JP4311379B2 - Power output apparatus, automobile equipped with the same, and control method of power output apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress the over-charge of an electric storage device when the operation of an internal-combustion engine is stopped during the output of braking force to a driving shaft. <P>SOLUTION: When the stop of the operation of the engine 22 by a motor MG1 is indicated during the output of the braking force (a negative torque) to a ring gear shaft 32a being the driving shaft from a motor MG2, the fuel of the engine 22 is cut. Then the motor MG1 is controlled to output the negative torque in order to stop the operation of the engine 22. The motor MG2 is also controlled so as to limit the negative torque to be outputted from the motor MG2, based on the electricity generation power of the motor MG1 and the input limit of a battery 50 in this case. The torque shortage due to the torque limit to the motor MG2 is outputted from braking devices 89a, 89b attached to driving wheels 63a, 63b. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a power output apparatus that outputs power to a drive shaft, an automobile that is mounted with the power output apparatus and that travels with an axle connected to the drive shaft, and a control method for the power output apparatus.

Conventionally, as this type of power output apparatus, a motor MG1, an engine crankshaft, a drive shaft, and a motor MG2 are attached to the sun gear, the carrier, and the ring gear of the planetary gear, respectively, and the engine operation is stopped by the motor MG1 is proposed. (For example, refer to Patent Document 1). In this device, when the engine stoppage is instructed, the engine MG1 is stopped while the engine fuel injection is stopped and the torque (braking force) opposite to the engine rotation direction is applied to the motor MG1 until the engine rotation speed becomes near zero. The engine speed can be quickly passed through the rotation speed region that causes the resonance phenomenon to stop the operation of the engine, and the vibration at the time of stopping the engine operation can be reduced.
Japanese Patent Laid-Open No. 10-306739

  In the power output device described above, no consideration is given to the case where the input of power to the power storage device (such as a secondary battery) that exchanges power with the motor MG1 and the motor MG2 when the operation of the engine is stopped is limited. For example, when the operation of the engine is stopped while the braking force is being output to the drive shaft by the regenerative braking of the motor MG2, the power generated by the motor MG1 is added to the power generated by the motor MG2, so that the power exceeding the input limit is generated. There is a case where it is input to the power storage means, and countermeasures against this are required.

  The power output apparatus of the present invention, the automobile equipped with the same, and the control method of the power output apparatus operate the internal combustion engine without causing overcharging of the power storage device even while the braking force is being output from the electric motor to the drive shaft. One of the purposes is to stop. In addition, the power output apparatus of the present invention, the vehicle equipped with the power output apparatus, and the control method of the power output apparatus are provided for an internal combustion engine without overcharging the power storage device even while the braking force is being output from the electric motor to the drive shaft. One of the purposes is to suppress the occurrence of vibrations when the operation is stopped. Furthermore, the power output apparatus of the present invention, the vehicle equipped with the power output apparatus, and the control method of the power output apparatus can operate the internal combustion engine by demonstrating the performance of the power storage means even while the braking force is being output from the electric motor to the drive shaft. One of the purposes is to stop. Further, the power output apparatus of the present invention, the vehicle equipped with the power output apparatus, and the method of controlling the power output apparatus operate the internal combustion engine while suppressing the overcharging of the power storage means when the rotation of the drive shaft is stopped. One of the purposes is to stop more appropriately.

  In order to achieve at least a part of the above object, the power output apparatus of the present invention, the automobile equipped with the same, and the control method of the power output apparatus 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;
Engine stop means for stopping the operation of the internal combustion engine with power generation;
An electric motor for inputting and outputting power to the drive shaft;
Power storage means for exchanging electric power with the engine stop means and the motor;
When the stop of the operation of the internal combustion engine is instructed while the braking force is being output from the electric motor to the drive shaft, the braking force is output to the drive shaft within the input limit range of the power storage means. And an engine stop control means for controlling the internal combustion engine, the electric motor, and the engine stop means so that the operation of the internal combustion engine is stopped.

  In the first power output apparatus of the present invention, when the stop of the operation of the internal combustion engine is instructed while the braking force is being output from the electric motor to the drive shaft, the drive shaft is within the range of the input limit of the power storage means. Since the internal combustion engine, the electric motor, and the engine stop means are controlled so that the operation of the internal combustion engine is stopped at the same time as the braking force is output, the power storage device is overcharged even while the braking force is being output from the electric motor to the drive shaft. It is possible to stop the operation of the internal combustion engine without causing the. Of course, since the operation of the internal combustion engine is stopped by the engine stop means, the vibration when stopping the operation of the internal combustion engine can be suppressed.

  In the first power output apparatus of the present invention, the engine stop time control means limits the braking force output from the electric motor with a limit value based on the input limit of the power storage means and the generated power of the engine stop means. It can also be a means for controlling the electric motor.

  The first power output device of the present invention further includes a brake device that outputs a braking force directly or indirectly to the drive shaft, and the engine stop time control means is configured such that the braking force required for the drive shaft It can also be means for controlling the electric motor and the brake device so that they are output to the drive shaft. In this way, the operation of the internal combustion engine can be stopped while corresponding to the braking force required for the drive shaft.

  Furthermore, in the first power output apparatus of the present invention, the engine stop time control means is configured to store the power storage means when an instruction to stop the operation of the internal combustion engine is given while the braking force is being output from the electric motor. Is set to the input limit of the power storage means, the braking force is output to the drive shaft within the set input limit, and the operation of the internal combustion engine is performed. The internal combustion engine, the electric motor, and the engine stop means may be controlled so as to be stopped. By doing so, it is possible to stop the operation of the internal combustion engine by exerting the performance of the power storage means even while the braking force is being output from the electric motor to the drive shaft. In this case, the engine stop control means is input to the power storage means based on the electric power generated by the engine stop means and the electric power input / output from the electric motor when stopping the operation of the internal combustion engine. It is determined whether or not the power exceeds the rated value, and when it is determined that the power input to the power storage means does not exceed the rated value, the rated value is set as the input limit of the power storage means and the set input Control is performed so that braking force is output to the drive shaft within a limit range and the operation of the internal combustion engine is stopped, and when it is determined that the power input to the power storage means exceeds the rated value, the excess power Is set to the input limit of the power storage means, and within the set input limit range, a braking force is output to the drive shaft and the operation of the internal combustion engine is stopped. Can . Further, in these cases, the engine stop time control means may be means for controlling by setting an upper limit of power that may be input to the power storage means as the excess power to an input limit of the power storage means. it can. In this way, the performance of the power storage means can be maximized.

  The first power output apparatus of the present invention further includes an operation state detection means for detecting an operation state of the power output apparatus, and the engine stop time control means is based on the detected operation state of the power output apparatus. A stopping braking force for stopping the operation of the internal combustion engine is set, and the engine stopping means is set so that the set stopping braking force is output from the engine stopping means to stop the operation of the internal combustion engine. It can also be a means for controlling. Since the electric power generated by the engine stopping means depends on the operating state of the power output device when the operation of the internal combustion engine is stopped, the braking force for stopping the engine stopping means is set in consideration of the operating state of the power output device. Thus, it is possible to suppress overcharging of the power storage means when stopping the operation of the internal combustion engine. In this case, the operation state detection means includes the rotation state of the internal combustion engine, the state of the power storage means, the braking force required for the drive shaft, the rotation state of the drive shaft, and the engine as the operation state of the power output device. It may be a means for detecting at least one of the rotation states of the rotating shaft of the stop means. Further, in this case, the engine stop control means has a high rotation speed as at least one of the rotation state of the internal combustion engine, the rotation state of the drive shaft, and the rotation state of the rotation shaft of the engine stop means. The stop braking force may be set and controlled so as to decrease as much as possible.

