JP2015123784A - vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle in which over discharge of a battery can be prevented in a case of occurrence of an event that an electric power generator cannot generate electric power, in a vehicle which is driven by an electric motor that drives a wheel through receiving electric power supplied from the electric power generator which performs electric power generation by a rotation driving force of an internal combustion engine and electric power supplied from the battery.SOLUTION: When electric power generation Pgen of an electric motor 14 which functions as an electric power generator is limited, generation of unnecessary deceleration torque from a first and a second electric motors 22A, 22B is prevented while suppressing outgoing electric power Pd from a battery 24 by implementing a 0 (Nm) control on the first and the second electric motors 22A, 22B, and, when outgoing electric power Pd from the battery 24 also must be limited, generation of outgoing electric power Pd from the battery 24 to the first and the second electric motors 22A, 22B is prevented by implementing a 0 (kW) control.

Description

  The present invention relates to an electric motor mechanically connected to at least one of a front wheel (left front wheel and right front wheel) and a rear wheel (left rear wheel and right rear wheel), and a generator mechanically connected to an internal combustion engine. And a battery that is electrically connected to the electric motor and the generator, and an electric motor control device that controls the electric motor.

  Patent Document 1 discloses a vehicle in which battery power is supplied to an electric motor through an inverter and wheels are driven by the power of the electric motor (FIGS. 1 and 20). Patent Document 1 discloses that torque is generated in the electric motor even when the power supplied to the inverter is zero ([0092], [0093]). Thus, even if the input of electric power to the electric motor is 0 [kW], the electric motor has, for example, an attractive force (e.g., a permanent magnet built in the rotor and a stator core wound with a coil). Negative torque (resistance force that makes it difficult to turn the rotor) occurs due to iron loss. This negative torque can be obtained in advance by trial or calculation ([0093]).

  Hereinafter, in this specification, the control for setting the power input to the electric motor to 0 (zero, zero) value is referred to as 0 [kW] control (also referred to as 0 kW control). It should be noted that during 0 [kW] control, the power value that flows out from the battery to the motor side is a zero value.

  Patent Document 2 describes control for canceling the resistance force caused by the negative torque described above. For example, in a permanent magnet synchronous motor, a motor loss (motor loss) is detected by detecting an electrical angle, an angular velocity, and a phase current of two phases out of three phases in a state where a torque command is given to the motor. It is disclosed that the motor may be controlled to a zero torque state through an inverter so that the acquired motor loss becomes zero ([0095], [0096]).

  Hereinafter, in this specification, control for setting the torque generated by the electric motor to zero is referred to as 0 [Nm] control (also referred to as 0 Nm control). Note that the motor consumes electric power during 0 [Nm] control.

  Patent Document 3 discloses a vehicle in which one of a front wheel (left front wheel and right front wheel) and a rear wheel (left rear wheel and right rear wheel) is driven (FIG. 1, [0127]).

  In Patent Document 3, when an excessive slip occurs in one rear wheel during driving of the rear wheels (the left rear wheel and the right rear wheel), the driving torque of the rear wheel in which the excess slip has occurred is reduced, and The drive torque of the other rear wheel is reduced by that amount so that no moment is generated, and the reduced drive torque is distributed to the front wheels (left front wheel and right front wheel) so that the drive force of the vehicle does not decrease. {[0082]-[0085], FIG. 20 (a), FIG. 20 (b), FIG. 20 (c)}.

  Patent Document 4 discloses a drive device for a hybrid vehicle that includes a transmission that is switched by a double clutch between an internal combustion engine and an electric motor that also operates as a generator, and in which the internal combustion engine is connected in series to the electric motor ( Hybrid drive device) is disclosed (FIG. 1).

JP 2012-239264 A JP 2012-218562 A JP 2013-2105017 A JP 2011-79379 A

  Incidentally, one of the front wheels (the left front wheel and the right front wheel) and the rear wheels (the left rear wheel and the right rear wheel) disclosed in Patent Document 3 is driven by a drive device (motor drive device) including left and right electric motors. It is possible to conceive a vehicle capable of all-wheel drive in which the other wheel is driven by a drive device (hybrid drive device) having a transmission that can be switched by the double clutch disclosed in Patent Document 4.

  However, as will be described later in the section “DETAILED DESCRIPTION OF THE INVENTION”, in the vehicle capable of all-wheel drive thus conceived, while driving one wheel by the motor drive device, the hybrid drive device side In the state where the wheels are driven by the internal combustion engine and the electric motor functions as a generator to generate electric power, and the generated electric power is supplied to the electric motor driving device and the vehicle is running, the gear stage of the transmission is to be switched. In addition, there is a situation in which the motor operating as a generator must be stopped (referred to as a power generation reduced state or a power generation missing state), and when the power generation is reduced (power generation lost state), the battery drives the motor drive device. When power is supplied, there is a problem that the battery may be in an overdischarged state.

  The present invention has been made in connection with the above-described technique and problem, and is supplied with electric power from a generator and / or a capacitor that generates electric power by the rotational driving force of an internal combustion engine, and at least one of a front wheel and a rear wheel is supplied. An object of the present invention is to provide a vehicle capable of preventing excessive discharge of the capacitor and protecting the capacitor when a situation in which the generator cannot generate power occurs in a vehicle that is driven by a driving electric motor. And

  The vehicle according to the present invention includes an electric motor mechanically connected to at least one of the front wheels and the rear wheels, a generator mechanically connected to an internal combustion engine, and an electric connection to the electric motor and the generator. And an electric motor control device that controls the electric motor. The electric motor control device generates or predicts a power generation restriction state in which the electric power generated by the electric generator is restricted. The power value consumed by the electric motor is obtained when it is obtained or predicted that the outflow power of the battery exceeds the threshold power during the execution of the zero power control. Execute zero power control to make the value almost zero.

  According to the present invention, the zero power control of the electric motor is executed when the electric power generated by the electric generator is limited, thereby preventing the generation of unnecessary deceleration torque from the electric motor while suppressing the outflow electric power from the electric capacitor. By executing zero power control when it is necessary to limit the outflow power of the motor, it is possible to prevent generation of outflow power from the capacitor to the electric motor.

  In this case, the vehicle includes a transmission that is mechanically connected between the internal combustion engine and the generator, and the power of the internal combustion engine is input to the transmission via a first connection / disconnection means. A first input shaft, a second input shaft to which power of the internal combustion engine is input via a second connecting / disconnecting means, and an output shaft to which the first input shaft and the second input shaft are connected. And the generator is mechanically connected to only one of the first input shaft and the second input shaft.

