JP2009214588A - Power output device, control method thereof, and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly charging/discharging a secondary battery according to the characteristics thereof. <P>SOLUTION: This power output device is provided with a battery as a lithium ion secondary battery having such charging/discharging characteristics that the maximum charging power is smaller than the maximum discharging power when a battery temperature Tb is less than a prescribed temperature Tbref. The output limit Wout of the battery is controlled by an output limit guard value Wolim which is set to a smaller value as the battery temperature Tb of the battery is lower than a prescribed temperature Tbref, and as the remaining capacity SOC of the battery is smaller than prescribed quantity Sref, so that output limit Woutf for control can be set (S130, S140), and driving control is performed within the range of the input limit Win and output limit Woutf for control of the battery (S150 to S240). Thus, it is possible to suppress the remaining capacity SOC from being decreased when the battery temperature Tb is low, and it is possible to suppress the remaining capacity SOC from not being quickly restored according to the charging/discharging characteristics of the battery. <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 apparatus, a hybrid vehicle includes an AC motor as a drive motor or a motor for starting an engine, and a battery as a secondary battery connected to the AC motor via an inverter or a boost converter. Have been proposed (see, for example, Patent Document 1). In this device, when the battery temperature is low, the output voltage of the boost converter is oscillated and the battery is heated by electric power charged / discharged to / from the battery.
JP 2007-12568 A

  There are various types of secondary batteries used in power output devices equipped with engines and motors. However, the charge / discharge characteristics may vary depending on the type of secondary battery. It is desirable to perform. For example, when using a lithium ion secondary battery having charge / discharge characteristics in which the maximum power that can be charged is smaller than the maximum power that can be discharged when the battery temperature is low, the characteristics of the secondary battery can be adjusted with the battery temperature being low. If the remaining capacity of the secondary battery is reduced as a result of controlling the engine and motor without consideration, the remaining capacity of the secondary battery may not be recovered quickly.

  The main object of the power output device, the control method thereof, and the vehicle of the present invention is to perform more appropriate charge / discharge according to the characteristics of the secondary battery.

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

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power generation means capable of generating power using at least part of the power from the internal combustion engine;
An electric motor capable of inputting and outputting power to the drive shaft;
A secondary battery connected to the power generation means and the electric motor, having a charge / discharge characteristic in which the maximum power that can be charged is smaller than the maximum power that can be discharged below a predetermined temperature, and
Battery temperature detecting means for detecting a battery temperature which is a temperature of the secondary battery;
Input limit setting means for setting an allowable input limit that is the maximum allowable power that can charge the secondary battery based on the charging characteristics of the secondary battery as an input limit;
When the detected battery temperature is equal to or higher than the predetermined temperature, based on the discharge characteristics of the secondary battery, an allowable output limit that is the maximum allowable power that can discharge the secondary battery is set as an output limit, and the detected An output limit setting means for setting an output limit at a low temperature that imposes a limit from the allowable output limit when the battery temperature is lower than the predetermined temperature;
The internal combustion engine, the power generation means, and the electric motor are controlled such that a required driving force required for the drive shaft is output to the drive shaft within the range of the set input limit and the set output limit. Control means;
It is a summary to provide.

  In the power output apparatus of the present invention, when the battery temperature, which is the temperature of the secondary battery, is equal to or higher than a predetermined temperature, the allowable input / output that is the maximum allowable power that can charge / discharge the secondary battery based on the charge / discharge characteristics of the secondary battery. The internal combustion engine, the power generation means, and the electric motor are controlled so that the required driving force required for the drive shaft is output to the drive shaft within the limit range. Further, when the battery temperature is lower than the predetermined temperature, the internal combustion engine, the power generation means, and the electric motor are configured so that the required driving force is output to the drive shaft within the range of the low temperature output limit and the allowable input limit imposed by the limit from the allowable output limit. To control. Therefore, when the battery temperature is lower than the predetermined temperature, it is possible to suppress the discharge from the power storage means and reduce the remaining capacity of the power storage means, so that the remaining capacity is quickly recovered by the charge / discharge characteristics of the power storage means. It can be suppressed that it becomes impossible to do. As a result, more appropriate charge / discharge according to the characteristics of the secondary battery can be performed. Here, the “secondary battery” includes a lithium ion secondary battery and the like.

In such a power output apparatus of the present invention, when the detected battery temperature is lower than the predetermined temperature, the output limit setting means imposes a limit larger than the allowable output limit as the detected battery temperature is lower. It may be a means for setting the low temperature output limit as the output limit. In this way, it is possible to more reliably suppress the remaining capacity of the power storage means from being reduced when the battery temperature is lower than the predetermined temperature.

  In the power output apparatus of the present invention, the output limit setting means may be configured to allow the allowable limit when the remaining capacity of the secondary battery is a predetermined amount or more even when the detected battery temperature is lower than the predetermined temperature. It may be a means for setting the output limit as the output limit. By doing so, it is possible to secure more opportunities to exhibit the output performance of the power storage means. In this case, when the detected battery temperature is less than the predetermined temperature and the remaining capacity of the secondary battery is less than the predetermined amount when the detected battery temperature is less than the predetermined temperature, the output limit setting unit decreases the remaining capacity of the secondary battery. The low temperature output limit imposed with a limit larger than the allowable output limit may be set as an output limit. In this way, it is possible to more reliably suppress the remaining capacity of the power storage means from being reduced when the battery temperature is lower than the predetermined temperature.

