the first state, the control means has a second constraint that tends to increase the rotational speed for the same torque as compared to the first constraint. Means for resetting the target operating point based on the set target power and controlling the internal combustion engine so that the internal combustion engine is loaded at the reset target operating point; The number of rotations may be the minimum number of rotations in the first constraint, and the second number of rotations may be the minimum number of rotations in the second constraint. In this case, the first rotational speed is the rotational speed when the torque in the first constraint is at least 0, and the second rotational speed is at least the torque in the second constraint is the value 0. It can also be the rotational speed of the hour.

  In addition, in the power output apparatus of the present invention, 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 a rotating shaft of the generator. It is also possible to use a three-axis power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from any two of the three axes.

  The vehicle of the present invention is the power output device of the present invention according to any one of the above-described aspects, that is, basically a power output device that outputs power to the drive shaft, and is connected to the internal combustion engine and the drive shaft. And power power input / output connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft and capable of inputting / outputting power to / from the drive shaft and the output shaft together with input / output of power and power. Means, an electric motor capable of outputting power to the drive shaft through a gear mechanism, an electric power input / output means, an electric storage means capable of exchanging electric power with the electric motor, and the electric storage based on the state of the electric storage means An input / output restriction setting means for setting an input / output restriction as a maximum allowable power when charging and discharging means, a required driving force setting means for setting a required driving force required for the drive shaft, and the set requirement The driving force and the state of the power storage means; Target power setting means for setting a target power to be output from the internal combustion engine based on the operation state determination means for determining whether the internal combustion engine is to be load-operated or autonomously operated based on the set target power; When the operation state determination means determines that the internal combustion engine is to be loaded, a rotation speed and torque equal to or higher than a first rotation speed are set as a target operation point of the internal combustion engine based on the set target power, Target operating point setting means for setting the first rotational speed as the target operating point when the operating state determining means determines that the internal combustion engine is operated independently, and the internal combustion engine is loaded at the set target operating point. The set required driving force is within the range of the set input / output limit while being operated or autonomously operated, and the driving shaft When the normal control for controlling the internal combustion engine, the power input / output means and the electric motor is executed so that the torque is output, the normal control is executed when the torque output from the electric motor falls outside a predetermined range including a value of zero. When the normal control is executed, the torque output from the electric motor falls within the predetermined range and is set when the operation state determination means determines that the internal combustion engine is to be loaded under load. The internal combustion engine is subjected to load operation at a rotational speed greater than the rotational speed at the target operating point, and the set target power is output from the internal combustion engine, and the set value is within the set input / output limit range. When the internal combustion engine, the electric power drive input / output means, and the electric motor are controlled so that the required driving force is output to the drive shaft, the normal control is executed. Switching between load operation and self-sustained operation of the internal combustion engine when the torque output from the electric motor is within the predetermined range and when the operation state determining means determines that the internal combustion engine is self-supporting Is in a second state in which a frequency condition that is likely to be performed at a frequency equal to or higher than a predetermined frequency is satisfied, the internal combustion engine is independently operated at a second rotational speed greater than the first rotational speed, and the Controlling the internal combustion engine, the power drive input / output means, and the electric motor so that the set required driving force is output to the drive shaft within a set input / output limit range, and executing the normal control. The frequency condition is satisfied when the torque output from the electric motor falls within the predetermined range and when the operation state determination means determines that the internal combustion engine is to operate independently. In the third state, the internal combustion engine is operated independently at the first rotational speed, and the set required driving force is output to the drive shaft within the set input / output limit range. A gist is that a power output device including the internal combustion engine, the power power input / output means, and a control means for controlling the electric motor is mounted, and an axle is connected to the drive shaft.

  Since the vehicle according to the present invention is equipped with the power output device according to any one of the above-described aspects, the same effect as the power output device according to the present invention, for example, a gear mechanism in the first state. The effect similar to the effect which can suppress generation | occurrence | production of abnormal noise in an engine, the effect which can carry out an internal combustion engine self-sustained at a more suitable rotational speed at the time of a 2nd state or a 3rd state, etc. Can play.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine is connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and power is supplied to the drive shaft and the output shaft with input and output of electric power and power. Power input / output means capable of input / output; an electric motor capable of outputting power to the drive shaft via a gear mechanism; and an electric storage means capable of exchanging electric power with the power power input / output means and the motor. A method for controlling a power output device,
(A) setting a target power to be output from the internal combustion engine based on a required driving force required for the drive shaft and a state of the power storage means;
(B) determining whether the internal combustion engine is load-operated or autonomously operated based on the set target power;
(C) When it is determined that the internal combustion engine is to be operated under load, based on the set target power, a rotation speed and torque equal to or higher than a first rotation speed are set as a target operation point of the internal combustion engine, and the internal combustion engine becomes independent. When it is determined to drive, the first rotation speed is set as the target operation point,
(D) The required driving force is driven within the range of the input / output restriction as the maximum allowable power when the internal combustion engine is loaded or autonomously operated at the set target operating point and the power storage means is charged / discharged. When the normal control for controlling the internal combustion engine, the electric power input / output means and the electric motor to be output to the shaft is executed, the normal control is performed when the torque output from the electric motor is outside a predetermined range including a value of zero. When the normal control is executed, the torque output from the electric motor falls within the predetermined range, and when the internal combustion engine is determined to be loaded, the first target state is set at the set target operating point. The internal combustion engine is loaded at a rotational speed greater than the rotational speed so that the set target power is output from the internal combustion engine and is within the input / output limit range. The internal combustion engine, the power power input / output means, and the electric motor are controlled so that the required driving force is output to the driving shaft, and when the normal control is executed, the torque output from the electric motor is within the predetermined range. When it is determined that the internal combustion engine is to be operated independently, a frequency condition is established in which the switching between the load operation and the independent operation of the internal combustion engine may be performed at a frequency of a predetermined frequency or more. In the second state, the internal combustion engine is operated independently at a second rotational speed greater than the first rotational speed, and the required driving force is output to the drive shaft within the input / output limit range. The internal combustion engine, the power drive input / output means, and the electric motor are controlled, and when the normal control is executed, the torque output from the electric motor is within the predetermined range, and the internal combustion engine When the frequency condition is not satisfied when the engine is determined to be autonomous, the internal combustion engine is autonomously operated at the first rotational speed and the required drive is within the input / output limit range. Controlling the internal combustion engine, the power drive input / output means, and the electric motor so that a force is output to the drive shaft;
This is the gist.

