JP5299097B2 - Power supply device, control method therefor, power output device, and hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress the deterioration of a plurality of secondary batteries for a battery device. <P>SOLUTION: In a motor ECU, the two motors are controlled within a range that a motor ECU assumed consumption power Pm2* reaches a connection overall output limit Woutcof for control or less (S610 to S614), and a target voltage VH* is set (S630). In the motor ECU, when the motor ECU assumed consumption power Pm2* is larger than a power (Wout1+Wouts) (S652), the voltage VH of a high-voltage system is adjusted; the power obtained by adding the half of an excess power &Delta;P as the power of a difference between the motor ECU assumed consumption power Pm2*; and the power (Wout1+Wouts) to an output limit Wout1 is exchanged among a master battery 50 and the motor MG1 and MG2 sides, and a master-side booster circuit and a slave-side booster circuit are controlled so that the power obtained by adding the half of the excess power &Delta;P to the output limit Wouts is exchanged among a connection slave battery and the motor sides (S656 to S662). <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a power supply device, a control method therefor, a power output device, and a hybrid vehicle.

  Conventionally, as this type of power supply device, a first positive power storage device, a second power storage device, a main positive bus connected to two inverters that respectively drive the first power storage device and two motor generators, and A first converter that performs voltage conversion between the main negative bus and a second converter that performs voltage conversion between the second power storage device, the main positive bus and the main negative bus is proposed. (For example, refer to Patent Document 1). In this device, the remaining power amount up to the SOC at which the allowable discharge power is limited is calculated for each power storage device, the discharge power distribution ratio is calculated according to the calculated ratio of the remaining power amount of each power storage device, and the calculated discharge By controlling each converter in accordance with the power distribution ratio, the case where any one of the power storage devices reaches the discharge limit earlier than the other power storage devices is suppressed.

JP 2008-109840 A

  In such a power supply device, it is an important issue to suppress the output of excessive power from the first power storage device or the second power storage device to suppress deterioration of these power storage devices. For this reason, it is desirable to more appropriately adjust the power exchanged between the first power storage device and the two motor generators and the power exchanged between the second power storage device and the two motor generators. It is.

  The main object of the power supply device, the control method thereof, the power output device, and the hybrid vehicle of the present invention is to suppress deterioration of a plurality of secondary batteries of the battery device.

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

The power supply device of the present invention is
A battery device having a first battery part having at least one secondary battery and a second battery part having at least one secondary battery; and a high-voltage system on the motor side of the secondary battery of the first battery part. First connection release means for connecting and releasing connection, second connection release means for connecting and releasing the secondary battery of the second battery part to the high voltage system, and the first battery part A first step-up / step-down circuit that exchanges electric power with voltage adjustment between the first battery voltage system connected to the secondary battery and the high voltage system, and connected to the secondary battery of the second battery unit A second step-up / step-down circuit that exchanges electric power with voltage adjustment between the second battery voltage system and the high voltage system,
Assumed power consumption assumed as power consumption of the high-voltage system when at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit are connected to the motor side Is less than the sum of the first battery unit output limit which is the output limit of the first battery unit and the second battery unit output limit which is the output limit of the second battery unit, the voltage of the high voltage system is adjusted and The electric power below the first battery unit output limit is exchanged between the secondary battery of the first battery unit and the high voltage system, and the electric power below the second battery unit output limit is from the second battery unit. The first step-up / step-down circuit and the second step-up / step-down circuit are controlled so as to be exchanged between a secondary battery and the high-voltage system, and the assumed power consumption is the first battery unit output limit and the second step. When the sum is larger than the sum of the battery unit output limit, The power of the sum of the part of the excess power and the first battery unit output limit with respect to the sum of the first battery unit output limit and the second battery unit output limit of the assumed power consumption is adjusted. Is exchanged between the secondary battery of the first battery part and the high voltage system, and the sum of the remaining excess power and the output limit of the second battery part is the secondary battery of the second battery part Control means for controlling the first step-up / step-down circuit and the second step-up / step-down circuit to be exchanged between the high-voltage system and the first step-up / step-down circuit;
It is characterized by providing.

  In the power supply device of the present invention, when at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit are connected to the motor side, it is assumed as power consumption of a high voltage system. When the assumed power consumption is less than the sum of the first battery unit output limit, which is the output limit of the first battery unit, and the second battery unit output limit, which is the output limit of the second battery unit, the voltage of the high voltage system is adjusted. And the electric power below the 1st battery part output restriction is exchanged between the secondary battery of the 1st battery part and the high voltage system, and the electric power below the 2nd battery part output restriction is with the secondary battery of the 2nd battery part When the first buck-boost circuit and the second buck-boost circuit are controlled to communicate with the high voltage system, and the assumed power consumption is greater than the sum of the first battery part output limit and the second battery part output limit First battery unit with high-voltage voltage adjusted and assumed power consumption A sum of a part of the excess power with respect to the sum of the power limit and the second battery unit output limit and the first battery unit output limit is exchanged between the secondary battery of the first battery unit and the high voltage system; The first step-up / step-down circuit and the second step-up / step-down circuit are connected so that the sum of the excess power and the second battery unit output limit is exchanged between the secondary battery of the second battery unit and the high voltage system. Control. As a result, when the assumed power consumption is greater than the sum of the first battery unit output limit and the second battery unit output limit, from one of the secondary battery of the first battery unit and the secondary battery of the second battery unit Compared to the case where only the excess power is covered, the excess of the power exchanged between the secondary battery of the first battery unit and the high voltage system with respect to the output limit of the first battery unit or the second battery unit It is possible to suppress an excessive amount of power exchanged between the secondary battery and the high voltage system from exceeding the second battery unit output limit, and the secondary battery of the first battery unit and the second battery unit Degradation of the secondary battery can be suppressed.

  In such a power supply device of the present invention, when the assumed power consumption is larger than the sum of the first battery unit output limit and the second battery unit output limit, the voltage of the high voltage system is adjusted and The sum of the half of the excess power and the first battery unit output limit is exchanged between the secondary battery of the first battery unit and the high voltage system, and the remainder of the excess power and the second battery Means for controlling the first step-up / step-down circuit and the second step-up / step-down circuit so that the sum of electric power with the part output limit is exchanged between the secondary battery of the second battery unit and the high voltage system. There can be.

  In the power supply device of the present invention, the battery device includes one main secondary battery as a secondary battery of the first battery part and a plurality of auxiliary secondary batteries as secondary batteries of the second battery part. And the control means controls the first disconnection means so that the main secondary battery is connected to the high voltage system, and one auxiliary secondary battery is provided. The second connection release means may be controlled so as to be sequentially switched and connected to the high voltage system.

The power output apparatus of the present invention is
An internal combustion engine, a first electric motor capable of motoring the internal combustion engine, a second electric motor capable of outputting power to a drive shaft, a first battery unit having at least one secondary battery, and at least one secondary battery. A battery device having a second battery part, and a first connection release means for connecting and releasing the secondary battery of the first battery part to the first motor and the high voltage system on the second motor side. A second connection release means for connecting and releasing the secondary battery of the second battery part to the high voltage system, and a first battery voltage system connected to the secondary battery of the first battery part A first step-up / step-down circuit for exchanging electric power with voltage adjustment between the first battery and the high voltage system; a second battery voltage system connected to a secondary battery of the second battery unit; and the high voltage system 2nd lift that exchanges power with voltage adjustment A main control means for setting a target torque of the first electric motor and the second electric motor by using a circuit, and the rotational speeds of the first electric motor and the second electric motor received by communication while controlling the internal combustion engine; Based on the target torques of the first motor and the second motor received from the main control means by communication while detecting the rotation speeds of the first motor and the second motor and transmitting to the main control means by communication. A power output device comprising: motor control means for controlling the first motor and the second motor and controlling the first step-up / step-down circuit and the second step-up / step-down circuit;
The main control unit receives the first control unit received from the motor control unit when at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit are connected to the motor side. The first battery unit output limit in which the main control unit assumed power consumption, which is the power consumption of the high voltage system assumed using the rotation speeds of the first motor and the second motor, is the output limit of the first battery unit, and the first A target torque of the first motor and the second motor is set within a range equal to or less than a sum of the second battery unit output limit, which is an output limit of the two battery units, and the rotational speed of the first motor and the second motor are set The sum of the first battery unit output limit and the second battery unit output limit is set as a control output limit when at least one sudden change is not expected at the time of sudden change, and when the sudden change is assumed The first The sum of the pond part output limit and the second battery part output limit plus a predetermined margin is set as the control output limit, and the first battery part output limit, the second battery part output limit, and the setting Means for transmitting the target torque of the first motor and the second motor and the set output limit for control to the motor control means,
The motor control means is for controlling the motor controller assumed power consumption, which is the power consumption of the high voltage system estimated using the detected rotation speeds of the first motor and the second motor, from the main control means. The first motor and the second motor are controlled based on the target torque of the first motor and the second motor received from the main control means within a range that is less than or equal to the output limit, and at least one of the first battery units When at least one secondary battery of the secondary battery and the second battery unit is connected to the motor side, the first battery unit output limit received from the main control unit when the motor control unit assumed power consumption is When the voltage is less than the sum of the second battery unit output limit received from the main control means, the voltage of the high voltage system is adjusted, and the power less than the first battery unit output limit received from the main control means is The secondary battery of the second battery unit and the high voltage are exchanged between the secondary battery of one battery unit and the high voltage system, and the power below the second battery unit output limit received from the main control means. Controlling the first step-up / step-down circuit and the second step-up / step-down circuit to communicate with the system, and the first battery unit output limit received by the motor control unit assumed power consumption from the main control unit; The first battery unit output limit received from the main control unit when the voltage of the high-voltage system is adjusted and the estimated electric power consumption of the motor control unit is greater than the sum of the second battery unit output limit received from the main control unit; The power of the sum of the part of excess power with respect to the sum of the second battery unit output limit received from the main control unit and the first battery unit output limit received from the main control unit is the secondary of the first battery unit. Between the battery and the high-voltage system. And the sum of the remaining excess power and the second battery unit output limit received from the main control unit is exchanged between the secondary battery of the second battery unit and the high voltage system. Means for controlling the first buck-boost circuit and the second buck-boost circuit;
This is the gist.

