JP2009280094A - Power output device and method of controlling the same, and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress excessive heat generation of a power generator that is generated due to correction of an operation point, in a power output device correcting the operation point of an internal combustion engine to higher rotation side as air density is smaller. <P>SOLUTION: Correction power becoming larger as the air density α is smaller is added to request power P* requested for a vehicle to set target power Pe* of the engine, a temporary rotation speed Netmp is set based on the target power Pe* and an optimum mileage line (S110-150), the engine is operated with a target rotation speed Ne* and target torque Te* such that a target rotation speed Nm1* becomes an allowable rotation speed Nm1lim regardless of the target power Pe* when an absolute value of a temporary rotation speed Nm1tmp of a motor MG1 based on the temporary rotation speed Netemp exceeds the allowable rotation speed Nm1lim set as a smaller value as the air density α is smaller (S180), and the engine, the motor MG1 and a motor MG2 are controlled such that torque based on request torque Tr* is output (S210-270). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

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

Conventionally, as this kind of power output device, an engine, a planetary gear having a carrier connected to the output shaft of the engine and a ring gear connected to the drive shaft on the axle side, and a motor MG1 that inputs and outputs power to the sun gear of the planetary gear. And a motor MG2 that inputs and outputs power to the drive shaft and a battery that can exchange power with the motors MG1 and MG2 have been proposed (for example, see Patent Document 1). In this device, the required power required for the axle is corrected by a correction coefficient based on the density of air sucked into the engine, the target power to be output from the engine is set, and the set target power and the engine are operated efficiently. Based on the operation line, the engine operating point consisting of the target rotational speed and target torque is set, the target rotational speed of the motor MG1 is set based on the set target rotational speed of the engine, and operation is performed at the set operating point. The motor MG1 is controlled so that the engine MG1 is controlled and driven at the set target speed, and the required torque required for the drive shaft is output. Accordingly, charging / discharging of the battery due to excessive power based on excessive or insufficient power output from the engine due to high or low air density can be suppressed.
JP 2007-216841 A

  In the power output apparatus described above, the target power of the engine is set to be larger as the density of the air sucked into the engine is smaller. Therefore, the target rotational speed of the motor MG1 is increased together with the target rotational speed of the engine, and the motor MG1 is relatively It will be driven at a high rotational speed. If this state continues, the motor MG1 may generate excessive heat due to a mechanical loss that increases with the rotational speed.

  The power output apparatus, the control method thereof, and the vehicle according to the present invention correct the operating point of the internal combustion engine at a higher speed as the air density is smaller. The main purpose is to suppress.

  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;
A generator capable of inputting and outputting power;
It is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft of the generator, and power is supplied to the remaining one shaft based on power input / output to any two of the three shafts. 3-axis power input / output means for input / output;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the generator and the motor;
An air density related physical quantity detecting means for detecting an air density related physical quantity related to the density of air sucked into the internal combustion engine;
Required driving force setting means for setting required driving force required for the drive shaft;
An allowable rotational speed setting means for setting the allowable rotational speed of the generator so that the absolute value becomes smaller as the air density grasped from the detected air density-related physical quantity is smaller;
The internal combustion engine is operated at an operating point where the rotational speed of the internal combustion engine becomes higher as the air density is smaller in a range where the rotational speed of the generator does not exceed the set allowable rotational speed and the setting is performed. And a control unit that controls the internal combustion engine, the generator, and the electric motor so that a driving force based on the requested driving force is output to the drive shaft.

  In the power output apparatus of the present invention, the allowable rotational speed of the generator is set such that the absolute value becomes smaller as the air density obtained from the air density-related physical quantity related to the density of air taken into the internal combustion engine becomes smaller. The required driving force that is set when the internal combustion engine is operated at an operating point where the rotational speed of the internal combustion engine becomes higher as the air density is smaller within a range where the rotational speed of the generator does not exceed the set allowable rotational speed The internal combustion engine, the generator, and the electric motor are controlled so that the driving force based on is output to the drive shaft. As a result, when the internal combustion engine is operated at an operating point that becomes higher as the air density of the intake air is smaller, the allowable rotation is set such that the absolute value of the generator tends to decrease as the air density decreases. Since it does not exceed the number, heat generation due to mechanical loss that increases in accordance with the rotational speed of the generator can be suppressed. As a result, when the air density is smaller, the operating point of the internal combustion engine is corrected to the higher rotation side, so that excessive heat generation of the generator that can be caused by the correction of the operating point can be suppressed. Here, the “three-axis power input / output means” includes a planetary gear mechanism, a differential gear, and the like.