  In this power output device control method of the present invention, the target power to be output from the internal combustion engine is set based on the required driving force required for the drive shaft and the state of the power storage means, and the internal combustion engine is set based on the set target power. It is determined whether the engine is load-operated or autonomously operated. When it is determined that the internal combustion engine is load-operated, a rotation speed and torque equal to or higher than the first rotation speed are set as a target operation point of the internal combustion engine based on the target power. When it is determined that the internal combustion engine operates independently, the first rotational speed is set as the target operation point. The requested driving force is applied to the drive shaft within the range of the input / output limit as the maximum allowable power when the internal combustion engine is loaded or autonomously operated at the target operating point and the power storage device is charged / discharged based on the state of the power storage device. When the normal control for controlling the internal combustion engine, the power input / output means and the electric motor is executed so that the torque is output, the normal control is executed when the torque output from the electric motor is outside a predetermined range including a value of zero. When the normal control is executed, the torque output from the electric motor falls within a predetermined range, and in the first state where it is determined that the internal combustion engine is subjected to load operation, the rotational speed is higher than the rotational speed at the target operating point. The internal combustion engine, the power power input / output means, and the electric motor are controlled so that the internal combustion engine is loaded and the target power is output from the internal combustion engine and the required driving force is output to the drive shaft within the range of the input / output limitation. In this case, since a torque smaller than the torque at the target operating point is output from the internal combustion engine, the driving shaft is driven from the internal combustion engine via the power drive input / output means as compared with when the internal combustion engine is operated at the target operating point. The torque output from the motor is reduced and the torque output from the electric motor is increased, so that the generation of noise in the gear mechanism can be suppressed. Further, when the normal control is executed, the torque output from the electric motor falls within a predetermined range, and when it is determined that the internal combustion engine is operated independently, switching between the load operation and the independent operation of the internal combustion engine is predetermined. In a second state where a frequency condition that may be performed at a frequency greater than or equal to the frequency is satisfied, the internal combustion engine is operated independently at a second rotational speed greater than the first rotational speed and input / output restriction is performed. The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the required drive force is output to the drive shaft within the range. In this case, there is a possibility that the operation state of the internal combustion engine is switched relatively frequently between the load operation and the self-sustained operation, but when this switch is performed, the operation state of the internal combustion engine is compared with that in which the internal combustion engine is independently operated at the first rotational speed. Thus, fluctuations in the rotational speed of the internal combustion engine can be suppressed, and the driver can be prevented from feeling uncomfortable. Alternatively, when the torque output from the electric motor is within a predetermined range when the normal control is executed, and when it is determined that the internal combustion engine is operated independently, the first condition is satisfied when the frequency condition is not satisfied. The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the internal combustion engine is independently operated at the number of rotations and the required driving force is output to the drive shaft within the input / output limit range. In this case, the fuel consumption can be improved as compared with the case where the internal combustion engine is independently operated at the second rotational speed. In this case, since the operation state of the internal combustion engine is unlikely to switch relatively frequently between the load operation and the self-sustained operation, the possibility of giving the driver a sense of incongruity due to frequent fluctuations in the rotational speed of the internal combustion engine is not possible. Low. From these, it can be said that the internal combustion engine can be independently operated at a more appropriate rotational speed in the second state or the third state. In any case, the required driving force can be output to the drive shaft within the range of the input / output limitation.

  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 an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as engine ECU) 24 performs fuel injection control, ignition control, and intake air amount adjustment. Under control of operation such as control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank position from a crank position sensor (not shown) that detects the crank angle of the crankshaft 26 of the engine 22. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22, based on a crank position from a crank position sensor (not shown).

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The 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, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the 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 based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 2 shows an example of the relationship between the battery temperature Tb and the basic values of the input / output limits Win and Wout, and FIG. 3 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win and Wout. Indicates. The input / output limits Win and Wout set in this way have smaller absolute values when the battery temperature Tb is low.

  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 the 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 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 so as 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. 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 rotation speeds Nm1, Nm2, input / output limits Win, Wout of the battery 50, and other data necessary for control are executed (step S100). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) 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 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.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power P * required for the vehicle is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map. The required power P * can be calculated by subtracting the charge / discharge required power Pb * required by the battery 50 from the value obtained by multiplying the set required torque Tr * by the rotational speed Nr of the ring gear shaft 32a and adding loss Loss. it can. Here, the rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 ( Nr = Nm2 / Gr). Further, in the embodiment, the charge / discharge required power Pb * required by the battery 50 is a ROM 74 as a charge / discharge required power setting map in which the relationship between the remaining capacity (SOC) of the battery 50 and the charge / discharge required power Pb * is determined in advance. When the remaining capacity (SOC) of the battery 50 is given, the corresponding charge / discharge required power Pb * is derived and set from the stored map. FIG. 6 shows an example of the charge / discharge required power setting map. In the example of FIG. 6, the charge / discharge required power Pb * is set to a value of 0 in the range from the threshold S1 to the threshold S2 where the remaining capacity (SOC) of the battery 50 includes the target remaining capacity SOC *, and in the range below the threshold S1. The power for charging is set, and the power for discharging is set in the range of the threshold value S2 or more. As the target remaining capacity SOC *, for example, 50%, 60%, 70% or the like can be used. 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 15% larger than the target remaining capacity SOC * can be used.

  Subsequently, the correction coefficient kp is set based on the required power (previous P *) set when the routine was executed last time and the estimated power Pest estimated to be output from the engine 22 (step S120). The target power Pe * of the engine 22 is calculated by multiplying the required power P * by the set correction coefficient kp (step S130). Here, the estimated power Pest is calculated by the following equation (1) using, for example, the previous torque command (previous Tm1 *) of the motor MG1, the rotational speed Ne of the engine 22 and the gear ratio of the power distribution and integration mechanism 30. be able to. FIG. 7 shows an example of 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 when the engine 22 is running under load operation. 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. In the figure, two thick arrows on the R axis indicate that torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and torque Tm2 output from the motor MG2 is applied to the ring gear shaft 32a via the reduction gear 35. And acting torque. Equation (1) can be easily derived by using this alignment chart. The target power Pe * is set by correcting the required power P * using the correction coefficient kp as described above, even if the engine 22 is loaded at the same rotational speed and the same throttle opening. This is because the power output from the engine 22 varies depending on the intake air density and the like depending on the temperature of the intake air (hereinafter referred to as the intake air temperature Ta), the atmospheric pressure Pa, and the like. In the embodiment, in consideration of this, the correction coefficient kp is set so that the estimated power Peest becomes smaller as the estimated power Peest is larger than the previous required power (previous P *) when the engine 22 is under load operation. When the engine 22 is operating independently, the value 1 is set to the correction coefficient kp. By correcting the required power P * using the correction coefficient kp set in this way and setting the target power Pe *, the power output from the engine 22 is compared with the required power P * when the engine 22 is loaded. Can be suppressed from becoming too large. The correction coefficient kp is set using a gradual change process such as a rate process or a smoothing process so that the target power Pe * changes smoothly in consideration of the response of the engine 22 and the drivability of the driver. To do.