  In the power output apparatus of the present invention, the main control means is configured to control the motor when at least one secondary battery of the first battery unit and at least one secondary battery of the second battery part are connected to the motor side. A first battery unit output limit in which the main control unit assumed power consumption, which is the power consumption of the high voltage system estimated using the rotation speeds of the first motor and the second motor received from the first battery unit, is the output limit of the first battery unit; The target torques of the first motor and the second motor are set within a range that is equal to or less than the sum of the second battery unit output limit that is the output limit of the second battery unit, and the rotation speeds of the first motor and the second motor are set. When the sudden change is not expected at least one of the above, the sum of the first battery unit output limit and the second battery unit output limit is set as the control output limit, and when the sudden change is assumed, the first battery unit output limit is set. And second battery unit output limit Is obtained by adding a predetermined margin to the sum of the two as a control output limit, and setting the first battery unit output limit and the second battery unit output limit as the set target torques of the first motor and the second motor. The output limit is transmitted to the motor control means. Then, the motor control means controls the output limit for control received from the main control means by the assumed power consumption of the motor control unit, which is the power consumption of the high voltage system estimated using the detected rotation speeds of the first motor and the second motor. The first motor and the second motor are controlled based on the target torques of the first motor and the second motor received from the main control means within the following range. When sudden change is assumed, if the first motor and the second motor are controlled by the motor control means using the target torque set by the main control means as it is, the motor control is performed due to a communication delay between the main control means and the motor control means. The rotational speeds of the first motor and the second motor detected by the means and the actual rotational speeds of the first motor and the second motor are different from the rotational speeds of the first motor and the second motor used in the main control means. There may be a difference between the assumed power consumption of the main control unit and the assumed power consumption of the motor control unit. On the other hand, in the power output device of the present invention, when the motor control means assumes a sudden change, the motor controller assumed power consumption adds a predetermined margin to the sum of the first battery part output limit and the second battery part output limit. By controlling the first motor and the second motor within a range that is less than or equal to the added control output limit, the estimated power consumption of the motor control unit is less than or equal to the sum of the first battery unit output limit and the second battery unit output limit. In this range, the performance of the secondary batteries of the battery device can be exhibited more than when the first motor and the second motor are controlled. In addition, by controlling the first motor and the second motor within a range in which the estimated electric power consumption of the motor control unit is less than or equal to the control output limit, it is possible to suppress the excessive increase of the estimated electric power consumption of the electric motor control unit. . The motor control means is configured such that when at least one secondary battery of the first battery part and at least one secondary battery of the second battery part are connected to the motor side, the assumed power consumption of the motor control part is the main control means. The voltage of the high-voltage system is adjusted and less than the first battery unit output limit received from the main control means when the sum is less than the sum of the first battery unit output limit received from the second battery unit output limit received from the main control means Is exchanged between the secondary battery of the first battery unit and the high voltage system, and the power below the second battery unit output limit received from the main control means is the secondary battery of the second battery unit and the high voltage. The first step-up / step-down circuit and the second step-up / step-down circuit are controlled so as to be exchanged with the system, and the motor controller assumed power consumption is received from the main control means, and the first battery part output limit is received from the main control means. With the second battery unit output limit When it is large, the voltage of the high voltage system is adjusted, and the excess power with respect to the sum of the first battery unit output limit received from the main control unit of the motor controller assumed power consumption and the second battery unit output limit received from the main control unit The sum of the part and the first battery unit output limit received from the main control means is exchanged between the secondary battery of the first battery unit and the high voltage system, and the remaining excess power and received from the main control means The first step-up / step-down circuit and the second step-up / step-down circuit are controlled so that the sum of electric power with the second battery unit output limit is exchanged between the secondary battery of the second battery unit and the high voltage system. As a result, when the estimated power consumption of the motor control unit is larger than the sum of the first battery unit output limit and the second battery unit output limit, the secondary battery of the first battery unit and the secondary battery of the second battery unit Compared to the one that covers excess power from only one of them, the amount of power exchanged between the secondary battery of the first battery unit and the high voltage system with respect to the output limit of the first battery unit, or the second battery It is possible to suppress an excess of power exchanged between the secondary battery of the first battery unit and the high voltage system from exceeding the second battery unit output limit, and the secondary battery or the second battery of the first battery unit Deterioration of the secondary battery can be suppressed. Here, “when sudden change is assumed” includes when the internal combustion engine is started.

  In such a power output apparatus of the present invention, the main control means is connected to at least one secondary battery of the first battery unit and the motor side, and all the secondary batteries of the second battery unit and the When the connection with the motor side is released, the target torque of the first motor and the second motor is set within a range where the assumed power consumption of the main control unit is less than or equal to the output limit of the first battery unit, and the sudden change When it is not assumed, the first battery unit output limit is set as the control output limit, and when a sudden sudden change is assumed, a value obtained by adding a second predetermined margin to the first battery unit output limit is set as the control output limit. It can also be said that it is a means for setting. In this way, at the time of sudden change assumption when at least one secondary battery of the first battery unit is connected to the motor side and all the secondary batteries of the second battery unit are disconnected from the motor side. The performance of the secondary battery of the first battery part can be exhibited more.

  The power output apparatus of the present invention further includes a planetary gear mechanism in which three rotating elements are connected to three axes of the output shaft of the internal combustion engine, the rotating shaft of the first electric motor, and the driving shaft. You can also

  The hybrid vehicle of the present invention is a power output apparatus of the present invention according to any one of the above-described aspects, that is, basically, an internal combustion engine, a first electric motor capable of motoring the internal combustion engine, and a drive shaft. A second electric motor capable of outputting; a battery device having a first battery part having at least one secondary battery; and a second battery part having at least one secondary battery; and a secondary battery of the first battery part. A first connection release means for connecting to and disconnecting from the high voltage system on the first motor and the second motor side; and connection and connection of the secondary battery of the second battery unit to the high voltage system A first connection for exchanging power with voltage adjustment between a second connection release means for releasing and the first battery voltage system connected to the secondary battery of the first battery unit and the high voltage system; Connected to the buck-boost circuit and the secondary battery of the second battery part A second step-up / step-down circuit that exchanges electric power with voltage adjustment between the second battery voltage system and the high voltage system, the first electric motor that controls the internal combustion engine and that is received by communication, and Main control means for setting a target torque of the first motor and the second motor using the rotation speed of the second motor; and the main control means for detecting rotation speeds of the first motor and the second motor. And the first step-up / step-down circuit for controlling the first motor and the second motor based on target torques of the first motor and the second motor received by communication from the main control means. And a motor control means for controlling the second step-up / step-down circuit, wherein the main control means is at least one secondary battery of the first battery part and the second battery. When the at least one secondary battery is connected to the motor side, the power consumption of the high voltage system is assumed using the rotation speeds of the first motor and the second motor received from the motor control means. In the range where the assumed main controller power consumption is less than or equal to the sum of the first battery unit output limit, which is the output limit of the first battery unit, and the second battery unit output limit, which is the output limit of the second battery unit. When the target torque of the first motor and the second motor is set, and the sudden change is not expected when at least one of the rotation speed of the first motor and the rotation speed of the second motor is assumed, the first battery unit The sum of the output limit and the second battery unit output limit is set as a control output limit, and when a sudden change is assumed, a predetermined margin is added to the sum of the first battery unit output limit and the second battery unit output limit The above Set as a control output limit, and control the first battery unit output limit, the second battery unit output limit, the set target torque of the first and second motors, and the set control output limit. Means for transmitting to the motor, wherein the motor control means is configured such that the estimated power consumption of the motor control unit, which is the power consumption of the high-voltage system estimated using the detected rotation speeds of the first motor and the second motor, is Controlling the first motor and the second motor based on the target torques of the first motor and the second motor received from the main control means within a range that is less than or equal to the control output limit received from the main control means, When at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit are connected to the motor side, the estimated power consumption of the motor control unit is When the sum of the first battery unit output limit received from the control unit and the second battery unit output limit received from the main control unit is equal to or less than the sum, the voltage of the high voltage system is adjusted and the first voltage received from the main control unit The power below the battery unit output limit is exchanged between the secondary battery of the first battery unit and the high voltage system, and the power below the second battery unit output limit received from the main control means is the second The first step-up / step-down circuit and the second step-up / step-down circuit are controlled so as to be exchanged between the secondary battery of the battery unit and the high-voltage system, and the electric power assumed by the motor control unit is obtained from the main control unit. When the sum of the received first battery unit output limit and the second battery unit output limit received from the main control unit is greater than the sum, the voltage of the high voltage system is adjusted and the main control unit of the electric power control unit assumed power consumption 1st received from The power of the sum of a part of the excess power with respect to the sum of the battery unit output limit and the second battery unit output limit received from the main control unit and the first battery unit output limit received from the main control unit is the first battery. The power of the sum of the remaining excess power and the second battery unit output limit received from the main control means is exchanged between the secondary battery of the second battery unit and the high voltage system. A power output device, which is means for controlling the first step-up / step-down circuit and the second step-up / step-down circuit so as to be exchanged between the battery and the high voltage system, is mounted, and an axle is connected to the drive shaft. The gist of this is

  In the hybrid vehicle of the present invention, since the power output device of the present invention according to any one of the above-described aspects is mounted, the effects exerted by the power output device of the present invention, for example, the deterioration of a plurality of secondary batteries of the battery device are suppressed. The same effects as those that can be achieved can be achieved.

  Such a hybrid vehicle of the present invention may include a charger that is connected to an external power source in a system stopped state and charges a plurality of secondary batteries of the battery device using power from the external power source. it can.

The control method of the power supply device of the present invention is as follows:
A battery device having a first battery part having at least one secondary battery and a second battery part having at least one secondary battery; and a high-voltage system on the motor side of the secondary battery of the first battery part. First connection release means for connecting and releasing connection, second connection release means for connecting and releasing the secondary battery of the second battery part to the high voltage system, and the first battery part A first step-up / step-down circuit that exchanges electric power with voltage adjustment between the first battery voltage system connected to the secondary battery and the high voltage system, and connected to the secondary battery of the second battery unit And a second step-up / down circuit for exchanging electric power with voltage adjustment between the second battery voltage system and the high voltage system,
Assumed power consumption assumed as power consumption of the high-voltage system when at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit are connected to the motor side Is less than the sum of the first battery unit output limit which is the output limit of the first battery unit and the second battery unit output limit which is the output limit of the second battery unit, the voltage of the high voltage system is adjusted and The electric power below the first battery unit output limit is exchanged between the secondary battery of the first battery unit and the high voltage system, and the electric power below the second battery unit output limit is from the second battery unit. The first step-up / step-down circuit and the second step-up / step-down circuit are controlled so as to be exchanged between a secondary battery and the high-voltage system, and the assumed power consumption is the first battery unit output limit and the second step. When the sum is larger than the sum of the battery unit output limit, The power of the sum of the part of the excess power and the first battery unit output limit with respect to the sum of the first battery unit output limit and the second battery unit output limit of the assumed power consumption is adjusted. Is exchanged between the secondary battery of the first battery part and the high voltage system, and the sum of the remaining excess power and the output limit of the second battery part is the secondary battery of the second battery part Controlling the first step-up / step-down circuit and the second step-up / step-down circuit to be exchanged between the high-voltage system and the first step-up / step-down circuit,
It is characterized by that.