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;
Engine stop means for stopping the operation of the internal combustion engine with power generation;
An electric motor for inputting and outputting power to the drive shaft;
Power storage means for exchanging electric power with the engine stop means and the motor;
When the stop of the operation of the internal combustion engine is instructed while the braking force is being output from the electric motor to the drive shaft, the generated electric power generated by the electric motor in accordance with the output of the braking force from the electric motor Predicting whether or not the electric power input to the power storage means exceeds the range of the input limit of the power storage means when the operation of the internal combustion engine is stopped with power generation by the engine stop means, When it is predicted that the power input to the power storage means does not exceed the input limit range, the internal combustion engine, the electric motor, and the engine are output so that braking force is output to the drive shaft and the operation of the internal combustion engine is stopped. Control the stop means, and when the electric power input to the power storage means is predicted to exceed the input limit range, the driving shaft is braked with the operation of the internal combustion engine maintained regardless of the stop instruction. There is summarized in that and a engine stop control means for controlling said engine stop means and the internal combustion engine and the electric motor to be output.

  In the second power output device of the present invention, when the stop of the operation of the internal combustion engine is instructed while the braking force is being output from the motor to the drive shaft, the motor is accompanied by the output of the braking force from the motor. Predicting whether the power input to the power storage means exceeds the input limit range of the power storage means when the operation of the internal combustion engine is stopped by generating power by the engine stop means based on the generated power generated in When the electric power input to the power storage means is predicted not to exceed the input limit range, the internal combustion engine, the electric motor, and the engine stop means are connected so that the braking force is output to the drive shaft and the operation of the internal combustion engine is stopped. The internal combustion engine, the electric motor, and the engine so that the braking force is output to the drive shaft while maintaining the operation of the internal combustion engine regardless of the stop instruction when it is predicted that the electric power input to the power storage means exceeds the input limit range stop To control the means. Therefore, when the operation of the internal combustion engine is stopped while the braking force is being output from the electric motor to the drive shaft, it is possible to prevent the electric power exceeding the input limit from being input to the power storage unit.

  In such a second power output device of the present invention, the power output device includes an operation state detection unit that detects an operation state of the power output device, and the engine stop time control unit is based on the detected operation state of the power output device. When the operation of the internal combustion engine is stopped by the engine stop means, the generated power generated by the engine stop means is estimated, and the generated power generated by the estimated engine stop means and the motor are generated. It may be a means for predicting whether or not the electric power input to the power storage means exceeds the range of the input limit of the power storage means based on the generated power. In this way, since the generated power generated by the engine stop means when the operation of the internal combustion engine is stopped is estimated, it is more accurately predicted whether or not the power input to the power storage means exceeds the input limit range. can do. In the second power output apparatus of the present invention of this aspect, the operating state detecting means includes a rotating state of the output shaft of the internal combustion engine, a rotating state of the drive shaft, and the engine stopping means as the operating state of the power output apparatus. It can also be a means for detecting at least one of the rotational states of the rotating shaft of the. By so doing, it is possible to more accurately estimate the generated power generated by the engine stop means when stopping the operation of the internal combustion engine. In this case, the engine stop control means is at least one of the detected rotation state of the output shaft of the internal combustion engine, rotation state of the drive shaft, and rotation state of the rotation shaft of the engine stop means. The state may be a means for estimating the generated power generated by the engine stop means so as to increase as the rotational speed increases.

  Further, in the second power output apparatus of the present invention, the engine stop time control means causes the internal combustion engine to be idling when the electric power input to the power storage means is predicted to exceed the input limit range. It can also be a means for controlling. In this way, useless energy consumption in the internal combustion engine can be suppressed.

  The first or second power output device of the present invention may further include an input limit setting unit that sets an input limit of the power storage unit based on a state of the power storage unit.

The third power output device of the present invention is:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Engine stop means for stopping the operation of the internal combustion engine with power generation;
An electric motor for inputting and outputting power to the drive shaft;
Power storage means for exchanging electric power with the engine stop means and the motor;
Driving state detection means for detecting the driving state of the power output device;
Stop for stopping the operation of the internal combustion engine based on the detected operating state of the power output device when the stop of the operation of the internal combustion engine is instructed while the rotation of the drive shaft is stopped Engine stop control means for setting a braking force for controlling the internal combustion engine and the engine stop means so that the set stop braking force is output from the engine stop means and the operation of the internal combustion engine is stopped. The gist is to provide and.

  In the third power output device of the present invention, when the stop of the operation of the internal combustion engine is instructed while the rotation of the drive shaft is stopped, the operation of the internal combustion engine is performed based on the operation state of the power output device. The stopping braking force for stopping is set, and the internal combustion engine and the engine stopping unit are controlled so that the set stopping braking force is output from the engine stopping unit and the operation of the internal combustion engine is stopped. The operation of the internal combustion engine can be stopped more appropriately while suppressing the occurrence of overcharge in the power storage means when the rotation is stopped.

  In such a third power output apparatus of the present invention, the operating state detecting means includes, as the operating state of the power output apparatus, the rotation state of the internal combustion engine, the state of the power storage means, and the rotation of the rotating shaft of the engine stop means. It may be a means for detecting at least one of the states. In this case, the engine stop control means tends to decrease as the rotation speed increases as at least one of the rotation state of the internal combustion engine and the rotation state of the rotation shaft of the engine stop means. It can also be a means for setting and controlling the braking force.

  In the first to third power output apparatuses of the present invention, the engine stop means is connected to the output shaft and the drive shaft of the internal combustion engine, and can stop the operation of the internal combustion engine by input and output of electric power and power. It is also possible to use power power input / output means capable of outputting at least part of the power from the internal combustion engine during operation to the drive shaft. In this case, the electric power drive input / output means is connected to three shafts of the output shaft of the internal combustion engine, the rotating shaft of the electric motor, and the third rotating shaft, and is input / output to / from any two of the three shafts. It is also possible to provide means including a three-axis power input / output means for inputting / outputting power based on the power to the remaining one shaft and a generator capable of inputting / outputting power to / from the third rotating shaft. Preferably, the power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor It is also possible to use a counter-rotor motor that relatively rotates both rotors by electromagnetic action between the rotor and the second rotor.

The automobile of the present invention
The power output device of the present invention according to any one of the above-described aspects, that is, a power output device that basically outputs power to the drive shaft, and operates the internal combustion engine with power generation. An engine stop means for stopping, an electric motor that inputs and outputs power to the drive shaft, an electric storage means that exchanges electric power with the engine stop means and the electric motor, and a braking force that is output from the electric motor to the drive shaft. When the stop of the operation of the internal combustion engine is instructed, the internal combustion engine and the internal combustion engine are stopped so that the braking force is output to the drive shaft and the operation of the internal combustion engine is stopped within the input restriction range of the power storage means. A first power output device of the present invention comprising an engine stop control means for controlling the electric motor and the engine stop means, or a power output device for outputting power to a drive shaft, comprising: an internal combustion engine; With said inside Engine stopping means for stopping operation of the engine, an electric motor for inputting / outputting power to / from the drive shaft, power storage means for exchanging electric power with the engine stop means and the electric motor, and outputting braking force from the electric motor to the drive shaft When the stop of the operation of the internal combustion engine is instructed during the operation, the engine stop means generates electric power based on the generated electric power generated by the electric motor with the output of the braking force from the electric motor. Predicting whether or not the power input to the power storage means exceeds the input limit range of the power storage means when the operation of the internal combustion engine is stopped, and the power input to the power storage means is the input limit When it is predicted that this range will not be exceeded, the internal combustion engine, the electric motor, and the engine stop means are controlled so that braking force is output to the drive shaft and the operation of the internal combustion engine is stopped, and the storage The internal combustion engine and the electric motor so that the braking force is output to the drive shaft while maintaining the operation of the internal combustion engine regardless of the stop instruction when the electric power input to the means is predicted to exceed the input limit range. And an engine stop control means for controlling the engine stop means, or a second power output apparatus according to the present invention, or a power output apparatus for outputting power to the drive shaft, with the internal combustion engine and power generation Engine stop means for stopping the operation of the internal combustion engine, an electric motor for inputting / outputting power to / from the drive shaft, an electric storage means for exchanging electric power with the engine stop means and the electric motor, and an operating state of the power output device. Based on the detected operating state of the power output device when an instruction to stop the operation of the internal combustion engine is instructed while detecting the operating state detecting means and while the rotation of the drive shaft is stopped The internal combustion engine and the engine are set such that a stop braking force for stopping the operation of the internal combustion engine is set, and the set stop braking force is output from the engine stop means to stop the operation of the internal combustion engine. The gist of the present invention is that the third power output device of the present invention including an engine stop time control means for controlling the stop means is mounted, and an axle is connected to the drive shaft for traveling.