  According to the present invention, when the generator is generating electric power using the power of the first input shaft or the power of the second input shaft of the double clutch transmission, the generator is operated as an electric motor at the time of shifting to change to the next gear stage. When adjusting the number of rotations of the gear, the generator is in a power generation limited state where necessary power cannot be generated, so by reducing the input power of the motor or setting it to zero as described above, Deterioration of vehicle behavior when power generation is limited can be minimized.

  In addition, it is preferable that the electric motor control device lowers the threshold power of the outflow power value of the capacitor when the temperature of the capacitor is decreased. When the temperature of the battery decreases, the threshold power that enters zero power control is reduced in accordance with the decrease in the maximum battery outflow power, which is the power that can be discharged from the battery. It can protect against discharge.

  According to the present invention, the zero power control of the electric motor is executed when the electric power generated by the electric generator is limited, thereby preventing the generation of unnecessary deceleration torque from the electric motor while suppressing the outflow electric power from the electric capacitor. By executing zero power control when it is necessary to limit the outflow power of the motor, it is possible to prevent generation of outflow power from the capacitor to the electric motor.

1 is a block diagram showing a schematic configuration of a vehicle according to an embodiment of the present invention. It is a schematic block diagram of the front-wheel drive device in the vehicle of FIG. It is a typical block diagram explaining the example of the electric power distribution of a vehicle. It is a characteristic view with which explanation of battery protection is provided. It is a time chart used for operation | movement description of embodiment. It is a flowchart (1/2) with which operation | movement description of embodiment is provided. It is a flowchart (2/2) with which operation | movement description of embodiment is provided. It is a schematic block diagram of the front-wheel drive device which shows the state which drives a wheel by the 4th speed gear stage with an internal combustion engine, and is generating electric power with the drive gear for 5th speed. FIG. 9 is a schematic configuration diagram of a front wheel drive device showing a state in which a wheel is driven by shifting from a fourth speed shift stage shown in FIG. 8 to a fifth shift stage and electric power is generated by a fifth speed drive gear. FIG. 9 is a schematic configuration diagram of a front wheel drive device showing a state after a fifth speed drive gear is replaced with a third speed drive gear in a state where wheels are being driven at the fourth speed gear stage of FIG. 8. It is a schematic block diagram of the front-wheel drive device which shows the state which changes the gear from the 4th speed gear stage shown in FIG. 10 to the 3rd speed gear stage, drives a wheel, and is generating electric power with the 3rd speed drive gear. It is a block diagram which shows schematic structure of the vehicle which concerns on the modification of this invention. It is a characteristic view with which it uses for description of battery protection at the time of battery temperature fall. It is a block diagram which shows schematic structure of the vehicle which concerns on the other modification of this invention.

  FIG. 1 is a block diagram showing a schematic configuration of a vehicle 10 according to an embodiment of the present invention.

  In the vehicle 10, a driving device 16 (second driving device, hereinafter referred to as a front wheel driving device) in which an electric motor (M) 14 is connected in series to an internal combustion engine 12 via a transmission (T / M) 18. While the power of the internal combustion engine 12 and the electric motor 14 is transmitted to the front wheels Wf via the transmission 18, the driving device 20 (provided at the rear portion of the vehicle separately from the front wheel driving device 16). The power of the first driving device (hereinafter referred to as rear wheel driving device) is transmitted to the rear wheels Wr (RWr, LWr).

  The motor 14 of the front wheel drive device 16 and the first and second motors (M) 22A and 22B (left and right motors) of the rear wheel drive device 20 are DC / AC converters having switching elements connected in a three-phase full bridge type. The inverters (INV) 15, 23 </ b> A, and 23 </ b> B are electrically connected to the battery (BAT) 24, respectively, so that power supply from the battery 24 and energy regeneration to the battery 24 are possible. The battery 24 is a capacitor (energy storage), and can be replaced with a capacitor in addition to a secondary battery such as a nickel metal hydride battery or a lithium ion battery. In this embodiment, a lithium ion secondary battery is employed.

  Each component of the vehicle 10 is controlled by an ECU (electronic control unit) 26 that is a control device. As is well known, the ECU 26 includes a microcomputer, and operates as various functional means (various functional units) in which the CPU executes programs based on information from various sensors (various detectors) and performs various operations. . One or a plurality of ECUs 26 may be used, and in this embodiment, a single ECU 26 will be described for the sake of avoidance of complexity and convenience of understanding.

  The vehicle 10 is controlled by the ECU 26 under the control of the ECU 26 such that the rear wheel drive device 20 only drives the rear wheels Wr, the front wheel drive device 16 only drives the front wheels Wf, and the rear wheel drive device 20 operates. All-wheel drive {AWD, four-wheel drive (4WD)} traveling using both the driving of the rear wheel Wr and the driving of the front wheel Wf by the front wheel driving device 16 is possible.

  In the rear wheel drive running, the rear wheels Wr are driven by the first and / or second electric motors 22A and 22B, and in the front wheel drive running, the front wheels Wf are driven by the internal combustion engine 12 and / or the electric motor 14.

[Description of Rear Wheel Drive Device 20]
The rear wheel drive device 20 includes axles 28A and 28B. The axles 28A and 28B are left and right axles on the rear wheel Wr side of the vehicle 10, and are arranged coaxially in the vehicle width direction. In addition, since the detailed structure of the rear-wheel drive device 20 which has the 1st and 2nd electric motors 22A and 22B is disclosed by patent document 3, for example, here for the convenience of avoidance of complexity and an understanding The present invention will be described to the extent that it can be understood.

  The rear wheel drive device 20 includes first and second electric motors 22A and 22B for driving axles, and speed reducers 30A and 30B that reduce the drive rotation of the first and second electric motors 22A and 22B. And are arranged on the same axis. The reduction gears 30A and 30B include a hydraulic brake driven by the electric oil pump 40 and a one-way clutch that transmits the forward power (forward driving force) of the first and second electric motors 22A and 22B to the axles 28A and 28B. Is incorporated.

  The first electric motor 22A functions as a left electric motor that drives the left rear wheel LWr, and the second electric motor 22B functions as a right electric motor that drives the right rear wheel RWr.