  Peest = -Ne ・ (previous Tm1 *) ・ (1 + ρ) / ρ (1)

  Subsequently, the set target power Pe * is compared with a threshold value Pref (step S140). Here, the threshold value Pref is used to determine whether the engine 22 is loaded or operated independently, and may be set as a lower limit value of power that can be efficiently output from the engine 22 or a value in the vicinity thereof. it can.

  When the target power Pe * is equal to or greater than the threshold value Pref, it is determined that the engine 22 is loaded, and the engine 22 is operated based on the target power Pe * and an operation line for efficiently operating the engine 22 (hereinafter referred to as a fuel efficiency priority operation line). A target rotational speed Ne * and a target torque Te * are set as operating points to be operated (step S150). FIG. 8 shows an example of the fuel efficiency priority operation line and how the target rotational speed Ne * and the target torque Te * are set. In the figure, “N1” is the lower limit rotational speed in the fuel consumption priority operation line and is the rotational speed at least when the torque is a value of 0. For example, 1000 rpm or 1100 rpm can be set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of a fuel efficiency priority operation line and a curve with a constant target power Pe * (Ne * × Te *).

  Next, using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35, the target of the motor MG1 is expressed by the following equation (2). Formula (3) is calculated based on the calculated target rotational speed Nm1 *, the input rotational speed Nm1 of the motor MG1, the target torque Te * of the engine 22, and the gear ratio ρ of the power distribution and integration mechanism 30. Thus, a temporary torque Tm1tmp, which is a temporary value of the torque to be output from the motor MG1, is calculated (step S160). Here, Expression (2) is a dynamic relational expression for the rotating elements of the power distribution and integration mechanism 30, and can be easily derived by using the alignment chart of FIG. Expression (3) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (3), “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) (2)
Tm1tmp = -ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (3)

  Subsequently, torque limits Tm1min and Tm1max are set as upper and lower limits of the torque that may be output from the motor MG1 that satisfies both the equations (4) and (5) (step S170), and the set temporary torque Tm1tmp is represented by the equation ( The torque command Tm1 * of the motor MG1 is set by limiting with the torque limits Tm1min and Tm1max according to 6) (step S180). Here, Expression (4) is a relationship in which the total torque output to the ring gear shaft 32a by the motor MG1 and the motor MG2 is within a range from the value 0 to the required torque Tr *, and Expression (5) is related to the motor MG1. This is a relationship in which the sum of the electric power input and output by the motor MG2 is within the range of the input and output limits Win and Wout. An example of the torque limits Tm1min and Tm1max is shown in FIG. The torque limits Tm1min and Tm1max can be obtained as the maximum value and the minimum value of the torque command Tm1 * in the region indicated by the oblique lines in the figure.

0 ≦ −Tm1 / ρ + Tm2, Gr ≦ Tr * (4)
Win ≦ Tm1 / Nm1 + Tm2 / Nm2 ≦ Wout (5)
Tm1 * = max (min (Tm1tmp, Tm1max), Tm1min) (6)

  Then, the torque command Tm1 * set as the required torque Tr * is divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further divided by the gear ratio Gr of the reduction gear 35 to obtain the torque to be output from the motor MG2. A temporary torque Tm2tmp, which is a temporary value, is calculated by the following equation (7) (step S210), and the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * are multiplied by the current rotational speed Nm1 of the motor MG1. The torque limits Tm2min and Tm2max 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) of the motor MG1 obtained by the number of revolutions Nm2 of the motor MG2 ) And formula (9) (step S220), and the set temporary torque Tm2tmp is calculated using formula (10). Torque restriction Tm2min, to limit to set a torque command Tm2 * of the motor MG2 by Tm2max (step S230). Here, Equation (7) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (7)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (8)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (9)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (10)

  When the target power Pe * is less than the threshold value Pref in step S120, it is determined that the engine 22 operates independently, the above-described rotation speed N1 is set as the target rotation speed Ne * of the engine 22, and the value 0 is set as the target torque Te *. (Step S190), a value 0 is set to the torque command Tm1 * of the motor MG1 (Step S200), the input / output limits Win and Wout of the battery 50, the required torque Tr *, the gear ratio ρ of the power distribution and integration mechanism 30, and the deceleration Torque command Tm2 * of motor MG2 is set using gear ratio Gr of gear 35 (steps S210 to S230).

  Next, the absolute value of the torque command Tm2 * of the motor MG2 is compared with the threshold value Tmref (step S240). Here, the threshold value Tmref is used to determine whether or not the torque output from the motor MG2 is in the vicinity of the value 0, and can be determined by the characteristics of the motor MG2. When the torque output from the motor MG2 changes in the vicinity of the value 0, the torque output from the motor MG2 reverses across the value 0 due to slight changes in the accelerator opening Acc, disturbances such as road surface gradient, road surface resistance, etc. An abnormal noise such as rattling may be generated from a gear mechanism such as the reduction gear 35. The comparison between the torque command Tm2 * of the motor MG2 in step S240 and the threshold value Tmref is based on the operation points set in step S150 or step S190 (hereinafter, these operation points are referred to as normal operation points) or load operation or independent operation. In addition, when normal control for controlling the motors MG1 and MG2 with the torque commands Tm1 * and Tm2 * is executed, it is a process for determining whether or not an abnormal noise generation condition that can generate abnormal noise from the gear mechanism is satisfied.

  When the absolute value of the torque command Tm2 * of the motor MG2 is larger than the threshold value Tmref, it is determined that the abnormal sound generation condition is not satisfied, and the target engine speed Ne * and the target torque Te * of the engine 22 are determined by the engine ECU 24. The torque commands Tm1 * and Tm2 * for MG1 and MG2 are transmitted to the motor ECU 40 (step S310), 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 load operation or self-sustained operation at the operating point indicated by the target rotational speed Ne * and the target torque Te * (in this case, the normal operating point). Control such as intake air amount control, fuel injection control, and ignition control in the engine 22 is performed so as to be operated. Further, 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. With such control, the engine 22 is efficiently loaded or autonomously operated at the normal operation point, and the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50. can do. The target power Pe * is set when the intake air temperature Ta is within a certain temperature range including a standard temperature (for example, 25 ° C.) and the atmospheric pressure Pa is within a certain pressure range including a standard pressure (for example, 1 atm). Considering what the corresponding power is output from the engine 22, when the intake air density is large, such as when the intake air temperature Ta is low, the power output from the engine 22 is larger than the target power Pe *. The target power Pe * is set by multiplying the required power P * by the correction coefficient kp set such that the estimated power Peest becomes smaller as the required power P * becomes larger (steps S120 and S130), and the engine 22 The deviation between the power output from the power and the required power P * can be reduced.