  In such a power output apparatus of the present invention, the control means is required for the internal combustion engine based on the set required driving force out of a combination of the rotational speed and the torque capable of operating the internal combustion engine efficiently. Control is performed so that the internal combustion engine is operated with a combination that can output the required power as the operating point, and when the rotational speed of the generator does not fall within the set allowable rotational speed in the combination that can output the required power Means for controlling the internal combustion engine to be operated with a combination based on the rotational speed of the internal combustion engine that makes the rotational speed of the generator within the allowable rotational speed range regardless of the required power It can also be. If it carries out like this, an internal combustion engine can be drive | operated in the range which the rotation speed of a generator does not exceed allowable rotation speed, and an efficient operation point. When the power output from the internal combustion engine becomes excessive or insufficient, the excess or insufficient power is provided by charging / discharging from the power storage means.

  The power output apparatus according to the present invention further includes temperature detection means for detecting the temperature of the generator, and the allowable rotation speed setting means has a tendency that the absolute value tends to decrease as the detected temperature increases. It can also be a means for setting the number. If it carries out like this, excessive heat_generation | fever can be suppressed more appropriately according to the heat_generation | fever state of a generator.

  Further, in the power output apparatus of the present invention, the air density related physical quantity detection means may be means including atmospheric pressure detection means for detecting atmospheric pressure, or the air density related physical quantity detection means may be It may be a means including a temperature detecting means for detecting the temperature of air taken into the internal combustion engine. In this way, it is possible to more appropriately cope with the atmospheric pressure and the air temperature sucked into the internal combustion engine.

  The vehicle of the present invention is the power output device of the present invention according to any one of the above-described embodiments, that is, basically a power output device that outputs power to the drive shaft, and can input / output power to / from the internal combustion engine. A remaining generator 1 based on the power that is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft of the generator, and that is input to and output from any two of the three shafts. 3-axis power input / output means for inputting / outputting power to the shaft, an electric motor capable of inputting / outputting power to / from the drive shaft, power storage means capable of exchanging electric power with the generator and the motor, and suction into the internal combustion engine An air density related physical quantity detecting means for detecting an air density related physical quantity related to the density of the air to be generated, a required driving force setting means for setting a required driving force required for the drive shaft, and the detected air density related The lower the air density ascertained from the physical quantity, The allowable rotation speed setting means for setting the allowable rotation speed of the generator so that the absolute value tends to be small, and the lower the air density is within a range where the rotation speed of the generator does not exceed the set allowable rotation speed, the The internal combustion engine and the generator are operated such that the internal combustion engine is operated at an operation point at which the rotational speed of the internal combustion engine is on the high rotation side and a driving force based on the set required driving force is output to the drive shaft. A gist is that a power output device including 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 of the present invention according to any one of the aspects described above, the effects of the power output device of the present invention, for example, the lower the air density, the higher the speed of the internal combustion engine operation. In correcting the points, it is possible to achieve the same effect as the effect of suppressing the excessive heat generation of the generator that may be caused by the correction of the operating point.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, a power generator capable of inputting / outputting power, an output shaft of the internal combustion engine, the drive shaft, and a rotating shaft of the generator, which are connected to three axes and input / output to any two of the three axes 3-axis power input / output means for inputting / outputting power to / from the remaining one shaft based on the generated power, an electric motor capable of inputting / outputting power to / from the drive shaft, electric power to / from the generator and the electric motor A method for controlling a power output device comprising a power storage means,
(A) setting a required driving force required for the driving shaft;
(B) setting the allowable rotational speed of the generator so that the absolute value becomes smaller as the air density obtained from the air density-related physical quantity related to the air density sucked into the internal combustion engine is smaller;
(C) The internal combustion engine is operated at an operating point where the rotational speed of the internal combustion engine becomes higher as the air density is smaller in a range where the rotational speed of the generator does not exceed the set allowable rotational speed. And controlling the internal combustion engine, the generator and the electric motor so that a driving force based on the set required driving force is output to the driving shaft.
It is characterized by that.

  In the control method of the power output apparatus of the present invention, the allowable rotational speed of the generator tends to decrease as the air density decreases from the air density related physical quantity related to the density of air sucked into the internal combustion engine. The internal combustion engine is operated and set at an operating point where the rotational speed of the internal combustion engine becomes higher as the air density is smaller within the range where the rotational speed of the generator does not exceed the set allowable rotational speed. The internal combustion engine, the generator, and the motor are controlled so that a driving force based on the required driving force is output to the drive shaft. As a result, when the internal combustion engine is operated at an operating point that becomes higher as the air density of the intake air is smaller, the allowable rotation is set such that the absolute value of the generator tends to decrease as the air density decreases. Since it does not exceed the number, heat generation due to mechanical loss that increases in accordance with the rotational speed of the generator can be suppressed. As a result, when the air density is smaller, the operating point of the internal combustion engine is corrected to the higher rotation side, so that excessive heat generation of the generator that can be caused by the correction of the operating point can be suppressed.