  Since the power output device of the present invention of each aspect described above is mounted in the automobile of the present invention, the same effect as the power output device of the present invention, for example, a braking force is output from the electric motor to the drive shaft. The effect of stopping the operation of the internal combustion engine without causing overcharging of the power storage device, the effect of stopping the operation of the internal combustion engine while responding to the braking force required for the drive shaft, The effect that can prevent the electric power exceeding the input limit from being input to the power storage means when stopping the operation of the internal combustion engine while the braking force is being output from the motor to the drive shaft. The effect of stopping the operation of the internal combustion engine by demonstrating the performance of the power storage means even while the braking force is being output to the engine, and the overcharging of the power storage means when the rotation of the drive shaft is stopped. The effect that the operation of the internal combustion engine can be stopped more appropriately while controlling the electric power, and the electric power exceeding the input limit is prevented from being input to the power storage means when the operation of the internal combustion engine is stopped. The effect which can suppress generation | occurrence | production of this can be show | played.

The control method of the first power output device of the present invention is:
Power provided with an internal combustion engine, engine stop means for stopping operation of the internal combustion engine with power generation, an electric motor for inputting / outputting power to / from a drive shaft, and power storage means for exchanging power with the engine stop means and the electric motor An output device control method comprising:
When the stop of the operation of the internal combustion engine is instructed while the braking force is being output from the electric motor to the drive shaft, the braking force is output to the drive shaft within the input limit range of the power storage means. In addition, the gist is to control the internal combustion engine, the electric motor, and the engine stop means so that the operation of the internal combustion engine is stopped.

  According to the control method of the first power output apparatus of the present invention, when the stop of the operation of the internal combustion engine is instructed while the braking force is being output from the electric motor to the drive shaft, Since the internal combustion engine, the electric motor, and the engine stop means are controlled so that the braking force is output to the drive shaft within the range and the operation of the internal combustion engine is stopped, the braking force is being output from the electric motor to the drive shaft. The operation of the internal combustion engine can be stopped without causing overcharging of the power storage device. Of course, since the operation of the internal combustion engine is stopped by the engine stop means, the vibration when stopping the operation of the internal combustion engine can be suppressed.

The control method of the second power output device of the present invention is:
Power provided with an internal combustion engine, engine stop means for stopping operation of the internal combustion engine with power generation, an electric motor for inputting / outputting power to / from a drive shaft, and power storage means for exchanging power with the engine stop means and the electric motor An output device control method comprising:
(A) detecting an operating state of the power output device;
(B) When the stop of the operation of the internal combustion engine is instructed while the braking force is being output from the electric motor to the drive shaft, the engine stop means is based on the detected operation state of the power output device. Estimate the generated power of
(C) When the electric power input to the electric storage means based on the estimated electric power generated by the engine stopping means and the electric power generated based on the braking force output from the electric motor is within the input limit range of the electric storage means. When predicted, a braking force is output to the drive shaft and the operation of the internal combustion engine is stopped so that the internal combustion engine, the electric motor, and the engine stop means are controlled, and the estimated generated power of the engine stop means And when the electric power input to the power storage means is predicted to exceed the input limit range of the power storage means based on the generated power based on the braking force output from the electric motor, regardless of the stop instruction. The gist is to control the internal combustion engine, the electric motor, and the engine stopping means so that a braking force is output to the drive shaft while maintaining the operation of the internal combustion engine.

  According to the second power output device control method of the present invention, when the stop of the operation of the internal combustion engine is instructed while the braking force is being output from the electric motor to the drive shaft, the operation state of the power output device is The power generated by the engine stop means is estimated based on the power, and the power input to the power storage means based on the estimated power generated by the engine stop means and the generated power based on the braking force output from the motor is input to the power storage means. When it is predicted to be within the limit range, the braking force is output to the drive shaft and the operation of the internal combustion engine is stopped so that the operation of the internal combustion engine is stopped. When the electric power input to the power storage means is predicted to exceed the input limit range of the power storage means based on the power generated based on the braking force output from the motor and the operation of the internal combustion engine regardless of the stop instruction Maintaining the braking force to the drive shaft to control an internal combustion engine and an electric motor and the engine stopping unit to be outputted while. Therefore, when the operation of the internal combustion engine is stopped while the braking force is being output from the electric motor to the drive shaft, it is possible to prevent the electric power exceeding the input limit from being input to the power storage unit.

The third power output device control method of the present invention is as follows.
Power provided with an internal combustion engine, engine stop means for stopping operation of the internal combustion engine with power generation, an electric motor for inputting / outputting power to / from a drive shaft, and power storage means for exchanging power with the engine stop means and the electric motor An output device control method comprising:
(A) setting an input limit of the power storage means based on the state of the power storage means;
(B) When the stop of the operation of the internal combustion engine is instructed while the braking force is being output from the motor to the drive shaft, the motor is generated by the output of the braking force from the motor. Whether or not the power input to the power storage means exceeds the set input limit range of the power storage means when the operation of the internal combustion engine is stopped with power generation by the engine stop means based on the generated power The internal combustion engine so that the braking force is output to the drive shaft and the operation of the internal combustion engine is stopped when the electric power input to the power storage means is predicted not to exceed the input limit range. And controlling the motor and the engine stop means, and maintaining the operation of the internal combustion engine regardless of the stop instruction when it is predicted that the electric power input to the power storage means exceeds the input limit range. And summarized in that for controlling the said engine stop means and the internal combustion engine and the electric motor so that the braking force is output to the drive shaft.

  According to the control method for the third power output apparatus of the present invention, the internal combustion engine is set while the input limit of the power storage means is set based on the state of the power storage means and the braking force is output from the electric motor to the drive shaft. When stopping the operation of the internal combustion engine is stopped when the operation of the internal combustion engine is stopped by the engine stop means based on the generated power generated by the motor with the output of the braking force from the motor. Predicting whether or not the power input to the power storage means exceeds the set input limit range of the power storage means, and when it is predicted that the power input to the power storage means does not exceed the input limit range, braking force is applied to the drive shaft. Is output, and the internal combustion engine, the electric motor, and the engine stop means are controlled so that the operation of the internal combustion engine is stopped, and when it is predicted that the power input to the power storage means exceeds the input limit range, Internal combustion machine Controlling an internal combustion engine and an electric motor and the engine stopping unit to the braking force is output with a maintenance of the drive to the drive shaft. Therefore, when the operation of the internal combustion engine is stopped while the braking force is being output from the electric motor to the drive shaft, it is possible to prevent the electric power exceeding the input limit from being input to the power storage unit.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the first 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 an internal combustion engine that outputs power using hydrocarbon fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. 24) is under operation control such as fuel injection control, ignition control, intake air amount adjustment control. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

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

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 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. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 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. Further, the hybrid electronic control unit 70 outputs a drive signal to an actuator (not shown) of the brake devices 89a and 89b attached to the drive wheels 63a and 63b via an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the first embodiment configured in this way is the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83 by the driver and the vehicle speed V. The engine 22, the motor MG1, and the motor MG2 are controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that 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 first embodiment thus configured, particularly when the operation of the engine 22 is stopped while the braking force is being output from the motor MG2 to the ring gear shaft 32a as the drive shaft. The operation will be described. FIG. 2 is a flowchart showing an example of an engine stop time control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of the first embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec) when an instruction to stop the operation of the engine 22 is given. Here, an instruction to stop the operation of the engine 22 is given when the remaining power (SOC) of the battery 50 is sufficient and the required power becomes less than a predetermined power set for engine stop or when the driver switches the ignition switch 80. This is performed when a predetermined engine stop condition is satisfied, such as when the engine is turned off.