  On the other hand, when the absolute value of torque command Tm2 * of motor MG2 is equal to or smaller than threshold value Tmref, it is determined that the abnormal sound generation condition is satisfied, and target power Pe * is compared with threshold value Pref (step S250). Similar to step S140, this process is a process for determining whether the engine 22 is load-operated or autonomously operated. When the target power Pe * is equal to or greater than the threshold value Pref, it is determined that the engine 22 is loaded, and the target power Pe * and an operation line that can suppress the generation of abnormal noise in the gear mechanism (hereinafter referred to as an abnormal noise suppression operation line). Based on this, the target rotational speed Ne * and the target torque Te * as the operation point of the engine 22 are reset (step S260), and the motors MG1 and MG2 are processed by the same processing as in steps S160 to S180 and S210 to S230 described above. Torque commands Tm1 * and Tm2 * are reset (step S270), and the reset target torque Ne * and target torque Te * of the engine 22 are sent to the engine ECU 24 and the reset torque commands Tm1 * of the motors MG1 and MG2 are reset. , Tm2 * are transmitted to the motor ECU 40 (step S310). , And exits from the drive control routine. FIG. 10 shows an example of the abnormal noise suppression operation line and how the target rotational speed Ne * and the target torque Te * are set. In the figure, “N2” is a lower limit rotational speed in the noise suppression operation line and is a rotational speed at least when the torque is 0, and is determined as a rotational speed larger than “N1”, for example, 1200 rpm, 1300 rpm, etc. Can be set. In FIG. 10, the fuel efficiency priority operation line is indicated by a one-dot chain line for reference. The abnormal noise suppression operation line is set so that the rotation speed tends to be larger than the fuel consumption priority operation line for the same torque in the range where the rotation speed is equal to or less than the predetermined rotation speed Neref, and the rotation speed is larger than the predetermined rotation speed Neref. Is set to be the same as the fuel efficiency priority operation line. Here, the noise suppression operation line is the same as the fuel efficiency priority operation line in the range where the rotation speed is larger than the predetermined rotation speed Neref. The torque output from the engine 22 is relatively large in the region where the rotation speed is large. This is because it is considered unlikely that the abnormal sound generation condition is normally satisfied when the engine 22 is operated in such a state. The target rotation speed Ne * and the target torque Te * to be reset can be obtained from the intersection of the abnormal noise suppression operation line and a curve with a constant target power Pe * (Ne * × Te *) as shown in the figure. . The target rotation speed Ne * and the target torque Te * (in the figure, after resetting Ne * and after resetting Te *) are set as shown in FIG. The rotational speed is larger and the torque is smaller than the torque Te * (Ne * before resetting and Te * before resetting in the figure). Therefore, the torque output from the engine 22 to the ring gear shaft 32a as the drive shaft via the power distribution and integration mechanism 30 decreases, and the torque output from the motor MG2 to the ring gear shaft 32a increases and is output from the motor MG2. It is possible to suppress the torque from changing near zero. As a result, the generation of abnormal noise in the gear mechanism can be suppressed. Of course, the required torque Tr * can be output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout.

  When the target power Pe * is less than the threshold value Pref in step S250, it is determined that the engine 22 is operated independently, and the absolute value of the input limit Win of the battery 50 is compared with the threshold value Wref (step S280). Here, the threshold value Wref is used to determine whether or not a frequency condition that may cause the operation state of the engine 22 to switch relatively frequently between the load operation and the independent operation is satisfied. It is determined by vehicle specifications. Consider a low temperature when the battery temperature Tb is lower than a predetermined temperature (for example, −15 ° C., −20 ° C., etc.). At this time, since the density of the intake air is large and the power output from the engine 22 is likely to be larger than the required power P *, a small value is set for the correction coefficient kp and the target power Pe * is likely to be small. It is easy to determine that the engine 22 is operated independently in S140 and step S250. When the engine 22 is autonomously operated, the correction coefficient kp approaches the value 1 by the gradual change process, so that the target power Pe * approaches the required power P *. Thus, when the temperature is low, the operating state of the engine 22 is easily switched between the load operation and the independent operation because the target power Pe * fluctuates as compared to when the temperature is not low. In addition, when the temperature is low, the absolute value of the input limit Win of the battery 50 is a relatively small value. Therefore, in the embodiment, it is determined whether the frequency condition is satisfied by comparing the input limit Win of the battery 50 with the threshold value Wref.

  When the absolute value of the input limit Win of the battery 50 is less than or equal to the threshold value Wref, it is determined that the frequency condition is satisfied, the above-described rotation speed N2 is reset to the target rotation speed Ne * of the engine 22, and the target torque Te *. Is reset to 0 (step S290), the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are reset by the same processing as the above-described steps S200 to S230 (step S300), and the reset engine 22 is reset. The target rotational speed Ne * and the target torque Te * are transmitted to the engine ECU 24, and the reset torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S310), and the drive control routine ends. . In this case, there is a possibility that the operation state of the engine 22 switches relatively frequently between the load operation and the self-sustained operation. However, since the engine 22 operates independently at the rotation speed N2, the operation state of the engine 22 is the load operation. Compared with the case where the engine 22 is independently operated at the rotation speed N1 when switching between the independent operation and the fluctuation, the fluctuation of the rotation speed Ne of the engine 22 can be suppressed, and the driver is prevented from feeling uncomfortable. Can do. Of course, the required torque Tr * can be output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout.

  When the absolute value of the input limit Win of the battery 50 is larger than the threshold value Wref, it is determined that the frequency condition is not satisfied, and the target engine speed Ne * and the target torque Te * of the engine 22 are directly sent to the engine ECU 24 to the motor MG1, The MG2 torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S310), and the drive control routine is terminated. In this case, since the engine 22 is autonomously operated at the rotational speed N1, the fuel efficiency can be improved as compared with the engine 22 that is autonomously operated at the rotational speed N2. In this case, the deviation between the rotational speed when the engine 22 is loaded and the rotational speed when the engine 22 is autonomously operated is larger than when the absolute value of the input limit Win is less than or equal to the threshold value Wref. Since it is unlikely that the driving state frequently switches between load driving and self-sustained driving, it is considered that the driver is unlikely to feel uncomfortable due to frequent fluctuations in the rotational speed Ne of the engine 22. Of course, the required torque Tr * can be output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout.