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

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

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

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the cam position sensor 144 that detects the cooling water temperature from the cylinder, the in-cylinder pressure from the pressure sensor 143 attached to the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the rotational position of the camshaft that opens and closes the exhaust valve Cam position, throttle position from throttle valve position sensor 146 for detecting the position of throttle valve 124, intake air amount from air flow meter 148 attached to the intake pipe, intake air temperature from temperature sensor 149 also attached to the intake pipe in such as are input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. .

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

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The 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, the motor temperature t1 from the temperature sensor 45 that detects the temperature of the motor MG1, and the like are input. The motor ECU 40 receives switching control signals to the inverters 41 and 42. It is output. The motor ECU 40 calculates a torque Tm1 output from the motor MG1 based on the phase current applied to the motor MG1 detected by the current sensor. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. 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.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, the atmospheric pressure Pa from the atmospheric pressure sensor 89, etc. Is entered through. 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. 3 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 engine 22 and so on. Intake air temperature tin, motor MG1, MG2 rotation speed Nm1, Nm2, motor MG1 torque Tm1, motor MG1 motor temperature t1, atmospheric pressure Pa from atmospheric pressure sensor 89, charge / discharge required power Pb *, battery 50 input Processing for inputting data necessary for control, such as output limits Win and Wout, is executed (step S100). Here, the rotation speed Ne of the engine 22 is calculated based on the crank position from the crank position sensor 140 attached to the crankshaft 26, and is input from the engine ECU 24 by communication. The intake air temperature tin is detected by the temperature sensor 149 and input from the engine ECU 24 by communication. The rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are 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 and input from the motor ECU 40 by communication. did. The torque Tm1 calculated by the motor ECU 40 based on the phase current applied to the motor MG1 detected by the current sensor is input from the motor ECU 40 by communication. The motor temperature t1 detected by the temperature sensor 45 is input from the motor ECU 40 by communication. The charge / discharge required power Pb * is set based on the remaining capacity (SOC) and input from the battery ECU 52 by communication. Input / output restrictions Win and Wout of the battery 50 are input from the battery ECU 52 by communication from the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50. It was.

  When the data is input in this way, the air density α of the intake air taken into the engine 22 is estimated based on the input intake temperature tin and the atmospheric pressure Pa (step S110). In the embodiment, the relationship between the intake air temperature tin, the atmospheric pressure Pa, and the air density α is determined in advance and stored in the ROM 74 as an air density estimation map. In this embodiment, the intake air temperature tin and the atmospheric pressure Pa are given. The corresponding air density α was derived from the stored map and estimated. An example of the air density estimation map is shown in FIG. As shown in the figure, the air density α is estimated to decrease as the intake air temperature tin increases and to decrease as the atmospheric pressure Pa decreases.

  Next, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a, 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V and the vehicle. The required required power P * is set (step S120). 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 as the sum of a value obtained by multiplying the set required torque Tr * by the rotation 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 rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Subsequently, using the input torque Tm1 of the motor MG1, the rotational speed Ne of the engine 22 and the gear ratio ρ of the power distribution and integration mechanism 30, the actual power output from the engine 22 is expressed by the following equation (1). The power Pe is calculated (step S130). Here, the expression (1) is obtained by multiplying the torque (−Tm1 · (1 + ρ) / ρ) of the engine 22 by the rotational speed Ne, and this torque is a dynamic value for the rotational elements of the power distribution and integration mechanism 30. Required from relationship. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. As shown in FIG. 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. The torque of the engine 22 in the equation (1) can be easily derived 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.

  Pe = (-Tm1 ・ (1 + ρ) / ρ) ・ Ne (1)

  When the actual power Pe is calculated in this way, a deviation obtained by subtracting the actual power Pe from the target power Pe * of the engine 22 set in this routine n times before is added to a coefficient k (for example, a value 0 to 1.. The correction power (k · (n times before Pe * −Pe)) is calculated by multiplying by 0), and the target power Pe * of the engine 22 is set by adding the calculated correction power to the required power P *. (Step S140). The target power Pe * is set in this way because the required power P * may not be output depending on the environmental conditions during operation even when the engine 22 is controlled to operate based on the required power P *. For example, as described above, since the air density α increases as the atmospheric pressure Pa increases and decreases as the intake air temperature tin increases, the torque of the engine 22 decreases even at the same rotation speed and the same throttle opening. This is because the actual power Pe actually output from the engine 22 with respect to the target power Pe * is excessive or insufficient. Since there is a time difference between the response time of the engine 22 (for example, several hundreds msec) and the execution interval of this routine (for example, several msec), the value n is determined by dividing the response time of the engine 22 by the execution interval of this routine. The effect of the time difference is eliminated by using the target power Pe * set n times before. As described above, the correction power based on the deviation between the target power Pe * and the actual power Pe set n times before is added to the required power P * so that the actual power Pe approaches the required power P *. * Is set.