  Further, in the power output apparatus of the present invention, the output limit setting means limits the allowable output limit regardless of the detected battery temperature when starting the internal combustion engine with motoring by the power generation means. It can also be a means for setting as an output limit. This is based on the fact that priority is given to securing power performance when starting the internal combustion engine.

  Alternatively, in the power output apparatus of the present invention, the output restriction setting means may detect the detected battery temperature when operating the internal combustion engine to warm up the purification catalyst attached to the exhaust system of the internal combustion engine. Regardless of this, the allowable output limit may be set as an output limit. This is based on the fact that the operation of the internal combustion engine for warming up the purification catalyst is considered to be relatively limited.

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

  The vehicle of the present invention is a power output apparatus of the present invention according to any one of the above-described aspects, that is, basically a power output apparatus that outputs power to a drive shaft, and includes an internal combustion engine and an output from the internal combustion engine. The power generation means capable of generating power using at least a part of the power, the electric motor capable of inputting / outputting power to / from the drive shaft, the power generation means and the electric motor connected to the electric motor, and being able to be charged from the maximum power that can be discharged below a predetermined temperature A secondary battery having a charge / discharge characteristic for reducing the maximum power, a battery temperature detecting means for detecting a battery temperature, which is a temperature of the secondary battery, and the secondary battery based on the charge characteristic of the secondary battery. Input limit setting means for setting an allowable input limit that is the maximum allowable power that can be charged as an input limit, and when the detected battery temperature is equal to or higher than the predetermined temperature, the secondary battery based on the discharge characteristics of the secondary battery Discharge An output that sets a permissible output limit that is the maximum allowable power as an output limit, and sets a low-temperature output limit that is imposed as a limit from the permissible output limit when the detected battery temperature is lower than the predetermined temperature. A limit setting means, and the internal combustion engine, the power generation means, and the output power so that a required driving force required for the drive shaft is output to the drive shaft within the range of the set input limit and the set output limit. A gist is that a power output device including a control means for controlling an 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 of the present invention according to any one of the aspects described above, effects such as the power output device of the present invention, for example, more appropriate charge / discharge according to the characteristics of the secondary battery. Effects similar to those that can be performed can be achieved.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, power generation means capable of generating electric power using at least a part of power from the internal combustion engine, an electric motor capable of inputting / outputting power to / from a drive shaft, and discharging at a temperature lower than a predetermined temperature connected to the power generation means and the electric motor A secondary battery having charge / discharge characteristics in which the maximum power that can be charged is smaller than the maximum possible power, and a control method for a power output device comprising:
When the battery temperature, which is the temperature of the secondary battery, is equal to or higher than the predetermined temperature, the allowable input / output limit is the maximum allowable power that can charge and discharge the secondary battery based on the charge / discharge characteristics of the secondary battery. The internal combustion engine, the power generation means, and the electric motor are controlled so that the required driving force required for the drive shaft is output to the drive shaft, and when the battery temperature is lower than the predetermined temperature, the limit is more than the allowable output limit. Controlling the internal combustion engine, the power generation means, and the electric motor so that the required driving force is output to the drive shaft within the range of the imposed low temperature output limit and the allowable input limit.
It is characterized by that.

  In this power output device control method of the present invention, when the battery temperature, which is the temperature of the secondary battery, is equal to or higher than a predetermined temperature, the maximum allowable power capable of charging / discharging the secondary battery based on the charge / discharge characteristics of the secondary battery. The internal combustion engine, the power generation means, and the electric motor are controlled such that the required driving force required for the drive shaft is output to the drive shaft within the allowable input / output limit range. Further, when the battery temperature is lower than the predetermined temperature, the internal combustion engine, the power generation means, and the electric motor are configured so that the required driving force is output to the drive shaft within the range of the low temperature output limit and the allowable input limit imposed by the limit from the allowable output limit. To control. Therefore, when the battery temperature is lower than the predetermined temperature, it is possible to suppress the discharge from the power storage means and reduce the remaining capacity of the power storage means, so that the remaining capacity is quickly recovered by the charge / discharge characteristics of the power storage means. It can be suppressed that it becomes impossible to do. As a result, more appropriate charge / discharge according to the characteristics of the secondary battery can be performed. Here, the “secondary battery” includes a lithium ion secondary battery and the like.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  The engine 22 is configured as an internal combustion engine that can output power from a hydrocarbon-based fuel such as gasoline or light oil, and the exhaust from the engine 22 includes carbon monoxide (CO), hydrocarbon (HC), and nitrogen. It is discharged to the outside air through a purification device 23 having a catalyst for purifying harmful components of oxide (NOx). The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that inputs signals from various sensors that detect the operating state of the engine 22 including the catalyst temperature Tc from the temperature sensor 23a attached to the purification device 23. Operation control such as fuel injection control, ignition control, intake air amount adjustment control is performed. 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 signal from a crank position sensor (not shown) attached to the crankshaft 26.