  According to the hybrid vehicle 20 of the embodiment described above, the target power Pe * of the engine 22 is set and set based on the required power P * based on the required torque Tr * required for the ring gear shaft 32a as the drive shaft. Based on the target power Pe *, it is determined whether the engine 22 is to be load-operated or autonomously operated. The number Ne * and the target torque Te * are set, and when the engine 22 is operated independently, the rotation speed N1 is set as the target rotation speed Ne * as the normal operation point of the engine 22, and the value 0 is set as the target torque Te *. Then, the engine 22 is operated in a load or self-sustained manner at the normal operation point, and the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50. When normal control for controlling the motors MG1 and MG2 is executed, when an abnormal noise generation condition that can generate abnormal noise from the gear mechanism is satisfied and the engine 22 is loaded, the fuel consumption priority operation is performed for the same torque. The engine 22 is loaded at an operation point based on the abnormal noise suppression operation line and the target power Pe *, which tends to increase in number of rotations compared to the line, and is required within the ranges of the input and output limits Win and Wout of the battery 50. The engine 22 and the motor MG1, so that the torque Tr * is output to the ring gear shaft 32a as the drive shaft. Since controls the G2, you are possible to suppress the occurrence of noise in the gear mechanism such as a reduction gear 35. When the abnormal sound generation condition is satisfied and the absolute value of the input limit Win of the battery 50 is equal to or less than the threshold value Wref when the engine 22 is operated independently, the target torque Te * in the abnormal noise suppression operation line is The engine 22 is operated independently at a rotational speed N2 when the value is 0 (a rotational speed greater than the rotational speed N1), and the required torque Tr * is within the range of the input / output limits Win and Wout of the battery 50 and the ring gear shaft as a drive shaft Since the engine 22 and the motors MG1, MG2 are controlled so as to be output to 32a, when the operation state of the engine 22 is switched between the load operation and the independent operation, the engine 22 is operated independently at the rotation speed N1. In comparison, fluctuations in the rotational speed Ne of the engine 22 can be suppressed, and the driver can be prevented from feeling uncomfortable. Further, when the abnormal sound generation condition is satisfied and the absolute value of the input limit Win of the battery 50 is larger than the threshold value Wref when the engine 22 is operated independently, the target torque Te * in the fuel consumption priority operation line is a value. The engine 22 and the motor are operated so that the engine 22 is independently operated at the rotational speed N1 at 0 and the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50. Since MG1 and MG2 are controlled, it is possible to improve the fuel consumption compared to the case where the engine 22 is independently operated at the rotational speed N2. Of course, in either case, the required torque Tr * can be output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout.

  In the hybrid vehicle 20 of the embodiment, the engine 22 is controlled using the target rotational speed Ne * and the target torque Te * set in any of steps S150, S190, S260, and S290 of the drive control routine of FIG. However, the target rotational speed Ne * of the engine 22 is a slow change process such as a smoothing process or a rate process for the value set in any of steps S150, S190, S260, and S290 of the drive control routine of FIG. It is good also as what gives and sets. For example, when the engine 22 is under load operation, the target rotational speed Ne * of the engine 22 is calculated from the value based on the target power Pe * and the fuel consumption priority operation line when the abnormal sound generation condition is satisfied. The value is changed based on * and the noise suppression operation line. In this case, the target rotational speed Ne * of the engine 22 may be changed smoothly using a gradual change process. By smoothly changing the target rotational speed Ne * in this manner, it is possible to suppress a sudden change in the rotational speed Ne of the engine 22 and to suppress the driver from feeling uncomfortable.

  In the hybrid vehicle 20 of the embodiment, it is determined whether or not a frequency condition that may cause the operation state of the engine 22 to switch relatively frequently between the load operation and the independent operation is satisfied. However, instead of or in addition to this, the output limit Wout of the battery 50, the outside air temperature, or the battery temperature Tb of the battery 50 may be used. When performing using the battery temperature Tb of the battery 50, whether or not the frequency condition is satisfied by determining whether or not the battery temperature Tb is equal to or lower than a predetermined temperature (for example, -15 degrees, -20 degrees, etc.). It is good also as what determines.

  In the hybrid vehicle 20 of the embodiment, the correction coefficient kp is set so that the estimated power Peest becomes smaller as the estimated power Peest becomes larger than the previous required power (previous P *) when the engine 22 is under load operation. Although the value 1 is set for the correction coefficient kp during the self-sustained operation, the correction coefficient kp may be set using the charge / discharge power Wb of the battery 50 and the input limit Win. Here, the charge / discharge power Wb can be calculated as the product of the inter-terminal voltage Vb of the battery 50 and the charge / discharge current Ib. In this modification, the battery 50 is positively charged when discharged from the battery 50. When it was negative. In this case, the value 1 is set when the charge / discharge power Wb is equal to or greater than the predetermined power P1 (P1 <0), and when the charge / discharge power Wb is less than the predetermined power P1, the correction coefficient kp tends to decrease as the charge / discharge power Wb decreases. May be set. Here, as the predetermined power P1, for example, the input limit Win or power slightly larger than that (power having a small absolute value) can be used. When the density of the intake air is high, such as at low temperatures, the power output from the engine 22 tends to increase with respect to the target power Pe *, so the power generation torque output from the motor MG1 increases, and the power generated by the motor MG1 Tends to grow. For this reason, even when the correction coefficient kp is set in this way, the target power Pe * is likely to be smaller than the required power P * and the target power Pe * is less than the threshold value Pref, as in the embodiment. The engine 22 is operated independently. Then, when the charge / discharge power Wb is increased (the absolute value is decreased) by the self-sustained operation of the engine 22, and the target power Pe * becomes equal to or greater than the threshold value Pref as the correction coefficient kp increases. The engine 22 is loaded. Such switching between the load operation and the independent operation in the operation state of the engine 22 is more likely to occur as the absolute value of the input limit Win of the battery 50 is smaller. Therefore, similarly to the embodiment, when the abnormal sound generation condition is satisfied and the engine 22 is operated independently, the rotational speed (the rotational speed N1 or the rotational speed N2) corresponding to the input limit Win of the battery 50 is determined. Thus, the same effect as in the embodiment can be achieved by operating the engine 22 independently.

  In the hybrid vehicle 20 of the embodiment, the target power Pe * is set by multiplying the required power P * by the correction coefficient kp. However, the required power P * may be set as the target power Pe * as it is. . Now, let us consider a case where the accelerator pedal 83 is lightly depressed at low temperatures and the vehicle is cruising (when the required torque Tr * is substantially constant). At this time, since the power output from the engine 22 is likely to be larger than the required power P *, the power generation torque output from the motor MG1 is likely to be large, and the power generated by the motor MG1 is likely to be large. . When a large amount of electric power is generated by the motor MG1, the remaining capacity (SOC) of the battery 50 increases, the electric power on the discharge side is set as the charge / discharge required power Pb *, and the required torque Tr * is substantially constant. Regardless, the target power Pe * decreases as the required power P * decreases, and the engine 22 operates independently when the target power Pe * falls below the threshold value Pref. In this state, the remaining capacity (SOC) of the battery 50 decreases due to power consumption by the power running drive of the motor MG2, and the target power Pe * increases as the value of the charge / discharge required power Pb * decreases and exceeds the threshold Pref. When this happens, the engine 22 is loaded. That is, even when the required power P * is set to the target power Pe * as it is, the remaining capacity (SOC) of the battery 50 is likely to increase at the time of load operation of the engine 22 at low temperatures compared to when it is not at low temperatures. The power Pe * is likely to be small, and the operation state of the engine 22 is easily switched between the load operation and the independent operation. Accordingly, when the abnormal sound generation condition is satisfied and the engine 22 is operated autonomously, the engine 22 is operated autonomously at the rotational speed (the rotational speed N1 or the rotational speed N2) according to the input limit Win of the battery 50. By doing so, the same effect as the embodiment can be obtained.