  When the engine stop time 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 brake pedal position BP from the brake pedal position sensor 86, and the vehicle speed sensor 88. A process for inputting data such as the vehicle speed V, the engine speed Ne, the motors MG1 and MG2, and the battery 50 input limit Win is executed (step S100). Here, the rotation speed Ne of the engine 22 is detected by a rotation speed sensor (not shown) and input from the engine ECU 24 by communication. The rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44 and input from the motor ECU 40 by communication. did. The input limit Win of the battery 50 is set by an input limit setting processing routine (not shown) based on the battery temperature Tb and the remaining capacity SOC and is input from the battery ECU 52 by communication. In the embodiment, the input limit setting processing routine sets a basic value of the input limit Win based on the battery temperature Tb, sets a correction coefficient based on the remaining capacity SOC, and multiplies the basic value of the input limit Win by the correction coefficient. The one obtained was set. The relationship among the battery temperature Tb, the remaining capacity SOC, and the input limit Win is shown in FIG. 3A shows the relationship between the battery temperature Tb and the basic value of the input limit Win, and FIG. 3B shows the relationship between the remaining capacity SOC and the correction coefficient. The input limit Win is determined so that the smaller the value (the greater the absolute value), the greater the power that can be received by the battery 50.

  When the data is input in this way, the required torque Tr * required for the ring gear shaft 32a as the drive shaft is set based on the accelerator opening Acc, the brake pedal position BP, and the vehicle speed V (step S110). In the embodiment, the required torque Tr * is set by preliminarily obtaining the relationship among the accelerator opening Acc, the brake pedal position BP, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map. When the opening degree Acc, the brake pedal position BP, and the vehicle speed V are given, the corresponding required torque Tr * is derived from the map and set. An example of the required torque setting map is shown in FIG. The required torque Tr * is a negative value on the braking side because the driving side is set to a positive value.

  Next, it is determined whether or not the rotation speed Ne of the engine 22 is 0, that is, whether or not the operation of the engine 22 has been stopped (step S120). Now, since it is considered immediately after the stop of the operation of the engine 22 is instructed, a negative determination is made in step S120, and then the operation of the engine 22 is stopped based on the input rotational speed Ne of the engine 22. Therefore, the torque command Tm1 * to be output from the motor MG1 is set (step S130), and the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (the number of teeth of the sun gear 31 / the ring gear 32) Based on the number of teeth) and the gear ratio Gr of the reduction gear 35, a torque command Tm2 * to be output from the motor MG2 is set by the following equation (1) (step S140). FIG. 5 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of each rotating element of the power distribution and integration mechanism 30 when the operation of the engine 22 is stopped. In the drawing, the leftmost S-axis indicates the rotational speed of the sun gear 31 that is the rotational speed Nm1 of the motor MG1, the C-axis indicates the rotational speed of the carrier 34 that is the rotational speed Ne of the engine 22, and the R-axis indicates the rotational speed of the motor MG2. The rotational speed of the ring gear 32 (ring gear shaft 32a), which is the rotational speed obtained by dividing Nm2 by the gear ratio Gr of the reduction gear 35, is shown. As shown in the figure, the rotation of the engine 22 can be forcibly reduced by outputting the S-axis downward torque (negative torque) from the motor MG1. At this time, if the torque command Tm1 * of the motor MG1 is set so as to quickly pass through the rotational speed region of the engine 22 that causes a resonance phenomenon, the generation of vibration when the operation of the engine 22 is stopped is reduced. be able to. The torque command Tm2 * is set so as to cancel the reaction force (= −Tm1 * / ρ) acting on the R axis when a negative torque is output from the motor MG1, as can be understood from the equation (1). . Therefore, the required torque Tr * can be output to the ring gear shaft 32a by the motor MG2 while the operation of the engine 22 is stopped by the motor MG1. In the collinear diagram of FIG. 5, the rotational speed Nm1 of the motor MG1 is a positive value, and the signs of the rotational speed and torque are reversed, so the motor MG1 generates power. From this state, when the rotational speed Ne of the engine 22 decreases and the rotational speed Nm1 of the motor MG1 becomes a negative value, the motor MG1 discharges because the rotational speed and the sign of torque are the same, but the reaction force Tm1 Since the motor MG2 generates power with * / ρ, the operation of the motors MG1 and MG2 for stopping the operation of the engine 22 is the operation of power generation.

  Tm2 * = (Tr * + Tm1 * / ρ) / Gr (1)

  When the torque commands Tm1 * and Tm2 * are set, it is determined whether or not the required torque Tr * is less than 0 (step S150). If it is determined that the required torque Tr * is not less than 0, the ring gear shaft 32a In step S230, the engine ECU 24 is instructed to cut the fuel, and transmits the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 set in steps S130 and S140 to the motor ECU 40 (step S230). ), This routine is terminated. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  On the other hand, when it is determined that the required torque Tr * is less than 0, it is determined that the braking force is required for the ring gear shaft 32a, and the set torque command Tm1 * is multiplied by the input rotation speed Nm1. The motor MG1 calculates the power generation power Pm1 of the motor MG1 when the operation of the engine 22 is stopped (step S160), and the value obtained by subtracting the power generation power Pm1 from the input limit Win is divided by the rotation speed Nm2 of the motor MG2. Torque limit Tm2lim as a lower limit of torque that may be output from is set (step S170), and torque command Tm2 * of motor MG2 set in step S140 is compared with this torque limit Tm2lim (step S180). When it is determined that the torque command Tm2 * is equal to or greater than the torque limit Tm2lim (the absolute value of the torque command Tm2 * is equal to or less than the absolute value of the torque limit Tm2lim), the motor MG1 operates the engine 22 within the range of the input limit Win of the battery 50. While the motor MG2 is stopped, it is determined that the required torque Tr * can be output to the ring gear shaft 32a, and the target brake torque Tbr * to be output from the brake devices 89a and 89b is set to 0 with the torque command Tm2 * as it is (step). S190). On the other hand, when it is determined that the torque command Tm2 * is less than the torque limit Tm2lim (the absolute value of the torque command Tm2 * is greater than the absolute value of the torque limit Tm2lim), the motor MG2 stops the operation of the engine 22 with the motor MG1. When the required torque Tr * is output to the ring gear shaft 32a, it is determined that excessive power exceeding the input limit Win is input to the battery 50, and the deviation between the torque command Tm2 * and the torque limit Tm2lim is multiplied by the conversion factor Kb. The target brake torque Tbr * of the brake devices 89a and 89b is set (step S200), and the torque limit Tm2lim is reset to the torque command Tm2 * of the motor MG2 (step S210). This process is a process of replacing the excessive torque of the motor MG2 corresponding to the electric power exceeding the input limit Win of the battery 50 with the brake torque of the brake devices 89a and 89b. Thus, the required torque Tr * can be handled while stopping the operation of the engine 22 by the motor MG1 within the range of the input limit Win of the battery 50. Here, the conversion coefficient Kb is a coefficient for converting the torque of the motor MG2 into the brake torque of the brake devices 89a and 89b.

  When the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 and the target brake torque Tbr * of the brake devices 89a and 89b are set, the actuators (not shown) of the brake devices 89a and 89b are controlled by the set target brake torque Tbr * (step) S220), a fuel cut command is transmitted to the engine ECU 24, and torque commands Tm1 *, Tm2 * are transmitted to the motor ECU 40 (step S230), and this routine is terminated. The control of the motors MG1 and MG2 has been described above.

  In this way, this routine is repeatedly executed every predetermined time, and the rotational speed Ne of the engine 22 is reduced. If it is determined in step S120 that the rotational speed Ne of the engine 22 has reached the value 0, the operation of the engine 22 is stopped. This routine is terminated. Thereby, it changes to driving | running | working by motor operation mode.

  According to the hybrid vehicle 20 of the first embodiment described above, when stopping the operation of the engine 22 while the braking force is being output from the motor MG2 to the ring gear shaft 32a as the drive shaft, The motor MG1 is controlled so that the fuel is cut and the operation of the engine 22 is stopped, and the motor MG2 is controlled by limiting the torque command Tm2 * with the torque limit Tm2lim so as to be within the range of the input limit Win of the battery 50. Even when the braking force is being output from the motor MG2 to the ring gear shaft 32a, the operation of the engine 22 can be stopped without overcharging the battery 50. In addition, since the insufficient braking force is provided by the braking force from the brake devices 89a and 89b by limiting the torque command Tm2 * of the motor MG2 by the torque limit Tm2lim, the required torque Tr is more reliably stopped while the engine 22 is stopped. * Can be output to the ring gear shaft 32a.