  When the target power Pe * is set in this way, the temporary rotational speed Nettmp and the temporary torque Tentmp, which are temporary target values of the operating point at which the engine 22 should be operated, are set based on the set target power Pe * (step S150). This setting is performed based on the optimum fuel consumption line for efficiently operating the engine 22 and the target power Pe *. FIG. 7 shows an example of the optimum fuel consumption line of the engine 22 and how the temporary rotation speed Nettmp and the temporary torque Tentmp are set. As shown in the figure, the temporary rotational speed Nettmp and the temporary torque Tempmp can be obtained from the intersection of the optimum fuel consumption line and a curve with a constant target power Pe * (Netmp × Tempp). Here, since the target power Pe * is set larger as the air density α is smaller, the provisional rotational speed Netmp is larger, and the target power Pe * is smaller as the air density α is larger. Since it is set, the provisional rotational speed Netmp is in a small relationship.

  Next, using the set temporary rotational speed Netmp, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the temporary target rotational speed of the motor MG1 is given by the following equation (2). The temporary rotation speed Nm1tmp is calculated (step S160). Equation (2) can be easily derived from the collinear diagram of FIG. 6 described above.

  Nm1tmp = Netmp ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (2)

  When the temporary rotational speed Nm1tmp is calculated in this way, an allowable rotational speed Nm1lim that is an allowable rotational speed of the motor MG1 is set based on the estimated air density α and the input motor temperature t1 of the motor MG1 (step S170). In the embodiment, the allowable rotational speed Nm1lim is determined in advance by storing the relationship between the air density α, the motor temperature t1, and the allowable rotational speed Nm1lim in the ROM 74 as an allowable rotational speed setting map, and the air density α and the motor temperature t1. Is derived from the stored map and the corresponding allowable rotational speed Nm1lim is set. FIG. 8 shows an example of an allowable rotation speed setting map. As shown in the figure, the allowable rotation speed Nm1lim is set to a smaller value as the air density α is smaller, and is set to a smaller value as the motor temperature t1 is higher. As described above, the smaller the air density α, the smaller the torque output from the engine 22 with respect to the target torque. Therefore, the actual power Pe of the engine 22 also decreases with respect to the target power Pe *. For this reason, the smaller the air density α, the larger the correction power based on the deviation between the actual power Pe and the target power Pe *, and the larger the target power Pe * is set in step S130. It becomes the high rotation side. At this time, if there is no restriction on the rotational speed of the motor MG1, the target rotational speed of the motor MG1 increases as the target rotational speed of the engine 22 increases, and the motor MG1 continues to drive at a relatively high rotational speed. The heat generated by is increased. Thus, in consideration of the fact that the motor MG1 tends to be driven at a high speed when the air density α is small, the absolute value of the allowable rotational speed Nm1lim is set to be smaller as the air density α is smaller. Thus, heat generation due to mechanical loss accompanying an increase in the rotational speed of the motor MG1 is suppressed. Further, since it is necessary to prevent further temperature rise as the motor temperature t1 is higher, the absolute value of the allowable rotational speed Nm1lim is set to be smaller as the motor temperature t1 is higher. Here, the permissible rotational speed Nm1lim is determined as the positive permissible rotational speed. However, since the mechanical loss proportional to the rotational speed does not cause a difference depending on the rotational direction, the negative permissible rotational speed is merely changed in sign. The rotation speed is the same value. Therefore, when the allowable rotational speed Nm1lim is set, the allowable range of the rotational speed of the motor MG1 is a range between the positive allowable rotational speed Nm1lim and the negative allowable rotational speed (−Nm1lim).

  When the allowable rotational speed Nm1lim is thus set, it is determined whether or not the absolute value of the temporary rotational speed Nm1tmp is equal to or smaller than the allowable rotational speed Nm1lim (step S180). When the rotational speed is less than the allowable rotational speed Nm1lim, there is little possibility of excessive heat generation of the motor MG1, so the temporary rotational speed Nm1tmp is set as the target rotational speed Nm1 * of the motor MG1 (step S190), and the target rotational speed Ne * of the engine 22 is set. The temporary rotational speed Nettmp is set, and the temporary torque Tempmp is set as the target torque Te * (step S200).

  On the other hand, when it is determined in step S180 that the absolute value of the temporary rotation speed Nm1tmp exceeds the allowable rotation speed Nm1lim, the following equation (3) is used using the allowable rotation speeds Nm1lim and -Nm1lim to prevent excessive heat generation of the motor MG1. Thus, the target rotational speed Nm1 * of the motor MG1 is set as a value obtained by limiting the temporary rotational speed Nm1tmp (step S210). Using the target rotational speed Nm1 *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a and the gear ratio ρ of the power distribution and integration mechanism 30 set in this way, the target rotational speed Ne * of the engine 22 is obtained by the following equation (4). And the torque Te * to be output from the engine 22 is set based on the calculated target rotational speed Ne * and the above-described optimal fuel consumption line (step S220), and the operating point of the engine 22 is determined. Equation (4) can be easily derived from the collinear diagram of FIG. 6 described above.

