JP3998040B2 - POWER OUTPUT DEVICE, ITS CONTROL METHOD, AND AUTOMOBILE MOUNTING THE SAME - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To increase the energy efficiency of a vehicle by operating an internal combustion engine in a power output system according to the status of the power output system. <P>SOLUTION: The hybrid vehicle, which outputs power from the engine to a driveshaft connected to driving wheels through torque conversion by a planetary gear mechanism and two motors connected to rotary elements of the planetary gear mechanism, stores a plurality of different operation lines LP and L0 to L3 constraining the power output from the engine by different conditions, and sets one operation line according to vehicle speed, motor status and the like in operating the engine and controlling the drive of the two motors. This can increase the energy efficiency of the vehicle and can adjust to output limitations on equipment such as the motors. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

  The present invention relates to a power output apparatus, a control method thereof, and an automobile equipped with the same, and more particularly to a power output apparatus that outputs power to a drive shaft, a control method thereof, and an automobile equipped with the same.

Conventionally, as this type of power output device, an internal combustion engine, a planetary gear mechanism connected to the output shaft of the internal combustion engine and a drive shaft mechanically connected to the axle, and a third gear mechanism of the planetary gear mechanism are provided. There has been proposed a power generator that inputs and outputs power to a shaft and an electric motor that inputs and outputs power to a drive shaft, and operates an internal combustion engine at a predetermined operating point on an operating line (for example, Patent Document 1). reference). In this apparatus, when the driving force on the drive shaft increases and the power to be output from the internal combustion engine increases, the torque is increased while maintaining the rotational speed of the internal combustion engine operating at the operating point on the operation line. Then, the power to be output is output from the internal combustion engine, and then the operation point is changed so that the internal combustion engine is operated at the operation point on the operation line. As a result, power to be output quickly can be output from the internal combustion engine.
Japanese Patent Laid-Open No. 2000-87774 (FIG. 3)

  In the power output apparatus described above, the operating point of the internal combustion engine is temporarily changed from a predetermined operating point on the operating line in order to respond quickly to an increase in driving force, and normally the operating point on the operating line. In addition to responding promptly to such changes in required power, responding to non-normal states of equipment provided in the power output device or to specific operating conditions in the operating state of the power output device In some cases, it is possible to reduce the load on the device in the non-normal state or to improve the energy efficiency when the internal combustion engine is operated at an operation point other than the operation point on the predetermined operation line.

  One object of the power output apparatus and the control method thereof according to the present invention is to operate an internal combustion engine included in the power output apparatus in accordance with the state of the power output apparatus. Another object of the power output apparatus and the control method thereof according to the present invention is to improve the energy efficiency of the apparatus. The power output apparatus and the control method thereof according to the present invention have an object to deal with a drive limitation of equipment included in the power output apparatus. The automobile of the present invention copes with driving the internal combustion engine included in the power output device according to the state of the mounted power output device, improving the energy efficiency of the entire vehicle, driving restrictions on the mounted equipment, etc. The purpose is to do.

  In order to achieve at least a part of the above-described object, the power output apparatus, the control method thereof, and the vehicle equipped with the same according to the present invention employ the following means.

The first power output device of the present invention comprises:
A power output device that outputs power to a drive shaft,
An internal combustion engine capable of changing a supply rate of exhaust gas supplied to the intake system to the intake system;
Connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and at least a part of the power from the internal combustion engine accompanied with input / output of electric power to the drive shaft Power power input / output means to output;
An electric motor capable of inputting and outputting power to the drive shaft;
The relationship between the power output from the internal combustion engine and the operating point of the internal combustion engine consisting of the rotational speed and torque with respect to a plurality of different constraints imposed on the internal combustion engine, and the supply rate of exhaust gas in the internal combustion engine to the intake system Operating line storage means for storing as a plurality of different operation lines including a plurality of exhaust supply operation lines when imposing a constraint on a plurality of different exhaust supply rates,
State detection means for detecting the state of the power output device;
Of the plurality of different operation lines including the plurality of exhaust supply operation lines stored by the operation line storage means based on the detected state of the power output device and the required driving force required for the drive shaft, Action line setting means for setting an action line for execution used to execute control of the internal combustion engine;
The internal combustion engine, the power drive input / output means, and the electric motor so that the required drive force is output to the drive shaft based on the set execution operation line and the required drive force required for the drive shaft. Control means for controlling
It is a summary to provide.
In the first power output device of the present invention, the relationship between the power output from the internal combustion engine and the operating point with respect to a plurality of different constraints imposed on the internal combustion engine is determined as a supply rate of exhaust gas to the intake system in the internal combustion engine. Is stored as a plurality of different operation lines including a plurality of exhaust supply operation lines when imposing restrictions on different exhaust supply rates, and the required driving force required for the state of the power output device and the drive shaft Among the plurality of operation lines including the plurality of exhaust supply operation lines stored on the basis of the above, the execution operation line used for executing the control of the internal combustion engine is set, and the execution operation line and the drive shaft that are set are required. The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the required drive force is output to the drive shaft based on the required drive force. As a result, the internal combustion engine included in the apparatus can be operated according to the state of the power output apparatus. Of course, the required driving force required for the drive shaft can be output. Further, the change of the operation line when the internal combustion engine is operated according to the state of the power output device and the required driving force required for the drive shaft can be dealt with by changing the supply rate of the exhaust to the intake system. . That is, the operating point of the internal combustion engine can be changed by changing the supply rate of the exhaust gas to the intake system without changing the rotational speed or changing the fuel injection amount with respect to the intake air amount. Here, the plurality of exhaust supply operation lines include an operation line in which exhaust having an exhaust supply rate of 0% is not supplied to the intake system at all.

In the first power output apparatus of the present invention, the state detecting means is means for detecting the rotational speed of the drive shaft, and the operating line setting means has a larger exhaust gas supply rate as the detected rotational speed is larger. In this tendency, the exhaust supply rate tends to increase as the required driving force decreases, and the execution operation line may be set from the operation lines including the plurality of exhaust supply operation lines. If it carries out like this, an internal combustion engine can be drive | operated using the operation line with which the torque with respect to a rotational speed is so low that a required drive force is so small that the rotational speed of a drive shaft is large. As a result, the internal combustion engine can be operated according to the driving state of the power output apparatus, and the energy efficiency of the entire apparatus can be improved.

In the first power output apparatus of the present invention, the state detecting means is means for detecting a regenerative driving state of the electric motor when the required driving force is not a braking force, and the operation line setting means is the state detecting means. The execution drive line may be set based on a regenerative drive state of the electric motor when the required drive force detected by the means is not a braking force. In this case, the operation line setting means tends to increase the exhaust supply rate as the regenerative power by the motor as the regenerative drive state of the motor detected by the state detection means increases, so that the plurality of exhaust supply operation lines. It is also possible to set the execution operation line from the operation line including If it carries out like this, the regenerative electric power by an electric motor can be suppressed. Considering the state in which the power from the internal combustion engine is torque-converted by the power power input / output means and the motor and output to the drive shaft, the power power output means generates power with the consumption of power when the motor is regeneratively driven. The operation to output. In this operation, a part of the power of the drive shaft is generated by the electric motor, and the power is consumed by the power power input / output means to output the power to the drive shaft. This forms a power-power-power circulation in which the electric power is converted into motive power and output to the drive shaft. This power-power-power circulation is an operation in which the energy efficiency of the apparatus is not good because the power power input / output means and the efficiency of the electric motor are multiplied several times for some power. Therefore, in the power output apparatus of this aspect of the present invention, by suppressing the regenerative power of the electric motor, the circulation of power-power-power can be suppressed, and the energy efficiency of the apparatus can be improved.