  In the control method of the power supply device of the present invention, when at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit are connected to the motor side, the power consumption of the high voltage system When the assumed power consumption is less than or equal to the sum of the first battery unit output limit that is the output limit of the first battery unit and the second battery unit output limit that is the output limit of the second battery unit, the voltage of the high voltage system Is adjusted and power below the first battery unit output limit is exchanged between the secondary battery of the first battery unit and the high voltage system, and power below the second battery unit output limit is The first buck-boost circuit and the second buck-boost circuit are controlled so as to be exchanged between the secondary battery and the high voltage system, and the assumed power consumption is the sum of the first battery part output limit and the second battery part output limit When larger, the voltage of the high voltage system is adjusted and the estimated power consumption The power of the sum of the part of excess power with respect to the sum of the battery unit output limit and the second battery unit output limit and the first battery unit output limit is between the secondary battery of the first battery unit and the high voltage system. The first step-up / step-down circuit and the second step-up / step-down circuit are exchanged so that the power of the sum of the remaining excess power and the second battery unit output limit is exchanged between the secondary battery of the second battery unit and the high voltage system. Control the circuit. As a result, when the assumed power consumption is greater than the sum of the first battery unit output limit and the second battery unit output limit, from one of the secondary battery of the first battery unit and the secondary battery of the second battery unit Compared to the case where only the excess power is covered, the excess of the power exchanged between the secondary battery of the first battery unit and the high voltage system with respect to the output limit of the first battery unit or the second battery unit It is possible to suppress an excessive amount of power exchanged between the secondary battery and the high voltage system from exceeding the second battery unit output limit, and the secondary battery of the first battery unit and the second battery unit Degradation of the secondary battery can be suppressed.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is explanatory drawing which shows an example of the relationship between battery temperature Tb1 of the master battery 50, and input / output restrictions Win1, Wout1. An example of the relationship between the storage ratio SOC1 of the master battery 50 and the correction coefficients of the input / output limits Win1, Wout1 is shown. It is a flowchart which shows an example of the driving mode setting routine performed by the electronic control unit for hybrid 70 of an Example. It is a flowchart which shows an example of the connection state setting routine performed by the electronic control unit for hybrid 70 of an Example. The power storage ratios SOC1, SOC2, SOC3 of the master battery 50 and the slave batteries 60, 62 when the electric travel is uniformly performed in the electric travel priority mode, the total power storage ratio SOC, and the output of the entire battery connected to the motors MG1, MG2 side It is explanatory drawing which shows an example of the time change of the connection whole output limitation Woutco which is a restriction | limiting, and driving modes. It is a flowchart which shows an example of the electric travel priority drive control routine performed by the electronic control unit for hybrid 70 of an Example. It is a flowchart which shows an example of the hybrid driving | running | working priority drive control routine performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship of the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 when driving | operation of the engine 22 is stopped and carrying out electric driving | running | working. It is explanatory drawing which shows an example of the torque map set to the torque command Tm1 * of motor MG1 at the time of engine 22 start, and an example of the mode of the rotation speed Ne of the engine 22. It is explanatory drawing which shows an example of the map for charging / discharging request | requirement power setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30 when traveling using power from an engine 22. FIG. It is a flowchart which shows an example of a target slave side electric power setting process. It is a flowchart which shows an example of the motor control routine performed by motor ECU40 of an Example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30 via a reduction gear 35, and motors MG1 and MG2 are driven. Inverters 41 and 42, a chargeable / dischargeable master battery 50, a master booster circuit 55 that boosts power from the master battery 50 and supplies the boosted power to the inverters 41 and 42, and the master battery 50 and the master booster circuit 55. System main relay 56 for connecting to and disconnecting from the battery, and chargeable / dischargeable slave batteries 60 and 62 The slave side booster circuit 65 that boosts the power from the slave batteries 60 and 62 and supplies the boosted power to the inverters 41 and 42, and the connection and release of the connection between the slave batteries 60 and 62 and the slave side booster circuit 65, respectively. System main relays 66 and 67 to be performed, and a hybrid electronic control unit 70 for controlling the entire vehicle. Hereinafter, for convenience of explanation, the inverters 41 and 42 from the master booster 55 and the slave booster 65 are referred to as a high voltage system, and the master battery 50 from the master booster 55 is referred to as a first low voltage system. The slave battery 60, 62 side from the slave side booster circuit 65 is referred to as a second low voltage system.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as engine ECU) 24 performs fuel injection control, ignition control, and intake air amount adjustment. Under control of operation such as control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank position from a crank position sensor (not shown) that detects the crank angle of the crankshaft 26 of the engine 22. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22, based on a crank position from a crank position sensor (not shown).

  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 39a and 39b of the vehicle through the gear mechanism 37 and the differential gear 38.

  Each of the motor MG1 and the motor MG2 is configured as a well-known synchronous generator motor that can be driven as a generator and can be driven as an electric motor. While exchanging electric power, electric power is exchanged with the slave batteries 60 and 62 via the inverters 41 and 42 and the slave side booster circuit 65. A power line (hereinafter referred to as a high voltage system power line) 54 connecting the inverters 41 and 42, the master side booster circuit 55 and the slave side booster circuit 65 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42. Thus, the electric power generated by one of the motors MG1 and MG2 can be consumed by another motor.

  The master side booster circuit 55 and the slave side booster circuit 65 are configured as well-known step-up / step-down converters. The master side booster circuit 55 is connected to a power line (hereinafter referred to as a first low voltage system power line) 59 connected to the master battery 50 via a system main relay 56 and the above-described high voltage system power line 54. The power of the master battery 50 is boosted and supplied to the inverters 41 and 42, or the power acting on the inverters 41 and 42 is stepped down to charge the master battery 50. The slave side booster circuit 65 is connected to the slave battery 60 via the system main relay 66 and also connected to the slave battery 62 via the system main relay 67 (hereinafter referred to as a second low voltage system power line). 69 and the high voltage system power line 54, and boosts the power of the slave battery (hereinafter referred to as a connected slave battery) connected to the slave side booster circuit 65 among the slave batteries 60 and 62 to boost the inverters 41 and 42. Or the power applied to the inverters 41 and 42 is stepped down to charge the connected slave battery. A smoothing capacitor 57 is connected to the positive and negative buses of the high voltage system power line 54, and a smoothing capacitor 58 is connected to the positive and negative buses of the first low voltage system power line 59. Is connected, and a smoothing capacitor 68 is connected to the positive and negative buses of the second low-voltage power line 69.

  The motors MG1, MG2, the master side booster circuit 55, and the slave side booster circuit 65 are all 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). Phase current applied to the motors MG1 and MG2, the voltage (high voltage system voltage) VH from the voltage sensor 57a attached between the terminals of the capacitor 57, the high voltage system power line 54 side of the slave side booster circuit 65 The slave side current Ibs from the current sensor 65a attached to the terminal of the capacitor, the voltage from the voltage sensor 58a attached between the terminals of the capacitor 58 (voltage of the first low voltage system) VL1, and the capacitor 68 are attached to the terminals of the capacitor 68. The voltage (second low voltage system voltage) VL2 or the like from the voltage sensor 68a is input, and the motor ECU From 0, such as a switching control signal of the switching control signal to the switching elements of the switching control signal and the master side step-up circuit 55 to the inverter 41, the switching elements of the slave side step-up circuit 65 is output. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  Each of the master battery 50 and the slave batteries 60 and 62 is configured as a lithium ion secondary battery, and is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 has signals necessary for managing the master battery 50 and the slave batteries 60 and 62, for example, the terminal voltage Vb 1 from the voltage sensor 51 a installed between the terminals of the master battery 50, and the positive electrode of the master battery 50. Sensor installed between the terminals of the charge / discharge current Ib1 from the current sensor 51b attached to the output terminal on the side, the battery temperature Tb1 from the temperature sensor 51c attached to the master battery 50, and the slave batteries 60 and 62 The inter-terminal voltages Vb2 and Vb3 from 61a and 63a, the charging / discharging currents Ib2 and Ib3 from the current sensors 61b and 63b attached to the positive output terminals of the slave batteries 60 and 62, respectively, to the slave batteries 60 and 62, respectively. Battery temperature T from the attached temperature sensors 61c and 63c 2, such as Tb3 is input, and outputs to the hybrid electronic control unit 70 via communication data relating to the state of the master battery 50 and the slave batteries 60 and 62 as needed. Further, in order to manage the master battery 50, the battery ECU 52 manages the master battery 50, and based on the integrated value of the charge / discharge current Ib1 detected by the current sensor 51b, the power storage rate SOC1 that is the ratio of the power storage amount E1 of the master battery 50 to the power storage capacity RC1. And the input / output limits Win1 and Wout1, which are the maximum allowable power that may charge / discharge the master battery 50, based on the calculated storage ratio SOC1 and battery temperature Tb1, and the slave batteries 60, In order to manage the battery 62, the power storage that is the ratio of the power storage amounts E2, E3 of the slave batteries 60, 62 to the power storage capacity RC2, RC3 based on the integrated value of the charge / discharge currents Ib2, Ib3 detected by the current sensors 61b, 63b. The ratios SOC2 and SOC3 are calculated, or the calculated power storage ratios SOC2 and SO2 3 and based on the battery temperature Tb2, Tb3 are or calculating the input and output limits Win2, Wout2, Win3, Wout3 slave batteries 60 and 62. The battery ECU 52 also has a master battery 50 and a slave battery 60 that are the sum (E1 + E2 + E3) of the storage amounts E1, E2, and E3 obtained by multiplying the calculated storage rates SOC1, SOC2, and SOC3 by the respective storage capacities RC1, RC2, and RC3. , 62 is calculated as a total storage ratio SOC which is a ratio to the total storage capacity (RC1 + RC2 + RC3). The input / output limits Win1 and Wout1 of the master battery 50 are set to basic values of the input / output limits Win1 and Wout1 based on the battery temperature Tb1, and the output limiting correction coefficient and the input are set based on the storage ratio SOC1 of the master battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win1 and Wout1 by the correction coefficient. FIG. 2 shows an example of the relationship between the battery temperature Tb1 of the master battery 50 and the input / output limits Win1, Wout1, and FIG. 3 shows an example of the relationship between the storage ratio SOC1 of the master battery 50 and the correction coefficients of the input / output limits Win1, Wout1. Indicates. The input / output limits Win2, Wout2, Win3, Wout3 of the slave batteries 60, 62 can be set similarly to the input / output limits Win1, Wout1 of the master battery 50. Further, in the embodiment, the master battery 50 and the slave batteries 60 and 62 have the same storage capacities RC1, RC2, and RC3 (hereinafter, may be collectively referred to as the storage capacities RC).

  In the second low voltage system, a charger 90 is connected in parallel to the slave batteries 60 and 62 with respect to the slave booster circuit 65, and a vehicle side connector 92 is connected to the charger 90. The vehicle-side connector 92 is formed so that an external power-side connector 102 connected to an AC external power source (for example, a household power source (AC100V)) 100 that is a power source outside the vehicle can be connected. The charger 90 includes a charging relay that connects and disconnects the second low-voltage system and the vehicle-side connector 92, an AC / DC converter that converts AC power from the external power source 100 into DC power, and AC / DC. A DC / DC converter that converts the voltage of the DC power converted by the converter and supplies the converted voltage to the second low voltage system is provided.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator 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. The hybrid electronic control unit 70 outputs drive signals to the system main relays 56, 66, and 67, a control signal to the charger 90, and the like 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 embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that 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 as to be torque-converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, required power, and charging / discharging of the master battery 50 and the slave batteries 60 and 62 The engine 22 is operated and controlled so that power corresponding to the sum of necessary electric power is output from the engine 22, and all or all of the power output from the engine 22 with charging / discharging of the master battery 50 and the slave batteries 60 and 62 is performed. Part of it is the power distribution and integration mechanism 30 and the motor MG. Charging / discharging operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the required power is output to the ring gear shaft 32a with torque conversion by the motor MG2, and the operation of the engine 22 is stopped to obtain the required power from the motor MG2. There is a motor operation mode in which operation control is performed to output matching power to the ring gear shaft 32a. Both the torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the drive shaft 32 with the operation of the engine 22. Can be considered as an engine operation mode.