Nm1 * = max (min (Nm1tmp, Nm1lim),-Nm1lim) (3)
Ne * = Nm1 * ・ ρ / (1 + ρ) -Nm2 / (Gr ・ (1 + ρ)) (4)

  Consider a case where the temporary rotational speed Nm1tmp of the motor MG1 is a positive value larger than the allowable rotational speed Nm1lim. An example of a nomograph of the power distribution and integration mechanism 30 in this case is shown in FIG. As shown in the figure, the target rotational speed Ne * of the engine 22 is set to a value smaller than the temporary rotational speed Netmp so that the target rotational speed Nm1 * of the motor MG1 becomes the allowable rotational speed Nm1lim. An example of how to set the target rotational speed Ne * and the target torque Te * of the engine 22 in this case is shown in FIG. As shown in the figure, the target rotational speed Ne * and the target torque Te * are within the optimum fuel efficiency line among the combinations of the rotational speed Ne of the engine 22 and the torque Te, where the target rotational speed Nm1 * of the motor MG1 becomes the allowable rotational speed Nm1lim. Is set to the operation point (illustrated by a black circle in the figure). At this operating point, the power output from the engine 22 is insufficient with respect to the target power Pe *, which will be described later. On the other hand, let us consider a case where the temporary rotation speed Nm1tmp of the motor MG1 is a negative value that is smaller (absolute value is larger) than the negative allowable rotation speed (−Nm1lim). Here, the rotational speed of the motor MG1 was output from the motor MG1 with consumption of electric power while the hybrid vehicle 20 cruised at a relatively high speed and a part of the electric power generated by the motor MG2 was consumed by the motor MG1. When the motor MG2 is in a power circulation state where the motor MG2 is regeneratively controlled with a part of the power, the rotation speed is negative. An example of the alignment chart of the power distribution and integration mechanism 30 in this case is shown in FIG. As shown in the figure, the target rotational speed Ne * of the engine 22 is set to a value larger than the temporary rotational speed Netmp so that the target rotational speed Nm1 * of the motor MG1 becomes an allowable rotational speed (−Nm1lim). An example of how to set the target rotational speed Ne * and the target torque Te * of the engine 22 in this case is shown in FIG. As shown in the figure, the target rotational speed Ne * and the target torque Te * are optimal among the combinations of the rotational speed Ne and the torque Te of the engine 22 in which the target rotational speed Nm1 * of the motor MG1 becomes the allowable rotational speed (−Nm1lim). Driving points on the fuel consumption line (shown by black circles in the figure) are set. At this operating point, the power output from the engine 22 is excessive with respect to the target power Pe *, which will be described later. Thus, since the target speed Ne * of the engine 22 is set and the operating point on the optimum fuel consumption line is set so that the speed Nm1 * of the motor MG1 becomes the allowable speed Nm1lim, the speed of the motor MG1 is allowed. An operating point at which the engine 22 operates efficiently without exceeding the rotational speed Nm1lim can be set.

  When the target rotational speed Nm1 * of the motor MG1 and the target rotational speed Ne * of the engine 22 and the target torque Te * are set in this way, the next based on the set target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1. The target torque Tm1 * of the motor MG1 is calculated from the equation (5) (step S230). Expression (5) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (5), “k1” in the second term on the right side is a gain of the proportional term, The third term “k2” is the gain of the integral term.

  Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (5)

  When the torque command Tm1 * of the motor MG1 is calculated, the power consumption of the motor MG1 obtained by multiplying the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1 ( The torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the (generated power) by the rotational speed Nm2 of the motor MG2 are calculated by the following equations (6) and (7). At the same time (step S240), a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated by the following equation (8) using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30. (Step S250), using the calculated torque limits Tmin and Tmax, the temporary mode according to the following equation (9): Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the torque Tm2tmp (step S260). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Further, when the temporary rotational speed Netmp of the engine 22 is set to the target rotational speed Ne *, when the target rotational speed Nm1 * of the motor MG1 exceeds the allowable rotational speed Nm1lim, as described above, the power output from the engine 22 is the target power. An operating point that is insufficient or excessive with respect to Pe * is set, but the power corresponding to the excess or deficiency is charged / discharged in the battery 50. Equation (8) can be easily derived from the collinear diagram of FIG. 6 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (6)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (7)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (8)
Tm2 * = max (min (Tm2tmp, Tmax), Tmin) (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 S270), 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.