The second power output device of the present invention is:
A power output device that outputs power to a drive shaft,
An internal combustion engine capable of changing a supply rate of air supplied to the intake system to the intake system;
Connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and at least a part of the power from the internal combustion engine accompanied with input / output of electric power to the drive shaft Power power input / output means to output;
An electric motor capable of inputting and outputting power to the drive shaft;
The relationship between the power output from the internal combustion engine and the operating point of the internal combustion engine consisting of the rotational speed and the torque with respect to a plurality of different constraints imposed on the internal combustion engine is a plurality of air having different excess ratios of air in the internal combustion engine Operation line storage means for storing as a plurality of different operation lines including a plurality of operation lines for excess air when imposing restrictions on excess ratio;
State detection means for detecting a state of the power output device including at least the rotational speed of the drive shaft;
As the detected number of rotations is larger, the excess air ratio tends to increase, and as the required driving force required for the drive shaft decreases, the excess air ratio tends to increase. An operation line setting means for setting an operation line for execution used for execution of control of the internal combustion engine among a plurality of operation lines including an operation line for excess air;
The internal combustion engine, the power drive input / output means, and the electric motor so that the required drive force is output to the drive shaft based on the set execution operation line and the required drive force required for the drive shaft. Control means for controlling
It is a summary to provide.
In the second power output device of the present invention, the relationship between the power output from the internal combustion engine and the operating point with respect to a plurality of different constraints imposed on the internal combustion engine is a plurality of air excess ratios in the internal combustion engine. It is memorized as a plurality of different operation lines including a plurality of excess air operation lines when imposing restrictions on excess air ratio, and the required driving force tends to increase the excess air ratio as the detected rotation speed increases. The execution operation line used to execute the control of the internal combustion engine is set from a plurality of operation lines including the plurality of excess air operation lines stored so that the excess air ratio tends to increase as the air pressure decreases. And the internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the required drive force is output to the drive shaft based on the required drive force required for the drive shaft. As a result, the change of the operation line when the internal combustion engine is operated according to the state of the power output device and the required driving force required for the drive shaft is dealt with by the change of the excess rate when supplying excessive air. be able to. In other words, the operating point of the internal combustion engine can be changed by changing the excess ratio of air without changing its rotational speed or changing the fuel injection amount relative to the intake air amount. Here, the plurality of excess air operation lines include an operation line when the excess air ratio is 0%. Further, the internal combustion engine can be operated using an operation line in which the torque with respect to the rotational speed is lower as the required driving force is smaller as the rotational speed of the drive shaft is larger. As a result, the internal combustion engine can be operated according to the driving state of the power output apparatus, and the energy efficiency of the entire apparatus can be improved.

In the second power output apparatus of the present invention, the state detecting means is means for detecting a regenerative driving state of the electric motor when the required driving force is not a braking force, and the operation line setting means is determined by the state detecting means. It may be a means for setting an operation line for execution based on a regenerative drive state of the electric motor when the required driving force detected is not a braking force. In this case, the operation line setting means has a tendency that the excess air ratio tends to increase as the regenerative power by the motor as the regenerative drive state of the motor detected by the state detection means increases. It is also possible to set the execution operation line from the operation line including If it carries out like this, the regenerative electric power by an electric motor can be suppressed and the circulation of the motive power-electric power-power in an apparatus can be suppressed similarly to the aspect which uses the operation line for exhaust_gas | exhaustion supply. As a result, the energy efficiency of the apparatus can be improved.

In these first or second power output devices of the present invention, the operation line storage means is means for storing a fuel consumption operation line as one of a plurality of operation lines when imposing a constraint with good fuel consumption. The operation line setting means may be means for setting the fuel efficiency operation line as an execution operation line when the normal state of the power output apparatus is detected by the state detection means. In this way, the fuel consumption, that is, the energy efficiency of the apparatus in the normal state can be improved.

In the first or second power output apparatus of the present invention, the power power input / output means is connected to three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and any of the three shafts is connected. Or a three-axis power input / output means for inputting / outputting power to the remaining shaft based on the power input / output to / from the two shafts, and a generator for inputting / outputting power to / from the third shaft. The power drive input / output means may include a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft. The motor may be a counter-rotor motor that outputs at least a part of power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action between the rotor and the second rotor. .

The automobile of the present invention is the first or second power output device of the present invention according to any one of the above-described aspects, that is, basically a power output device that outputs power to the drive shaft, and is provided in the intake system. An internal combustion engine capable of changing a supply rate of exhaust gas to be supplied to the intake system, and connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft. A power input / output means for outputting at least part of the power from the internal combustion engine to the drive shaft, an electric motor capable of inputting / outputting power to the drive shaft, and different plurals imposed on the internal combustion engine. The relation between the power output from the internal combustion engine and the operating point of the internal combustion engine consisting of the rotational speed and the torque with respect to the restriction of the engine is a constraint that the exhaust gas supply rate to the intake system in the internal combustion engine is different from each other. Multiple when imposing And operation line storage means for storing a plurality of different operating line including a gas supply operation line, and state detecting means for detecting a state of the animal forces the output device, and the requested state of the power output apparatus the detected in the drive shaft An execution operation line used for execution of the control of the internal combustion engine is set among a plurality of different operation lines including the plurality of exhaust supply operation lines stored by the operation line storage means based on the requested driving force. Based on the operation line setting means, the set execution operation line, and the required driving force required for the drive shaft, the internal combustion engine and the electric power input are output so that the required driving force is output to the drive shaft. A first power output device of the present invention comprising an output means and a control means for controlling the electric motor, or a power output device for outputting power to a drive shaft, wherein the intake system for air supplied to the intake system Supply rate can be changed An internal combustion engine is connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and at least part of the power from the internal combustion engine is accompanied by input / output of electric power. Power power input / output means for outputting to the drive shaft, an electric motor capable of inputting / outputting power to the drive shaft, power and rotational speed output from the internal combustion engine for a plurality of different restrictions imposed on the internal combustion engine, and A plurality of different operation lines including a plurality of excess air operation lines when imposing a constraint that a plurality of excess air ratios differ in the excess air ratio in the internal combustion engine in relation to the operating point of the internal combustion engine consisting of torque Operating line storage means for storing the state, state detection means for detecting the state of the power output device including at least the rotational speed of the drive shaft, and the excess air ratio increases as the detected rotational speed increases. Of the plurality of operation lines including the plurality of excess air operation lines stored by the operation line storage means with the tendency that the excess air ratio increases as the required driving force required for the drive shaft decreases. An operation line setting means for setting an operation line for execution used to execute control of the internal combustion engine, and the request for the drive shaft based on the set operation line for execution and the required driving force required for the drive shaft. A second power output device of the present invention comprising: a control means for controlling the internal combustion engine, the power power input / output means and the electric motor so that a driving force is output , wherein the drive shaft is mechanically The gist is to run while connected to the axle.

According to the automobile of the present invention, since the first or second power output device of the present invention according to any one of the above-described aspects is provided, the effects exhibited by the first or second power output device of the present invention, for example, Operation line when operating the internal combustion engine performed according to the effect that the internal combustion engine included in the apparatus can be operated according to the state of the power output apparatus and the required driving force required for the state of the power output apparatus and the drive shaft The effect of being able to cope with this change by changing the supply rate of the exhaust gas to the intake system, the operation line when operating the internal combustion engine that is performed according to the state of the power output device and the required driving force required for the drive shaft The effect of being able to respond to the change of excess by changing the excess rate when supplying excess air, the effect of outputting the required driving force required for the drive shaft , the drive of the power output device to the electric drive system Against restrictions Possible effect, it is possible to achieve the same effect as such effect that it is possible to improve the energy efficiency of the apparatus.

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

  FIG. 1 is a block diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. FIG. 2 shows an outline of the configuration of an engine 22 mounted on the hybrid vehicle 20 of the embodiment. FIG. As shown in FIG. 1, the hybrid vehicle 20 according to the embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, A motor MG1 capable of generating electricity connected to the distribution integration mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution integration mechanism 30, and a motor MG2 connected to the reduction gear 35 And a hybrid electronic control unit 70 that controls 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 intake air and gasoline. The mixture is sucked into the combustion 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). An EGR pipe 152 that supplies exhaust gas to the intake side is attached to the subsequent stage of the purification device 134, and the engine 22 supplies exhaust gas as non-combustion gas to the intake side to mix air, exhaust gas, and gasoline. Can be sucked into the combustion chamber.