  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 configured as a lithium ion secondary battery, and is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, a battery voltage from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input, and the data on the state of the battery 50 is electronically controlled by communication as necessary. Output to unit 70. Further, the battery ECU 52 calculates the remaining capacity SOC based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50, or the battery ECU 52 based on the calculated remaining capacity SOC and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power capable of charging and discharging 50, are calculated. 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, with the charge side being negative and the discharge side being positive. Based on this, the output restriction correction coefficient and the input restriction correction coefficient are set, and the basic values of the set input / output restrictions Win and Wout can be multiplied 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. . In FIG. 2, the dotted line indicates the inverted value of the basic value of the output limit Wout, and the maximum output limit Womax indicates the maximum value of the output limit Wout. As illustrated, in the embodiment, as the battery 50, when the battery temperature Tb is lower than a predetermined temperature Tbref (for example, 0 ° C., 5 ° C., 10 ° C., etc.), the maximum chargeable power is smaller than the maximum dischargeable power. A lithium ion secondary battery having discharge characteristics was used. This charge / discharge characteristic is considered to be due to the fact that lithium may be irreversibly deposited depending on the battery voltage during low temperature charging.

  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 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. In addition, there is a catalyst warm-up mode in which the engine 22 is operated independently to warm up the catalyst of the purifier 34 and the operation is controlled so that power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. Here, since the torque conversion operation mode is a state in which charging / discharging of the battery 50 is not performed in the charge / discharge operation mode, there is no substantial difference in control, and therefore, both are hereinafter referred to as an engine operation mode.

  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 milliseconds) in the engine operation mode.

  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 Nm1, of the motors MG1, MG2. Nm2, the battery temperature Tb of the battery 50, the remaining capacity SOC of the battery 50, the input / output restrictions Win and Wout of the battery 50, and the like are input (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The battery temperature Tb of the battery 50 is detected by a temperature sensor 51 attached to the battery 50, and the remaining capacity SOC of the battery 50 is based on an integrated value of charge / discharge current detected by a current sensor (not shown). 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 are respectively input from the battery ECU 52 by communication. It was.

  When the data is input in this way, it is determined whether or not the input battery temperature Tb is lower than the predetermined temperature Tbref described above (step S110). When the battery temperature Tb is equal to or higher than the predetermined temperature Tbref, the output limit Wout of the battery 50 is actually set. The control output limit Woutf used for the drive control is set as it is (step S120). When the battery temperature Tb is lower than the predetermined temperature Tbref, an output limit guard value Wolim for further limiting the output limit Wout of the battery 50 is set based on the battery temperature Tb of the battery 50 and the remaining capacity SOC (step S130). The output limit Woutf for control is set by limiting the output limit Wout of the battery 50 with the output limit guard value Wolim (step S140). Here, in the embodiment, the output limit guard value Wolim is stored in the ROM 74 as an output limit guard value setting map by predetermining the relationship among the battery temperature Tb, the remaining capacity SOC, and the output limit guard value Wolim. When the temperature Tb and the remaining capacity SOC are given, the corresponding output limit guard value Wolim is derived and set from the stored map. FIG. 5 shows an example of the output limit guard value setting map. As shown in the figure, the output limit guard value Wolim is within the range of the maximum output limit Womax or less, and the battery temperature Tb is lower than the predetermined temperature Tbref and the remaining capacity SOC of the battery 50 is a predetermined amount Sref (for example, 50% or The smaller the value, the smaller the value is set. Further, the output limit guard value Wolim is smaller than the output limit Wout obtained by multiplying the basic value of the output limit Wout shown in FIG. 2 by the correction coefficient shown in FIG. 3 when the battery temperature Tb is lower than the predetermined temperature Tbref. It was assumed that it was set in advance. This is based on the fact that the battery 50 according to the embodiment has charge / discharge characteristics in which the maximum power that can be charged is smaller than the maximum power that can be discharged when the battery temperature Tb is lower than the predetermined temperature Tbref.

  When the control output limit Woutf for the battery 50 is set in this way, 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 is applied. A required torque Tr * to be output is set (step S150), and a required power Pe * required for the engine 22 is set based on the set required torque Tr * (step S160). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 6 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The 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).

  Subsequently, the target rotational speed Ne * and the target torque Te * are set as operating points at which the engine 22 should be operated based on the set required power Pe * (step S170). This setting is performed based on an operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 7 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, the target rotational speed Nm1 * of the motor MG1 is calculated by the following equation (1) using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, and the gear ratio ρ of the power distribution and integration mechanism 30. Based on the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1, a temporary torque Tm1tmp, which is a temporary value of the torque to be output from the motor MG1, is calculated by Expression (2) (step S180). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 8 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. 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. Equation (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / ρ (1)
Tm1tmp = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  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 expressions (3) and (4) (step S190), and the set temporary torque Tm1tmp is expressed by the expression ( The torque command Tm1 * of the motor MG1 is set by limiting with the torque limits Tm1min and Tm1max according to 5) (step 200). Here, Expression (3) is a relationship in which the sum of torques 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 (4) is the relationship with the motor MG1. This is a relationship in which the sum of the electric power input and output by the motor MG2 falls within the range of the input limit Win and the control output limit Woutf. 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 * (3)
Win ≦ Tm1 / Nm1 + Tm2 / Nm2 ≦ Woutf (4)
Tm1 * = max (min (Tm1tmp, Tm1max), Tm1min) (5)