  According to the hybrid vehicle 20 of the embodiment described above, the correction power that tends to increase as the air density α decreases is added to the required power P * required for the vehicle, and the actual power Pe of the engine 22 becomes the required power P *. The target power Pe * is set so as to approach, and the allowable rotational speed Nm1lim of the motor MG1 is set to a smaller value as the air density α is smaller and smaller as the motor temperature t1 is higher. The temporary rotational speed Nettmp and the temporary torque Tempmp as intersections with the fuel efficiency line are set as the target rotational speed Ne * and the target torque Te *, and the engine 22 is operated with the set target rotational speed Ne * and the target torque Te *. And controls the engine 22, the motor MG1, and the motor MG2 so that torque based on the required torque Tr * is output. When the temporary rotational speed Netmp is set to the target rotational speed Ne *, when the target rotational speed Nm1 * of the motor MG1 exceeds the allowable rotational speed Nm1lim, the target rotational speed Nm1 * becomes the allowable rotational speed Nm1lim regardless of the target power Pe *. Are set as the target rotational speed Ne * and the target torque Te *, the engine 22 is operated at the set target rotational speed Ne * and the target torque Te *, and the required torque Tr Since the engine 22, the motor MG1, and the motor MG2 are controlled so that torque based on * is output, excess or deficiency of the engine power due to the magnitude of the air density α is solved and the engine 22 and the motor MG1 are reduced when the air density α is small. Suppresses heat generation of the motor MG1 due to the motor being driven at a relatively high rotational speed. it can. As a result, when the air density α is smaller, the operation point of the engine 22 is corrected to the higher rotation side, and excessive heat generation of the motor MG1 that can be caused by the correction of the operation point can be suppressed.

  In the hybrid vehicle 20 of the embodiment, the air density α is estimated using the intake air temperature tin and the atmospheric pressure Pa, but only the intake air temperature tin may be used without using the atmospheric pressure Pa. Only the atmospheric pressure Pa may be used without using the temperature tin.

  In the hybrid vehicle 20 of the embodiment, the allowable rotational speed Nm1lim is set based on the air density α and the motor temperature t1 of the motor MG1, but based on only the air density α without using the motor temperature t1 of the motor MG1. It may be set.

  In the hybrid vehicle 20 of the embodiment, the temporary rotational speed Netmp and the temporary torque Tempmp as the intersections between the line where the target power Pe * of the engine 22 is constant and the optimum fuel consumption line are set as the target rotational speed Ne * and the target torque Te *. Then, when the target rotational speed Nm1 * of the motor MG1 exceeds the allowable rotational speed Nm1lim, the optimum fuel efficiency is selected among the operating points of the engine 22 where the target rotational speed Nm1 * of the motor MG1 becomes the allowable rotational speed Nm1lim regardless of the target power Pe *. The points on the line are set as the target rotational speed Ne * and the target torque Te *. However, the target rotational speed Nm1 * of the motor MG1 only needs to be within the range of the allowable rotational speed Nm1lim. The target speed Nm1 * of the motor MG1 is not limited to the point setting point, but the permissible speed It may be such target power of the drive point of the engine 22 to be in the range of Nm1lim Pe * to set a point on a certain line as the target rotational speed Ne * and the target torque Te *.

  In the hybrid vehicle 20 of the embodiment, the target power Pe * is set by adding the correction power that tends to increase as the air density α decreases to the required power P * required for the vehicle, thereby setting the temporary rotational speed Netmp of the engine 22. Although it is set on the high rotation side, the present invention is not limited to this. A correction coefficient that tends to increase as the estimated air density α decreases is set, and the target power Pe * is set by multiplying the required power P * by the correction coefficient. By doing so, the temporary rotation speed Netmp may be set to the high rotation side.