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. Signals from various sensors that detect the state of the engine 22 are input to the engine ECU 24 via an input port (not shown). For example, the engine ECU 24 performs intake / exhaust of the crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26 and the coolant temperature from the water temperature sensor 142 that detects the coolant temperature of the engine 22 and the combustion chamber. The cam position from the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the intake valve 128 and the exhaust valve, the throttle position from the throttle valve position sensor 146 that detects the position of the throttle valve 124, and the load of the engine 22 The intake air amount from the vacuum sensor 148 that detects the intake air amount, the EGR gas temperature from the temperature sensor 156 that detects the temperature of the EGR gas in the EGR pipe 152, and the like are input via the input port. Further, various control signals for driving the engine 22 are output from the engine ECU 24 via an output port (not shown). For example, the engine ECU 24 sends 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, a control signal to the ignition coil 138 integrated with the igniter, and the intake valve 128. A control signal to the variable valve timing mechanism 150 whose opening / closing timing can be changed, a drive signal to the EGR valve 154 for adjusting the supply amount of exhaust gas supplied to the intake side, and the like 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 a ring gear shaft 32a as a drive shaft. When the motor MG1 functions as a generator, the 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 from the carrier 34 when the motor MG1 functions as an electric motor. The input power from the engine 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 to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62 from the ring gear shaft 32a as a drive shaft.

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 is equipped with signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 for detecting the rotational positions of the rotors of the motors MG1 and MG2, and the motor MG2. The motor temperature Tm from the temperature sensor 45, the inverter temperature Tinv from the temperature sensor 42a attached to the inverter 42, the phase current applied to the motors MG1 and MG2 detected by a current sensor (not shown), and the like are input. Since the inverters 41 and 42 are configured as the same unit, the temperature Tinv of the inverter 42 also reflects the temperature of the inverter 41. Further, the motor ECU 40 outputs a switching control signal to the inverters 41 and 42. 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 the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the 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 also 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, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  In the hybrid vehicle 20 of the embodiment thus configured, the power output device corresponds to a configuration excluding the gear mechanism 60, the differential gear 62, and the drive wheels 63a and 63b.

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

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, in particular, the power required by the driver is output to the ring gear shaft 32a (that is, the drive wheels 63a and 63b) as the drive shaft according to the state of the power output device. The operation when doing this will be described. FIG. 3 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 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 Nm1, of the motors MG1, MG2. A process of inputting data necessary for control such as Nm2 is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do.

  When the data is input in this way, the required torque T * 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 required power P * to be output from the engine 22 is set (step S110). In the embodiment, the required torque T * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque T * in the ROM 74 as a required torque setting map. , The corresponding required torque T * is derived from the stored map and set. FIG. 4 shows an example of the required torque setting map. The required power P * can be calculated as the set required torque T * multiplied by the rotation speed Nr of the ring gear shaft 32a plus the charge / discharge request amount Pb * of the battery 50. 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. The charge / discharge request amount Pb * can be set by the remaining capacity (SOC) of the battery 50, the accelerator opening degree Acc, and the like.

  When the required torque T * and the required power P * are thus set, a process for setting the operation line of the engine 22 is performed (step S120). This process is performed by an operation line setting process routine illustrated in FIG. The operation line setting process routine will be described.

  In the operation line setting process routine, the temperature Tm of the motor MG2, the temperature Tinv of the inverter 42, and the elapsed time t after the start as the time elapsed since the start of the engine 22 are input (step S300). t is compared with a threshold value tref (step S310). Here, the threshold value tref is set as a time required from when the engine 22 is started until the variable valve timing mechanism 150 functions well, and can be determined by an actuator of the variable valve timing mechanism 150. When the elapsed time t after the start is less than the threshold value tref, it is determined that the variable valve timing mechanism 150 still does not function well, and the engine 22 outputs power with the variable valve timing mechanism 150 output in the initial state. The initial operation line L0 that imposes the best fuel efficiency as a restriction is set as the engine operation line (step S340), and this routine is terminated.

  When the elapsed time t after starting is equal to or greater than the threshold value tref, the motor temperature Tm is compared with the threshold value T1, and the inverter temperature Tinv is compared with the threshold value T2 (steps S320 and S330). Here, the threshold value T1 is used to determine whether the motor MG2 can be driven satisfactorily, and can be obtained as an upper limit temperature at which the motor MG2 can be driven satisfactorily or a temperature slightly lower than the upper limit temperature. The threshold T2 is used to determine whether or not the inverters 41 and 42 can operate satisfactorily, and is set as an upper limit temperature at which the inverters 41 and 42 can operate satisfactorily or a temperature slightly lower than that temperature. . When the motor temperature Tm is less than the threshold value T1 and the inverter temperature Tinv is less than the threshold value T2, it is determined that both the motor MG2 and the inverters 41 and 42 can operate satisfactorily, and an engine operation line is set based on the vehicle speed V and the required power P *. (Step S350), and this routine is finished. FIG. 6 shows an example of a map for setting an operation line based on the vehicle speed V and the required torque T *. In the figure, the fuel consumption operation line region is a fuel consumption operation line L1 that imposes the restriction that the fuel consumption of the engine 22 is the best with respect to the power output when the exhaust gas supply rate for supplying exhaust gas to the intake system is zero. The low EGR operation line region is a region for setting, and the fuel efficiency of the engine 22 is best with respect to the power output in a state where the exhaust supply rate is relatively low (for example, a low EGR state where the exhaust supply rate is 10%). Is a region for setting the low EGR operation line L2 with the above-mentioned restriction, and the high EGR operation line region outputs power with a relatively high exhaust supply rate (for example, a high EGR state with an exhaust supply rate of 20%). This is a region for setting a high EGR operation line L3 that imposes the restriction that the fuel efficiency of the engine 22 is best. The fuel consumption operation line L1 is adjusted by the variable valve timing mechanism 150 so that the EGR valve 154 is completely closed and the intake valve 128 and the exhaust valve are opened and closed at the optimum fuel efficiency. The low EGR operation line L2 and the high EGR operation line L3 can be performed by maintaining the low EGR state or the high EGR state by adjusting the opening degree of the EGR valve 154. As shown in FIG. 6, in the embodiment, the engine operation line is set so that the exhaust supply rate increases as the vehicle speed V increases, and the exhaust supply rate decreases as the required power P * increases. The reason for this will be described later.

  When the motor temperature Tm is equal to or higher than the threshold value T1 or the inverter temperature Tinv is equal to or higher than the threshold value T2, it is determined that the motor MG2 and the inverters 41 and 42 cannot operate satisfactorily, and in order to reduce the load on the motor MG2 A power operation line LP that imposes the restriction that the largest torque is output from the engine 22 with respect to the power output in a state where the exhaust gas supply rate supplied to the system is 0 is set as an engine operation line (step) S360), the operation line setting process is terminated. The reason why the load on the motor MG2 can be reduced by increasing the torque of the engine 22 is that when the torque of the engine 22 is increased, the torque directly transmitted from the engine 22 to the ring gear shaft 32a increases.