  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 (6) (step S210), and the current rotational speed of the motor MG1 is set to the torque command Tm1 * set as the input limit Win of the battery 50 and the control output limit Woutf. The torque limits Tm2min and Tm2max as the 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 multiplying Nm1 by the rotational speed Nm2 of the motor MG2 are as follows: Calculated by the equations (7) and (8) (step S220) and the set temporary torque Tm2tmp Torque limit Tm2min by Equation (9), and limited by Tm2max to set a torque command Tm2 * of the motor MG2 (step S230). Here, Equation (6) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (6)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (7)
Tm2max = (Woutf-Tm1 * ・ Nm1) / Nm2 (8)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (9)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S240), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. 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. By such control, in the engine operation mode, the engine 22 is efficiently operated within the range of the input limit Win of the battery 50 and the control output limit Woutf, and the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. can do. Here, since the battery 50 according to the embodiment has a charge / discharge characteristic in which the maximum power that can be charged is smaller than the maximum power that can be discharged when the battery temperature Tb is lower than the predetermined temperature Tbref, the battery temperature Tb is lower than the predetermined temperature Tbref. Sometimes, when the remaining capacity SOC is reduced by controlling the engine 22 and the motors MG1 and MG2 within the range of the input / output limits Win and Wout of the battery 50 without considering such characteristics, the reduced remaining capacity SOC is quickly obtained. In some cases, it becomes impossible to recover. On the other hand, in the embodiment, when the battery temperature Tb is lower than the predetermined temperature Tbref, the engine 22 and the motor MG1 are within the range of the control output limit Woutf imposed by the limit from the output limit Wout of the battery 50 and the input limit Win of the battery 50. , MG2 are controlled, so that the remaining capacity SOC of the battery 50 can be suppressed from being reduced when the battery temperature Tb is lower than the predetermined temperature Tbref, and the remaining capacity SOC is determined by the charge / discharge characteristics of the battery 50. Can be prevented from being quickly recovered. As a result, more appropriate charging / discharging according to the characteristics of the battery 50 can be performed. The drive control in the engine operation mode has been described above.

  Next, drive control when starting the engine 22 will be described. FIG. 10 is a flowchart showing an example of a start-time drive control routine executed by the hybrid electronic control unit 70. This routine is executed when the starting condition of the engine 22 is satisfied while traveling in the motor operation mode. The starting condition of the engine 22 is such that the required power Pe * of the engine 22 becomes greater than or equal to a threshold value in the vicinity of the lower limit value of the power range in which the engine 22 can be operated relatively efficiently by depressing the accelerator pedal 83 or the like. Can do. The drive control in the motor operation mode is a control for outputting the required torque Tr * set in the drive control routine of FIG. 4 from the motor MG2 within the limits of the battery 50, and the motor operation is performed from the engine operation mode. Switching to the mode is performed based on the required power Pe * of the engine 22 and the remaining capacity SOC of the battery 50, but these do not form the core of the present invention, and thus detailed description thereof is omitted.

  When the start-up drive control routine of FIG. 10 is executed, the CPU 72 of the hybrid electronic control unit 70 executes the accelerator opening Acc, the vehicle speed V, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the input / output limit Win of the battery 50. , Wout and other data necessary for control are input (step S300) and output to the ring gear shaft 32a as the drive shaft using the required torque setting map of FIG. 6 based on the input accelerator opening Acc and the vehicle speed V. The required torque Tr * to be set is set (step S310), and a cranking torque Tcrk predetermined for motoring the engine 22 is set to the torque command Tm1 * of the motor MG1 (step S320). Subsequently, the temporary torque Tm2tmp, the torque limit Tm2min, and the torque limit Tm2min of the motor MG2 are obtained by replacing the output limit Woutf for control in the formula (8) with the output limit Wout of the battery 50. Tm2max is calculated (steps S330 and S340), the temporary torque Tm2tmp is limited by the torque limits Tm2min and Tm2max according to equation (9), and the torque command Tm2 * of the motor MG2 is set (step S350), and the set motors MG1 and MG2 are set. Torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S360). Then, after waiting for the rotational speed Ne of the engine 22 to reach a predetermined rotational speed Nref or higher at which fuel injection control or ignition control is started (step S370), the engine ECU 24 is instructed to start fuel injection control and ignition control, and the engine The ECU 24 starts these controls (step S380), and then waits for the engine 22 to complete explosion (step S390), and the start-up drive control routine is terminated. When the execution of the start time drive control routine is finished, the execution of the drive control routine of FIG. 4 is started. With this control, the engine 22 that is stopped can be started to output the required torque Tr * to the ring gear shaft 32a serving as the drive shaft within the range of the input / output limits Win and Wout of the battery 50. FIG. 11 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the engine 22 is running while being motored. Here, the reason why the drive control is performed within the range of the control output limit Woutf as the output limit Woutf of the battery 50 without using the control output limit Woutf imposed with a limit from the output limit Wout of the battery 50. explain. As shown in the nomograph of FIG. 11, the cranking torque Tcrk for starting the engine 22 is output from the motor MG1 as a positive torque. Further, depending on the vehicle speed V at the start of the start, while the engine 22 is starting, the rotational speed Nm1 of the motor MG1 exceeds the value 0 from the negative side and shifts to the positive side, and the motor MG1 is positive with power consumption. Side torque may be output. In such a temporary case, it is not preferable that the drive of the motor MG2 is restricted due to control restrictions. As described above, when the engine 22 is started, the output limit Wout of the battery 50 is used as it is because the priority is given to securing the power performance over the charging / discharging characteristics of the battery 50. The start-time drive control has been described above.