  In the hybrid vehicle 20 of the first embodiment, basically, all of the required torque Tr * is covered by the braking force from the motor MG2, but part of the braking force from the motor MG2 is brake devices 89a and 89b. It may be covered by the braking force from At this time, if the required torque Tr * can be output, the sharing ratio between the motor MG2 and the brake devices 89a and 89b may be any sharing ratio. However, by increasing the sharing of the motor MG2, the energy efficiency of the entire vehicle can be improved. it can.

  Next, the hybrid vehicle 20B of the second embodiment will be described. The hybrid vehicle 20B of the second embodiment has the same configuration as the hybrid vehicle 20 of the first embodiment except that the processing in the hybrid electronic control unit 70 is different. Therefore, in the configuration of the hybrid vehicle 20B of the second embodiment, the same components as those of the hybrid vehicle 20 of the first embodiment are denoted by the same reference numerals, and the description thereof is omitted because it is redundant. FIG. 6 is a flowchart showing an example of an engine stop time control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20B of the second embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec) when an instruction to stop the operation of the engine 22 is given.

  When the engine stop time control routine of FIG. 6 is executed, the CPU 72 of the hybrid electronic control unit 70 first executes the accelerator opening degree Acc and the brake pedal position BP as in step S100 of the engine stop time control routine of FIG. , Vehicle speed V, rotation speed Ne, Nm1, Nm2, input limit Win, and other data are input (step S300), and the required torque Tr * is set based on the input accelerator opening Acc, brake pedal position BP, and vehicle speed V. In addition, the required power Pr * is set by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a (step S310). Here, the rotational speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion coefficient k, or can be obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35. The required torque Tr * has been described above.

  Subsequently, the value of the flag F is checked (step S320). Here, the flag F is used to determine whether or not the operation of the engine 22 is stopped, and a value 0 is set as a default value. Now, since it is considered immediately after the stop of the operation of the engine 22 is instructed, a positive determination is made in step S320, and then it is determined whether or not the required torque Tr * is less than 0 (step S320). S330), when it is determined that the required torque Tr * is not less than 0, it is determined that the driving force is required for the ring gear shaft 32a, and the flag F is set to 1 (step S360). It is determined whether or not the rotational speed Ne is 0 (step S370). If it is determined that the rotational speed Ne of the engine 22 is not 0, torque commands Tm1 * and Tm2 * are set (steps S380 and S390) by the same process as steps S130 and S140 in FIG. The engine ECU 24 is instructed and torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S400), and this routine is terminated. Thus, when the value 1 is set in the flag F, it means that the operation of the engine 22 is stopped. When this routine is executed next time, a negative determination is made in step S320, The processes of steps S300 to S320 and S370 to S400 are repeatedly executed until the rotational speed Ne of the engine 22 is determined to be 0 in S370, and the rotational speed Ne of the engine 22 is reduced. When the rotational speed Ne of the engine 22 reaches the value 0, it is determined that the stop of the operation of the engine 22 has been completed, the flag F is set to the value 0 (step S410), and this routine ends.

  If it is determined in step S330 that the required torque Tr * is less than 0, it is determined that a braking force is required for the ring gear shaft 32a, and the engine is based on the input vehicle speed V and the engine speed Ne. The stop power generation power Pgstop as the power generated by the motors MG1 and MG2 to stop the operation of the motor 22 is estimated, and the total power generation power is calculated by the sum of the estimated stop power generation power Pgstop and the required power Pr * set in step S310. Pgt is calculated (step S340). Here, as for the stop power generation power Pgstop, in the embodiment, the relationship between the rotation speed Ne of the engine 22 and the stop power generation power Pgstop is obtained in advance and stored in the ROM 74, and when the rotation speed Ne is given, the corresponding stoppage from the map It was set by deriving the generated power Pgstop. An example of this map is shown in FIG. As shown in the figure, the stop power generation power Pgstop is set to be smaller (the absolute value is larger) as the rotational speed Ne is higher. This is based on the fact that the higher the rotational speed Ne of the engine 22, the greater the rotational energy of the engine 22, so that the power generated when the engine 22 is stopped is considered to increase.

  When the total generated power Pgt is calculated, it is determined whether or not the calculated total generated power Pgt is equal to or greater than the input limit Win (whether the absolute value of the total generated power Pgt is equal to or less than the absolute value of the input limit Win) ( Step S350). This determination predicts whether or not electric power exceeding the input limit Win is input to the battery 50 when the motor MG2 stops the operation of the engine 22 and the motor MG2 outputs the required torque Tr * to the ring gear shaft 32a. Process. If it is determined that the total generated power Pgt is equal to or greater than the input limit Win, the motor MG1 stops the operation of the engine 22 within the range of the input limit Win of the battery 50, and the motor MG2 applies the required torque Tr * to the ring gear shaft 32a. It is determined that output is possible, a value 1 is set in the flag F (step S360), and the processing from step S370 described above is performed.

  On the other hand, if it is determined that the total generated power Pgt is not greater than or equal to the input limit Win, that is, it is determined that the total generated power Pgt is less than the input limit Win, the motor MG2 stops the operation of the engine 22 and the motor MG2 causes the required torque to be applied to the ring gear shaft 32a. When Tr * is output, it is determined that electric power exceeding the input limit Win is input to the battery 50, a value 0 is set to the torque command Tm1 * of the motor MG1 (step S420), and the required torque Tr * is set to the reduction gear 35. The value divided by the gear ratio Gr is set as the torque command Tm2 * of the motor MG2 (step S430), the idling operation is instructed to the engine ECU 24, and the torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S440). This routine is terminated. Thus, by maintaining the operation of the engine 22 regardless of the stop instruction when the total generated power Pgt is not greater than or equal to the input limit Win, the braking force is output to the ring gear shaft 32a with the power generation of the motor MG2. During this time, the operation of the engine 22 is further stopped along with the power generation of the motors MG1 and MG2, thereby preventing the electric power exceeding the input limit Win from being input to the battery 50 beforehand.

  According to the hybrid vehicle 20B of the second embodiment described above, when the stop of the operation of the engine 22 is instructed while the braking force is being output from the motor MG2 to the ring gear shaft 32a as the drive shaft, The stop power generation power Pgstop as the power generation power of the motors MG1 and MG2 when the operation of the motor 22 is stopped is estimated, and input to the battery 50 based on the estimated stop power generation power Pgstop and the required power Pr * to the ring gear shaft 32a. It is predicted whether or not electric power exceeding the limit Win is input, and when it is predicted that electric power exceeding the input limit Win is input to the battery 50, the operation of the engine 22 is maintained regardless of the stop instruction. The motors MG1 and MG2 output the braking force to the ring gear shaft 32a from the engine. From power exceeding the input limit Win to the battery 50 even when stopping the second operation is input can be prevented. In addition, since the operation of the engine 22 is maintained by performing the idling operation, fuel consumption can be minimized.

  In the hybrid vehicle 20B of the second embodiment, the stop power generation power Pgstop is set based on the rotation speed Ne of the engine 22, but a predetermined value is set as the stop power generation power Pgstop regardless of the rotation speed Ne of the engine 22. It may be a thing.

  In the hybrid vehicle 20 of the second embodiment, the stop power generation power Pgstop is set based on the rotation speed Ne of the engine 22, but the stop power generation power Pgstop is set based on the rotation speed Nm1 of the motor MG1 and the vehicle speed V. It may be a thing. This is based on the fact that the power generated by the motor MG1 when the torque required to stop the engine 22 is output from the motor MG1 based on the rotational speed Nm1 of the motor MG1 can be estimated. This is based on the fact that the generated power of the motor MG2 necessary for canceling the reaction force acting on the ring gear shaft 32a by the output of torque can be estimated by the motor MG2.

  In the hybrid vehicle 20B of the second embodiment, when the total generated power Pgt is less than the input limit Win (when the absolute value of the total generated power Pgt is larger than the absolute value of the input limit Win), regardless of the stop instruction. Although the operation of the engine 22 is maintained by performing the idling operation, it is not always necessary to perform the idling operation, and power may be output from the engine 22.