  In the hybrid vehicle 20 of the embodiment, when the external power supply side connector 102 and the vehicle side connector 92 are connected after stopping the system at home or at a preset charging point, the charging relay in the charger 90 is connected. From the external power supply 100 by turning on and off the system main relays 56, 66, 67 and controlling the master side booster circuit 55, the slave side booster circuit 65, and the AC / DC converter or DC / DC converter in the charger 90. The master battery 50 and the slave batteries 60 and 62 are set to a predetermined charge state lower than full charge or full charge (for example, a state where the storage ratios SOC1, SOC2, and SOC3 are 80% or 85%). In this way, when the system is started (ignition-on) while the master battery 50 and the slave batteries 60 and 62 are sufficiently charged, the power from the master battery 50 and the slave batteries 60 and 62 is used. Thus, it is possible to travel a certain distance (time) by electric traveling. In addition, since the hybrid vehicle 20 of the embodiment includes the slave batteries 60 and 62 in addition to the master battery 50, the travel distance (travel time) traveled by electric travel is made longer than that of only the master battery 50. be able to. When the system is started after the battery 50 is charged, as shown in the driving mode setting routine illustrated in FIG. 4, the total power storage ratio SOC when the system is started is preliminarily set as the total power storage ratio SOC that allows a certain amount of electric travel. When the threshold value Sev (for example, 40%, 50%, etc.) is not less than the set threshold value Sev (for example, 27%, 30%, etc.) less than the threshold value Shv (for example 27%, 30%, etc.) The electric travel priority mode in which the travel in the motor operation mode (electric travel) is prioritized is set as the travel mode (steps S100 to S140), and the storage ratio SOC when the system is started is less than the threshold value Sev. Even when the total power storage ratio SOC at the time of system startup is greater than or equal to the threshold Sev After the entire charge ratio SOC reaches below a threshold Shv after travels by setting the hybrid travel priority mode in which the vehicle travels preferentially running by the engine operation mode (hybrid running) as the travel mode (step S150).

  In the hybrid vehicle 20 of the embodiment, when traveling in the electric travel priority mode, the connection state of the master battery 50 and the slave batteries 60 and 62 is determined by the connection state setting routine illustrated in FIG. 5 executed by the hybrid electronic control unit 70. Switch. When the connection state setting routine is executed, the CPU 72 of the hybrid electronic control unit 70 first uses the power from the external power supply 100 to stop the master battery 50 and the slave batteries 60 and 62 sufficiently with the charger 90 when the system is stopped. When the system is started (ignition is turned on) in a charged state, the system main relays 56 and 66 are turned on and the first connection state (the master battery 50 and the slave battery 60 are connected to the motors MG1 and MG2 and the slave is connected) The battery 62 is connected to the motors MG1 and MG2 side) (step S200). Subsequently, the electric travel priority mode is performed while the motor ECU 40 controls the master side booster circuit 55 and the slave side booster circuit 65 so that the power storage rate SOC2 of the slave battery 60 rapidly decreases as compared with the power storage rate SOC1 of the master battery 50. When the power storage ratio SOC2 of the slave battery 60 reaches less than a predetermined power storage ratio Sref2 (for example, 20%, 25%, 30%, etc.) (steps S210, S220), the system main relay 66 is turned off from the first connection state. In the second connection state (the master battery 50 and the slave battery 62 are connected to the motors MG1 and MG2 and the connection between the slave battery 60 and the motors MG1 and MG2 is released while the system main relay 67 is turned on. (Step S23) ). The timing at which the power storage rate SOC1 of the master battery 50 becomes equal to or lower than a predetermined power storage rate Sref1 (for example, 30%, 35%, 40%, etc.) and the power storage rate SOC3 of the slave battery 62 is the predetermined power storage rate Sref3 (for example, 20% or The motor ECU 40 controls the master booster circuit 55 and the slave booster circuit 65 so that the total storage ratio SOC becomes less than the threshold value Shv at the same timing. The vehicle travels in the electric travel priority mode, and when the power storage rate SOC1 of the master battery 50 becomes less than the predetermined power storage rate Sref1 and the power storage rate SOC3 of the slave battery 62 becomes less than the predetermined power storage rate Sref3, the total power storage rate SOC becomes less than the threshold value Shv. (Step S240, 250), the system main relay 67 is turned off from the second connection state, and the slave is disconnected (the master battery 50 and the motors MG1 and MG2 are connected, and both the slave batteries 60 and 62 are connected to the motors MG1 and MG2). Is switched to a state in which is canceled (step S260), and this routine is terminated. In the slave cutoff state, the vehicle travels in the hybrid travel priority mode while intermittently operating the engine 22 based on the required power required for the vehicle.

  6 is connected to the power storage ratios SOC1, SOC2, SOC3 of the master battery 50 and the slave batteries 60, 62 when the motor travels uniformly in the electric travel priority mode, the overall power storage ratio SOC, and the motors MG1, MG2. It is explanatory drawing which shows an example of the time change of the connection whole output limitation Woutco which is an output limitation of the whole battery, and driving modes. Here, the overall connection output limit Woutco is the sum of the output limit Wout1 of the master battery 50 and the output limit Wout2 of the slave battery 60 in the first connection state, and the output limit Wout1 of the master battery 50 in the second connection state. And the output limit Wout3 of the slave battery 62, and the output limit Wout1 of the master battery 50 in the slave cutoff state. As shown in the figure, from the start of running at time t1, the master battery 50 and the slave battery 60 are discharged in the first connection state, and the storage rate SOC2 of the slave battery 60 is rapidly reduced compared to the storage rate SOC1 of the master battery 50. Then, when the storage ratio SOC2 of the slave battery 60 reaches less than the threshold value Sref2 (time t2), the first connection state is switched to the second connection state, and the master battery 50 and the slave battery 62 are discharged to discharge the master battery 50. When the power storage rate SOC1 reaches less than the threshold value Sref1 and the power storage rate SOC3 of the slave battery 62 reaches a value less than the threshold value Sref3, the total power storage rate SOC becomes lower than the threshold value Shv (time t3), the second connection state is changed to the slave cutoff state. The electric driving priority mode (E It is switched from the first mode) in the hybrid travel priority mode (HV priority mode).

  Next, drive control in the hybrid vehicle 20 of the embodiment will be described. FIG. 7 is a flowchart showing an example of an electric travel priority drive control routine executed by the hybrid electronic control unit 70 when traveling in the electric travel priority mode, and FIG. 8 is a diagram for the hybrid when traveling in the hybrid travel priority mode. 3 is a flowchart showing an example of a hybrid travel priority drive control routine executed by an electronic control unit 70. Hereinafter, it demonstrates in order.

  7 is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the engine speed of the engine 22. Rotational speed Ne, rotational speeds Nm1, Nm2 of motors MG1, MG2, power storage ratios SOC1, SOC2, SOC3 of master battery 50 and slave batteries 60, 62, output limits Wout1, Wout2, Wout3 of master battery 50 and slave batteries 60, 62 , Data necessary for control such as the connection state set by the connection state setting routine of FIG. 5 is input (step S300), and the motors MG1 and MG2 are input based on the input output limits Wout1, Wout2, Wout3 and the connection state. Connected battery To set the connection across the output limit Woutco a maximum power that can be output from the re (step S305). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the storage rate SOC1 of the master battery 50 is calculated based on the integrated value of the charge / discharge current Ib1 detected by the current sensor 51b, and the storage rate SOC2 of the slave battery 60 is the charge / discharge detected by the current sensor 61b. What is calculated based on the integrated value of the current Ib2 is input from the battery ECU 52 by communication from the battery ECU 52 as the storage ratio SOC3 of the slave battery 62 is calculated based on the integrated value of the charge / discharge current Ib3 detected by the current sensor 63b. To do. The output limit Wout1 of the master battery 50 is set based on the battery temperature Tb1 of the master battery 50 and the storage rate SOC1, and the output limit Wout2 of the slave battery 60 is set to the battery temperature Tb2 of the slave battery 60 and the storage rate SOC2. The output limit Wout3 of the slave battery 62 is set based on the battery temperature Tb3 of the slave battery 62 and the power storage ratio SOC3, and is input from the battery ECU 52 by communication. The overall connection output limit Woutco is the output limit Wout1 of the master battery 50 and the output limit Wouts of the connected slave battery (the output limit Wout2 of the slave battery 60 when in the first connection state, and the output limit Wout3 of the slave battery 62 when in the second connection state. ) And the sum. In the embodiment, the slave cut-off state does not occur in the electric travel priority mode, but the output limit Wout1 of the master battery 50 may be set to the overall connection output limit Woutco in the slave cut-off state.

  Subsequently, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b as the torque required for the vehicle based on the accelerator opening Acc and the vehicle speed V and for traveling The travel power Pdrv * required for the vehicle is set (step S310), and the overall connection output limit Woutco is set to a threshold value Pstart for starting the engine 22 (step S320). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 9 shows an example of the required torque setting map. The travel power Pdrv * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the loss Loss as a loss. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Then, it is determined whether the engine 22 is operating or stopped (step S330). When the engine 22 is stopped, whether or not the set traveling power Pdrv * is less than or equal to the threshold value Pstart. (Step S340), and when the traveling power Pdrv * is equal to or less than the threshold value Pstart, it is determined that the electric traveling should be continued, and the control signal for stopping the engine 22 by stopping the fuel injection control and the ignition control. (Operation stop signal) is transmitted to the engine ECU 24 (step S342), a value 0 is set to the torque command Tm1 * of the motor MG1 (step S344), and the torque command Tm1 * is set to the required torque Tr *. Is divided by the gear ratio ρ of the reduction gear 35 and further divided by the gear ratio Gr of the reduction gear 35 to be output from the motor MG2. A temporary torque Tm2tmp which is a temporary value of the power torque is calculated by the following equation (1) (step S384), and a motor obtained by multiplying the overall connection output limit Woutco and the torque command Tm1 * by the current rotational speed Nm1 of the motor MG1. The torque limit Tm2max of the motor MG2 is calculated by the following formula (2) by dividing the difference from the power consumption (generated power) of MG1 by the rotation speed Nm2 of the motor MG2 (step S386), and the temporary torque Tm2tmp is calculated by formula (3). The torque command Tm2 * of the motor MG2 is set by limiting with the torque limit Tm2max (step S388). The engine ECU 24 that has received the operation stop signal continues the state when the engine 22 is stopped, and stops the operation when the engine 22 is operated. FIG. 10 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 during electric travel. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Here, Formula (1) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (1)
Tm2max = (Woutco-Tm1 * ・ Nm1) / Nm2 (2)
Tm2 * = min (Tm2tmp, Tm2max) (3)

  Next, a target slave side power Pbs * as power to be exchanged between the connected slave battery and the motors MG1, MG2 is set by a target slave side power setting process described later (step S390), and the engine 22 is started. (Step S392), and when the engine 22 is not being started, the overall connection output limit Woutco is used for setting the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 by the motor ECU 40. The overall output limit Woutcof is set (step S394), and when the engine 22 is being started, the total connection output limit Woutco plus a predetermined margin ΔWco is set as the control overall connection output limit Woutcof (step S396). , Torque commands Tm1 *, Tm2 * Target slave power Pbs *, and sends output limit Wout1, Wouts, the total control connection output restriction Woutcof to the motor ECU 40 (step S398), and terminates this routine. Here, the margin ΔWco can use a value (for example, 10 kW or 12 kW) determined according to the specifications of the master battery 50 and the connected slave battery in the first connection state or the second connection state. In the shut-off state, a value (for example, 5 kW or 6 kW) determined according to the specification of the master battery 50 can be used. The motor ECU 40 that has received the torque commands Tm1 *, Tm2 *, the target slave side power Pbs *, the output limits Wout1, Wouts, and the control connection overall output limit Woutcof uses these to perform the motor MG1, The MG2, the master side booster circuit 55, and the slave side booster circuit 65 are controlled.