  Next, drive control in the catalyst warm-up mode will be described. FIG. 12 is a flowchart showing an example of a catalyst warm-up drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed at predetermined time intervals (for example, every several milliseconds) when a catalyst warm-up request is input from the engine ECU 24 after the ignition is turned on. The catalyst warm-up request is compared with a threshold value set lower than the lower limit temperature of the temperature range in which the catalyst is activated by the catalyst warm-up request setting routine (not shown) executed by the engine ECU 24. This is a request that is set when the catalyst temperature Tc is less than this threshold and is canceled when the catalyst temperature Tc is greater than or equal to this threshold, and is input from the engine ECU 24 by communication.

  When the catalyst warm-up drive control routine of FIG. 12 is executed, the CPU 72 of the hybrid electronic control unit 70 inputs / outputs the accelerator opening Acc, the vehicle speed V, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the battery 50. Data necessary for control such as limiting Win and Wout are input (step S400), and a ring gear shaft 32a as a drive shaft is used using the required torque setting map shown in FIG. Is set to the required torque Tr * to be output (step S410), the idle speed Nidl (for example, 800 rpm or 1000 rpm) is set to the target speed Ne * of the engine 22, and the value 0 is set to the target torque Te *. (Step S420), a value 0 is set to the torque command Tm1 * of the motor MG1 (step S420). S430). Subsequently, the value 0 is substituted into the torque command Tm1 * obtained by replacing the control output limit Woutf in the above-described formulas (6) and (7) and the formula (8) with the output limit Wout of the battery 50. Temporary torque Tm2tmp and torque limits Tm2min and Tm2max of motor MG2 are calculated (steps S440 and S450), and temporary torque Tm2tmp is limited by torque limits Tm2min and Tm2max using equation (9), and torque command Tm2 * of motor MG2 is set. (Step S460). Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S470). The drive control routine ends. At this time, the engine ECU 24 performs control such as intake air amount control, fuel injection amount control, and ignition control so that the engine 22 operates independently at the idling engine speed Nidl. By such control, 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 independently so that the catalyst of the purification device 23 is warmed up. Can drive. FIG. 13 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of the rotating elements of the power distribution and integration mechanism 30 when traveling in the catalyst warm-up mode. Here, it is assumed that the drive control is performed within the range of the control output limit Woutf as the output limit Woutf of the battery 50 without using the control output limit Woutf imposed with a limit from the output limit Wout of the battery 50. This is because the catalyst warm-up is often required only for a short time after the ignition is turned on, and in such a limited case, it is considered less necessary to consider the charge / discharge characteristics of the battery 50.

  According to the hybrid vehicle 20 of the embodiment described above, when the battery temperature Tb is lower than the predetermined temperature Tbref, the battery 50 as a lithium ion secondary battery having charge / discharge characteristics in which the maximum power that can be charged becomes smaller than the maximum power that can be discharged. The output limit guard value Wolim is set to a smaller value as the battery temperature Tb of the battery 50 is lower than the predetermined temperature Tbref and the remaining capacity SOC of the battery 50 is lower than the predetermined amount Sref. And the control output limit Woutf is set, and the engine 22 and the motors MG1 and MG2 are controlled within the range of the input limit Win of the battery 50 and the control output limit Woutf. Is the remaining capacity of the battery 50 when the temperature is lower than the predetermined temperature Tbref It is possible to suppress the OC of decreases, the remaining capacity SOC by the charge and discharge characteristics of the battery 50 can be prevented from not be quickly restored. As a result, more appropriate charging / discharging according to the characteristics of the battery 50 can be performed. Further, when the engine 22 is started or when the engine 22 is autonomously operated to warm up the catalyst of the purification device 23, the output limit Wout of the battery 50 is used as it is without further limiting the output limit Wout of the battery 50. As a result, the drive performance can be ensured more reliably. 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 limit Win of the battery 50 and the control output limit Woutf.

  In the hybrid vehicle 20 of the embodiment, when the battery temperature Tb of the battery 50 is lower than the predetermined temperature Tbref, the smaller value is set as the output limit guard value Wolim as the remaining capacity SOC of the battery 50 is smaller than the predetermined amount Sref. If a smaller value is set when the remaining capacity SOC of the battery 50 is less than the predetermined amount Sref than when the remaining capacity SOC of the battery 50 is greater than or equal to the predetermined amount Sref, the predetermined value is output when the remaining capacity SOC of the battery 50 is less than the predetermined amount Sref. It is good also as what is set as Wolim.