  Next, the hybrid vehicle 20C of the third embodiment will be described. The hybrid vehicle 20C of the third embodiment also has the same configuration as the hybrid vehicle 20 of the first embodiment except that the processing in the hybrid electronic control unit 70 is different. Therefore, in the configuration of the hybrid vehicle 20C of the third embodiment, the same components as those of the hybrid vehicle 20 of the first embodiment are denoted by the same reference numerals, and the description thereof is omitted because it is redundant. FIG. 8 is a flowchart showing an example of an engine stop time control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20C of the third embodiment.

  When the engine stop time control routine of FIG. 8 is executed, the CPU 72 of the hybrid electronic control unit 70 first executes the accelerator opening Acc and the brake pedal position BP in the same manner as the processing of steps S100 and S110 of the routine of FIG. , The vehicle speed V, the rotational speed Ne of the engine 22, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, and the input limit Win of the battery 50 are input (step S500), and the accelerator opening Acc and the brake pedal position BP input. Based on the vehicle speed V, the required torque Tr * is set using the map of FIG. 4 described above (step S510). Subsequently, similarly to the processing of steps S120 to S140 of the routine of FIG. 2, it is determined whether or not the input rotational speed Ne of the engine 22 is 0 (step S520). Based on the number Ne, for example, the torque command Tm1 * of the motor MG1 necessary for quickly stopping the operation of the engine 22 in order to quickly pass through the rotation speed region that causes the resonance phenomenon is set (step S530). Based on the torque command Tm1 *, the required torque Tr *, the gear ratio ρ of the power distribution and integration mechanism 30 and the gear ratio Gr of the reduction gear 35, the torque command Tm2 * of the motor MG2 is set by the aforementioned equation (1) (step) S540).

  Then, it is determined whether the required torque Tr * is less than 0, that is, whether braking force is required (step S550). When it is determined that the required torque Tr * is not less than 0, the fuel cut is performed. An instruction is transmitted to engine ECU 24, and torque commands Tm1 * and Tm2 * set in steps S530 and S540 are transmitted to motor ECU 40 (step S650), and this routine is terminated. The control of the motors MG1 and MG2 has been described above.

  On the other hand, when it is determined that the required torque Tr * is less than 0, the power generation power Pm1 of the motor MG1 is calculated by multiplying the torque command Tm1 * set in step S530 by the rotation speed Nm1 and set in step S540. The generated power Pm2 of the motor MG2 is calculated by multiplying the input torque command Tm2 * by the input rotational speed Nm2 (step S560), and the sum of the calculated generated power Pm1 and the generated power Pm2 is input as a rated value in step S100. The input limit Win is compared (step S570).

  When the sum of the generated power Pm1 and the generated power Pm2 is greater than or equal to the input limit Win, the battery 50 is within the input limit Win (rated value) range in which the power generated by the motor MG1 and the motor MG2 is input in step S500. And a value 0 is set to the target brake torque Tbr * (step S580). On the other hand, when the sum of the generated power Pm1 and the generated power Pm2 is less than the input limit Win, it is determined that the electric power generated by the motor MG1 and the motor MG2 exceeds the rated value and is input to the battery 50. A value obtained by adding the predetermined excess amount Wset to the input limit Win input in S100 is reset to a new input limit Win (step S590), and the motor generated by subtracting the generated power Pm1 of the motor MG1 from the reset input limit Win. A torque limit Tm2lim is set as a lower limit of the torque that may be output from the motor MG2 by dividing by the rotation speed Nm2 of MG2 (step S600), and the set torque limit Tm2lim is compared with the torque command Tm2 * set in step S540. (Step S610). When the torque command Tm2 * is equal to or greater than the torque limit Tm2lim, it is determined that the electric power generated by the motor MG1 and the motor MG2 is input to the battery 50 within the reset input limit Win, and the target brake torque Tbr * is set. A value of 0 is set (step S580). Here, the predetermined excess amount Wset is set as an upper limit of the amount of power that may be input to the battery 50 beyond the rated value, and is determined by the performance of the battery 50 and the like. In this way, by allowing the battery 50 to input power that exceeds the rated value by the predetermined excess amount Wset, the operation of the engine 22 is quickly stopped while outputting the required torque Tr * (braking force) to the ring gear shaft 32a. be able to. If it is determined in step S610 that the torque command Tm2 * is less than the torque limit Tm2lim, the electric power generated by the motor MG1 and the motor MG2 is generated even though the input limit Win is reset using the predetermined excess amount Wset. As determined in step S200 and step S210 in FIG. 2, the brake is obtained by multiplying the deviation between the torque command Tm2 * and the torque limit Tm2lim by the conversion factor Kb. The target brake torque Tbr * of the devices 89a and 89b is set (step S620), and the torque limit Tm2lim is reset to a new torque command Tm2 * (step S630).

  When the target brake torque Tbr * and the torque commands Tm1 * and Tm2 * are set in this way, the brake devices 89a and 89b are controlled by the set target brake torque Tbr * (step S640), and the fuel cut is instructed and set. Torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S650), and this routine ends.

  When such a process is repeatedly executed and the rotational speed Ne of the engine 22 is determined to be 0 in step 520, it is determined that the operation stop of the engine 22 has been completed, and this routine is terminated.

According to the hybrid vehicle 20C of the third embodiment described above, when the stop of the operation of the engine 22 is instructed while the braking force is being output from the motor MG2 to the ring gear shaft 32a as the drive shaft, the motor MG1 When the sum of the generated power Pm1 and the generated power of the motor MG2 is less than the input limit Win as the rated value, the predetermined excess amount Wset as the upper limit of the amount of power that the battery 50 may input exceeding the rated value Is used to reset the input limit Win of the battery 50, and within the range of the reset input limit Win, the required torque Tr * is output to the ring gear shaft 32a and the operation of the engine 22 is stopped. Since MG1 and MG2 are controlled, the required torque Tr * (braking force) is output to the ring gear shaft 32a as the drive shaft. By exerting the performance of the battery 50 can be stopped quickly the operation of the engine 22.

  In the hybrid vehicle 20C of the third embodiment, when stop of the operation of the engine 22 is instructed when the required torque Tr * is less than 0, the sum of the generated power Pm1 of the motor MG1 and the generated power Pm2 of the motor MG2 When the power is greater than or equal to the input limit Win input as the rated value, the input limit Win is used as it is, and when the sum of the generated power Pm1 and the generated power Pm2 is less than the input limit Win input as the rated value, the predetermined excess is exceeded. The input limit Win is reset using the amount Wset. However, when the stop of the operation of the engine 22 is instructed when the required torque Tr * is less than 0, the sum of the generated power Pm1 and the generated power Pm2 Regardless of whether the power is less than the rated value or not, the input limit Win may be set using a predetermined excess amount Wset. There.

  In the hybrid vehicle 20C of the third embodiment, the input limit Win is set using the predetermined excess amount Wset as the upper limit of the amount of power that may be input to the battery 50 beyond the rated value. The input limit Win may be set using a predetermined excess amount Wset set based on the state (for example, battery temperature Tb).