  The rear wheel Wr is provided with wheel speed sensors 32A and 32B for detecting the number of rotations of the left rear wheel LWr and the right rear wheel RWr, and the left rear wheel LWr and the right rear wheel RWr have an acceleration slip greater than a predetermined value or A slip acquisition device 34 capable of acquiring the occurrence of a deceleration slip (hereinafter sometimes simply referred to as “slip”) is provided.

  The first and second electric motors 22A and 22B are provided with resolvers 36A and 36B which are rotational speed detectors for detecting the rotational speeds of the first and second electric motors 22A and 22B.

  In addition to the rotation speeds of the left and right rear wheels LWr and RWr acquired from the wheel speed sensors 32A and 32B, the rotation speeds of the first and second electric motors 22A and 22B acquired from the resolvers 36A and 36B, the ECU 26 described above is operated by steering. Angle, accelerator pedal opening AP, shift position, SOC of battery 24 (also referred to as a charged amount or remaining capacity, usually expressed as a percentage in which the full charge capacity is 100%), various oil temperatures The ECU 26 receives a signal for controlling the front wheel drive device 16 including the internal combustion engine 12 and the electric motor 14, a signal for controlling the rear wheel drive device 20 including the first and second electric motors 22A and 22B, and the like. Is output.

[Description of Front Wheel Drive Device 16]
FIG. 2 shows a schematic configuration of the front wheel drive device 16. The detailed configuration of the front wheel drive device 16 is disclosed in, for example, FIG. 1 and FIG. 14 of Patent Document 4, so that the present invention can be understood to avoid complexity and for the convenience of understanding. Explained.

  The front wheel drive device 16 includes an internal combustion engine 12 as a drive source, an electric motor 14 that functions as a drive source, a drive assist source, or a generator, and a transmission 18 for transmitting the power of the drive source and the drive assist source to the front wheels Wf. And a planetary gear mechanism 52 as a differential reduction gear constituting a part of the transmission 18.

  The electric motor 14 is a three-phase brushless synchronous motor, and includes a stator 56 in which a coil is wound around a stator core, and a rotor 58 in which a permanent magnet arranged to face the stator 56 is incorporated.

  The planetary gear mechanism 52 includes a ring gear 52 a, a planetary gear 52 c, a planetary carrier 52 d, and a sun gear 52 b connected to the rotor 58.

  The transmission 18 includes a plurality of shifts including a first clutch 61 (first connecting / disconnecting means) and a second clutch 62 (second connecting / disconnecting means) provided on the crankshaft 54 of the internal combustion engine 12, and a planetary gear mechanism 52. A gear group, a first gear shift actuator (first gear shifter, first gear shifter / synchronizer) 41 and a second gear shift actuator (second gear shifter, second gear shifter This is a so-called double-clutch transmission including a synchronizer 42.

  The transmission 18 is disposed coaxially with the crankshaft 54 of the internal combustion engine 12, and is a first main shaft (also referred to as a first first main shaft) to which power from the internal combustion engine 12 is directly transmitted via the first clutch 61. .) 101 and a hollow connecting shaft 103 (also referred to as a second first main shaft 103) to which power from the internal combustion engine 12 is transmitted through the first main shaft 101, the sun gear 52b, the planetary gear 52c, and the planetary carrier 52d. ) And a hollow second main shaft (also referred to as a first second main shaft) 102 to which power from the internal combustion engine 12 is transmitted via the second clutch 62, and the second main shaft 102. Idle gear train 84 (consisting of an idle drive gear 81, a first idle driven gear 82, and a second idle driven gear 83) and a rotation shaft of the second idle driven gear 83. Two main shafts (also referred to as a second second main shaft and an intermediate shaft) 105, and arranged in parallel to the first main shafts 101 and 103 and the second main shafts 102 and 105, and a differential gear mechanism 95. And a counter shaft (also referred to as an output shaft) 104 that drives the front wheels Wf through the axle 50A (50B).

  Further, the transmission 18 has a fifth speed drive on the first and second first main shafts 101 and 103 (first input shaft), which is one of the two transmission shafts (odd speed transmission shaft). An odd-numbered gear group (first gear group) composed of a gear 75, a seventh-speed drive gear 77, and a third-speed drive gear 73 is provided, and the other transmission shaft (even-numbered transmission shaft) is the first and On the second second main shafts 102 and 105 (second input shaft), an even-numbered gear group (second gear) composed of the second speed drive gear 72, the fourth speed drive gear 74, and the sixth speed drive gear 76 is provided. Group) is provided.

  Here, the first speed change actuator 41 is not fixed to the first main shafts 101 and 103 (shown as being fixed for convenience in FIG. 2) and the fifth speed drive gear 75 and the seventh. The speed driving gear 77 and the third speed driving gear 73 are selectively connected to or released from the first main shafts 101 and 103.

  The second speed change actuator 42 is not fixed to the second main shaft 105 (shown as being fixed for convenience in FIG. 2). The fourth speed drive gear 74 and the sixth speed drive gear 76 are shown. The second speed drive gear 72 is selectively connected to or released from the second main shaft 105.

  The first shared driven gear 91 provided on the countershaft 104 meshes with the third speed drive gear 73 and constitutes a third speed gear pair 73p together with the third speed drive gear 73, while the second speed drive. The gear 72 is meshed with the second speed drive gear 72 to form a second speed gear pair 72p.

  The second shared driven gear 92 provided on the counter shaft 104 meshes with the fifth speed drive gear 75 to form a fifth speed gear pair 75p together with the fifth speed drive gear 75, while the fourth speed drive. The gear 74 is engaged with the fourth speed drive gear 74 to form a fourth speed gear pair 74p.

  The third common driven gear 93 provided on the counter shaft 104 meshes with the seventh speed drive gear 77 to form the seventh speed gear pair 77p together with the seventh speed drive gear 77, while the sixth speed drive gear 77 A sixth speed gear pair 76p is configured together with the sixth speed drive gear 76 by meshing with the gear 76.

  The internal combustion engine 12 is connected to the first main shaft 101 that is an odd-speed transmission shaft of the transmission 18 when the ECU 26 engages the first clutch 61, and is connected to the rotor 58 of the electric motor 14 through the first main shaft 101, The electric motor 14 can be driven as a generator.

  The internal combustion engine 12 is also driven by the third, fifth, and seventh speed gears (the third speed drive gear 73, the fifth speed drive gear 75, and the seventh speed drive gear when the motor 14 is driven as a generator. 77), torque transmission to the front wheel Wf is performed through the counter shaft 104.