  If it is determined in step S340 that the travel power Pdrv * is greater than the threshold value Pstart, it is determined that the engine 22 is started, and the motor MG1 is determined based on the torque map at the time of start and the elapsed time tst from the start of the engine 22 start. Torque command Tm1 * is set (step S350). FIG. 11 shows an example of a torque map that is set in the torque command Tm1 * of the motor MG1 when the engine 22 is started, and an example of how the rotational speed Ne of the engine 22 changes. In the torque map of the embodiment, a relatively large torque is set in the torque command Tm1 * using rate processing immediately after the time t11 when the start instruction of the engine 22 is given, and the rotational speed Ne of the engine 22 is rapidly increased. The engine 22 can be stably motored at a predetermined rotational speed Nstart or higher at a time t12 after the time when the rotational speed Ne of the engine 22 has passed the resonance rotational speed band or a time necessary for passing through the resonant rotational speed band. The torque is set to the torque command Tm1 * to reduce the power consumption and the reaction force on the ring gear shaft 32a as the drive shaft. Then, the torque command Tm1 * is set to 0 using rate processing from the time t13 when the rotational speed Ne of the engine 22 reaches the predetermined rotational speed Nstart, and the power generation torque is determined from the time t14 when the complete explosion of the engine 22 is determined. Set to torque command Tm1 *. Here, the predetermined rotational speed Nstart is the rotational speed at which the fuel injection control and ignition control of the engine 22 are started.

  Subsequently, the rotational speed Ne of the engine 22 is compared with a predetermined rotational speed Nstart (step S352), and when the rotational speed Ne of the engine 22 is less than the predetermined rotational speed Nstart, fuel injection control and ignition control of the engine 22 are started. Rather, the processing of steps S384 to S398 described above is executed and this routine is terminated. When the rotational speed Ne of the engine 22 is equal to or higher than the predetermined rotational speed Nstart (step S352), fuel injection control and ignition control of the engine 22 are started. A control signal (operation start signal) to be transmitted is transmitted to the engine ECU 24 (step S354), the processing of steps S384 to S398 is executed, and this routine is terminated.

  When the engine 22 is started in this way, the next time this routine is executed, it is determined in step S330 that the engine 22 is in operation. Therefore, the traveling power Pdrv * is set to a predetermined power α as a margin from the threshold value Pstart. It compares with the reduced value (step S360). Here, the predetermined power α is for providing hysteresis so that the engine 22 is not frequently started and stopped when the traveling power Pdrv * is in the vicinity of the threshold value Pstart, and can be set as appropriate. . When the traveling power Pdrv * is equal to or larger than a value obtained by subtracting the predetermined power α from the threshold value Pstart, it is determined that the operation of the engine 22 is continued, and the entire connection that is the storage ratio SOC of the entire battery connected to the motors MG1, MG2 side Based on the storage ratio SOCco and the connection total management center Scco that is the management center for managing the connection total storage ratio SOCco, the charge / discharge required power Pb * (with the charge side being positive) is set (step S372), The required power Pe * to be output from the engine 22 is set as the sum of the traveling power Pdrv * and the charge / discharge required power Pb * (step S374). Here, the total connected power storage ratio SOCco is calculated by the following equation (4) using the power storage ratio SOC1 and power storage capacity RC1 of the master battery 50, the power storage ratio SOCs of the connected slave battery, and the power storage capacity RCs of the connected slave battery. Can do. In the embodiment, since the master battery 50 and the slave batteries 60 and 62 have the same storage capacity RC, the overall connection ratio SOCco is equal to the average value of the storage ratio SOC1 of the master battery 50 and the storage ratio SOCs of the connected slave battery. . In addition, since the entire connection management center Scco is now considered to be traveling in the electric travel priority mode, for example, the traveling power Pdrv * while the operation of the engine 22 is stopped in the first connection state or the second connection state. May be used as the total connection power storage ratio SOCco when the value becomes larger than the threshold value Pstart (when switching from electric travel to hybrid travel). Further, in the embodiment, the charge / discharge required power Pb * is determined in advance as a charge / discharge required power setting map by predetermining the relationship among the total connection power storage ratio SOCco, the total connection management center Scco, and the charge / discharge required power Pb *. When the total connected power storage ratio SOCco is given, the corresponding charge / discharge required power Pb * is derived from the map and set. An example of the charge / discharge required power setting map is shown in FIG. In the embodiment, as shown in the figure, a slight dead band is provided centering on the overall connection management center Scco, and when the overall connection power storage ratio SOCco exceeds the dead zone from the overall connection management center Scco, the charge / discharge required power Pb on the discharge side is increased. When * (negative value) is set and the overall connection power storage ratio SOCco decreases beyond the dead zone from the overall connection management center Scco, the charge / discharge required power Pb * (positive value) is set. When traveling in the hybrid travel priority mode in the slave cut-off state, the connection total storage ratio SOCco may be the power storage ratio SOC1 of the master battery 50, and the connection total management center Scco is switched from the electric travel priority mode to the hybrid travel priority mode. The storage ratio SOC1 (threshold value Sref1) of the master battery 50 may be used.

  SOCco = (SOC1 ・ RC1 + SOCs ・ RCs) / (RC1 + RCs) (4)

  When the required power Pe * is set in this way, the target rotational speed Ne * and the target torque Te * are set as operating points at which the engine 22 should be operated based on the required power Pe * and an operation line for operating the engine 22 efficiently. Then, it is transmitted to the engine ECU 24 (step S380). FIG. 13 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *). The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control.

  Subsequently, the target rotation speed Nem * of the motor MG1 is calculated by the following equation (5) using the target rotation speed Ne * of the engine 22, the rotation speed Nm2 of the motor MG2, and the gear ratio ρ of the power distribution and integration mechanism 30. Based on the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1, a torque command Tm1 * to be output from the motor MG1 is calculated by the equation (6) (step S382). Expression (5) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 14 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. In the figure, two thick arrows on the R axis indicate that torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and torque Tm2 output from the motor MG2 is applied to the ring gear shaft 32a via the reduction gear 35. And acting torque. Expression (5) can be easily derived by using this alignment chart. Here, Expression (6) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (6), “k1” in the second term on the right side is a gain of a proportional term. Yes, “k2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / ρ (5)
Tm1 * = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (6)

  Then, the torque command Tm2 * of the motor MG2 is set (steps S384 to S388), the target slave side power Pbs * is set (step S390), and it is determined whether or not the engine 22 is being started (step S392). When the engine 22 is not being started, the overall connection output limit Woutco is set as the control overall connection output limit Woutcof (step S394). When the engine 22 is being started, the predetermined overall margin ΔWco is added to the overall connection output limit Woutco. Is set as the control connection overall output limit Woutcof (step S396), and the torque commands Tm1 *, Tm2 *, the target slave side power Pbs *, the output limits Wout1, Wouts, and the control connection overall output limit Woutcof are set to the motor. Sent to the ECU 40 (Step S398), and ends the present routine.

  When the traveling power Pdrv * is less than the value obtained by subtracting the predetermined power α from the threshold value Pstart in step S360, it is determined that the vehicle is traveling electrically, and an operation stop signal is transmitted to the engine ECU 24 (step S342), and a torque command for the motor MG1 is transmitted. A value 0 is set to Tm1 * (step S344), the processing of steps S384 to S398 is executed, and this routine is terminated.

  The hybrid travel priority drive control routine of FIG. 8 is executed when the hybrid travel priority mode is set as the travel mode. When this routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the motor MG1, and so on. MG2 rotation speed Nm1, Nm2, storage ratio SOC1 of master battery 50, output limit Wout1 of master battery 50, data necessary for control, such as connection status, are input (step S400), and input output limit Wout1 is connected to the entire connection output limit. Woutco is set (step S405), the required torque Tr * is set using the required torque setting map shown in FIG. 9, and the required torque Tr * is multiplied by the rotational speed Nr of the ring gear shaft 32a and the loss Loss as a loss. Set the power Pdrv * for travel as the sum of (Step S410).

  Next, the charging / discharging request power Pb * is set using the charging / discharging request power setting map of FIG. 12 based on the total connection power storage ratio SOCco and the entire connection management center Scco (step S412), and the traveling power Pdrv * is set. And the required power Pe * to be output from the engine 22 is set as the sum of the required charge / discharge power Pb * (step S415). In the embodiment, when the vehicle travels in the hybrid travel priority mode, it is assumed that the vehicle travels in the slave cut-off state. Therefore, as described above, the connection total power storage ratio SOCco may be the power storage ratio SOC1 of the master battery 50. The center Scco may use the storage ratio SOC1 (threshold value Sref1) of the master battery 50 when the electric travel priority mode is switched to the hybrid travel priority mode.

  Subsequently, the power Phv set in advance as a power slightly larger than the minimum power at which the engine 22 can be efficiently operated is set as the threshold value Pstart for starting the engine 22 (step S420), and the engine 22 is being operated. Or when the operation is stopped (step S430). When the engine 22 is stopped, it is determined whether or not the required power Pe * is equal to or less than the threshold value Pstart (step S440). When the power Pe * is equal to or less than the threshold value Pstart, it is determined that the vehicle should be electrically driven, and an operation stop signal is transmitted to the engine ECU 24 (step S442), and a value 0 is set to the torque command Tm1 * of the motor MG1 (step S444). ), Required torque Tr *, torque command Tm1 *, and power distribution integration mechanism 30 The temporary torque Tm2tmp of the motor MG2 is calculated by the above equation (1) using the gear ratio ρ and the gear ratio Gr of the reduction gear 35 (step S484), the overall connection output limit Woutco, the torque command Tm1 *, and the current motor Using the rotational speed Nm1 of MG1 and the rotational speed Nm2 of the motor MG2, the torque limit Tm2max of the motor MG2 is calculated by equation (2) (step S486), and the temporary torque Tm2tmp is limited by the torque limit Tm2max by equation (3). The torque command Tm2 * of the motor MG2 is set (step S488), the target slave side power Pbs * is set by the target slave side power setting process described later (step S490), and whether or not the engine 22 is being started. (Step S492), and when the engine 22 is not being started, the overall connection output limit Woutco is set as a control connection overall output limit Woutcof (step S494), and when the engine 22 is being started, a value obtained by adding a predetermined margin ΔWco to the connection overall output limit Woutco is set as the control connection overall output limit Woutcof. (Step S496), the torque commands Tm1 * and Tm2 *, the target slave power Pbs *, the output limits Wout1 and Wouts, and the control connection overall output limit Woutcof are transmitted to the motor ECU 40 (step S498), and this routine ends. To do. Normally, a value smaller than each of output limits Wout1, Wout2, and Wout3 of master battery 50 and slave batteries 60 and 62 is used as power Phv.