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

  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 motor MG1 corresponds to a “motor”, the power distribution and integration mechanism 30 corresponds to a “three-axis power input / output unit”, and the motor MG2 corresponds to a “motor”. The battery 50 corresponds to “power storage means”, and an atmospheric pressure sensor 89 that detects the atmospheric pressure Pa and a temperature sensor 149 that is attached to the intake pipe of the engine 22 and detects the intake air temperature tin are “air density related physical quantities”. The hybrid electronic control unit 70 that corresponds to the “detection means” and executes the processing of step S120 of the drive control routine of FIG. 3 for setting the required torque Tr * based on the accelerator opening Acc and the vehicle speed V is “required drive force”. It corresponds to “setting means” and tends to decrease as the air density α estimated from the intake air temperature tin and the atmospheric pressure Pa decreases, and decreases as the motor temperature t1 increases. The hybrid electronic control unit 70 that executes the process of step S170 of the drive control routine of FIG. 3 for setting the allowable rotational speed Nm1lim of the motor MG1 to the tendency corresponds to “allowable rotational speed setting means” and is required for the vehicle. The required power P * is calculated based on the required torque Tr *, and the actual power Pe of the engine 22 is calculated using the torque Tm1 of the motor MG1, the rotational speed Ne of the engine 22 and the gear ratio ρ of the power distribution and integration mechanism 30. , The target power Pe * of the engine 22 is set by adding the correction power obtained by multiplying the deviation obtained by subtracting the actual power Pe from the target power Pe * set n times before by the coefficient k to the required power P *, and setting the target power The temporary speed Nettmp and the temporary torque Tempmp of the engine 22 are set from the power Pe * and the optimum fuel consumption line, and the set temporary speed Nettmp and the reset are set. The temporary rotation speed Nm1tmp of the motor MG1 is set from the rotation speed Nr of the gear shaft 32a and the gear ratio ρ. When the absolute value of the temporary rotation speed Nm1tmp is less than or equal to the allowable rotation speed Nm1lim, the temporary rotation to the target rotation speed Nm1 * of the motor MG1 When the number Nm1tmp is set and the target rotational speed Ne * and the target torque Te * of the engine 22 are set with the temporary rotational speed Nettmp and the temporary torque Tempmp, respectively, and the absolute value of the temporary rotational speed Nm1tmp exceeds the allowable rotational speed Nm1lim A value obtained by limiting the temporary rotation speed Nm1tmp with the allowable rotation speed Nm1lim, −Nm1lim is set as the target rotation speed Nm1 * of the motor MG1, and the engine is based on the target rotation speed Nm1 *, the rotation speed Nr of the ring gear shaft 32a, and the gear ratio ρ. The target engine speed Ne * is set to 22 and the target engine speed Ne * The target torque Te * is set from the above, the torque command Tm1 * of the motor MG1 is set based on the set target rotational speed Nm1 *, and the required torque Tr * is output within the range of the input / output limits Win and Wout of the battery 50 The torque command Tm2 * of the motor MG2 is set so that the set target rotational speed Ne * and target torque Te * of the engine 22 are transmitted to the engine ECU 24, and the set torque commands Tm1 * and Tm2 * are sent to the motor ECU 40. The hybrid electronic control unit 70 for executing the processing of steps S100 and S130 to 270 of the drive control routine of FIG. 3 to be transmitted, the engine ECU 24 for receiving the target rotational speed Ne * and the target torque Te * and controlling the engine 22; Motor that receives torque commands Tm1 * and Tm2 * and controls motors MG1 and MG2. CU40 and corresponds to the "control means". Further, the temperature sensor 45 that detects the temperature of the motor MG1 corresponds to “temperature detection 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 “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. Or a differential gear such as a differential gear that is different from a planetary gear, such as a drive shaft, an output shaft, and a rotating shaft of a generator. 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 “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be of any type as long as the motor can input and output power to the drive shaft, such as an induction motor. The “air density related physical quantity detection means” is not limited to the atmospheric pressure sensor 89 and the temperature sensor 149, and any means capable of detecting an air density related physical quantity related to the density of air sucked into the internal combustion engine. Any object may be detected. 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 required power P * is calculated based on the required torque Tr * required for the vehicle, and the torque 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 are calculated. The actual power Pe of the engine 22 is calculated using ρ, and a correction power obtained by multiplying the deviation obtained by subtracting the actual power Pe from the target power Pe * set n times before by the coefficient k is added to the required power P *. The target power Pe * of the engine 22 is set, the temporary speed Nettmp and the temporary torque Tempmp of the engine 22 are set from the set target power Pe * and the optimum fuel consumption line, and the set temporary speed Netmp and the ring gear shaft 32a When the temporary rotational speed Nm1tmp of the motor MG1 is set from the rotational speed Nr and the gear ratio ρ, and the absolute value of the temporary rotational speed Nm1tmp is less than or equal to the allowable rotational speed Nm1lim Sets the temporary rotational speed Nm1tmp to the target rotational speed Nm1 * of the motor MG1 and sets the temporary rotational speed Netmp and the temporary torque Tempmp to the target rotational speed Ne * and the target torque Te * of the engine 22, respectively. When the absolute value of Nm1tmp exceeds the allowable rotational speed Nm1lim, a value obtained by limiting the temporary rotational speed Nm1tmp by the allowable rotational speed Nm1lim, -Nm1lim is set as the target rotational speed Nm1 * of the motor MG1, and the target rotational speed Nm1 * and the ring gear shaft 32a Based on the rotational speed Nr and the gear ratio ρ, the target rotational speed Ne * of the engine 22 is set and the target rotational speed Ne * is set from the target rotational speed Ne * and the optimum fuel consumption line, and the set target rotational speed Ne is set. The engine 22 is operated with the target torque Te * and the required torque Tr * required for the vehicle is a ring. It is not limited to the one that controls the engine 22, the motor MG1, and the motor MG2 so as to be output to the yaw shaft 32a. As long as the engine is operated and the internal combustion engine, the generator, and the electric motor are controlled so that the driving force based on the set required driving force is output to the drive shaft, 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 problems is the same as that of the embodiment described in the column of means for solving the problems. 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 problems. In other words, the interpretation of the invention described in the column of means for solving the problem should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problem. It is only a specific example.