  In the hybrid vehicle 20 of the embodiment, when the abnormal noise generation condition is satisfied and the engine 22 is loaded, the target rotational speed Ne * and the target torque Te * of the engine 22 are based on the abnormal noise suppression operation line. However, if the rotation speed larger than the target rotation speed Ne * at the normal operation point is reset to the target rotation speed Ne *, the target rotation speed Ne is not used without using the noise suppression operation line. * May be reset. In this case, for example, a rotational speed that is larger than the target rotational speed Ne * at the normal operation point by a predetermined rotational speed may be reset to the target rotational speed Ne *. In this case, a value obtained by dividing the target power Pe * by the reset target rotational speed Ne * may be reset to the target torque Te *.

  In the hybrid vehicle 20 of the embodiment, when the noise generation condition is satisfied and the absolute value of the input limit Win of the battery 50 is equal to or less than the threshold value Wref when the engine 22 is operated independently, the noise suppression operation line The engine speed N2 when the torque at the engine is 0 is reset to the target engine speed Ne * of the engine 22, but the engine speed is not limited to the engine speed N2. When the absolute value of the input limit Win of the battery 50 is greater than the threshold value Wref when the engine 22 is autonomously operated, the target of the engine 22 is set to a rotational speed greater than the rotational speed (the rotational speed N1 in the embodiment) when the engine 22 is autonomously operated. What is necessary is just to set to rotation speed Ne *.

  In the hybrid vehicle 20 of the embodiment, the engine 22 is assumed to operate independently when the target power Pe * is less than the threshold value Pref. However, when the target power Pe * is less than the threshold value Pref and greater than or equal to the threshold value Pref2, the engine 22 is operated. The engine 22 may be stopped when it operates independently and the target power Pe * is less than the threshold value Pref2.

  In the hybrid vehicle 20 of the embodiment, torque limits Tm1min and Tm1max for limiting the temporary torque Tm1tmp of the motor MG1 within a range satisfying the above-described equations (4) and (5) are obtained, and the torque command Tm1 * of the motor MG1 is set. At the same time, the torque limits Tm2min and Tm2max are obtained from the expressions (8) and (9) and the torque command Tm2 * of the motor MG2 is set. However, the torque limits Tm1min and Tm1max are limited within the range satisfying the expressions (4) and (5) The motor torque Tm1tmp is set as it is as the torque command Tm1 * of the motor MG1, and the torque limit Tm2min and Tm2max are obtained from the equations (8) and (9) using the torque command Tm1 *. Tm2 * may be set.

  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, instead of the reduction gear 35, two-stage shift, three-stage shift, four-stage shift, etc. The motor MG2 may be attached to the ring gear shaft 32a via a transmission.

  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 output to an axle (an axle connected to the wheels 64a and 64b in FIG. 11) 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 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.