  If it is determined in step S440 that the required power Pe * is larger than the threshold value Pstart, it is determined that the engine 22 is started, and based on the torque map at the time of start (see FIG. 11) and the elapsed time tst from the start of the engine 22 start. The torque command Tm1 * of the motor MG1 is set (step S450), the rotation speed Ne of the engine 22 is compared with the predetermined rotation speed Nstart (step S452), and when the rotation speed Ne of the engine 22 is less than the predetermined rotation speed Nstart, Without starting the fuel injection control and the ignition control of the engine 22, the processing of steps S484 to S498 described above is executed and this routine is terminated. When the rotational speed Ne of the engine 22 is equal to or higher than the predetermined rotational speed Nstart (step S452). ) And an operation start signal is transmitted to the engine ECU 24 (step S). 54), and terminates this routine and executes step S484～S498.

  When the engine 22 is started in this manner, the next time this routine is executed, it is determined in step S430 that the engine 22 is in operation. Therefore, the required power Pe * is reduced from the threshold value Pstart by a predetermined power γ as a margin. (Step S460). Here, the predetermined power γ is for providing hysteresis so that the engine 22 is not frequently started and stopped when the required power Pe * is in the vicinity of the threshold value Pstart, similarly to the above-described predetermined power α. is there. The predetermined power γ may be the same value as the predetermined power α, or may be a value different from the predetermined power α. When the required power Pe * is equal to or larger than a value obtained by subtracting the predetermined power γ from the threshold value Pstart, it is determined that the operation of the engine 22 is continued, and the required power Pe * and an operation line for efficiently operating the engine 22 (see FIG. 13). Based on this, the target rotational speed Ne * and the target torque Te * of the engine 22 are set (step S480), the target rotational speed Nm1 * of the motor MG1 is calculated by the above-described equation (5), and the motor MG1 is calculated by the equation (6). Torque command Tm1 * (step S482), the motor MG2 torque command Tm2 * is set (steps S484 to S488), the target slave side power Pbs * is set (step S490), and the engine 22 is being started. (Step S492), and when the engine 22 is not being started, all the connections The output limit Woutco is set as the control overall connection output limit Woutcof (step S494), and when the engine 22 is being started, the control overall connection output limit Woutcof obtained by adding the predetermined margin ΔWco to the overall connection output limit Woutco. (Step S496), torque commands Tm1 *, Tm2 *, target slave power Pbs *, output limits Wout1, Wouts, and control connection overall output limit Woutcof are transmitted to the motor ECU 40 (step S498). Exit.

  When the required power Pe * is less than the value obtained by subtracting the predetermined power γ from the threshold value Pstart in step S460, it is determined that the vehicle is running, and an operation stop signal is transmitted to the engine ECU 24 (step S442), and the torque command Tm1 of the motor MG1 The value 0 is set to * (step S444), the processing of steps S484 to S498 is executed, and this routine is terminated.

  The electric travel priority drive control routine of FIG. 7 and the hybrid travel priority drive control routine of FIG. 8 have been described above. In the embodiment, as described above, the electric travel priority mode is set as the travel mode in the first connection state or the second connection state, and the hybrid travel priority mode is set as the travel mode in the slave cutoff state. . As described above, normally, as the power Phv, values smaller than the output limits Wout1, Wout2 and Wout3 of the master battery 50 and the slave batteries 60 and 62 are used, so the electric travel priority mode is set as the travel mode. When set, it becomes easier to allow electric travel as compared to when the hybrid travel priority mode is set as the travel mode. Therefore, when the electric travel priority mode is set as the travel mode, the electric travel can be facilitated until the storage ratios SOC1, SOC2, and SOC3 of the master battery 50 and the slave batteries 60 and 62 become small.

  Next, the setting of the target slave side power Pbs * in the electric travel priority drive control routine of FIG. 7 and the hybrid travel priority drive control routine of FIG. 8 will be described using the target slave side power setting process illustrated in FIG. In the target slave side power setting process, first, the connection state is determined (step S500). In the slave cutoff state, the connection between both the slave batteries 60 and 62 and the motors MG1 and MG2 side is released. The slave side power Pbs * is set to 0 (step S550), and this routine is terminated. In the embodiment, as described above, the electric travel priority mode is set as the travel mode in the first connection state or the second connection state, and the hybrid travel priority mode is set as the travel mode in the slave cutoff state. ing.

  On the other hand, when it is in the first connection state or the second connection state, it is determined whether to drive electrically or hybridly (step S510), and when it is determined to drive electrically, the storage ratio SOC1 of the master battery 50 and the slave batteries 60, 62 is determined. , SOC2 and SOC3 are subtracted from threshold values Sref1, Sref2 and Sref3, respectively, to calculate storage ratio differences ΔSOC1, ΔSOC2 and ΔSOC3 (step S512), and based on the connection state and storage ratio differences ΔSOC1, ΔSOC2 and ΔSOC3, 50 and the power exchanged between the motors MG1 and MG2 and the connected slave battery (slave battery 60 in the first connection state, slave battery 62 in the second connection state) and the motor MG1 and MG2 side With power to Calculating the distribution ratio Dr is the ratio of the power to be exchanged with the connection slave battery and the motor MG1, MG2 side with respect to the sum (step S514). Specifically, the distribution ratio Dr in this case is calculated by the following equation (7) based on the storage ratio differences ΔSOC1, ΔSOC2, and ΔSOC3 in the first connection state, and the storage ratio difference ΔSOC1, in the second connection state. Based on ΔSOC3, the calculation is made by equation (8). The distribution ratio Dr is calculated in this manner by making the timing at which the storage ratio SOC1 of the master battery 50 becomes less than the threshold value Sref1 is the same as the timing at which the storage ratio SOC3 of the slave battery 62 is less than the threshold value Sref3. This is because the total power storage ratio SOC is less than the threshold value Shv.

Dr = (ΔSOC2 + ΔSOC3) / (ΔSOC1 + ΔSOC2 + ΔSOC3) (7)
Dr = ΔSOC3 / (ΔSOC1 + ΔSOC3) (8)

  When it is determined in step S510 that hybrid driving is to be performed, distribution ratio Dr is set based on the connection state and storage ratios SOC1, SOC2, SOC3 of master battery 50 and slave batteries 60, 62 (step S516). The distribution ratio Dr in this case is that the storage center SOC1 for managing the storage ratios SOC1 and SOC2 of the master battery 50 and the slave battery 60 and the storage ratio SOC1 of the master battery 50 and the storage of the slave battery 60 are in the first connection state. Based on the management center Sc2 for managing the rate SOC2, the power storage rate SOC1 of the master battery 50 is managed based on the management center Sc1 (becomes near the management center Sc1), and the power storage rate SOC2 of the slave battery 60 is managed. It is set to be managed based on the center Sc2 (becomes near the management center Sc2), and in the second connection state, the storage ratios SOC1 and SOC3 of the master battery 50 and the slave battery 62 and the management center Sc1 of the master battery 50 and the slave The storage ratio SOC3 of the battery 62 is The storage ratio SOC1 of the master battery 50 is managed based on the management center Sc1 and the storage ratio SOC3 of the slave battery 60 is changed to the management center Sc3 based on the management center Sc3 (to be near the management center Sc3). It was set to be managed based on this. The management centers Sc1, Sc2, Sc3 can use the storage ratios SOC1, SOC2, SOC3 of the master battery 50 and the slave batteries 60, 62 when switching from electric travel to hybrid travel.

  When the distribution ratio Dr is set in step S514 or step S516 in this way, the assumed power consumption calculated as the power consumption of the motors MG1 and MG2 (hereinafter referred to as main ECU assumed power consumption Pm1 *) is calculated by the following equation (9) ( Step S520). Here, the main ECU assumed power consumption Pm1 * is set by the torque command Tm2 * of the motor MG2 using the above-described equations (1) to (3), so that the overall connection output limit Woutco (in the first connection state) Sometimes the sum of the output limit Wout1 and the output limit Wout2, and in the second connection state, it is less than or equal to the sum of the output limit Wout1 and the output limit Wout3.

  Pm1 * = Tm1 * ・ Nm1 + Tm2 * ・ Nm2 (9)

  Subsequently, a value obtained by multiplying the main ECU assumed power consumption Pm1 * by the distribution ratio Dr is calculated as a target slave side power Pbs * as power to be exchanged between the connected slave battery and the motors MG1 and MG2 (step S530). ), It is determined whether or not the target slave power Pbs * is less than or equal to the output limit Wouts of the connected slave battery (output limit Wout2 when in the first connection state, output limit Wout3 when in the second connection state) (step S540). ), It is determined whether or not the power (Pm1 * −Pbs *) obtained by subtracting the target slave side power Pbs * from the main ECU assumed power consumption Pm1 * is equal to or less than the output limit Wout1 of the master battery 50 (step S542). Slave side power Pbs * is below output limit Wouts of connected slave battery Power (Pm1 * -Pbs *) with is at is output limit Wout1 following master battery 50 ends the present routine. Here, the electric power (Pm1 * -Pbs *) is between the master battery 50 and the motors MG1, MG2 when the target slave electric power Pbs * is exchanged between the connected slave battery and the motors MG1, MG2. It means the power that is assumed to be exchanged in

  When the target slave side power Pbs * is larger than the output limit Wouts of the connected slave battery in step S540, the output limit Wouts is reset to the target slave side power Pbs * (step S544), and this routine is finished, and in step S542. When the power (Pm1 * −Pbs *) is larger than the output limit Wout1 of the master battery 50, the target slave side power Pbs is calculated by the following equation (10) based on the main ECU assumed power consumption Pm1 * and the output limit Wout1 of the master battery 50. * Is recalculated (step S546), and this routine is terminated. As described above, the main ECU assumed power consumption Pm1 * is equal to or less than the overall connection output limit Woutco (Wout1 + Wouts). The master side power Pbm as the power to be output is equal to or lower than the output limit Wout1 of the master battery 50, and the slave side power Pbs as the power exchanged between the connected slave battery and the motors MG1 and MG2 is output from the connected slave battery. This is a process of resetting the target slave side power Pbs * so as to be less than or equal to the limit Wouts.

  Pbs * = Pbs * + ((Pm1 * -Pbs *)-Wout1) = Pm1 * -Wout1 (10)

  Next, FIG. 16 is executed by the motor ECU 40 that has received the torque commands Tm1 *, Tm2 *, the target slave power Pbs *, the output limits Wout1, Wouts, and the control connection overall output limit Woutcof from the hybrid electronic control unit 70. An exemplary motor control routine will be described.

  When the motor control routine is executed, the CPU (not shown) of the motor ECU 40 receives the torque commands Tm1 * and Tm2 * received from the hybrid electronic control unit 70, the target slave side power Pbs *, the output limits Wout1 and Wouts, and the control connection. The entire output limit Woutcof, the connection state, and the rotation speeds Nm1, Nm2 of the motors MG1, MG2, the high-voltage voltage VH from the voltage sensor 57a, and the slave-side current Ibs from the current sensor 65a are input (step S600). . Here, the rotation speeds Nm1 and Nm2 of the motors MG1 and MG2 are input based on the rotation positions of the rotors of the motors MG1 and MG2 detected by the rotation position detection sensors 43 and 44, respectively.