FIG. 7 shows an example of each operation line of the engine 22. As shown in the figure, the power operation line LP, the fuel consumption operation line L1, the low EGR operation line L2, and the high EGR operation line L3 are arranged in descending order of the torque Te with respect to the rotational speed Ne of the engine 22. The initial operation line L0 is located between the fuel efficiency operation line L1 and the low EGR operation line L2 in this figure, but is determined by the initial state of the variable valve timing mechanism 150. In the power distribution and integration mechanism 30, the torque Te output from the engine 22 is calculated to be proportional to the torque Te using the gear ratio ρ of the power distribution and integration mechanism 30, and the torque Ter is applied to the ring gear shaft 32 a and the sun gear 31. It can be distributed and considered to the torque Tes. Here, considering that the hybrid vehicle 20 is cruising at a relatively high speed, the required torque T * is relatively small. However, since the vehicle speed V is large, a relatively large required power P * is set. When the required power P * is output from the engine 22, if a line with a large torque Te is selected as the engine operating line, for example, the fuel consumption operating line L1, a relatively large torque Ter is transmitted to the ring gear shaft 32a. In some cases, the torque Ter is greater than the required torque T *. In this case, the motor MG2 is regeneratively controlled. However, in the mode of operation without charging / discharging of the battery 50, the generated electric power obtained by the motor MG2 is consumed by the motor MG1, so that power-power-power A circulation occurs. On the other hand, when a line with a small torque Te, for example, a high EGR operation line L3, is selected as the engine operation line, the torque Ter transmitted to the ring gear shaft 32a becomes smaller than when the fuel consumption operation line L1 is selected. In this case, if the torque Ter is smaller than the required torque T *, energy circulation does not occur, and therefore, the high EGR operation line L3 has higher energy efficiency than the fuel efficiency operation line L1. Even when the high EGR operation line L3 is selected, the torque Ter may be larger than the required torque T *. However, since the electric power generated by the motor MG2 is smaller than when the fuel consumption operation line L1 is selected, -Loss in power-power circulation is smaller in the high EGR operation line L3 than in the fuel efficiency operation line L1. That is, energy efficiency is improved. For this reason, the operation line having the higher exhaust gas supply rate is set as the vehicle speed V increases in step S350 of the operation line setting process routine of FIG.

  On the other hand, consider the case where the accelerator pedal 83 is depressed while the hybrid vehicle 20 is traveling at a relatively low speed or medium speed. In this case, a relatively large required torque T * is set. At this time, if a line with a large torque Te, for example, a fuel efficiency operation line L1 is selected as the engine operation line, a relatively large torque Ter is transmitted to the ring gear shaft 32a, and the difference between the required torque T * and the torque Ter is expressed by the motor MG2. Will be output from. If a line with a small torque Te, for example, a high EGR operation line L3, is selected as the engine operation line, only a relatively small torque Ter is transmitted to the ring gear shaft 32a, so that the motor is calculated as the difference between the required torque T * and the torque Ter. The torque command Tm2 * for MG2 is large. The torque Ter transmitted from the engine 22 to the ring gear 32 is merely the effect of the efficiency of the engine 22 and the transmission efficiency of the power distribution and integration mechanism 30, but the torque Tm2 output from the motor MG2 is the same as the efficiency of the engine 22. In addition to the transmission efficiency of the power distribution and integration mechanism 30, the efficiency of the motor MG1 and the efficiency of the motor MG2 also act. Accordingly, when the required torque T * is large, it is more energy efficient to increase the torque Te from the engine 22 and increase the torque Ter transmitted to the ring gear shaft 32a. For this reason, the operation line having the lower exhaust gas supply rate is set as the required power P * increases in step S350 of the operation line setting process routine of FIG.

  Returning to the drive control routine of FIG. When the engine operating line is set in this way, the target rotational speed Ne * and target torque Te * of the engine 22 are set based on the set operating line and the required power P * (step S130). In FIG. 7, a curve with a constant required power P * when the required power P * is given is indicated by a broken line. The target rotational speed Ne * and the target torque Te * are set as operating points at the intersection of a curve with a constant required power P * and the set engine operating line. For example, the driving point PP is set in the power operation line LP, and the driving point P1 is set in the fuel consumption operation line L1.

When the target rotational speed Ne * and the target torque Te * of the engine 22 are set, the set target rotational speed Ne *, the current rotational speed Nm2 of the motor MG2, and the gear ratio ρ (sun gear teeth of the power distribution and integration mechanism 30). The target rotational speed Nm1 * of the motor MG1, the calculated target rotational speed Nm1 *, the current rotational speed Nm1 of the motor MG1, and the torque command Tm1 * of the current motor MG1. Is set to the torque command Tm1 * of the motor MG1 (step S140). FIG. 8 shows a collinear diagram of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotational speed of the sun gear 31, the C-axis indicates the rotational speed of the carrier 34, and the R-axis indicates the rotational speed of the ring gear 32. The rotational speed Nr of the ring gear 32 is obtained by multiplying the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35, and the target rotational speed Ne * of the engine 22 becomes the rotational speed of the carrier 34 as it is. The target rotational speed Nm1 * of the motor MG1 that is the same as the rotational speed can be calculated from the rotational speed Nm2, the target rotational speed Ne *, and the gear ratio ρ of the power distribution and integration mechanism 30. Therefore, the engine 22 can be rotated at the target rotational speed Ne * by driving and controlling the motor MG1 to rotate at the target rotational speed Nm1 * calculated in this way. The torque command Tm1 * to be set to the motor MG1 in order to drive and control the motor MG1 at the target rotational speed Nm1 * uses the currently set torque command Tm1 *, the target rotational speed Nm1 *, and the current rotational speed Nm1. Can be set by feedback control. It should be noted that gains such as a proportional term and an integral term used for this feedback control can be determined by a control target, that is, the engine 22, the motor MG1, the power distribution and integration mechanism 30, and the like. In the embodiment, the torque command Tm1 * is set by further imposing a restriction on the rated maximum torque of the motor MG1 with respect to the torque command Tm1 * obtained by such feedback control.

  Subsequently, the motor MG2 outputs the required torque T * to the ring gear shaft 32a using the required torque T *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30 and the gear ratio Gr of the reduction gear 35. Torque command Tm2 * is calculated as the torque to be output (step S150). As shown in the nomogram of FIG. 8, considering the case where the torque of the target torque Te * is output from the engine 22 operated at the target rotational speed Ne *, the ring gear shaft 32a and the sun gear 31 have the target torque Te *. Torques Ter and Tes considering the gear ratio ρ are output. In the steady state, the torque command Tm1 * of the motor MG1 is set so as to balance the torque Tes output to the sun gear 31, but when the rotational speed Nm1 of the motor MG1 is set to the target rotational speed Nm1 *, the torque command Tm1 * Is slightly different from the torque Tes. When such a torque command Tm1 * is applied from the motor MG1, the torque calculated from the torque command Tm1 * is output as the torque Ter. In the embodiment, considering this, the torque Ter acting on the ring gear shaft 32a is calculated using the torque command Tm1 * of the motor MG1. The torque command Tm2 * of the motor MG2 may be obtained by dividing the torque obtained by subtracting this torque Ter from the required torque T * of the ring gear shaft 32a by the gear ratio Gr of the reduction gear 35.

Next, the calculated torque command Tm2 * of the motor MG2 is compared with the torque limit Tmax obtained from the output limit of the battery 50 and the rating of the motor MG2 (step S160). Here, torque limit Tmax is obtained as the smaller value of the value obtained from the output restriction of battery 50 and the value obtained from the rated maximum torque of motor MG2. The output limit of the battery 50 can be obtained from the temperature Tb of the battery 50 and the remaining capacity (SOC). When the torque command Tm2 * is larger than the torque limit Tmax, the set engine operation line is determined (step S170), and when the initial operation line L0 or the power operation line LP is not set as the engine operation line, it is currently set. The operation line that is one torque higher than the existing operation line is set as the engine operation line (step S180), and the process returns to the setting process of the target rotational speed Ne * and the target torque Te * of the engine 22 in step S130. As described above, the target value and the torque command are recalculated by setting the operation line on the high torque side so that the torque command Tm2 * of the motor MG2 can be reduced by increasing the torque of the engine 22. based on. The operation line is reset except for the initial operation line L0. For example, as shown in FIG. 7, when the fuel efficiency operation line L1 is set as the current engine operation line, the power operation line LP is set, and the low EGR operation line L2 is set as the current engine operation line. When it is, the fuel consumption operation line L1 is set. On the other hand, when the initial operation line L0 and the power operation line LP are set as the engine operation line, the torque command Tm2 * is limited by the torque limit Tmax (step S190). In this case, a torque smaller than the required torque T * is output to the ring gear shaft 32a by the amount limited by the torque limit Tmax.