  The correspondence between the main elements of the embodiment 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 power input / output means”, the motor MG2 corresponds to “electric motor”, and the battery 50 corresponds to “ The battery 50 may be charged / discharged based on the remaining capacity (SOC) of the battery 50 based on the integrated value of the charge / discharge current detected by the current sensor and the battery temperature Tb of the battery 50. The battery ECU 52 that calculates the input / output limits Win and Wout, which are allowable powers, corresponds to the “input / output limit setting means”, and sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V in FIG. The hybrid electronic control unit 70 that executes the processing of step S110 of the routine corresponds to “required driving force setting means”. The required power P * is set based on the required discharge power Pb *, and the target power Pe * is set by multiplying the required power P * by the correction coefficient kp based on the previous required power (previous P *) and the estimated power Pest. The hybrid electronic control unit 70 that executes the processing of steps S120 and S130 of the drive control routine of FIG. 4 corresponds to “target power setting means”, and the engine 22 is loaded when the target power Pe * is equal to or greater than the threshold value Pref. The hybrid electronic control unit 70 that executes the process of step S140 of the drive control routine of FIG. 4 that determines that the engine 22 is to operate independently when the target power Pe * is less than the threshold value Pref is “operating state determination means”. When the target power Pe * is greater than or equal to the threshold value Pref, the target power Pe * and fuel consumption priority Based on the operation line, the target rotational speed Ne * and the target torque Te * are set as normal operating points. When the target power Pe * is less than the threshold value Pref, the rotational speed N1 is set as the normal operating point as the normal operating point. In addition, the hybrid electronic control unit 70 that executes the processing of steps S150 and S190 of the drive control routine of FIG. 4 for setting the value 0 to the target torque Te * corresponds to the “target operation point setting means” and is the normal operation point. The torque command Tm1 * of the motors MG1 and MG2 is output so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50 while the engine 22 is operated in a load or is independent. , Tm2 *, and the absolute value of the set torque command Tm2 * of the motor MG2 is the threshold value. When larger than Tmref, the target rotational speed Ne * and the target torque Te * set as normal operation points set in step S150 are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * set in steps S160 to S180 and S210 to S230 are transmitted. When the absolute value of the torque command Tm2 * of the motor MG2 is equal to or less than the threshold value Tmref and the target power Pe * is equal to or greater than the threshold value Pref, the rotational speed of the same torque is higher than that of the fuel efficiency priority operation line. The target rotational speed Ne * and the target torque Te * are reset based on the noise suppression operation line that tends to increase and the target power Pe *, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are reset. To the engine ECU 24 and the motor ECU 40, and the motor M When the absolute value of the torque command Tm2 * 2 is less than or equal to the threshold value Tmref and the target power Pe * is less than the threshold value Pref and the absolute value of the input limit Win of the battery 50 is less than or equal to the threshold value Wref, the target rotational speed Ne * is set. The rotational speed N2 (the rotational speed greater than the rotational speed N1) is reset, the target torque Te * is reset to 0, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are reset, and the engine ECU 24 and the motor ECU 40 When the absolute value of the torque command Tm2 * of the motor MG2 is less than or equal to the threshold value Tmref and the target power Pe * is less than the threshold value Pref and the absolute value of the input limit Win of the battery 50 is greater than the threshold value Wref Target rotational speed Ne * (rotational speed N1) and target torque T as normal operation points set in S190 * (Value 0) is transmitted to the engine ECU 24 and the torque commands Tm1 * and Tm2 * set in steps S200 to S230 are transmitted to the motor ECU 40. The processes of steps S160 to S180 and S200 to S310 of the drive control routine of FIG. The hybrid electronic control unit 70 to be executed, the engine ECU 24 that controls the engine 22 based on the target rotational speed Ne * and the target torque Te *, and the motors MG1 and MG2 based on the torque commands Tm1 * and Tm2 *. The motor ECU 40 corresponds to “control means”. Further, the motor MG1 corresponds to a “generator”, and the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”. Further, 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 / power input / output means” is not limited to a combination of the power distribution and integration mechanism 30 and the motor MG1 or to the rotor motor 230, but is connected to the drive shaft and independent of the drive shaft. It is possible to use any device that is connected to the output shaft of the internal combustion engine so as to be rotatable and can input and output power to and from the drive shaft and output shaft with input and output of electric power and power. 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 “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 motive power input / output means or an electric motor such as a capacitor. The “input / output limit setting means” is not limited to the one that calculates the input / output limits Win and Wout based on the remaining capacity (SOC) of the battery 50 and the battery temperature Tb of the battery 50, but the remaining capacity ( In addition to the SOC) and the battery temperature Tb, the input / output limit is set as the maximum allowable power that allows charging / discharging of the power storage means based on the state of the power storage means, such as that calculated based on the internal resistance of the battery 50, for example. Any object can be used. 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 traveling. As the “target power setting means”, the required power P * is set based on the required torque Tr * and the charge / discharge required power Pb * of the battery 50, and the previous required power (previous P *) and the estimated power Pest are set. The target power Pe * is not limited to setting the target power Pe * by multiplying the required correction coefficient kp by the required power P *, but the target power to be output from the internal combustion engine is set based on the required driving force and the state of the power storage means. It does not matter as long as it does. As the “operating state determination means”, it is determined that the engine 22 is subjected to a load operation when the target power Pe * is equal to or greater than the threshold value Pref, and is determined that the engine 22 is operated independently when the target power Pe * is less than the threshold value Pref. The present invention is not limited, and any method may be used as long as it can determine whether the internal combustion engine is to be loaded or autonomously operated based on the target power. As the “target operation point setting means”, when the target power Pe * is equal to or greater than the threshold value Pref, the target rotational speed Ne * and the target torque Te * are set as normal operation points based on the target power Pe * and the fuel consumption priority operation line. When the target power Pe * is less than the threshold value Pref, the engine speed is not limited to the normal operation point where the target rotational speed Ne * is set to the rotational speed N1 and the target torque Te * is set to 0. Is set as the target operating point of the internal combustion engine based on the target power, and when it is determined that the internal combustion engine is operated independently, the target operating point is set as the target operating point. Any number may be used as long as the number of rotations is set to 1. 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. In addition, as the “control means”, the engine 22 is loaded or operated independently at the normal operation point, and the required torque Tr * is applied to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so as to be output, and when the absolute value of the set torque command Tm2 * of the motor MG2 is larger than the threshold value Tmref, the target rotational speed Ne * as a normal operation point and the target The engine 22 is controlled based on the torque Te * and the motors MG1 and MG2 are controlled based on the torque commands Tm1 * and Tm2 *. When the absolute value of the torque command Tm2 * of the motor MG2 is less than or equal to the threshold value Tmref, the target When the power Pe * is greater than or equal to the threshold value Pref, the fuel efficiency priority operation is performed for the same torque The target rotational speed Ne * and the target torque Te * are reset based on the abnormal noise suppression operation line and the target power Pe * that tend to increase the rotational speed as compared to in, and the torque command Tm1 for the motors MG1 and MG2 *, Tm2 * is reset to control the engine 22 and the motors MG1, MG2, and when the absolute value of the torque command Tm2 * of the motor MG2 is less than or equal to the threshold value Tmref and the target power Pe * is less than the threshold value Pref When the absolute value of the input limit Win of the battery 50 is less than or equal to the threshold value Wref, the target rotational speed Ne * is reset to the rotational speed N2 (the rotational speed greater than the rotational speed N1) and the target torque Te * is reset to the value 0. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are reset to control the engine 22 and the motors MG1 and MG2, and the torque finger of the motor MG2 is controlled. When the absolute value of Tm2 * is less than or equal to the threshold value Tmref and the target power Pe * is less than the threshold value Pref and the absolute value of the input limit Win of the battery 50 is greater than the threshold value Wref, the target rotational speed Ne * as a normal operation point The engine 22 is controlled based on the (rotation speed N1) and the target torque Te * (value 0) and the motors MG1 and MG2 are controlled based on the torque commands Tm1 * and Tm2 *. Executes normal control to control the internal combustion engine, power power input / output means, and electric motor so that the required driving force is output to the drive shaft within the range of input / output restriction while the internal combustion engine is operated at the operating point under load operation or autonomous operation Then, when the torque output from the electric motor is out of a predetermined range including the value 0, the normal control is executed, and when the normal control is executed, the electric motor When the torque output from the engine is within a predetermined range and in the first state where it is determined that the internal combustion engine is loaded, the internal combustion engine is loaded at a rotational speed greater than the rotational speed at the target operating point. The internal combustion engine, power power input / output means, and the motor are controlled so that the target power is output from the engine and the required driving force is output to the drive shaft within the input / output limit range. Switching between the load operation and the self-sustained operation in the operating state of the internal combustion engine may be performed at a frequency more than a predetermined frequency when it is determined that the internal combustion engine is in a self-sustained operation. In the second state where the frequency condition is satisfied, the internal combustion engine is operated independently at a second rotational speed greater than the first rotational speed, and the required driving force is driven within the range of the input / output limit. When the internal combustion engine, the power drive input / output means and the motor are controlled so that the torque is output to the motor, and when the normal control is executed, it is determined that the torque output from the motor is within a predetermined range and the internal combustion engine is operated independently. When the frequency condition is not established in the third state, the internal combustion engine is independently operated at the first rotational speed, and the required driving force is output to the drive shaft within the input / output limit range. Any device may be used as long as it controls the electric power drive input / output means and the electric motor. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Any one of the three axes connected to the three axes of the drive shaft, the output shaft, and the rotating shaft of the generator, such as those connected to the motor and those having a different operation action from the planetary gear such as a differential gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems 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 problems. 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 according to an embodiment of the present invention. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the map for charging / discharging request | requirement power setting. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 when drive | working in the state which is carrying out the load driving | operation of the engine 22. FIG. It is explanatory drawing which shows a mode that an example of a fuel consumption priority operation line, the target rotational speed Ne *, and target torque Te * are set. It is explanatory drawing explaining a mode that torque limitation Tm1min and Tm1max are set. It is explanatory drawing which shows a mode that an example of an abnormal noise suppression operation line, target rotational speed Ne *, and target torque Te * are set. 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), 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, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line , 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 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, 230 rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2 motor.