  When data is input in this way, the difference between the power consumption (generated power) of the motor MG1 obtained by multiplying the control connection overall output limit Woutcof and the torque command Tm1 * by the current rotational speed Nm1 of the motor MG1 is the rotational speed of the motor MG2. The torque limit Tm2max of the motor MG2 is calculated by the following equation (11) by dividing by Nm2 (step S610), the torque command Tm2 * of the motor MG2 is limited by the torque limit Tm2max by the equation (12), and the torque command of the motor MG2 is calculated. Tm2 * is reset (step S612), and the motor MG1 is driven by the input torque command Tm1 * and the switching control of the switching elements of the inverters 41 and 42 is driven by the reset torque command Tm2 *. (Step S614), the input motor Based on the torque command Tm1 * of G1, the rotational speeds Nm1, Nm2 of the motors MG1, MG2 and the torque command Tm2 * of the reset motor MG2, it is assumed that the power consumption of the motors MG1, MG2 is assumed by the following equation (13) Power consumption (hereinafter referred to as motor ECU assumed power consumption Pm2 *) is calculated (step S620). The motor ECU assumed power consumption Pm2 * calculated in this way is less than or equal to the control connection overall output limit Woutcof. The torque commands Tm1 * and Tm2 * are set by the hybrid electronic control unit 70 in a range where the main ECU assumed power consumption Pm1 * is equal to or less than the overall connection output limit Woutco. Unless the communication delay based on the time required for communication with the ECU 40 is taken into consideration, the motors MG1 and MG2 are theoretically controlled using the torque commands Tm1 * and Tm2 * calculated by the hybrid electronic control unit 70. In addition, the power consumption Pm of the motors MG1, MG2 is equal to or less than the overall connection output limit Woutco. However, in reality, a communication delay or the like occurs between the hybrid electronic control unit 70 and the motor ECU 40. Therefore, at the time of starting the engine 22 where the rotational speed Nm1 of the motor MG1 changes relatively greatly, the hybrid electronic When the motors MG1 and MG2 are controlled using the torque commands Tm1 * and Tm2 * set by the control unit 70 as they are, the rotational speed Nm1 of the motor MG1 used in the motor ECU 40 and the rotational speed Nm1 of the motor MG1 used in the hybrid electronic control unit 70 are controlled. The difference between the main ECU assumed power consumption Pm1 * and the motor ECU assumed power consumption Pm2 * may increase, that is, excessive power may be output from the master battery 50 or the connected slave battery. On the other hand, when starting the engine 22 during traveling, it is desired to respond as quickly as possible to the quick start of the engine 22 and the traveling request. Based on these, in the embodiment, the control connection overall output limit Woutcof received from the hybrid electronic control unit 70 (the connection overall output limit Woutco when the engine 22 is not started, and the connection overall output when the engine 22 is being started). Hybrid with the torque limit Tm2max calculated by the equation (11) using the limit Woutco plus a predetermined margin ΔWco) and the torque command Tm1 * and the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 calculated by the motor ECU 40 The torque command Tm2 * received from the electronic control unit 70 is limited by the equation (12), the torque command Tm2 * is reset, the motor MG1 is driven by the torque command Tm1 *, and the reset torque command Tm2 * is used. Inverter so that motor MG2 is driven. Was performs switching control of switching elements included in the motor 41. That is, during the start of the engine 22, the motors MG1 and MG2 are controlled in a range where the motor ECU estimated power consumption Pm2 * is equal to or less than the control connection overall output limit Woutcof, which is greater than the connection overall output limit Woutco. As a result, the engine 22 can be started and traveled more easily than in the case where the motor ECU MG1 and MG2 are controlled within a range where the motor ECU assumed power consumption Pm2 * is equal to or less than the overall connection output limit Woutco during the startup of the engine 22. That is, the performance of the master battery 50 and the connected slave battery (the performance of the master battery 50 and the slave battery 60 when in the first connection state, the performance of the master battery 50 and the slave battery 62 when in the second connection state, In some cases, the performance of the master battery 50 can be further exhibited. In addition, since the motor MG1 and MG2 are controlled within a range where the estimated power consumption Pm2 * of the motor ECU is less than or equal to the control connection overall output limit Woutcof, excessive power output from the master battery 50 or the connected slave battery is suppressed. be able to.

Tm2max = (Woutcof-Tm1 * ・ Nm1) / Nm2 (11)
Tm2 * = min (Tm2 *, Tm2max) (12)
Pm2 * = (Tm1 * ・ Nm1 + Tm2 * ・ Nm2) (13)

  Subsequently, the target voltage VH * is set based on the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 and the rotational speeds Nm1 and Nm2 (step S630). Here, in the embodiment, the target voltage VH * is the voltage that can drive the motor MG1 at the target operating point (torque command Tm1 *, rotation speed Nm1) of the motor MG1 and the target operating point (torque command Tm2 *, rotation) of the motor MG2. The larger one of the voltages that can drive the motor MG2 in several Nm2) is set.

  Next, the connection state is checked (step S640). In the slave cutoff state, the switching element of the master side booster circuit 55 is controlled to be switched so that the high voltage system voltage VH becomes the target voltage VH * (step S660). Switching control of the switching element of the slave side booster circuit 65 is performed so that the slave side power Pbs (= VH · Ibs) as the power exchanged between the connected slave battery and the motors MG1 and MG2 becomes the target slave side power Pbs *. (Step S662), and this routine is finished. In this case, since the target slave side power Pbs * is 0, the driving of the slave side booster circuit 65 is stopped.

  When the connection state is the first connection state or the second connection state in step S640, the power (Pm2 * −Pbs *) obtained by subtracting the target slave side power Pbs * input in step S600 from the motor ECU assumed power consumption Pm2 * is It is determined whether or not the output limit is Wout1 or less (step S650). Here, the power (Pm2 * -Pbs *) is the target slave-side power Pbs between the connected slave battery and the motors MG1, MG2 as well as the power (Pm1 * -Pbs *) in the hybrid electronic control unit 70. It means electric power assumed to be exchanged between the master battery 50 and the motors MG1 and MG2 when * is exchanged. When the power (Pm2 * -Pbs *) is equal to or less than the output limit Wout1 of the master battery 50, the target slave side power Pbs * is not reset and the master side boost is performed based on the high voltage system voltage VH and the target voltage VH *. The circuit 55 is controlled (step S660), and the slave booster circuit 65 is controlled based on the slave power Pbs (= VH · Ibs) and the target slave power Pbs * input in step S600 (step S662). This routine is terminated. As a result, the high-voltage system voltage VH can be made close to the target voltage VH *, and the master-side power Pbm as the power exchanged between the master battery 50 and the motors MG1, MG2 is output from the master battery 50. It is possible to set the slave side power Pbs as the power exchanged between the connected slave battery and the motors MG1, MG2 to be equal to or less than the limit Wouts of the connected slave battery.

  When the power (Pm2 * −Pbs *) is larger than the output limit Wout1 of the master battery 50 in step S650, the motor ECU assumed power consumption Pm2 * calculated in step S620 is the output limit Wout1 of the master battery 50 and the output limit of the connected slave battery. It is determined whether or not it is less than or equal to the sum of Wouts (step S652). If the motor ECU assumed power consumption Pm2 * is less than or equal to the sum of the output limit Wout1 and the output limit Wouts, the output from the motor ECU assumed power consumption Pm2 * is output. The power (Pm2 * −Wout1) obtained by reducing the limit Wout1 is reset to the target slave side power Pbs * (step S654), and the master side booster circuit 55 is controlled based on the high voltage system voltage VH and the target voltage VH *. (Step S660) and slave side power Pb And controls the slave side step-up circuit 65 based on the target slave power Pbs * (step S662), and terminates this routine. As a result, the high-voltage voltage VH can be made close to the target voltage VH *, the master side power Pbm can be set to the output limit Wout1, and the slave side power Pbs can be set to the output limit Wouts or less.

  When the motor ECU assumed power consumption Pm2 * is larger than the sum of the output limit Wout1 and the output limit Wouts in step S652, the following equation (14) is used by using the output limit Wout1, the output limit Wouts, and the motor ECU assumed power consumption Pm2 *. The target slave side power Pbs * is reset (step S656), the master side booster circuit 55 is controlled based on the high voltage system voltage VH and the target voltage VH * (step S660), and the slave side power Pbs and the target are set. The slave side booster circuit 65 is controlled based on the slave side power Pbs * (step S662), and this routine is finished. In this case, the voltage VH of the high voltage system is adjusted, and the power (Wout1 + ΔP) obtained by adding half the power (hereinafter referred to as excess power ΔP) of the difference between the motor ECU assumed power consumption Pm2 * and the power (Wout1 + Wouts) to the output limit Wout1. / 2) is exchanged between the master battery 50 and the motors MG1 and MG2, and the power (Wouts + ΔP / 2) obtained by adding half of the excess power ΔP to the output limit Wouts is between the connected slave battery and the motors MG1 and MG2. The master-side booster circuit 55 and the slave-side booster circuit 65 are controlled so that they are exchanged between them, that is, the excess power ΔP is controlled to be output in half from both the master battery 50 and the connected slave battery. Therefore, the excess of the master side power Pbm with respect to the output limit Wout1 and the slave side power The excess of the force Pbs with respect to the output limit Wouts can be made substantially equal. As a result, when the target slave side power Pbs * input from the hybrid electronic control unit 70 is used as it is (when the excess power ΔP is covered only by the output from the master battery 50), the output limit Wout1 from the motor ECU assumed power consumption Pm2 *. Compared to the case where the power obtained by subtracting the power is reset to the target slave side power Pbs * (when the excess power ΔP is covered only by the output from the connected slave battery), the excess of the master side power Pbm with respect to the output limit Wout1 or the slave side It is possible to suppress an excess of the power Pbs from the output limit Wouts, and to suppress deterioration of the master battery 50 and the connected slave battery.

  Pbs * = Wouts + (Pm2 * -Wout1-Wouts) / 2 = (Wouts + Pm2 * -Wout1) / 2 (14)

  According to the hybrid vehicle 20 of the embodiment described above, the hybrid electronic control unit 70 uses the main ECU assumed power consumption Pm1 * obtained by using the rotational speeds Nm1, Nm2 of the motors MG1, MG2 received from the motor ECU 40 by communication. Is set within the range in which the total output limit Woutco is less than or equal to the total connection output limit Woutco, and when the engine 22 is not being started, the total connection output limit Woutco is set as the control total connection output limit Woutcof. When the engine 22 is starting, a value obtained by adding a predetermined margin ΔWco to the overall connection output limit Woutco is set as a control overall connection output limit Woutcof, and torque commands Tm1 *, Tm2 * and output limits Wout1, output limits Wouts are set. , Control connection The total output limit Woutcof is transmitted to the motor ECU 40, and the motor ECU 40 assumes that the motor ECU assumed power consumption Pm2 * obtained by using the calculated rotation speeds Nm1 and Nm2 of the motors MG1 and MG2 is equal to or less than the control connection overall output limit Woutcof. Since the motors MG1 and MG2 are controlled based on the torque commands Tm1 * and Tm2 * in the range, the motors MG1 and MG2 are controlled in a range where the motor ECU assumed power consumption Pm2 * is equal to or less than the overall connection output limit Woutco during the start of the engine 22. Compared with what is controlled, it is possible to respond to the start of the engine 22 and the travel request, that is, the performance of the master battery 50 and the connected slave battery can be exhibited more. Further, according to the hybrid vehicle 20 of the embodiment, the motor ECU 40 includes the master battery 50 and the slave battery 60 that are connected to the motors MG1 and MG2 side and the slave battery 62 is not connected to the motors MG1 and MG2 side. When the battery 50 and the slave battery 62 are connected to the motors MG1 and MG2 and the slave battery 60 is not connected to the motors MG1 and MG2, the motor ECU assumed power consumption Pm2 * is output to the output limit Wout1 and the output limit Wouts. The voltage VH of the high voltage system is adjusted, the power below the output limit Wout1 is exchanged between the master battery 50 and the motors MG1, MG2, and the power below the output limit Wouts is connected to the slave battery. And motor MG1, MG The master side booster circuit 55 and the slave side booster circuit 65 are controlled so as to communicate with each other, and when the motor ECU assumed power consumption Pm2 * is larger than the sum of the output limit Wout1 and the output limit Wouts, the high voltage system The voltage obtained by adding half of the excess power ΔP as the power difference between the motor ECU assumed power consumption Pm2 * and the power (Wout1 + Wouts) to the output limit Wout1 is adjusted between the master battery 50 and the motors MG1, MG2 side. The master side booster circuit 55 and the slave side booster circuit 65 are connected so that the power obtained by adding half of the excess power ΔP to the output limit Wouts is exchanged between the connected slave battery and the motors MG1, MG2. Because it controls, excess power ΔP is covered only by the output from the master battery 50 or excess power ΔP Compared with the case where only the output from the connected slave battery is used, it is possible to suppress an increase in excess of the master side power Pbm with respect to the output limit Wout1 and an excess of the slave side power Pbs with respect to the output limit Wouts. Deterioration of the battery 50 and the connected slave battery can be suppressed.