  In the hybrid vehicle 20 of the embodiment, when the battery temperature Tb of the battery 50 is lower than the predetermined temperature Tbref, the smaller value is set as the output limit guard value Wolim as the remaining capacity SOC of the battery 50 is smaller than the predetermined amount Sref. Regardless of whether the remaining capacity SOC of the battery 50 is greater than or equal to the predetermined amount Sref or less than the predetermined amount Sref, a smaller value may be set as the output limit guard value Wolim as the remaining capacity SOC is smaller.

  In the hybrid vehicle 20 of the embodiment, the output limit guard value Wolim is set based on the battery temperature Tb of the battery 50 and the remaining capacity SOC of the battery 50. However, the output limit is based only on the battery temperature Tb of the battery 50. The guard value Wolim may be set.

  In the hybrid vehicle 20 of the embodiment, a smaller value is set as the output limit guard value Wolim as the battery temperature Tb of the battery 50 is lower than the predetermined temperature Tbref. However, when the battery temperature Tb of the battery 50 is equal to or higher than the predetermined temperature Tbref If a smaller value is set when the temperature is lower than the predetermined temperature Tbref, the predetermined value may be set as the output limit guard value Wolim when the battery temperature Tb of the battery 50 is lower than the predetermined temperature Tbref.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is started, the engine 22 and the motor MG1 are within the range of the output limit Wout of the battery 50 without using the control output limit Woutf imposed with a limit from the output limit Wout of the battery 50. , MG2 is controlled for driving, but driving control for the engine 22 and the motors MG1, MG2 may be performed within the range of the control output limit Woutf that is more limited than the output limit Wout of the battery 50. .

  In the hybrid vehicle 20 of the embodiment, when the engine 22 for warming up the catalyst of the purification device 23 is operated, the output of the battery 50 is not used without using the control output limit Woutf that is more restrictive than the output limit Wout of the battery 50. The drive control between the engine 22 and the motors MG1, MG2 is performed within the range of the limit Wout. However, the engine 22 and the motor MG1, within the range of the control output limit Woutf imposed by the limit from the output limit Wout of the battery 50. Drive control with MG2 may be performed.

  In the hybrid vehicle 20 of the embodiment, the basic value based on the battery temperature Tb of the battery 50 is multiplied by the correction coefficient based on the remaining capacity SOC of the battery 50 to set the output limit Wout of the battery 50, and the battery temperature Tb is equal to or higher than the predetermined temperature Tbref. In this case, the set output limit Woutf is set to the control output limit Woutf as it is, and when the battery temperature Tb is lower than the predetermined temperature Tbref, the control output limit Woutf imposed by the set output limit Wout is set. When the battery temperature Tb is equal to or higher than the predetermined temperature Tbref, the output limit Wout as the maximum allowable power that can discharge the battery 50 based on the discharge characteristics of the battery 50 is set to the control output limit Woutf, and the battery temperature Tb is lower than the predetermined temperature Tbref This output limit Wout As long as it sets the control output limit Woutf imposed restrictions Ri, may set the control output limit Woutf in any way. For example, the basic value of the output limit is set as the output limit Wout of the battery 50 using the relationship of FIG. 2, and the output shown in FIG. 14 is substituted for the processing of steps S110 to S140 in the drive control routines of FIGS. The control output limit Woutf may be set by correcting the output limit Wout based on the battery temperature Tb and the remaining capacity SOC using the limit correction coefficient. In this case, the input limit Win of the battery 50 can be set by multiplying the basic value of the input limit based on the relationship of FIG. 2 by the correction coefficient for input limit based on the relationship of FIG.

  In the hybrid vehicle 20 of the embodiment, a lithium ion secondary battery is used as the battery 50. However, when the battery temperature is lower than a predetermined temperature, the maximum power that can be charged becomes smaller than the maximum power that can be discharged. As long as the secondary battery is used, any type of secondary battery may be used.

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

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 15) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

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

  In the 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, and the power of the motor MG2 is output to the ring gear shaft 32a. Although output, the power generation motor MG connected to the engine 22 and the motor MG2 connected to the drive shaft are connected via the battery 50 as illustrated in the hybrid vehicle 320 of the modified example of FIG. Then, all of the power from the engine 22 may be converted into electric power, and the power of the motor MG2 may be output to the drive shaft connected to the drive wheels 63a and 63b.