  The internal combustion engine 12 is further connected to the first and second second main shafts 102 and 105 which are even-stage transmission shafts of the transmission 18 when the ECU 26 engages the second clutch 62, and is connected to the second, fourth and sixth speeds. Torque is transmitted to the front wheels Wf through the counter shaft 104 using any of the gears (second speed drive gear 72, fourth speed drive gear 74, and sixth speed drive gear 76).

  On the other hand, when the electric motor 14 is operated as an electric motor when the ECU 26 releases the first and second clutches 61, 62, the rotational driving force of the rotor 58 passes through the planetary gear mechanism 52 on the odd-numbered speed change shaft of the transmission 18. It is connected to a certain first first main shaft 101 and uses any of 3, 5, and 7 speed gears (a 3rd speed drive gear 73, a 5th speed drive gear 75, and a 7th speed drive gear 77). The torque can be transmitted to the front wheel Wf through the counter shaft 104. When the motor 14 transmits torque to the front wheels Wf and regenerates power from the front wheels Wf, both the first and second clutches 61 and 62 are released to establish mechanical connection with the internal combustion engine 12. It is efficient when shut off.

  The final gear 94 provided on the countershaft 104 is for odd-numbered third speed, fifth-speed, seventh-speed drive gears 73, 75, 77 and even-numbered second speed, fourth speed, It is shared by the sixth-speed drive gears 72, 74, and 76.

  In this embodiment, in order to avoid complexity, odd-numbered gear shifts are controlled by the first gear-shift actuator 41 including the first gear shift control for operating the planetary gear mechanism 52.

  The rotor 58 of the electric motor 14 is directly connected to the first-speed sun gear 52b, and assist for the power of the internal combustion engine 12 is performed from the odd-numbered stage side. That is, when the even-numbered gear is used (when the second clutch 62 is engaged), the first-speed drive gear (the planetary gear mechanism 52 and the third-speed drive gear 73 is released) because the odd-numbered first clutch 61 is released. ), Assist (power transmission) using the fifth speed drive gear 75 and the seventh speed drive gear 77 becomes possible.

  During regenerative power generation or electric motor travel (EV travel), the first and second clutches 61 and 62 are disconnected and the internal combustion engine 12 is completely disconnected. However, the power transmission of the motor 14 can be performed only from odd-numbered gears. Therefore, regenerative power generation and motor running are performed only at odd speeds. In principle, the vehicle can be started only at an odd speed (normally, the vehicle is started at the first speed drive gear).

  In the double-clutch transmission 18 configured in this way, the first and second speed change actuators 41 and 42 wait in advance (set) the next low speed stage side or high speed stage side shift gear, so-called. In the pre-shift state, the first and second clutches 61 and 62 are alternately connected (connected / disengaged, engaged / released) to achieve a high speed shift.

[Motor traction control]
The ECU 26 controls the front wheel drive device 16 and the rear wheel drive device 20 in accordance with each vehicle state. In particular, for the rear wheel drive device 20, motor traction that performs motor traction control that suppresses slip of the rear wheel Wr based on the wheel rotation speed of the rear wheel Wr or the motor rotation speed of the first and second electric motors 22A and 22B. It also functions as an electric motor control device having a control system (M-TCS), and controls the torque generated by the first and second electric motors 22A and 22B when executing motor traction control, and controls the left and right rear wheels LWr and RWr. Control the rotation state and so on.

[Operation to prevent unnecessary deceleration torque from the motor and battery protection]
Next, the rear wheel Wr of the vehicle 10 in which the motor traction control system is in an operating state is driven by the rear wheel drive device 20 including the first and second electric motors 22A and 22B, and the electric motor 14 is driven by the power of the internal combustion engine 12. As an example of the all-wheel drive state in which the front wheel Wf is driven by the front wheel drive device 16 while operating as a generator, unnecessary deceleration torque of the first and second electric motors 22A and 22B according to the main part of the present invention 3, a schematic block diagram of the power distribution diagram of the vehicle 10 in FIG. 3, an explanatory diagram of battery protection in FIG. 4, a time chart in FIG. 5, and FIGS. 6 and 7. This will be described with reference to a flowchart and the like.

  In FIG. 3, the double clutch described above with respect to the internal combustion engine 12 (denoted as ENG) of the vehicle 10 is the electric motor 14 {the front wheel Wf side electric motor, and therefore, Fr-MOT (front wheel drive motor) in FIG. It is assumed that the generated power Pgen at a certain time (up to time t1 in FIG. 5) of the electric motor 14 connected through the transmission 18 and operating as a generator is Pgen = X [kW].

  3 and 4, the battery power Pbat [kW] (outflow power -Pd, inflow power Pc) of the battery 24 is the outflow power -Pd [kW] from the battery 24, and the outflow power -Pd = 0 [kW]. The operation point 214 (also referred to as a steady-state operation point) is assumed to be operating. The battery power Pbat [kW] is negative on the discharge side and positive on the charge side. Therefore, the outflow power -Pd of the battery 24 represents discharge power, and the inflow power Pc represents charge power.

  In FIG. 3, the power consumption Pmot1 [kW] of the first electric motor 22A that drives the left rear wheel LWr {represented as Rr-MOT (rear wheel drive motor) in FIG. 3 because it is a motor on the rear wheel Wr side}. And the left and right total power Pmot of the power consumption Pmot2 of the second electric motor 22B (Rr-MOT) driving the right rear wheel RWr is Pmot = Y [kW] (Rr-MOT) at a certain time (until time t1 in FIG. 5). It is also called output power.)

  The value of the auxiliary load power Pl [kW] of the auxiliary machine 210 including the 12V battery 206 and the low-voltage auxiliary machine 208 connected through the step-down converter 204 and the high-pressure auxiliary machine 202 such as an air conditioner connected to the battery 24. Is constant with auxiliary load power Pl = L [kW].

  As shown in FIG. 4, the battery 24 has a limit of the inflow output power according to the SOC [%], and particularly when the temperature is low, the battery outflow power maximum value −Pdmax [kW] and the battery inflow power on the vertical axis. It has a rated limit value corresponding to SOC [%] on the horizontal axis, such as a maximum value Pcmax [kW].