  Next, the torque command Tm2 * of the motor MG2 is compared with the torque limit Tmin obtained from the input limit of the battery 50 and the rating of the motor MG2 (step S200). Here, torque limit Tmin is obtained as the larger value of the value obtained from the input restriction of battery 50 and the value obtained from the rated minimum torque of motor MG2. The input limit of the battery 50 can be obtained from the temperature Tb of the battery 50 and the remaining capacity (SOC). When the torque command Tm2 * is less than the torque limit Tmin, the set engine operation line is determined (step S210), and when the initial operation line L0 or the power operation line LP is not set as the engine operation line, the current setting is made. An operation line that is one torque lower than the currently operated operation line is set as an engine operation line (step S220), and the process returns to the setting process of the target rotational speed Ne * and target torque Te * of the engine 22 in step S130. In this way, setting the low-torque operation line again and recalculating each target value and torque command can increase the torque command Tm2 * of the motor MG2 by reducing the torque of the engine 22. based on. The resetting of the operation line is performed except for the initial operation line L0 as in step S180 described above. For example, as shown in FIG. 7, the fuel efficiency operation line L1 is set as the current engine operation line. If so, the low EGR operation line L2 is set.

  On the other hand, when the initial operation line L0 and the power operation line LP are set as the engine operation line, the target rotation speed Ne * of the engine 22 is changed to a value increased by the rotation speed ΔN and the changed target rotation speed is changed. The target torque Te * is recalculated from Ne * (step S230), and the process returns to the setting process of the target rotational speed Nm1 * and torque command Tm1 * of the motor MG1 in step S140. The operation point represented by the recalculated target rotational speed Ne * and target torque Te * is out of the initial operation line L0 and the high EGR operation line L3. Here, when the torque command Tm2 * of the motor MG2 calculated in the processing after step S140 using the recalculated target rotational speed Ne * and target torque Te * is less than the torque limit Tmin, the target of the engine 22 is again obtained. The rotational speed Ne * is increased by the rotational speed ΔN, and the target torque Te * is recalculated (step S230), and the process returns to step S140. That is, the processes in steps S140 to S230 are repeated until the torque command Tm2 * of the motor MG2 becomes equal to or greater than the torque limit Tmin. The state where the torque command Tm2 * of the motor MG2 is less than the torque limit Tmin is likely to occur when the hybrid vehicle 20 is cruising at a relatively high speed. An example of the alignment chart of the power distribution and integration mechanism 30 at this time is shown in FIG. When the hybrid vehicle 20 is cruising at a relatively high speed, the required torque T * required for the ring gear shaft 32a may be relatively small, but the required power P * is a relatively large value because the vehicle speed V is large. . In this case, in the embodiment, the low EGR operation line L2 and the like are selected so that the target torque Te * of the engine 22 becomes small. However, the gear ratio ρ of the power distribution and integration mechanism 30, the performance of the engine 22, the performance of the gear mechanism 60, and the like. Depending on the gear ratio, the torque Ter transmitted to the ring gear shaft 32a by the torque Te of the engine 22 may be larger than the required torque T * (see the solid line in FIG. 9). Since the torque command Tm2 * of the motor MG2 is set by the deviation between the required torque T * and the torque Ter, the torque command Tm2 * becomes a negative value, and the motor MG2 is regeneratively controlled. Considering that the torque command Tm2 * is limited by the torque limit Tmin when the torque command Tm2 * of the motor MG2 is smaller than the torque limit Tmin, a torque larger than the required torque T * is output to the ring gear shaft 32a. That is, a torque larger than the torque required by the driver is output. In the embodiment, when the torque command Tm2 * is smaller than the torque limit Tmin, the output from the engine 22 is increased by increasing the target rotational speed Ne * and decreasing the target torque Te * as shown by the broken line in FIG. The torque Ter acting on the ring gear shaft 32a is reduced based on the torque Te applied, and the torque command Tm2 * of the motor MG2 is set to be equal to or greater than the torque limit Tmin to prevent the torque greater than the required torque T * from being output to the ring gear 32. It is.

  When the torque command Tm2 * of the motor MG2 is equal to or greater than the torque limit Tmin in step S200, the set target rotational speed Ne * and target torque Te * of the engine 22 are transmitted to the engine ECU 24 and the target rotational speed Nm1 * and torque of the motor MG1 are transmitted. Command Tm1 * and torque command Tm2 * of motor MG2 are transmitted to motor ECU 40 (step S240), and this drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Ignition control and opening / closing timing control of the intake valve 128 are performed. The motor ECU 40 that has received the target rotational speed Nm1 *, the torque command Tm1 *, and the torque command Tm2 * drives the inverter 41 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. , 42 is switched.

  According to the hybrid vehicle 20 of the embodiment described above, by operating the engine 22 by setting an operation line from among a plurality of different engine operation lines that impose a plurality of different constraints depending on the state of the hybrid vehicle 20. The engine 22 can be operated according to the state of the hybrid vehicle 20. In addition, an operation line is set so that the energy efficiency of the entire vehicle becomes higher in accordance with the state of the hybrid vehicle 20, for example, an operation line with a higher exhaust supply rate is set as the vehicle speed V increases, and exhaust as the required power P * increases. By setting an operation line with a low supply rate, the energy efficiency of the entire vehicle can be improved.

  Further, according to the hybrid vehicle 20 of the embodiment, when the temperature Tm of the motor MG2 and the temperature Tinv of the inverters 41 and 42 are high, the power operation line LP is set as the engine operation line and the engine 22 is operated. Thus, it is possible to suppress the temperature Tm of the motor MG2 and the temperature Tinv of the inverters 41 and 42 from rising.

  Further, according to the hybrid vehicle 20 of the embodiment, when the torque command Tm2 * of the motor MG2 is less than the torque limit Tmin determined by the input limit of the battery 50 or the rating limit of the motor MG2, the engine 22 is set from the set engine operation line. Since the control is performed so that the torque command Tm2 * is equal to or greater than the torque limit Tmin by removing the operation point, it is possible to prevent the torque larger than the required torque T * requested by the driver from being output to the ring gear shaft 32a. .

  Alternatively, according to the hybrid vehicle 20 of the embodiment, since the initial operation line L0 is set as the engine operation line until the elapsed time t after the start of the engine 22 has passed the threshold value tref, the variable valve timing mechanism 150 is sufficient. It can cope even when it does not operate. Of course, the engine operating line can be set according to the state of the hybrid vehicle 20 after the threshold value tref at which the variable valve timing mechanism 150 can sufficiently operate.

  In the hybrid vehicle 20 according to the embodiment, the low EGR operation line L2 and the high EGR operation line L3 are obtained except for the fuel consumption operation line L1 having an exhaust supply rate of 0 as an operation line having different exhaust supply rates for supplying exhaust gas to the intake system. The two operation lines are memorized, but the operation lines with different exhaust supply rates for supplying exhaust gas to the intake system are not limited to two operation lines, but one operation line or three or more operation lines. The operation line may be stored.

  In the hybrid vehicle 20 of the embodiment, in addition to the power operation line LP and the fuel consumption operation line L1, the low EGR operation line L2 and the high EGR operation line L3 having different exhaust gas supply rates for supplying exhaust gas to the intake system are stored. Among the stored operation lines, the operation line corresponding to the state of the hybrid vehicle 20 is set as the engine operation line, but the operation lines having different exhaust supply rates for supplying exhaust to the intake system are not stored. It may be a thing. In this case, when the temperature Tm of the motor MG1 or the temperature Tinv of the inverters 41 and 42 is higher than the threshold value T1 or the threshold value T2, the power operation line LP is set as an engine operation line as an abnormal state, and the temperature Tm of the motor MG1 or the inverter 41, When the temperature Tinv of 42 is less than the threshold value T1 or the threshold value T2, the fuel efficiency operation line L1 may be set as the engine operation line as a normal state. In this way, the present invention can also be applied to an automobile equipped with an engine that does not include the EGR pipe 152 and the EGR valve 154 that supply exhaust gas to the intake system.