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

  Here, the correspondence between the main elements of the 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 generation means”, the motor MG2 corresponds to “electric motor”, and the battery 50 corresponds to “secondary battery”. The temperature sensor 51 for detecting the battery temperature Tb corresponds to “battery temperature detection means”, and 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 of the battery 50 The battery ECU 52 that calculates the input limit Win, which is the maximum allowable power that can charge the battery 50 based on the temperature Tb, corresponds to the “input limit setting means” and is based on the integrated value of the charge / discharge current detected by the current sensor. Based on the remaining capacity SOC of the battery 50 and the battery temperature Tb of the battery 50, an output limit Wout that is the maximum allowable power that can discharge the battery 50 is calculated. When the battery temperature Tb of the battery ECU 52 and the battery 50 is equal to or higher than the predetermined temperature Tbref, the output limit Wout of the battery 50 is set to the control output limit Woutf as it is, and when the battery temperature Tb is lower than the predetermined temperature Tbref, the output limit Wout is set to the battery temperature Tb. The hybrid electronic control unit 70 that executes the processing of steps S110 to S140 of the drive control routine of FIG. 4 that is limited by the output limit guard value Wolim based on the remaining capacity SOC and set as the control output limit Woutf is “output”. The target rotational speed of the engine 22 is such that it travels by outputting the required torque Tr * to the ring gear shaft 32a as the drive shaft within the range of the input limit Win of the battery 50 and the control output limit Woutf. Set Ne * and target torque Te * The hybrid electronic control unit 70 that executes steps S150 to S240 of the drive control routine of FIG. 4 for setting torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 and transmitting them to the engine ECU 24 and the motor ECU 40 together with the target rotation. The engine ECU 24 that controls the engine 22 based on the number Ne * and the target torque Te * and the motor ECU 40 that controls the motors MG1 and MG2 based on the torque commands Tm1 * and Tm2 * correspond to “control means”. Further, the motor MG1 and the power distribution integration mechanism 30 correspond to “electric power input / output means”, the motor MG1 corresponds to “generator”, and the power distribution integration mechanism 30 corresponds to “triaxial power input / output means”. Equivalent to. Furthermore, the counter-rotor motor 230 also corresponds to “power generation means” and “power power input / output means”, and the motor MG also corresponds to “power generation means”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “power generation means” is not limited to the combination of the power distribution and integration mechanism 30 and the motor MG1, or to the anti-rotor motor 230 and the motor MG, and can generate power using at least a part of the power from the internal combustion engine. It does not matter as long as it is anything. 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 “secondary battery” is not limited to the battery 50 as a lithium ion secondary battery, and is connected to power generation means and an electric motor, and the maximum power that can be charged is smaller than the maximum power that can be discharged below a predetermined temperature. Any type of secondary battery may be used as long as it has the following charge / discharge characteristics. The “battery temperature detecting means” is not limited to the temperature sensor 51 that detects the battery temperature Tb, and may be anything as long as it detects the battery temperature that is the temperature of the secondary battery. The “input limit setting means” is not limited to the one that calculates the input limit Win based on the remaining capacity SOC of the battery 50 and the battery temperature Tb of the battery 50. Other than the remaining capacity SOC and the battery temperature Tb, If, for example, a calculation based on the internal resistance of the battery 50 or the like is used, the allowable input limit that is the maximum allowable power that can charge the secondary battery based on the charging characteristics of the secondary battery is set as the input limit. It doesn't matter what. The “output restriction setting means” is not limited to the combination of the battery ECU 52 and the hybrid electronic control unit 70, and may be configured by a single electronic control unit. Further, as the “output limit setting means”, when the battery temperature Tb is equal to or higher than the predetermined temperature Tbref, the output limit Wout calculated based on the remaining capacity SOC of the battery 50 and the battery temperature Tb of the battery 50 is used as the control output limit Woutf. And the output limit Wout of the battery 50 is limited by the output limit guard value Wolim based on the battery temperature Tb and the remaining capacity SOC and set as the control output limit Woutf when the battery temperature Tb is lower than the predetermined temperature Tbref. In addition to the remaining capacity SOC and the battery temperature Tb, the output limit Wout of the battery 50 is calculated based on, for example, the internal resistance of the battery 50, or set based on the discharge characteristics of the battery 50. Output for control by multiplying basic value of output limit by correction factor based on battery temperature Tb When the detected battery temperature is equal to or higher than a predetermined temperature, such as the one that sets the limit Woutf, the allowable output limit that is the maximum allowable power that can discharge the secondary battery is set as the output limit based on the discharge characteristics of the secondary battery, When the detected battery temperature is lower than the predetermined temperature, any low temperature output limit that imposes a limit from the allowable output limit may be set as the output limit. 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. Further, as the “control means”, the target rotation of the engine 22 is performed so as to travel by outputting the required torque Tr * to the ring gear shaft 32a as the drive shaft within the range of the input limit Win of the battery 50 and the control output limit Woutf. The number Ne * and the target torque Te * are set, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set to control the engine 22 and the motors MG1 and MG2. As long as the internal combustion engine, the power generation means, and the motor are controlled so that the required driving force required for the drive shaft is output to the drive shaft within the range of the input limit and the set output limit. Absent. 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 “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator as long as it can input and output power, such as an induction motor. 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 shafts connected to the three shafts of the drive shaft, the output shaft, and the rotating shaft of the generator, such as those connected to the shaft or those having a differential action different from the planetary gear such as a differential gear. As long as power is input / output to / from the remaining shafts based on the power input / output to / from the shafts, any device 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.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb of the battery 50, and the basic value of 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 hybrid electronic control unit 70 of an Example. 6 is an explanatory diagram showing an example of an output limit guard value setting map of a battery 50. FIG. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; It is explanatory drawing explaining a mode that torque limitation Tm1min and Tm1max are set. It is a flowchart which shows an example of the drive control routine at the time of start performed by the hybrid electronic control unit 70 of an Example. 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 motoring the engine 22. FIG. It is a flowchart which shows an example of the catalyst warming-up drive control routine performed by the hybrid electronic control unit 70 of the embodiment. 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 a catalyst warm-up mode. It is explanatory drawing which shows an example of the relationship between the remaining capacity SOC of the battery 50 of a modification, and the correction coefficients of input / output restrictions Win and Wout. 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. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.