  The battery inflow power maximum value Pcmax, which is a rated limit value when the storage amount SOC is SOC = SOC1, is Pcmax = Pcth1 [kW] (referred to as allowable input power), and the battery outflow power maximum value −Pdmax is − It is assumed that Pdmax = −Pdth1 [kW].

  As shown in FIG. 4, the battery outflow power maximum value −Pdmax, which is a dischargeable power value, has an absolute value from 0 [kW] as the SOC [%] increases from 0 [%] to 100 [%]. The battery inflow maximum power value Pcmax [kW], which increases linearly and is a chargeable power value, has an absolute value from 0 [kW] according to a decrease in SOC [%] from 100 [%] to 0 [%]. The characteristics increase linearly.

  In practice, if it is a short time of about several seconds, it may be possible to use it exceeding the rated limit value (continuous rated limit value) (the discharge power is larger than −Pdmax and the charge power is larger than Pcmax). (Short-time rated limit).

As shown in FIG. 4, since the storage amount SOC [%] is SOC = SOC1 [%] and the battery power Pbat [kW] in the steady state of the operating point 214 of the battery 24 is Pbat = 0 [kW], In the steady state, load power consumption Ps (Ps = Pmot + Pl), which is a combined power of the left and right total power Pmot = Y consumed by the first and second motors 22A and 22B and the auxiliary load power Pl = L [kW]. However, as shown in the following formulas (1) to (3), the generated electric power Pgen of the electric motor 14 operating as a generator is a value equal to X [kW].
Steady state: Pgen = Ps = Pmot + Pl (1)
Steady state: X = Y + L (2)
Steady state: SOC = SOC1, Pbat = 0 (3)

  During the steady state control, the discharge threshold power (battery outflow power maximum value) -Pdmax [kW] that should not exceed the outflow power -Pd for overdischarge protection of the battery 24 is as shown in FIG. The threshold power is −Pdth1 [kW]. For overcharge protection of the battery 24, the charging threshold power (battery inflow power maximum value) Pcmax [kW] that should not exceed the inflow power Pc to the battery 24 becomes the threshold power Pcth1 [kW].

  Therefore, in FIG. 6, during steady state control by the ECU 26 before time t1 (see FIG. 5) in step S1, for example, the gear stage of the transmission 18 is running at a constant speed on a flat road at the fourth speed gear stage. Suppose that

  During the constant speed running during the steady state control, as described above, the left and right total power Pmot = Y for the traction of the first and second electric motors 22A and 22B generating the driving force (torque) and the auxiliary device 210. Since the auxiliary load power Pl = L is covered by the generated power Pgen = X of the electric motor 14 driven as a generator, the battery power Pbat of the battery 24 is 0 [kW].

  As shown in FIG. 8, during the control in the steady state (hereinafter also referred to as the fourth speed traveling state) at the fourth speed gear stage before time t1, the second clutch 62 is engaged and the internal combustion engine 12 The front wheel Wf is driven through the fourth speed drive gear 74 via the first second main shaft 102, while the rotor 58 is formed integrally with the first first main shaft 101 via the fifth speed drive gear 75. Is rotated, and the electric motor 14 generates the generated power Pgen = X. In FIG. 8, hatched arrows indicate engine drive paths (drive paths of the front wheels Wf by the internal combustion engine 12), and white arrows indicate motor power generation paths (rotors 58 rotated by the internal combustion engine 12 to rotate the motor 14. The power generation path) is shown.

  Incidentally, when the ECU 26 detects, for example, that the accelerator pedal is depressed to increase the vehicle speed in the state of FIG. 8 (the fourth speed traveling state, the power generation state of the electric motor 14 by the fifth speed driving gear 75). The ECU 26 rotates the fifth-speed drive gear 75 to be shifted next with the first first main shaft 101, in other words, with a fifth-speed sync (not shown) fastened, so-called pre-shift. Since the ECU 26 is in the completed state, the ECU 26 releases (disconnects) the second clutch 62 and engages the first clutch 61 (replacement operation of the first and second clutches 61 and 62). The fourth speed drive gear 74 is released from the second second main shaft 105 through the speed change actuator 42.

  As a result, as shown in FIG. 9, the transmission 18 can be instantaneously switched from the fourth speed traveling state to the fifth speed traveling state, and for the fifth speed from the internal combustion engine 12 via the first first main shaft 101. The power generation state of the motor 14 by the driving of the front wheel Wf through the driving gear 75 (see the hatched arrow) and the rotation of the first first main shaft 101 (the fifth speed driving gear 75 also rotates) (Arrow).

  Returning to the control during the fourth speed running state (power generation by the fifth speed drive gear 75) shown in FIG. 8, it is determined in step S2 whether or not odd-numbered gear replacement occurs. .

  As described above, when it is determined that the shift operation to the fifth gear shown in FIG. 9 is necessary during the power generation by the fifth speed drive gear 75 at the fourth gear shown in FIG. Since the odd-numbered gear is not replaced (the odd-numbered gear is not different from the fifth-speed drive gear 75), the determination in step S2 is negative (step S2: NO), and the steady state of step S1. Return to state control.

  However, at time t1, for example, the driver starts to depress the accelerator pedal, or the driver begins to depress the accelerator pedal during the cruise control (constant speed running control), and the ECU 26 starts increasing the throttle opening. When the ECU 26 predicts a change from traveling at the fourth speed to traveling at the third speed instead of traveling at the fifth speed, the ECU 26 at the fifth speed currently contributing to power generation is predicted. The determination of the possibility of occurrence of odd-numbered gear replacement that replaces the driving gear 75 with the third-speed driving gear 73 is affirmative (step S2: YES).

  At this time, in step S3 at time t1, the ECU 26 sets an odd-stage gear change flag Fodc (sets a flag) as shown in FIG.

  Next, in order to smoothly switch the gear from the fourth shift speed to the third shift speed, the ECU 26 changes from the state in which the fifth speed sync (not shown) is fastened to the fifth speed drive gear 75 to the third speed sync (not shown). (Not shown) is pre-shifted to the state of being fastened to the third speed drive gear 73 between time t1 and time t5.

  In this case, first, between time points t1 and t2, in step S4, the power generation amount reduction control for reducing the power generation amount of the motor 14 operating as a generator by the power of the internal combustion engine 12, and the first and second motors 22A. , 22B to reduce the driving force of the motor.