  In the hybrid vehicle 20 of the embodiment, in addition to the low EGR operation line L3 and the high EGR operation line L3, which have different exhaust supply rates for supplying exhaust gas to the intake system, including the fuel efficiency operation line L1 with an exhaust gas supply value of 0, power The operation line LP is also stored, and the operation line corresponding to the state of the hybrid vehicle 20 is set as the engine operation line from the stored operation lines, but the power operation line LP is not stored. It may be a thing. In this case, when the hybrid vehicle 20 is cruising at a relatively high speed, the low EGR operation line L2 and the high EGR operation line L3 are set as the engine operation line as an abnormal state, and the hybrid vehicle 20 cruises at a relatively high speed. The fuel efficiency operation line L1 may be set as the engine operation line in a normal state when the engine is not operating.

  In the hybrid vehicle 20 of the embodiment, the power valve operation line LP, the fuel fuel operation line L1, and the like are created and stored with restrictions imposed by the adjustment of the variable valve timing mechanism 150. It is also possible to create and store a power operation line LP, a fuel consumption operation line L1, and the like by imposing restrictions that do not involve adjustment of the mechanism 150. In this way, the present invention can be applied to an automobile equipped with an engine that does not include the variable valve timing mechanism 150.

  In the hybrid vehicle 20 of the embodiment, the initial operation line L0 is set as the engine operation line until the elapsed time t after the start of the engine 22 exceeds the threshold value tref, but the variable valve timing mechanism 150 is operable. In the case where the time until the time becomes no problem, the angle when the initial state of the variable valve timing mechanism 150 is the fuel consumption operation line L1, the case where the variable valve timing mechanism 150 is not provided, etc., the initial operation line L0. May not be set.

In the hybrid vehicle 20 of the embodiment, when the elapsed time t after the start of the engine 22 has passed the threshold value tref and the temperature Tm of the motor MG2 and the temperature Tinv of the inverters 41 and 42 are lower than the threshold value T1 and the threshold value T2, the vehicle speed V The operation line is set using the map illustrated in FIG. 6 on the basis of the required power P * and the fuel consumption operation line L1 is basically set and is set using the fuel consumption operation line L1. When the torque command Tm2 * of the motor MG2 calculated based on the target rotational speed Ne * and the target torque Te * is a negative value, that is, when the motor MG2 is in a regenerative control state, the regenerative electric power generated by the motor MG2 is reduced. Based on this, the low EGR operation line L2, the high EGR operation line L3, etc. may be reset and recalculated. In this case, it is preferable to set an operation line having a higher exhaust supply rate as the regenerative power of the motor MG2 is larger. In this way, the energy efficiency of the entire vehicle can be improved. This reason has been described above. Further, instead of resetting the operation line based on the regenerative power by the motor MG2, the low torque is sequentially reduced until the motor MG2 is not in a regenerative control state or the operation line on the lowest torque side of the engine operation line is set. The operation line on the side may be reset and the torque command Tm2 * of the motor MG2 may be recalculated. That is, the operation line is set so that the motor MG2 is not regeneratively controlled. By doing this, it is possible to suppress the circulation of power-power-power. As a result, energy efficiency can be improved.

  In the hybrid vehicle 20 of the embodiment, in addition to the power operation line LP and the fuel consumption operation line L1, the low EGR operation line L2 and the high EGR operation line L3 having different exhaust gas supply rates for supplying exhaust gas to the intake system are stored. The operation line corresponding to the state of the hybrid vehicle 20 is set as the engine operation line from among the stored operation lines, but the fuel is supplied to the fuel instead of the operation line having a different exhaust gas supply rate for supplying exhaust gas to the intake system. The operation lines for supplying excess air with different excess air ratios are stored together with the power operation line LP and the fuel consumption operation line L1, and the operation line corresponding to the state of the hybrid vehicle 20 is selected from the stored operation lines. It may be set as an engine operation line. In this case, the operation for low excess air imposes the restriction that the fuel efficiency of the engine 22 is the best with respect to the power output in a state where the excess air ratio is relatively low (for example, a low excess air condition of 10% excess air). High air excess operation that imposes the best fuel efficiency of the engine 22 on the power output in a line or in a state with a relatively high excess air ratio (for example, a high excess air condition with a 20% excess air ratio) A line may be used. Since the low air excess operation line and the high air excess operation line correspond to the low EGR operation line L2 and the high EGR operation line L3, the low EGR operation line region in FIG. 6 is defined as the low air excess operation line region. At the same time, the high EGR operation line region may be used as the high air excess operation line region, and the low EGR operation line L2 and the high EGR operation line L3 in FIG. 7 may be used as the low air excess operation line and the high air excess operation line. That is, the excess air ratio may be set such that the excess air ratio increases as the vehicle speed V increases, and the excess air ratio decreases as the required power P * increases. In this way, even in an automobile equipped with an engine that does not include the EGR pipe 152 and the EGR valve 154 that supply exhaust gas to the intake system, the same operation as that of the embodiment using the low EGR operation line L2 and the high EGR operation line L3 Can be executed. As a result, the same effects as those of the embodiment using the low EGR operation line L2 and the high EGR operation line L3 can be obtained. A modified example in which the low EGR operation line L2 and the high EGR operation line L3 are reset and recalculated based on the regenerative electric power from the motor MG2, or whether the motor MG2 is not in a regenerative control state or the lowest in the engine operation line. A modification in which the low torque side operation line is sequentially reset until the torque side operation line is set and the torque command Tm2 * of the motor MG2 is recalculated can be executed in the same manner.

  As described above, the basic operation for setting the operation line from among the plurality of different engine operation lines with a plurality of different constraints depending on the state of the hybrid vehicle 20 and the modification thereof have been described. Next, the operation at the time of shifting the operation point of the engine 22 when the operation point of the engine 22 is set with the change of the operation line will be described. FIG. 10 is a flowchart illustrating an example of a change time processing routine executed by the hybrid electronic control unit 70 according to the embodiment when the operation line is changed. In the change process routine, first, the target engine speed Ne * and target torque Te * of the engine 22 immediately before the operation line is changed, and the target engine speed Ne * and target torque Te of the engine 22 immediately after the operation line is changed. * Is input as the operation points Newold, Theold before the change and the operation points Newew, Tenew after the change, and the input / output restrictions Win, Wout of the battery 50 are input (step S300). Here, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 by communication from the battery ECU 52. It was supposed to be entered. The input / output limits Win and Wout of the battery 50 are set to basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input limiting limit are set based on the remaining capacity (SOC) of the battery 50. The correction coefficient is set, and the input / output limits Win and Wout can be set by multiplying the basic values of the set input / output limits Win and Wout by the correction coefficient. FIG. 11 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 12 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  Subsequently, a search is made for a route from the input operation point before the change of the input operation line, from the operation point Neold, Theold, to the operation point after the change, Newest, Tennew via the optimum operation point Newest, Test that operates the engine 22 most efficiently ( Step S310). FIG. 13 and FIG. 14 show an example of a state in which a route that passes through the optimum operation points Nebest, Best is being searched. In FIGS. 13 and 14, curves Lold and Lnew are operation lines before and after the change, points Pold and Pnew are operation points before and after the change (Nold, Told, Newnew, Tennew), and point Pbest is the optimum operation point. (Nevest, Best). Moreover, the curve shown by the contour line shape is an efficiency curve which shows the efficiency of the engine 22 as a contour line. Therefore, the optimum operation point Pbest can be obtained as the center of the efficiency curve. The route that passes through the optimum operation point Pbest (Nest, Test) of the embodiment is the route from the operation point Pold (Nold, Teold) before the change to the optimum operation point Pbest (Nest, Test) and the optimum operation point Pbest (Nest, Test). ) To the driving point Pnew (New, Tennew) after the change may be performed so that the angle with the efficiency curve is close to 90 degrees so that the efficiency of the engine 22 is as good as possible. The route searched in this way is indicated by a dashed arrow in the figure.