Explanation of symbols

  20, 120, 220, 320 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 23 purification device, 23a temperature sensor, 26 crankshaft, 28 damper, 30 power distribution integrated 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 electronics Control unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 RO 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 Counter rotor motor, 232 Inner rotor 234 Outer rotor, MG, MG1, MG2 motor.

Claims (11)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power generation means capable of generating power using at least part of the power from the internal combustion engine;
An electric motor capable of inputting and outputting power to the drive shaft;
A secondary battery connected to the power generation means and the electric motor, having a charge / discharge characteristic in which the maximum power that can be charged is smaller than the maximum power that can be discharged below a predetermined temperature, and
Battery temperature detecting means for detecting a battery temperature which is a temperature of the secondary battery;
Input limit setting means for setting an allowable input limit that is the maximum allowable power that can charge the secondary battery based on the charging characteristics of the secondary battery as an input limit;
When the detected battery temperature is equal to or higher than the predetermined temperature, based on the discharge characteristics of the secondary battery, an allowable output limit that is the maximum allowable power that can discharge the secondary battery is set as an output limit, and the detected An output limit setting means for setting an output limit at a low temperature that imposes a limit from the allowable output limit when the battery temperature is lower than the predetermined temperature;
The internal combustion engine, the power generation means, and the electric motor are controlled such that a required driving force required for the drive shaft is output to the drive shaft within the range of the set input limit and the set output limit. Control means;
A power output device comprising:   When the detected battery temperature is lower than the predetermined temperature, the output limit setting means sets the low temperature output limit, which imposes a limit larger than the allowable output limit as the detected battery temperature is lower, as an output limit. The power output apparatus according to claim 1, wherein   The output limit setting means is a means for setting the allowable output limit as an output limit when the remaining capacity of the secondary battery is equal to or greater than a predetermined amount even when the detected battery temperature is lower than the predetermined temperature. The power output apparatus according to claim 1 or 2.   When the detected battery temperature is less than the predetermined temperature and the remaining capacity of the secondary battery is less than the predetermined amount, the output limit setting means is configured to reduce the allowable output limit as the remaining capacity of the secondary battery is smaller. 4. The power output apparatus according to claim 3, wherein said power output device is a means for setting said low temperature output limit with a larger limit as an output limit.   The output limit setting means is a means for setting the allowable output limit as an output limit regardless of the detected battery temperature when starting the internal combustion engine with motoring by the power generation means. The power output apparatus according to any one of claims 1 to 4.   The output limit setting means outputs the allowable output limit regardless of the detected battery temperature when operating the internal combustion engine to warm up the purification catalyst attached to the exhaust system of the internal combustion engine. The power output apparatus according to any one of claims 1 to 5, wherein the power output apparatus is means for setting as a restriction.   The power output device according to any one of claims 1 to 6, wherein the secondary battery is a lithium ion secondary battery.   The power generation means is connected to the drive shaft and is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and the drive shaft and the output shaft with input and output of electric power and power. The power output apparatus according to any one of claims 1 to 7, which is power power input / output means capable of inputting / outputting power to / from the power source.   The power motive power input / output means is connected to three axes of a generator for inputting / outputting motive power, the drive shaft, the output shaft, and a rotating shaft of the generator, and enters any two of the three axes. 9. The power output apparatus according to claim 8, wherein the power output apparatus comprises three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the output power.   A vehicle on which the power output device according to any one of claims 1 to 9 is mounted and an axle is connected to the drive shaft. An internal combustion engine, power generation means capable of generating electric power using at least a part of power from the internal combustion engine, an electric motor capable of inputting / outputting power to / from a drive shaft, and discharging at a temperature lower than a predetermined temperature connected to the power generation means and the electric motor A secondary battery having charge / discharge characteristics in which the maximum power that can be charged is smaller than the maximum possible power, and a control method for a power output device comprising:
When the battery temperature, which is the temperature of the secondary battery, is equal to or higher than the predetermined temperature, the allowable input / output limit is the maximum allowable power that can charge and discharge the secondary battery based on the charge / discharge characteristics of the secondary battery. The internal combustion engine, the power generation means, and the electric motor are controlled so that the required driving force required for the drive shaft is output to the drive shaft, and when the battery temperature is lower than the predetermined temperature, the limit is more than the allowable output limit. Controlling the internal combustion engine, the power generation means, and the electric motor so that the required driving force is output to the drive shaft within the range of the imposed low temperature output limit and the allowable input limit.
A control method for a power output apparatus.

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