  In the power generation amount reduction control, the ECU 26 converts the AC power generated by the rotation of the rotor 58 into DC power in the inverter 15 electrically connected to the motor 14. }, The generated power Pgen of the electric motor 14 is gradually reduced from the generated power X. Along with the decrease in the generated power Pgen from the generated power X, the motor driving force reduction control for gradually decreasing the driving force (driving torque) of the first and second motors 22A and 22B in response to the decrease in the generated power Pgen. Do.

  Thus, between the time points t1 and t2, the left and right total power Pmot of the first and second electric motors 22A and 22B gradually decreases in accordance with the decrease in the generated power Pgen. For this reason, the load power consumption Ps = Pmot + Pl gradually decreases between the time points t1 and t2.

  As is well known, when the driving force of the motor is P [W], the relationship between the driving force P [W] of the motor and the torque T [Nm] indicates that the rotational speed of the motor is n [rpm]. As a linear relationship given by the equation “P = 2 · π · T · n”.

  After time t1, the ECU 26 determines in step S5 whether or not the load power consumption Ps reaches a shortage state (| Ps | ≧ | Pgen |) of the generated power Pgen that cannot be covered by the generated power Pgen.

  When it is covered (step S5: NO), the control in step S4 is continued.

  While the generated power Pgen and the left and right total power Pmot are decreasing from time t1, the power [kW] of the left and right total power Pmot becomes power equivalent to 0 [Nm] at time t2.

  Then, if the generated power Pgen that is decreasing after the time point t2 cannot cover the load power consumption Ps (step S5: YES), the outflow power -Pd of the battery power Pbat corresponding to the shortage (FIG. 5). 5) gradually increases after time t2.

  After this time t2, when the electric power of the left and right total electric power Pmot becomes smaller than 0 [Nm], the deceleration torque (negative torque) generated in the first and second electric motors 22A and 22B is applied to the rear wheel Wr as a braking force. As a result, the occupant may feel a “smooth feeling”.

  In order to avoid the occurrence of the “drag feeling”, in step S6, the first and second electric motors 22A and 22B do not generate deceleration torque, and 0 [Nm] control is set to the zero torque state in the next step S7. The motor driving force reduction started in step S4 is started by starting {0 [Nm] control executed during a period in which the determination process is negative (step S7: NO, | −Pd | <| −Pdth1 |) Control (time t1 to t2) is stopped. }.

  In the determination process of step S7, the outflow power -Pd of the battery power Pbat shown in FIG. 4 is “the maximum battery outflow power value (in practice, gradually decreases after time t2)”. It is determined whether or not (−Pdmax) = threshold power (−Pdth1) [kW] (limit value) ”(−Pd = −Pdth1).

  Step S7: When performing 0 [Nm] control to repeat the processing of NO and Step S6, the outflow power -Pd from the battery 24 exceeds the threshold power -Pdth1 [kW] as shown at time t3. When (| Pbat |> | -Pdth1 |) is predicted or acquired (detected) (step S7: YES, -Pd = -Pdth1), the battery 24 may be prevented from being overdischarged and deteriorated. In order to protect the battery 24, in step S8 at time point t3, the 0 [kW] control execution flag F0 is set (standing), and the left and right total power Pmot of the first and second electric motors 22A and 22B is set to 0 [kW]. ] (Pmot = 0 [kW]) is switched to 0 [kW] control (0 [Nm] control started at time t2 is stopped at time t3, and 0 [kW] control is started at time t3.) . That is, the on-duty of the inverters 23A and 23B is set to zero, and the switching operation of the inverters 23A and 23B that have been operating as converters is stopped.

  For this reason, at time point t3, the outflow power −Pd spent for 0 [Nm] control at time point t3 sharply decreases by that amount, and the constant power consumption from time point t3 to time point t4 is supplemented. In step S9, the generated power Pgen is set to a substantially zero value (Pgen≈0) while the battery power Pbat is gradually increased by the amount that secures the machine load power Pl and compensates for the decrease in the generated power Pgen. It is determined whether or not.

  When the generated power Pgen becomes substantially zero (Pgen≈0 [kW]) at time t4 (step S9: YES), in other words, the power generation amount reduction control started at step S4 (time t1) is completed. In step S10 of FIG. 7, the ECU 26 operates the first speed change actuator 41 to connect the speed change drive gear (here, the fifth speed drive gear 75) with the first first main shaft 101 to the fifth speed. Release by releasing the synchro (not shown). By this operation, the driving force from the second shared driven gear 92 provided on the counter shaft 104 is not transmitted to the first first main shaft 101 via the fifth speed driving gear 75.

  Next, in step S11 from time t4 to time t5, the ECU 26 switches the inverter 15 that has been switched from the regeneration direction to the off state in the driving direction, and rotates the motor 14 using the battery power Pbat of the battery 24 as the motor. And the number of rotations of the first first spindle 101 is increased.

  In this way, in step S11, the number of rotations to be increased until the number of rotations of the first first main shaft 101 is close to the predetermined number of rotations of the third-speed drive gear 73, which is an odd-stage gear to be replaced. Perform alignment control.

  In step S12 at time t5 when the rotation speed of the first first main shaft 101 is increased to the rotation speed of the third speed drive gear 73, the operation of the first speed change actuator 41 by the ECU 26 causes the third speed drive gear 73 to move. Are fastened together with the first first spindle 101 in a three-speed sync (not shown), and the inverter 15 is switched to the regeneration direction.

  At this time, the odd-numbered gear replacement flag Fodc is reset (lowered) in step S13.

  As shown in FIG. 10 by the operation of step S12, the third speed drive gear 73 and the first first main shaft 101 are driven to rotate the counter shaft 104 through the first common driven gear 91 at step S14 at time t5. While being rotated by the force to complete the preshift, the electric motor 14 resumes power generation as a generator.

  Then, in step S14 at time t5, the on-duty increase control of the inverter 15 is performed so that the generated power Pgen is increasing, and the generated power Pgen drives the first and second electric motors 22A and 22B. Therefore, the battery power Pbat of the battery 24 decreases accordingly.

  In step S15, it is determined whether or not the power generation amount of the motor 14 functioning as a power generator reaches a power generation amount capable of controlling the first and second motors 22A and 22B to 0 [Nm]. Nm] (step S15: YES) At step t16 at time t6, the 0 [kW] control execution flag F0 is reset, and the 0 [kW] control started at step S8 (time t3) is terminated. .