  In the hybrid vehicles 20 and 20C of the first to third embodiments, when the stop of the operation of the engine 22 is instructed when the required torque Tr * is less than 0, the rotation speed region causing the resonance phenomenon is quickly passed. Therefore, the torque command Tm1 * of the motor MG1 is set so that the operation of the engine 22 stops quickly, and the required torque Tr * is output to the ring gear shaft 32a within the range of the input limit Win of the battery 50. Although the command Tm2 * is set to control the motors MG1 and MG2, the rotational speed Ne of the engine 22, the input limit Win of the battery 50, the required power Pr * required for the ring gear shaft 32a as the drive shaft, etc. The torque command Tm1 * of the motor MG1 is set on the basis of this, and is required within the range of the input limit Win of the battery 50. Torque Tr * may be used to control the motor MG1, MG2 and the torque command Tm2 * of the motor MG2 to be outputted to the ring gear shaft 32a. In this case, instead of the processing in step S130 in FIG. 2, step S380 in FIG. 6, and step S530 in FIG. 8, for example, the basic value of the torque command Tm1 * of the motor MG1 is set based on the rotational speed Ne of the engine 22. The correction coefficient k1 is set based on the input limit Win of the battery 50, and the correction coefficient k2 is set based on the required power Pr * calculated by multiplying the required torque Tr * by the rotational speed Nr of the ring gear shaft 32a. The torque command Tm1 * can be set by multiplying the basic value of the torque command Tm1 * by the correction coefficients k1 and k2, respectively. FIG. 9 shows an example of the relationship between the rotational speed Ne and the basic value of the torque command Tm1 *, FIG. 10 shows an example of the relationship between the input limit Win and the correction coefficient k1, and the relationship between the required power Pr * and the correction coefficient k2. An example is shown in FIG. As shown in FIG. 9, the torque command Tm1 * is increased (the absolute value is decreased) as the rotational speed Ne is increased. Even if the same braking torque is output from the motor MG1 as the rotational speed Ne is increased, the motor MG1 generates power. This is because the battery 50 is more likely to be overcharged due to the increased electric power. As shown in FIG. 10, the larger the input limit Win (the smaller the absolute value), the larger the torque command Tm1 * is. This is because as the limit Win is larger, the power that can be input to the battery 50 is smaller and overcharging is easier. As shown in FIG. 11, the torque command Tm1 * is set as the required power Pr * is smaller (the absolute value is larger). The reason why the battery 50 is increased is that the smaller the required power Pr * is, the larger the electric power generated by the motor MG2 is. That. In this modification, the torque command Tm1 * is set based on the rotational speed Ne, the input limit Win, and the required power Pr *, but the torque command is set based on any one or two of them. Tm1 * may be set. For example, instead of the rotational speed Ne of the engine 22 or together with the rotational speed Ne, the rotational speed Nm1 or the vehicle speed V may be set based on the rotational speed Nm1 or the vehicle speed V of the motor MG1. The torque command Tm1 * may be set such that the value increases and the absolute value decreases as the value increases. Further, such control of the motor MG1 can be executed regardless of whether the vehicle is running, that is, when the vehicle is stopped. An example of the engine stop time control routine in this case is shown in FIG.

  In the engine stop time control routine of FIG. 12, as shown in the figure, the vehicle speed V is input (step S700), and the input vehicle speed V and a predetermined vehicle speed Vref for determining whether the vehicle is stopped (for example, 5 km / h). (Step S710), and when the vehicle speed V is determined to be equal to or higher than the predetermined vehicle speed Vref, the operation of the engine 22 is stopped by another control, for example, the routine of FIG. 2, the routine of FIG. 6, or the routine of FIG. Processing is performed (step S720), and this routine is terminated. On the other hand, when it is determined that the vehicle speed V is less than the predetermined vehicle speed Vref, the rotational speed Ne of the engine 22 and the input limit Win of the battery 50 are input (step S730), and based on the input rotational speed Ne and the input limit Win. A torque command Tm1 * to be output from the motor MG1 is set using the maps of FIG. 9 and FIG. 10 (step S740), a fuel cut instruction is transmitted to the engine ECU 24, and a torque command Tm1 * is transmitted to the motor ECU 40. (Step S750). Then, the process returns to step S730 until the rotation speed Ne of the engine 22 reaches the value 0, and the processes of steps S730 to S750 are repeated (step S760). When the rotation speed Ne reaches the value 0, the operation stop of the engine 22 is completed. It is determined that the routine has been completed, and this routine is terminated. In this example, the torque command Tm1 * is set based on the rotational speed Ne of the engine 22 and the input limit Win. However, the torque command Tm1 * may be set based only on one of them. In other operating states, for example, instead of the rotational speed Ne of the engine 22 or based on the rotational speed Nm1 of the motor MG1 together with the rotational speed Ne, the torque command tends to increase as the rotational speed Nm1 increases. Tm1 * may be set. Further, in this example, the processing is described as stopping the engine 22 when the stop of the operation of the engine 22 is instructed when the vehicle is stopped. However, this processing is changed depending on the engine stop condition described above. It is good. For example, when the stop of the operation of the engine 22 is instructed by turning off the ignition switch 80, the torque command Tm1 * is set based on the rotational speed Ne of the engine 22 and the input limit Win by the process of step S740 in FIG. Then, the operation of the engine 22 is stopped by the motor MG1, and the operation of the engine 22 is stopped when the required power Pr * becomes less than the predetermined power determined for stopping the engine while the remaining capacity SOC of the battery 50 is sufficient. Is instructed to stop the operation of the engine 22 when the rotational speed Ne of the engine 22 is less than the predetermined rotational speed, and stops the operation of the engine 22 when the rotational speed Ne is equal to or higher than the predetermined rotational speed, regardless of the instruction to stop the operation. It is good not to let it.

  In the hybrid vehicle 20 of the first embodiment and the hybrid vehicle 20B of the second embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, the hybrid vehicle of the modified example of FIG. As illustrated in 120, the power of the motor MG2 is different from the axle to which the ring gear shaft 32a is connected (the axle to which the drive wheels 63a and 63b are connected) (the axle connected to the wheels 64a and 64b in FIG. 13). It is good also as what connects to.

  In the hybrid vehicle 20 of the first embodiment and the hybrid vehicle 20B of the second 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. However, as illustrated in the hybrid vehicle 220 of the modified example of FIG. 14, the inner rotor 232 connected to the crankshaft 26 of the engine 22 and the drive shaft that outputs power to the drive wheels 63a and 63b are connected. The outer rotor 234 may be included, and a counter-rotor motor 230 that transmits a part of the power of the engine 22 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 the configuration of a hybrid vehicle 20 equipped with a power output device as one embodiment of the present invention. 3 is a flowchart showing an example of an engine stop time control routine executed by a hybrid electronic control unit 70 of the hybrid vehicle 20 of the first embodiment. It is explanatory drawing which shows the relationship between battery temperature Tb, remaining capacity SOC, and input restrictions Win. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows the mechanical relationship between the rotation speed of each rotation element of the power distribution integration mechanism 30 at the time of stopping driving | operation of the engine 22, and a torque. It is a flowchart which shows an example of the control routine at the time of an engine stop performed by the hybrid electronic control unit 70 of the hybrid vehicle 20B of 2nd Example. It is a map which shows an example of the relationship between the rotation speed Ne of the engine 22, and the stop electric power generation Pgstop. It is a flowchart which shows an example of the control routine at the time of an engine stop performed by the hybrid electronic control unit 70 of the hybrid vehicle 20C of 3rd Example. It is a map which shows an example of the relationship between the rotation speed Ne of the engine 22, and the basic value of torque command Tm1 * of motor MG1. It is a map which shows an example of the relationship between the input limitation Win and the correction coefficient k1. It is a map which shows an example of the relationship between request | requirement power Pr * and the correction coefficient k2. It is a flowchart which shows an example of the control routine at the time of engine stop of a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line , 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever , 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 89a, 89b Brake device, 230 Counter rotor motor, 232 Inner rotor 234 Outer rotor, MG1, MG2 motor.