Claims (12)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
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 / output power to and from the drive shaft and the output shaft with input / output of power and power Possible power power input / output means;
An electric motor capable of outputting power to the drive shaft via a gear mechanism;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
An input / output limit setting means for setting an input / output limit as a maximum allowable power when charging / discharging the power storage means based on the state of the power storage means;
Required driving force setting means for setting required driving force required for the drive shaft;
Target power setting means for setting target power to be output from the internal combustion engine based on the set required driving force and the state of the power storage means;
An operating state determining means for determining whether to load-operate or autonomously operate the internal combustion engine based on the set target power;
When the operation state determination means determines that the internal combustion engine is to be loaded, a rotation speed and torque equal to or higher than a first rotation speed are set as a target operation point of the internal combustion engine based on the set target power, Target operating point setting means for setting the first rotational speed as the target operating point when it is determined by the operating state determining means that the internal combustion engine is operated independently;
The internal combustion engine is operated so that the internal combustion engine is loaded or autonomously operated at the set target operating point, and the set required driving force is output to the drive shaft within the set input / output limit range. When the normal control for controlling the electric power drive input / output means and the electric motor is executed, the normal control is executed when the torque output from the electric motor is outside a predetermined range including the value 0, and the normal control is executed. When the torque output from the electric motor falls within the predetermined range and when the internal combustion engine is determined to be load-operated by the operating state determining means, the rotational speed at the set target operating point is determined. The internal combustion engine is loaded at a higher rotational speed and the set target power is output from the internal combustion engine and the set input / output The internal combustion engine, the power power input / output means and the electric motor are controlled so that the set required driving force is output to the driving shaft within a limited range, and when the normal control is executed, the electric power is output from the electric motor. Switching between the load operation and the self-sustained operation of the operation state of the internal combustion engine is greater than or equal to a predetermined frequency when the operating state determining means determines that the internal combustion engine is to operate independently. In the second state in which the frequency condition that may be performed at the frequency is established, the internal combustion engine is operated independently at a second rotational speed greater than the first rotational speed and the set input The internal combustion engine, the power power input / output means, and the electric motor are controlled so that the set required driving force is output to the drive shaft within the range of the output restriction, and when the normal control is executed, the electric power is output. When the torque output from the machine is within the predetermined range, and when the operating condition determining means determines that the internal combustion engine is to be operated independently, the frequency condition is not in the third state. The internal combustion engine and the electric power are input so that the internal combustion engine is independently operated at the first rotational speed and the set required drive force is output to the drive shaft within the set input / output limit range. Control means for controlling the output means and the electric motor;
A power output device comprising:   The power output apparatus according to claim 1, wherein the control means is a means for controlling that the frequency condition is satisfied when the set input limit is equal to or less than a predetermined power.   2. The power output apparatus according to claim 1, wherein the control unit is a unit that controls that the frequency condition is satisfied when an outside air temperature or a temperature of the power storage unit is equal to or lower than a predetermined temperature.   4. The control device according to claim 1, wherein the control unit is a unit that controls the internal combustion engine and the power drive input / output unit so that a rotational speed of the internal combustion engine is changed by a gradual change process. 5. The power output apparatus described.   The target power setting means sets a required power required for the power output device based on the set required driving force, and sets the target power so that the set required power is output from the internal combustion engine. The power output apparatus according to any one of claims 1 to 4, wherein the power output apparatus is a means for performing the operation.   6. The power output apparatus according to claim 5, wherein the target power setting means is means for setting the target power such that the target power is set to decrease as the power output from the internal combustion engine increases with respect to the set required power.   6. The power output apparatus according to claim 5, wherein the target power setting means is a means for setting the target power such that the target power setting means tends to decrease as the electric power input to the power storage means increases. A power output device according to any one of claims 1 to 7,
The target operating point setting means is means for setting the target operating point based on the set target power and the first constraint when it is determined by the operating state determining means that the internal combustion engine is to be loaded. Yes,
In the first state, the control means is configured to set the target based on the second constraint that tends to increase the rotational speed for the same torque as compared to the first constraint and the set target power. Means for resetting the operating point and controlling the internal combustion engine so that the internal combustion engine is loaded at the reset target operating point;
The first rotational speed is a minimum rotational speed in the first constraint,
The second rotation speed is a minimum rotation speed in the second constraint.
Power output device. The power output apparatus according to claim 8, wherein
The first rotation speed is a rotation speed when the torque in the first constraint is a value of 0,
The second rotation speed is a rotation speed when the torque in the second constraint is a value of 0,
Power output device.   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. The power output apparatus according to any one of claims 1 to 9, wherein the power output apparatus includes: a three-axis power input / output unit that inputs / outputs power to / from the remaining shaft based on the output power.   A vehicle on which the power output device according to any one of claims 1 to 10 is mounted and an axle is connected to the drive shaft. An internal combustion engine is connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and power is supplied to the drive shaft and the output shaft with input and output of electric power and power. Power input / output means capable of input / output; an electric motor capable of outputting power to the drive shaft via a gear mechanism; and an electric storage means capable of exchanging electric power with the power power input / output means and the motor. A method for controlling a power output device,
(A) setting a target power to be output from the internal combustion engine based on a required driving force required for the drive shaft and a state of the power storage means;
(B) determining whether the internal combustion engine is load-operated or autonomously operated based on the set target power;
(C) When it is determined that the internal combustion engine is to be operated under load, based on the set target power, a rotation speed and torque equal to or higher than a first rotation speed are set as a target operation point of the internal combustion engine, and the internal combustion engine becomes independent. When it is determined to drive, the first rotation speed is set as the target operation point,
(D) The required driving force is driven within the range of the input / output restriction as the maximum allowable power when the internal combustion engine is loaded or autonomously operated at the set target operating point and the power storage means is charged / discharged. When the normal control for controlling the internal combustion engine, the electric power input / output means and the electric motor to be output to the shaft is executed, the normal control is performed when the torque output from the electric motor is outside a predetermined range including a value of zero. When the normal control is executed, the torque output from the electric motor falls within the predetermined range, and when the internal combustion engine is determined to be loaded, the first target state is set at the set target operating point. The internal combustion engine is loaded at a rotational speed greater than the rotational speed so that the set target power is output from the internal combustion engine and is within the input / output limit range. The internal combustion engine, the power power input / output means, and the electric motor are controlled so that the required driving force is output to the driving shaft, and when the normal control is executed, the torque output from the electric motor is within the predetermined range. When it is determined that the internal combustion engine is to be operated independently, a frequency condition is established in which the switching between the load operation and the independent operation of the internal combustion engine may be performed at a frequency of a predetermined frequency or more. In the second state, the internal combustion engine is operated independently at a second rotational speed greater than the first rotational speed, and the required driving force is output to the drive shaft within the input / output limit range. The internal combustion engine, the power drive input / output means, and the electric motor are controlled, and when the normal control is executed, the torque output from the electric motor is within the predetermined range, and the internal combustion engine When the frequency condition is not satisfied when the engine is determined to be autonomous, the internal combustion engine is autonomously operated at the first rotational speed and the required drive is within the input / output limit range. Controlling the internal combustion engine, the power drive input / output means, and the electric motor so that a force is output to the drive shaft;
Control method of power output device.