  Next, in step S17 after time t6, the power generation amount increase control is continued, and the left and right total power Pmot of the first and second electric motors 22A and 22B is increased corresponding to the increase in the generated power Pgen, and in step S18. Then, it is determined whether or not the power generation amount has reached the target power generation amount as the target driving force. At the time t7 when the target power generation amount is reached, the fourth speed traveling state (third speed) shown in FIG. The steady state control of power generation) is started.

  In the fourth speed traveling state (the power generation state of the electric motor 14 by the third speed drive gear 73) shown in FIG. 10, for example, when the ECU 26 detects that the accelerator pedal is depressed while traveling uphill, The ECU 26 performs the operation of releasing (disconnecting) the second clutch 62 and fastening the first clutch 61 (operation for changing the connection between the first and second clutches 61 and 62) and the fourth speed through the second speed change actuator 42. The drive gear 74 is released from the second second main shaft 105.

  As a result, as shown in FIG. 11, the transmission 18 can be instantaneously switched from the fourth speed traveling state to the third speed traveling state, and for the third speed from the internal combustion engine 12 via the first first main shaft 101. The power generation state of the motor 14 by the driving of the front wheel Wf through the driving gear 73 (see the hatched arrow) and the rotation of the first first main shaft 101 (the third speed driving gear 73 also rotates) (Arrow).

[Modification]
FIG. 12 is a block diagram showing a schematic configuration of a vehicle 10A according to a modification of the present invention. In the vehicle 10A shown in FIG. 12, the configurations of the front wheel drive device 16 and the rear wheel drive device 20 of the vehicle 10 according to the above embodiment are reversed. That is, the front wheel drive device 16a of the vehicle 10A includes first and second electric motors 22A and 22B that drive left and right front wheels Wf (LWf and RWf) disposed on the front side of the vehicle 10A. Further, the rear wheel drive device 20a of the vehicle 10A includes an electric motor 14 that is arranged in series via a transmission 18 to the internal combustion engine 12 that is disposed on the rear side of the vehicle 10A and drives the rear wheel Wr. Also for this vehicle 10A, when the above-described odd-numbered transmission gears are replaced, the first and second electric motors 22A and 23A are prevented from generating unnecessary deceleration torque and the battery 24 is protected from overdischarge. Can be applied.

[Summary of Embodiments and Other Modifications]
As described above, the vehicle 10, 10A according to the above-described embodiment is the vehicle 10, 10A in which at least one of the front wheel Wf and the rear wheel Wr is driven, and is at least one wheel of the front wheel Wf and the rear wheel Wr. The first and second motors 22A and 22B mechanically connected to the internal combustion engine 12, and the generator mechanically connected to the internal combustion engine 12 (in FIG. 1 and FIG. 12, the motor 14 that also functions as a generator) The first and second motors 22A and 22B and the electric motor 14 serving as the generator via the inverters (DC / AC converters) 23A, 23B and 15 respectively, and the battery 24 serving as a capacitor, 1 and 2nd electric motor 22A, 22B, and ECU26 as an electric motor control apparatus which controls the electric motor 14 which functions as the said generator.

  Here, the vehicles 10, 10A include a mechanical double clutch transmission 18 between the internal combustion engine 12 and the electric motor 14 that also functions as the generator.

  The transmission 18 includes first and second first main shafts 101 and 103 as first input shafts to which the power of the internal combustion engine 12 is input via a first clutch 61 as first connecting / disconnecting means, and the internal combustion engine. The first and second second main shafts 102 and 105 as the second input shaft, and the first and second first main shafts are inputted with the power of 12 through the second clutch 62 as the second connecting / disconnecting means. 101 and 103 are selectively connected to an odd-numbered gear group (third speed drive gear 73, fifth speed drive gear 75, seventh speed drive gear 77) and second second main shaft 105. The first to third shared driven gears 91, 92, in which the even-numbered gear group (second speed driving gear 72, fourth speed driving gear 74, sixth speed driving gear 76) connected to the second gear is a driven gear. And a counter shaft 104 as an output shaft connected via any one of 93.

  More specifically, the transmission 18 is mechanically connected to the rotor 58 of the motor 14 whose power is input to the internal combustion engine 12 via the first clutch 61 and whose output side functions as the generator, and the odd-numbered gear. The first and second first main shafts 101 and 103 as first input shafts to which one odd-numbered shift drive gear of the group is selectively connected, and the power of the internal combustion engine 12 are passed through the second clutch 62. And the first and second second main shafts 102 and 105 as second input shafts to which one even-numbered drive gear of the even-numbered gear group is selectively coupled, and the first input shaft Connected to the first and second first main shafts 101 and 103 as the odd-numbered shift drive gear and the first and second second main shafts 102 and 105 as the second input shaft. Meshes with an even-numbered shift drive gear That is a shared driven gears mechanical transmission having a (first to third common driven gear 91, 92, 93) counter shaft 104 as an output shaft which is connected, the.

  Here, when the motor 14 functions as a generator, for example, the rotational power of the internal combustion engine 12 is transmitted to the rotor 58 of the motor 14 through the first clutch 61 and the first first main shaft 101, thereby generating power. Operates as a machine.

  In this case, the ECU 26 uses a certain odd-stage gear (any one of the third-speed drive gear 73, the fifth-speed drive gear 75, and the seventh-speed drive gear 77) as any other odd-stage gear ( The electric power generated by the motor 14 functioning as a generator when switching to the third speed drive gear 73, the fifth speed drive gear 75, or the seventh speed drive gear 77). 0 [Nm] control (zero power) that makes the power generated by the first and second motors 22A, 22B substantially zero when a power generation limit state in which a certain generated power Pgen is limited is acquired or predicted (time t2). Control) and during the execution of the 0 [Nm] control, when it is obtained or predicted that the outflow power -Pd of the battery 24 exceeds the battery outflow power maximum value -Pdmax that is the threshold power (time point t3), First and second electric motors 22A 22B is configured to perform a substantially 0 [kW] control to zero value (zero power control) the power value consumed.

  Thus, in this embodiment, 0 [Nm] control of the first and second motors 22A and 22B for traction (drive) when the generated power Pgen of the motor 14 functioning as a generator is limited. ("Zero power control") is performed to prevent generation of unnecessary deceleration torque from the first and second electric motors 23A and 23B while suppressing the electric power flowing out from the battery 24 -Pd. -Pd is also controlled when zero [kW] control (zero power control) is performed to prevent generation of excessive outflow power -Pd from the battery 24 for the first and second electric motors 22A and 22B can do.