Claims (18)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Engine stop means for stopping the operation of the internal combustion engine with power generation;
An electric motor for inputting and outputting power to the drive shaft;
Power storage means for exchanging electric power with the engine stop means and the motor;
A brake device that outputs braking force directly or indirectly to the drive shaft;
When the stop of the operation of the internal combustion engine is instructed while the braking force is being output from the electric motor to the drive shaft, the engine stop means generates power when the operation of the internal combustion engine is stopped. It is determined whether the power input to the power storage means exceeds the rated value of the power storage means based on the power and the power input / output from the motor, and the power input to the power storage means is the rated value When it is determined that the value does not exceed, the rated value is set to the input limit of the power storage means, and the control required from the motor to the drive shaft is within the set input limit without accompanying the output from the brake device. The internal combustion engine, the electric motor, the engine stop means, and the brake device are controlled so that power is output and the operation of the internal combustion engine is stopped, and the power input to the power storage means exceeds the rated value. When The excess power that may be input exceeding the rated value is set in the input limit of the power storage means, and a braking force is output from the motor to the drive shaft within the set input limit, and the drive A braking force, which is a difference between a braking force required for the shaft and a braking force output from the electric motor, is output from the brake device to output a braking force required for the drive shaft, and the internal combustion engine is operated. A power output apparatus comprising: an engine stop control unit that controls the internal combustion engine, the electric motor, the engine stop unit, and the brake device to be stopped. The engine stop control means, the power output apparatus according to claim 1, wherein setting the input limit is a means for controlling the storage means to limit MAY input power to said storage means as the excess power. The power output device according to claim 1 or 2 ,
Comprising an operation state detecting means for detecting an operation state of the power output device;
The engine stop control means sets a stopping braking force for stopping the operation of the internal combustion engine based on the detected operating state of the power output device, and the set stopping braking force is used for stopping the engine. A power output device which is means for controlling the engine stop means so that the operation of the internal combustion engine is stopped by being outputted from the means. The operating state detecting means includes: an operating state of the power output device; a rotating state of the internal combustion engine; a state of the power storage means; a braking force required for the driving shaft; a rotating state of the driving shaft; The power output apparatus according to claim 3 , wherein the power output apparatus is means for detecting at least one of rotation states of the rotating shaft. The engine stop-time control means tends to decrease as the rotational speed increases as at least one of the rotation state of the internal combustion engine, the rotation state of the drive shaft, and the rotation state of the rotation shaft of the engine stop means. The power output apparatus according to claim 4 , wherein the power output device is a means for setting and controlling the stopping braking force. A power output device that outputs power to a drive shaft,
An internal combustion engine;
Engine stop means for stopping the operation of the internal combustion engine with power generation;
An electric motor for inputting and outputting power to the drive shaft;
Power storage means for exchanging electric power with the engine stop means and the motor;
When the stop of the operation of the internal combustion engine is instructed while the braking force is being output from the electric motor to the drive shaft, the generated electric power generated by the electric motor in accordance with the output of the braking force from the electric motor Predicting whether or not the electric power input to the power storage means exceeds the range of the input limit of the power storage means when the operation of the internal combustion engine is stopped with power generation by the engine stop means, When it is predicted that the power input to the power storage means does not exceed the input limit range, the internal combustion engine, the electric motor, and the engine are output so that braking force is output to the drive shaft and the operation of the internal combustion engine is stopped. Control the stop means, and when the electric power input to the power storage means is predicted to exceed the input limit range, the driving shaft is braked with the operation of the internal combustion engine maintained regardless of the stop instruction. Power output apparatus and a engine stop control means but for controlling the said engine stop means and the internal combustion engine and the electric motor to be output. The power output device according to claim 6 ,
Comprising an operation state detecting means for detecting an operation state of the power output device;
The engine stop-time control means estimates the generated power generated by the engine stop means when the engine stop means stops the operation of the internal combustion engine based on the detected operating state of the power output device. Whether or not the electric power input to the electric storage means based on the estimated electric power generated by the engine stop means and the electric power generated by the electric motor exceeds the input limit range of the electric storage means. A power output device that is a means of prediction. The operating state detecting means is at least one of a rotating state of the output shaft of the internal combustion engine, a rotating state of the drive shaft, and a rotating state of the rotating shaft of the engine stopping means as the operating state of the power output device. The power output apparatus according to claim 7, which is a means for detecting. The engine stop control means rotates as at least one of the detected rotation state of the output shaft of the internal combustion engine, rotation state of the drive shaft, and rotation state of the rotation shaft of the engine stop means. 9. The power output apparatus according to claim 8 , wherein the power output apparatus is means for estimating generated power generated by the engine stop means so as to increase as the number increases. 10. The engine stop control means is means for controlling the internal combustion engine to perform an idling operation when electric power input to the power storage means is predicted to exceed the input limit range . The power output apparatus according to item 1 . The power output apparatus according to any one of claims 1 to 10, further comprising an input restriction setting unit configured to set an input restriction of the power storage unit based on a state of the power storage unit. The engine stop means is connected to the output shaft and the drive shaft of the internal combustion engine, and can stop the operation of the internal combustion engine by input and output of electric power and power, and at least a part of the power from the operating internal combustion engine The power output device according to any one of claims 1 to 11 , wherein the power output device is an electric power input / output means capable of outputting to the drive shaft. The power power input / output means is connected to three shafts of an output shaft of the internal combustion engine, a rotating shaft of the electric motor, and a third rotating shaft, and is used for power input / output to any two of the three shafts. a three shaft-type power input output means inputting and outputting power to a residual one shaft based, the a third means comprising a power to the rotation shaft and output capable generator according to claim 1 2 power output according apparatus. The power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the first rotor 2 power output apparatus according to claim 1 wherein a pair rotor motor for relatively rotating the two rotor by an electromagnetic action of the rotor. An automobile that carries the power output device according to any one of claims 1 to 14 and that travels with an axle connected to the drive shaft. An internal combustion engine; engine stop means for stopping operation of the internal combustion engine with power generation; an electric motor that inputs and outputs power to a drive shaft; an electric storage means that exchanges power with the engine stop means and the electric motor; and the drive A control method of a power output device comprising a brake device that outputs braking force directly or indirectly to a shaft ,
When the stop of the operation of the internal combustion engine is instructed while the braking force is being output from the electric motor to the drive shaft, the engine stop means generates power when the operation of the internal combustion engine is stopped. It is determined whether the power input to the power storage means exceeds the rated value of the power storage means based on the power and the power input / output from the motor, and the power input to the power storage means is the rated value When it is determined that the value does not exceed, the rated value is set to the input limit of the power storage means, and the control required from the motor to the drive shaft is within the set input limit without accompanying the output from the brake device. The internal combustion engine, the electric motor, the engine stop means, and the brake device are controlled so that power is output and the operation of the internal combustion engine is stopped, and the power input to the power storage means exceeds the rated value. When The excess power that may be input exceeding the rated value is set in the input limit of the power storage means, and a braking force is output from the motor to the drive shaft within the set input limit, and the drive A braking force, which is a difference between a braking force required for the shaft and a braking force output from the electric motor, is output from the brake device to output a braking force required for the drive shaft, and the internal combustion engine is operated. A control method of a power output device for controlling the internal combustion engine, the electric motor, the engine stop means, and the brake device so as to be stopped . Power provided with an internal combustion engine, engine stop means for stopping operation of the internal combustion engine with power generation, an electric motor for inputting / outputting power to / from a drive shaft, and power storage means for exchanging power with the engine stop means and the electric motor An output device control method comprising:
(A) detecting an operating state of the power output device;
(B) When the stop of the operation of the internal combustion engine is instructed while the braking force is being output from the electric motor to the drive shaft, the engine stop means is based on the detected operation state of the power output device. Estimate the generated power of
(C) When the electric power input to the electric storage means based on the estimated electric power generated by the engine stopping means and the electric power generated based on the braking force output from the electric motor is within the input limit range of the electric storage means. When predicted, a braking force is output to the drive shaft and the operation of the internal combustion engine is stopped so that the internal combustion engine, the electric motor, and the engine stop means are controlled, and the estimated generated power of the engine stop means And when the electric power input to the power storage means is predicted to exceed the input limit range of the power storage means based on the generated power based on the braking force output from the electric motor, regardless of the stop instruction. A control method for a power output device, wherein the internal combustion engine, the electric motor, and the engine stop means are controlled such that a braking force is output to the drive shaft while maintaining the operation of the internal combustion engine. Power provided with an internal combustion engine, engine stop means for stopping operation of the internal combustion engine with power generation, an electric motor for inputting / outputting power to / from a drive shaft, and power storage means for exchanging power with the engine stop means and the electric motor An output device control method comprising:
(A) setting an input limit of the power storage means based on the state of the power storage means;
(B) When the stop of the operation of the internal combustion engine is instructed while the braking force is being output from the motor to the drive shaft, the motor is generated by the output of the braking force from the motor. Whether or not the power input to the power storage means exceeds the set input limit range of the power storage means when the operation of the internal combustion engine is stopped with power generation by the engine stop means based on the generated power The internal combustion engine so that the braking force is output to the drive shaft and the operation of the internal combustion engine is stopped when the electric power input to the power storage means is predicted not to exceed the input limit range. And controlling the motor and the engine stop means, and maintaining the operation of the internal combustion engine regardless of the stop instruction when it is predicted that the electric power input to the power storage means exceeds the input limit range. Control method for a power output apparatus for controlling the said engine stop means and the internal combustion engine and the electric motor so that the braking force is output to the drive shaft.

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