  When the route for shifting the operation point is searched and set, the target rotation speed Ne * and the target torque Te * are changed as the operation point of the engine 22 along the set route (step S320), and the engine 22 is changed to the target rotation speed. The target rotational speed Nm1 * of the motor MG1 and the torque command Tm1 * are calculated so as to rotate at Ne * (step S330), and the torque command Tm2 * is output so that the required torque T * is output to the ring gear shaft 32a as the drive shaft. Is calculated (step S340). This calculation is the same as step S140 and step S150 of the drive control routine of FIG. 3, and has already been described in detail. Then, considering the efficiency of the engine 22 and the motors MG1 and MG2, the product of the rotational speed Nm1 of the motor MG1 and the torque command Tm1 * and the rotation of the motor MG2 are calculated from the product of the rotational speed Ne of the engine 22 and the target torque Te *. The product of the number Nm2 and the torque command Tm2 * is subtracted to calculate the charge / discharge power Wb of the battery 50 (step S350), and the calculated charge / discharge power Wb is within the range of the input / output limits Win and Wout of the battery 50. Is determined (step S360). When the charge / discharge power Wb is within the range of the input / output limits Win and Wout of the battery 50, the set target rotational speed Ne * and target torque Te * of the engine 22 are transmitted to the engine ECU 24 and the target rotational speed Nm1 * of the motor MG1. The torque command Tm1 * and the torque command Tm2 * of the motor MG2 are transmitted to the motor ECU 40 (step S380), and it is determined whether or not the changed operation points Neww and Neww have been reached (step S390). When the points Neww and Tenew have not been reached, the process returns to step S320, and when the changed operating points Neww and Tenew have been reached, the change time processing routine is terminated.

  When the charge / discharge power Wb falls outside the range of the input / output limits Win and Wout of the battery 50 in step S360, the isopower line of the operation point before the change in step S320 (previous operation point Ne *, Te *) is The route is corrected by using (step S370), and the processing after step S320 is executed using the corrected route. For example, in the case where the charge / discharge power Wb is outside the range of the input / output limits Win and Wout of the battery 50 when exceeding the equal power line P2 in FIG. 13 and FIG. From the previous driving point Pold to the driving point Pover1 on the equal power line P2, from this driving point Pover1 to the driving point Pover2 at the intersection with the route before correction through the equal power line P2, from this driving point Pover2 The route is corrected to a route that reaches the changed driving point Pnew through the route before the correction. Thus, by correcting the path using the equal power line at the previous operation point, the charge / discharge power Wb can be set within the range of the input / output limits Win and Wout of the battery 50.

  According to the control at the time of changing the operation line as described above, the operation point is transferred along with the change of the operation line using the route through which the engine 22 can be operated efficiently. Energy efficiency can be improved. Moreover, when the charge / discharge power Wb for charging / discharging the battery 50 is outside the range of the input / output limits Win, Wout of the battery 50, the path is corrected so that the charge / discharge power Wb is within the range of the input / output limits Win, Wout. The overcharge and overdischarge of the battery 50 can be suppressed.

  In the processing routine at the time of change in the embodiment, the transition of the operation point accompanying the change of the operation line is set as the transition path through the optimum operation point Nebest, the Best, and the operation point is transferred using this transition path. However, since the efficiency of the engine 22 is improved if the transition route is set so as to swell toward the optimum operation point Nest, Best, the route that does not pass through the optimum operation point Nest, Best may be set as the transition route. For example, it may be set so as to swell by a predetermined distance toward the optimum operation point Nest, Best, or a route where the integrated value of the fuel consumption rate of the engine 22 becomes small may be set as a transition route.

  In the processing routine at the time of change of the embodiment, the route passing through the optimum operation points Nest, Best is set as a transition route, and the charge / discharge power Wb for charging / discharging the battery 50 during the transition along the transition route is as follows. The transition path is corrected when the input / output limits Win and Wout of the battery 50 are out of the range. However, the charge / discharge power Wb for charging / discharging the battery 50 is within the range of the input / output limits Win and Wout of the battery 50 in advance. The transition path may be set so that

  In the processing routine at the time of change in the embodiment, the transition of the operation point accompanying the change of the operation line is set as the transition path through the optimum operation point Nebest, the Best, and the operation point is transferred using this transition path. However, the transition path may be set so that power-power-power circulation (power circulation) does not occur or the state where power circulation occurs is reduced. In this case, a change time processing routine illustrated in FIG. 15 may be executed. Hereinafter, this modification will be described.

  In the modification processing routine of this modified example, after the operation points Neold, Teol, Neww, Tenew and input / output limits Win and Wout of the battery 50 are input before and after the operation line is changed (step S400), first, power circulation is performed. The lowest engine speed Nef of the engine 22 that does not occur is calculated (step S402). FIG. 16 is a collinear diagram for explaining the calculation of the rotational speed Nf. As described above, the power circulation is caused by the negative rotation of the motor MG1 and the positive rotation of the motor MG2. Therefore, the rotation speed Nef of the engine 22 that does not cause the power circulation is the value 0 of the rotation speed Nm1 of the motor MG1. Thus, the calculation can be performed based on the rotational speed Nr of the ring gear shaft 32a. At this time, if the rotation speed Nm1 of the motor MG1 is set to a value of 0, an excessive current flows in one phase of the three-phase coil of the motor MG1, so that the generation of this excessive current is avoided. The rotational speed Nef is calculated as a positive rotational speed Nm1f near zero. FIG. 16 also shows the state of this calculation.

  When the rotational speed Nef that does not cause power circulation is calculated in this way, the rotational speeds Neold and Neww of the engine 22 at the operating points before and after the change are compared with the calculated rotational speed Nef (step S404). Since power circulation does not occur when both the rotation speeds Newold and Neww are equal to or higher than the rotation speed Nef, the route that passes through the optimum operation points Nest and Best is used as the transition route in the same manner as in step S310 of the change processing routine described with reference to FIG. Set (step S410). When one of the rotational speeds Neold and Neww is equal to or higher than the rotational speed Nef and the other is lower than the rotational speed Nef, it is determined that power circulation occurs at any of the operation points before and after the change, and the operation point from which power circulation does not occur is determined. The torque Nef reaches the intersection with the constant line through the equal power line, and the torque at the operating point where the power circulation occurs through the rotation Nef on the constant line reaches the intersection with the constant line. Is set as a transition route to the operation point where power circulation occurs through a certain straight line (step S412). An example of the route set in this way is shown in FIG. In FIG. 17, power circulation does not occur at the operation point Pold before the change, and power circulation occurs at the operation point Pnew after the change. Therefore, the rotational speed Nef passes from the operating point Pold on the equal power line P1 to the intersection with the constant straight line, and then the rotational speed Nef passes on the constant straight line and the torque at the operating point Pnew is constant. This torque reaches Pnew through a certain straight line. Thus, by including a straight line with a constant rotation speed Nef in the path, the state in which power circulation occurs is reduced. When both the rotational speeds Neold and New are less than the rotational speed Nef, power circulation occurs. Therefore, the path from the operating point Pold through the equal power line P1 to the operating point Pnew is set as a transition path (step S414). The reason for setting in this way is to prevent an increase in the amount of power (power circulation amount) during the circulation of power-power-power. When the transition path is set in this way, the same processing of steps S420 to S490 as the processing after step S320 of FIG. 10 is executed, and the change time processing routine is ended.

  According to the modification processing routine described above, when power circulation does not occur at both of the operation points before and after the change, a route through which the engine 22 can efficiently operate the operation point transition associated with the operation line change is provided. Therefore, it is possible to improve the energy efficiency when the operation point is shifted due to the change of the operation line. Further, when power circulation occurs at any one of the operation points before and after the change, a route that suppresses the state in which power circulation occurs by including a straight line with a constant rotation speed Nef of the engine 22 that does not cause power circulation. Since it is set and the operation point is transferred along with the change of the operation line, the energy efficiency at the time of operation point transfer accompanying the change of the operation line can be improved. Furthermore, when power circulation occurs at both of the operation points before and after the change, a transition path is set so that the power circulation amount does not increase, and the operation point is shifted along with the change of the operation line. It can suppress that energy efficiency falls at the time of the transfer of the driving point which accompanies.