  More specifically, the electric motor 14 functioning as a generator is configured such that the power of the first and second first main shafts 101 and 103 as the first input shaft of the double clutch transmission 18 or the first and second power shafts as the second input shaft. When power is generated by the power of the second second main shafts 102 and 105, when the motor 14 functioning as a generator is operated as a motor at the time of shifting and the rotation speed of the gear of the next gear is adjusted, the generator Since the electric motor 14 that has functioned as a power generation limit state in which necessary electric power cannot be generated, the input electric power of the first and second electric motors 23A and 23B is reduced, for example, 0 [Nm] control or zero value is set. By performing the 0 kW control, it is possible to minimize the deterioration of the vehicle behavior when the power generation of the electric motor 14 serving as the generator is limited.

  As shown in FIG. 13, when the temperature of the battery 24 decreases, the battery outflow power maximum value −Pdmax [kW] and the battery inflow power maximum value Pcmax [kW] with respect to the storage amount SOC [%] of the battery 24 are respectively broken lines. Is smaller than the maximum battery outflow power value −Pdmax ′ [kW] and the maximum battery inflow power value Pcmax ′ [kW], and is stored in advance according to the battery temperature Tbat detected by the battery temperature detector 25. Referring to the characteristics (for example, battery outflow power maximum value −Pdmax ′ [kW] and battery inflow power maximum value Pcmax ′ [kW] shown in FIG. 13), the threshold value of outflow power −Pd of battery 24 It is preferable to reduce the power from the threshold power -Pdth1 to the threshold power -Pdth2.

  With this control, when the temperature of the battery 24 decreases, the threshold power that enters zero power control as the battery outflow maximum value | −Pdmax ′ |, which is the power value that can be discharged from the battery 24, decreases. By reducing -Pdth2 |, the battery 24 can be reliably protected from overdischarge even at low temperatures.

  FIG. 14 is a block diagram showing a schematic configuration of a vehicle 10B of another modified example in which constant speed traveling control (cruise control) is performed by the ECU 26.

  The vehicle 10B is equipped with a navigation device 27. The navigation device 27 includes a GPS (Global Positioning System) sensor as a current position detection device (current position detection device) and map data, and a vehicle detected by the GPS sensor when a destination is input by an input device (not shown). Based on the current location of 10B, with reference to the map data (map information) recorded in the map data storage unit in the navigation device 27 that also functions as a slope detection means, the recommended route to the destination is calculated, Route guidance data for guiding the vehicle 10B to the destination according to the recommended route is created.

  The vehicle 10B uses the cruise control function (constant speed cruising function) to set the set vehicle speed and the current vehicle speed (the vehicle speed converted value of the rotation speed of the counter shaft 104 or the vehicle speed converted value of the average value of the wheel speeds of the wheel speed sensors 32A and 32B). ), And a route according to the route guidance data is controlled at a constant speed. Then, during constant speed traveling control on a flat road, it is detected or predicted from the map data that there is a slope on the route based on the route guidance data, and it is determined that a downshift is necessary for traveling on a slope, for example, traveling uphill. And odd-numbered gears (any of the third-speed drive gear 73, fifth-speed drive gear 75, and seventh-speed drive gear 77) are replaced with other odd-numbered gears (third-speed drive gear 73, fifth-speed drive gear 73, The above-described ECU 26 functions as the generator when an odd-numbered stage replacement process is required to replace the speed drive gear 75 or the seventh speed drive gear 77. This corresponds to the case where the generation limit state in which the electric power generated by the electric motor 14 is limited is acquired or predicted.

  In the present invention, as in the embodiment described above, the motor 14 is driven by the internal combustion engine 12 through the transmission 18 while the rear wheel Wr (or the front wheel Wf) is driven by the first and second motors 22A and 22B. The vehicle 10, 10 </ b> A, 10 </ b> B (all-wheel drive vehicle) that can simultaneously drive the front wheels Wf (or the rear wheels Wr) through the transmission 18 by the internal combustion engine 12 is not limited.

  For example, based on the description in this specification, the generator is generated by the internal combustion engine 12 while the rear wheel Wr (or the front wheel Wf) is driven by the first and second electric motors 22A and 22B. 18, the front wheel Wf and the rear wheel Wr are not driven. } It goes without saying that various configurations such as application to a so-called (pure) series hybrid vehicle or a range extender vehicle of rear wheel drive travel (or front wheel drive travel) or all wheel drive travel can be adopted.

  Further, in the above-described embodiment, 0 [Nm] control of the first and second electric motors 22A and 22B is continued for a predetermined time between the time points t2 and t3 in FIG. Here, when urgently releasing the fifth-speed drive gear 75, etc., the continuation of the 0 [Nm] control for a predetermined time may be omitted and the process may be directly shifted to the 0 [kW] control. .

10, 10A, 10B ... Vehicle 12 ... Internal combustion engine (engine)
DESCRIPTION OF SYMBOLS 14 ... Electric motor (electric motor / generator) 16, 16a ... Front wheel drive device 20, 20a ... Rear wheel drive device 15, 23A, 23B ... Inverter 22A, 22B ... 1st and 2nd motor 24 ... Battery (capacitor)
26 ... ECU (control device)

Claims (3)

An electric motor mechanically connected to at least one of the front and rear wheels;
A generator mechanically connected to the internal combustion engine;
A battery that is electrically connected to the motor and the generator;
An electric motor control device for controlling the electric motor,
The motor controller is
When acquiring or predicting a power generation limit state in which the power generated by the generator is limited, zero power control is performed so that the power generated by the motor is substantially zero, and the zero power control is performed during the execution of the zero power control. A vehicle that performs zero power control to obtain a substantially zero value of a power value consumed by the electric motor when acquiring or predicting that the outflow power of a battery exceeds a threshold power. The vehicle according to claim 1,
The vehicle includes a transmission mechanically connected between the internal combustion engine and the generator,
The transmission is
A first input shaft through which power of the internal combustion engine is input via first connecting / disconnecting means;
A second input shaft to which the power of the internal combustion engine is input via second connection / disconnection means;
An output shaft to which the first input shaft and the second input shaft are connected;
Have
The vehicle is characterized in that the generator is mechanically connected to only one of the first input shaft and the second input shaft. In the vehicle according to claim 1 or 2,
The motor controller is
The vehicle, wherein when the temperature of the battery is lowered, the threshold power of the outflow power value of the battery is lowered.

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