  Further, the present invention is not limited to those applied to hybrid vehicles, and is incorporated into non-moving equipment such as forms of power output devices mounted on moving bodies such as vehicles other than hybrid cars, ships, and aircraft, and construction equipment. The power output device may be in the form of another power output device. Furthermore, it is good also as a form of the control method of such a power output device.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

  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. 2 is a configuration diagram showing an outline of a configuration of an engine 22. FIG. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for air density estimation. It is explanatory drawing which shows an example of the map for request | requirement torque setting. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30; It is explanatory drawing which shows a mode that an example of the optimal fuel consumption line of the engine 22, and temporary rotation number Nettmp and temporary torque Tentmp are set. It is explanatory drawing which shows an example of the map for an allowable rotation speed setting. It is explanatory drawing which shows an example of the nomograph of the power distribution integration mechanism 30 in case the temporary rotation speed Nm1tmp of the motor MG1 is a positive value larger than the allowable rotation speed Nm1lim. It is explanatory drawing which shows an example of a mode that an operation point is set based on target rotation speed Ne *. It is explanatory drawing which shows an example of the collinear diagram of the power distribution integration mechanism 30 in case the temporary rotation speed Nm1tmp of the motor MG1 is a negative value smaller than permissible rotation speed (-Nm1lim). It is explanatory drawing which shows an example of a mode that an operation point is set based on target rotation speed Ne *. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

  20,120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 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 Rotation position detection sensor, 45 Temperature sensor, 50 battery, 51 Temperature sensor, 52 For 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, 89 atmospheric pressure sensor, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purification device, 136, Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam Position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, 150 Variable valve timing Grayed mechanism, MG1, MG2 motor.

Claims (7)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
A generator capable of inputting and outputting power;
It is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft of the generator, and power is supplied to the remaining one shaft based on power input / output to any two of the three shafts. 3-axis power input / output means for input / output;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the generator and the motor;
An air density related physical quantity detecting means for detecting an air density related physical quantity related to the density of air sucked into the internal combustion engine;
Required driving force setting means for setting required driving force required for the drive shaft;
An allowable rotational speed setting means for setting the allowable rotational speed of the generator so that the absolute value becomes smaller as the air density grasped from the detected air density-related physical quantity is smaller;
The internal combustion engine is operated at an operating point where the rotational speed of the internal combustion engine becomes higher as the air density is smaller in a range where the rotational speed of the generator does not exceed the set allowable rotational speed and the setting is performed. A power output device comprising: control means for controlling the internal combustion engine, the generator, and the electric motor so that a driving force based on the requested driving force is output to the drive shaft.   The control means is configured to output a combination capable of outputting a required power required for the internal combustion engine based on the set required driving force among a combination of a rotation speed and a torque capable of operating the internal combustion engine efficiently. As a point, when the internal combustion engine is controlled so as to be operated and the required power can be output, the generator can be output regardless of the required power when the rotational speed of the generator does not fall within the set allowable rotational speed. 2. The power output apparatus according to claim 1, wherein the engine is controlled so that the internal combustion engine is operated with a combination based on the rotational speed of the internal combustion engine within a range of the allowable rotational speed as the operating point. The power output device according to claim 1 or 2,
Temperature detecting means for detecting the temperature of the generator,
The allowable rotational speed setting means is a means for setting the allowable rotational speed so that the absolute value tends to decrease as the detected temperature increases.   The power output apparatus according to any one of claims 1 to 3, wherein the air density related physical quantity detection means includes an atmospheric pressure detection means for detecting atmospheric pressure.   5. The power output apparatus according to claim 1, wherein the air density related physical quantity detection means includes temperature detection means for detecting a temperature of air taken into the internal combustion engine. 6.   A vehicle on which the power output device according to claim 1 is mounted and an axle is connected to the drive shaft. An internal combustion engine, a power generator capable of inputting / outputting power, an output shaft of the internal combustion engine, the drive shaft, and a rotating shaft of the generator, which are connected to three axes and input / output to any two of the three axes 3-axis power input / output means for inputting / outputting power to / from the remaining one shaft based on the generated power, an electric motor capable of inputting / outputting power to / from the drive shaft, electric power to / from the generator and the electric motor A method for controlling a power output device comprising a power storage means,
(A) setting a required driving force required for the driving shaft;
(B) setting the allowable rotational speed of the generator so that the absolute value becomes smaller as the air density smaller from the air density-related physical quantity related to the density of air sucked into the internal combustion engine,
(C) The internal combustion engine is operated at an operating point where the rotational speed of the internal combustion engine becomes higher as the air density is smaller in a range where the rotational speed of the generator does not exceed the set allowable rotational speed. And controlling the internal combustion engine, the generator, and the electric motor so that a driving force based on the set required driving force is output to the drive shaft.

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