  In the modification processing routine of the modified example, when power circulation does not occur at both of the operation points before and after the change, a route in which the engine 22 can efficiently operate the operation point transition associated with the change of the operation line is set as the transition route. However, if only the fact that power circulation does not occur is considered, there is no need to set a path that allows the engine 22 to operate efficiently as a transition path.

  In the modification processing routine of the modified example, when power circulation occurs at any one of the operation points before and after the change, the constant power line of the operation point where the power circulation does not occur and the straight line with the constant rotation speed Nef and the power circulation are performed. The transition path is set by a straight line with a constant torque at the generated operating point, but it is only necessary to suppress the occurrence of power circulation. Therefore, an equal power line or a straight line with a constant rotation speed Nef at which no power circulation occurs Of the three straight lines with constant torque at the operating point where power circulation occurs, the path that does not use any one line is set as the transition path, or the path that does not use any two of the three lines is the transition path A route that does not use either the setting route or the three wires may be set as the transition route.

  In the modification processing routine of the modification, when power circulation occurs at both the operation points before and after the change, a route from the operation point Pold through the equal power line P1 to the operation point Pnew is set as a transition route. However, any route may be set as the transition route if the power circulation amount does not increase.

  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 220 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 18) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 320 includes an inner rotor 332 connected to the crankshaft 26 of the engine 22 and an outer rotor 334 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor electric motor 330 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  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 is applicable to the automobile industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a block diagram which shows the outline of a structure of the engine 22 mounted in the hybrid vehicle 20 of an Example. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is a flowchart which shows an example of an operation line setting process routine. It is explanatory drawing which shows an example of the map at the time of setting an operation line with the vehicle speed V and the request | requirement power P *. 4 is an explanatory diagram illustrating an example of each operation line of an engine 22. FIG. FIG. 3 is an explanatory diagram showing an example of a collinear diagram of a power distribution and integration mechanism 30. FIG. 3 is an explanatory diagram showing an example of a collinear diagram of a power distribution and integration mechanism 30. It is a flowchart which shows an example of the process routine at the time of the change performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is explanatory drawing which shows an example of a mode that the path | route which goes through via the optimal driving | running point Nebest and Best is searched. It is explanatory drawing which shows an example of a mode that the path | route which goes through via the optimal driving | running point Nebest and Best is searched. It is a flowchart which shows an example of the process routine at the time of a change of a modification. It is explanatory drawing explaining a mode that the rotation speed Nef is calculated. It is explanatory drawing which shows an example of the transfer path | route when power circulation arises in either one of the driving points before and behind a change. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.

Explanation of symbols

  20, 220, 320 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35, 135 Reduction gear, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 42a Temperature sensor, 43, 44 Rotation position detection sensor, 45 Temperature sensor, 50 battery, 51 Temperature sensor, 52 Battery electronics Control unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b drive wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 6 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 122 air cleaner, 124 throttle valve, 126 fuel injection Valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purification device, 136 Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Vacuum sensor, 150 Variable valve timing mechanism, 152 EGR pipe, 154 EGR valve, 156 temperature sensor, 330 Anti-rotor motor, 332 inner rotor 334 outer rotor, MG1, MG2 motor.

Claims (11)

A power output device that outputs power to a drive shaft,
An internal combustion engine capable of changing a supply rate of exhaust gas supplied to the intake system to the intake system;
Connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and at least a part of the power from the internal combustion engine accompanied with input / output of electric power to the drive shaft Power power input / output means to output;
An electric motor capable of inputting and outputting power to the drive shaft;
The relationship between the power output from the internal combustion engine and the operating point of the internal combustion engine consisting of the rotational speed and torque with respect to a plurality of different constraints imposed on the internal combustion engine, and the supply rate of exhaust gas in the internal combustion engine to the intake system Operating line storage means for storing as a plurality of different operation lines including a plurality of exhaust supply operation lines when imposing a constraint on a plurality of different exhaust supply rates ,
State detection means for detecting the state of the power output device;
Of the plurality of different operation lines including the plurality of exhaust supply operation lines stored by the operation line storage means based on the detected state of the power output device and the required driving force required for the drive shaft, Action line setting means for setting an action line for execution used to execute control of the internal combustion engine;
The internal combustion engine, the power drive input / output means, and the electric motor so that the required drive force is output to the drive shaft based on the set execution operation line and the required drive force required for the drive shaft. Control means for controlling
A power output device comprising: The power output device according to claim 1 ,
The state detection means is means for detecting the rotational speed of the drive shaft,
The operation line setting means includes the plurality of exhaust supply operation lines such that the exhaust supply rate tends to increase as the detected rotational speed increases and the exhaust supply rate increases as the required driving force decreases. A power output device that is a means for setting an operation line for execution from a line. The power output device according to claim 1 or 2 ,
The state detection means is means for detecting a regenerative drive state of the electric motor when the required drive force is not a braking force,
The operation line setting means is means for setting an operation line for execution based on a regenerative drive state of the electric motor when the required drive force detected by the state detection unit is not a braking force. The operation line setting means includes the plurality of exhaust supply operation lines such that the exhaust supply rate tends to increase as the regenerative power by the motor as the regenerative drive state of the motor detected by the state detection means increases. The power output apparatus according to claim 3 , wherein the power output device is means for setting an execution operation line from the line. A power output device that outputs power to a drive shaft,
An internal combustion engine capable of changing a supply rate of air supplied to the intake system to the intake system;
Connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and at least a part of the power from the internal combustion engine accompanied with input / output of electric power to the drive shaft Power power input / output means to output;
An electric motor capable of inputting and outputting power to the drive shaft;
The relationship between the power output from the internal combustion engine and the operating point of the internal combustion engine consisting of the rotational speed and the torque with respect to a plurality of different constraints imposed on the internal combustion engine is a plurality of air having different excess ratios of air in the internal combustion engine Operation line storage means for storing as a plurality of different operation lines including a plurality of operation lines for excess air when imposing restrictions on excess ratio;
  State detection means for detecting a state of the power output device including at least the rotational speed of the drive shaft;
As the detected number of rotations is larger, the excess air ratio tends to increase, and as the required driving force required for the drive shaft decreases, the excess air ratio tends to increase. An operation line setting means for setting an operation line for execution used for execution of control of the internal combustion engine among a plurality of operation lines including an operation line for excess air;
The internal combustion engine, the power drive input / output means, and the electric motor so that the required drive force is output to the drive shaft based on the set execution operation line and the required drive force required for the drive shaft. Control means for controlling
A power output device comprising: The power output device according to claim 5 ,
The state detection means is means for detecting a regenerative drive state of the electric motor when the required drive force is not a braking force,
The operation line setting means is means for setting an operation line for execution based on a regenerative drive state of the electric motor when the required drive force detected by the state detection unit is not a braking force. The operation line setting unit includes the plurality of excess air operation lines in a tendency that the excess air ratio increases as the regenerative power by the motor as the regenerative drive state of the motor detected by the state detection unit increases. The power output apparatus according to claim 6, which is means for setting an execution operation line from a line. The power output device according to any one of claims 1 to 7 ,
The operation line storage means is means for storing a fuel efficiency operation line as one of a plurality of operation lines when imposing a constraint with good fuel efficiency,
The operation line setting means is a means for setting the fuel consumption operation line as an execution operation line when a normal state of the power output apparatus is detected by the state detection means. The power power input / output means is connected to the output shaft of the internal combustion engine, the drive shaft, and a third shaft, and is connected to the remaining shaft based on the power input / output to / from any two of the three shafts. The power output apparatus according to any one of claims 1 to 8 , wherein the power output apparatus comprises: a three-axis power input / output means for inputting / outputting power to / from the power supply; and a generator for inputting / outputting power to / from the third shaft. The power / power input / output means includes a first rotor attached to an output shaft of the internal combustion engine and a second rotor attached to the drive shaft. The first rotor and the second rotor 9. A power output apparatus according to claim 1 , wherein the power output apparatus is a counter-rotor motor that outputs at least a part of power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action with the rotor. . Automobile claims 1 to 1 0 includes a power output apparatus according to any one of the drive shaft travels is connected mechanically axle.