  In the hybrid vehicle 20 of the embodiment, when the motor ECU estimated power consumption Pm2 * is larger than the sum of the output limit Wout1 and the output limit Wouts, the high voltage system voltage VH is adjusted, and half of the excess power ΔP is set to the output limit Wout1. The added power is exchanged between the master battery 50 and the motors MG1, MG2, and the power obtained by adding half of the excess power ΔP to the output limit Wouts is exchanged between the connected slave battery and the motors MG1, MG2. The master side booster circuit 55 and the slave side booster circuit 65 are controlled as described above, but the ratio of the output from the master battery 50 and the output from the connected slave battery to the excess power ΔP is not limited to 1: 1, It may be set to 1: 2 or 2: 1.

  In the hybrid vehicle 20 of the embodiment, the motor ECU 40 calculates the torque limit Tm2max of the motor MG2 by the above equation (11) using the control connection overall output limit Woutcof, the torque command Tm1 * of the motor MG1 and the rotation speed Nm1. The torque command Tm2 * received from the hybrid electronic control unit 70 is limited by the torque limit Tm2max and the torque command Tm2 * is reset according to the equation (12), but the torque command Tm2 * is reset. The torque command Tm1 *, Tm2 * may be reset within a range where the motor ECU assumed power Pm2 * is equal to or less than the control connection overall output limit Woutcof, and the torque command Tm1 * may be reset. The torque commands Tm1 * and Tm2 * may be reset.

  In the hybrid vehicle 20 of the embodiment, the hybrid electronic control unit 70 sets the overall connection output limit Woutco as the control overall connection output limit Woutcof when the engine 22 is not being started, and the entire connection when the engine 22 is being started. The output limit Woutco plus a predetermined margin ΔWco is set as the control connection overall output limit Woutcof. However, this is not limited to when the engine 22 is starting, and slippage due to idling of the drive wheels 39a and 39b occurs. When a sudden change of at least one of the rotational speed Nm1 of the motor MG1 and the rotational speed Nm2 of the motor MG2 is assumed, such as when it occurs or when the slip is resolved, a predetermined margin ΔWco is added to the overall connection output limit Woutco Control connection whole output The limit Woutcof may be set.

  In the hybrid vehicle 20 of the embodiment, the master battery 50 and the slave batteries 60 and 62 are configured as lithium ion secondary batteries having the same capacity, but may be configured as lithium secondary batteries having different storage capacities, or with different storage capacities. It may be configured as a secondary battery of a different type.

  Although the hybrid vehicle 20 of the embodiment includes one master battery 50 and two slave batteries 60 and 62, the hybrid vehicle 20 may include one master battery 50 and three or more slave batteries. In this case, when traveling in the electric travel priority mode, the master battery 50 may be connected to the motors MG1 and MG2 as a connected state, and three or more slave batteries may be sequentially connected to the motors MG1 and MG2. Moreover, it is good also as what is provided with one master battery and one slave battery, and may be provided with several master batteries and several slave batteries.

  The hybrid vehicle 20 of the embodiment includes one master battery 50 and two slave batteries 60 and 62, and when traveling in the electric travel priority mode, the master battery 50 and the slave battery 60 are connected to the motor MG1 as the first connection state. , MG2 side is connected, and the master battery 50 and slave battery 62 are connected to the motors MG1, MG2 side as the second connection state, but conversely, the master battery 50 and slave battery are connected as the first connection state. 62 may be connected to the motors MG1 and MG2, and the master battery 50 and the slave battery 60 may be connected to the motors MG1 and MG2 as the second connection state.

  In the hybrid vehicle 20 of the embodiment, when driving in the electric driving priority mode, the electric vehicle is driven or the power from the engine 22 is used by comparing the threshold Pstart for setting the overall connection output limit Woutco with the driving power Pdrv *. However, depending on the comparison between the threshold value Pstart smaller than the threshold value Pstart for which the overall connection output limit Woutco is set and the traveling power Pdrv *, the vehicle travels electrically or uses the power from the engine 22. It is good also as what switches.

  In the hybrid vehicle 20 of the embodiment, the charger 90 is provided. However, the charger 90 may not be provided.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. May be connected to an axle (an axle connected to wheels 39c and 39d in FIG. 17) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, and the power from the motor MG2 is reduced to the reduction gear. 18 is output to the ring gear shaft 32a. As illustrated in the hybrid vehicle 220 of the modified example of FIG. 18, the motor MG is connected to the drive shaft connected to the drive wheels 39a and 39b via the transmission 230. The engine 22 is connected to the rotation shaft of the motor MG via the clutch 229, and the power from the engine 22 is output to the drive shaft via the rotation shaft of the motor MG and the transmission 230, and from the motor MG. This power may be output to the drive shaft via the transmission 230. Alternatively, as exemplified in the hybrid vehicle 320 of the modification of FIG. 19, the power from the engine 22 is output to the axle connected to the drive wheels 39a and 39b via the transmission 330 and the power from the motor MG is driven. It may be output to an axle different from the axle to which the wheels 39a, 39b are connected (the axle connected to the wheels 39c, 39d in FIG. 19).

  Further, the present invention is not limited to those applied to such hybrid vehicles, and is not limited to equipment that does not move such as forms of power output devices and power supply devices mounted on moving bodies such as vehicles other than automobiles, ships, and airplanes, and construction equipment. It may be in the form of a built-in power output device or power supply device. Moreover, it does not matter as a form of the control method of the power supply device.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the master battery 50 and the slave batteries 60 and 62 configured as lithium ion secondary batteries correspond to “battery devices”, the system main relay 56 corresponds to “first connection release means”, and the system main relays 66 and 67 correspond to “second connection release means”, the master side booster circuit 55 corresponds to “first step-up / step-down circuit”, the slave side step-up circuit 65 corresponds to “second step-up / step-down circuit”, and the master The battery 50 and the slave battery 60 are connected to the motors MG1 and MG2 and the slave battery 62 is not connected to the motors MG1 and MG2, or the master battery 50 and the slave battery 62 are connected to the motors MG1 and MG2 and the slave battery When the motor 60 is in the second connection state where it is not connected to the motors MG1 and MG2, When ECU assumed power consumption Pm2 * is less than or equal to the sum of output limit Wout1 and output limit Wouts, voltage VH of the high voltage system is adjusted, and the power less than or equal to output limit Wout1 is between master battery 50 and motors MG1 and MG2 side. The master side booster circuit 55 and the slave side booster circuit 65 are controlled so that the power below the output limit Wouts is exchanged between the connected slave battery and the motors MG1, MG2 side, and the motor ECU assumed power consumption Pm2 When * is greater than the sum of the output limit Wout1 and the output limit Wouts, the voltage VH of the high voltage system is adjusted and half of the excess power ΔP as the power of the difference between the motor ECU assumed power consumption Pm2 * and the power (Wout1 + Wouts) Is added to the output limit Wout1, and the master battery 50 and the motor MG1, The master side booster circuit 55 and the slave side booster circuit are exchanged between the connected slave battery and the motors MG1 and MG2 so that the power that is exchanged between the MG2 side and half of the excess power ΔP is added to the output limit Wouts. The motor ECU 40 that executes the processing of steps S620 to S662 of the motor control routine of FIG.

  The engine 22 corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “first electric motor”, the motor MG2 corresponds to a “second electric motor”, and the rotations of the motors MG1 and MG2 received from the motor ECU 40 by communication. When the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set within a range in which the main ECU assumed power consumption Pm1 * obtained using the numbers Nm1 and Nm2 is equal to or less than the overall connection output limit Woutco, and the engine 22 is not starting The overall connection output limit Woutco is set as a control overall connection output limit Woutcof, and when the engine 22 is being started, a value obtained by adding a predetermined margin ΔWco to the overall connection output limit Woutco is set as a control overall connection output limit Woutcof. , Torque commands Tm1 *, Tm2 * and output limit Wout1, The hybrid electronic control unit 70 for executing the electric travel priority drive control routine of FIG. 7 for transmitting the force limit Wouts and the control connection overall output limit Woutcof to the motor ECU 40 and the hybrid travel priority drive control routine of FIG. The engine ECU 24 to be controlled corresponds to the “main control means”, and the motor ECU assumed power consumption Pm2 * obtained by using the calculated rotation speeds Nm1 and Nm2 of the motors MG1 and MG2 is less than or equal to the control connection overall output limit Woutcof. In this range, the motors MG1 and MG2 are controlled based on the torque commands Tm1 * and Tm2 *, the master battery 50 and the slave battery 60 are connected to the motors MG1 and MG2, and the slave battery 62 is not connected to the motors MG1 and MG2. 1 connected state or master battery 50 and the slave battery 62 are connected to the motors MG1 and MG2 and the slave battery 60 is not connected to the motors MG1 and MG2, and the motor ECU assumed power consumption Pm2 * is set to the output limit Wout1 and the output limit Wouts. When the sum is less than or equal to the sum, the high voltage system voltage VH is adjusted, power below the output limit Wout1 is exchanged between the master battery 50 and the motors MG1 and MG2, and power below the output limit Wouts is exchanged with the connected slave battery. When the master side booster circuit 55 and the slave side booster circuit 65 are controlled so as to be exchanged between the motors MG1, MG2 side, and the motor ECU assumed power consumption Pm2 * is larger than the sum of the output limit Wout1 and the output limit Wouts. The voltage VH of the high voltage system is adjusted and the motor ECU The power obtained by adding half of the excess power ΔP as the power of the difference between the power consumption Pm2 * and the power (Wout1 + Wouts) to the output limit Wout1 is exchanged between the master battery 50 and the motors MG1 and MG2, and the excess power ΔP The motor control routine of FIG. 16 is executed to control the master side booster circuit 55 and the slave side booster circuit 65 so that half the power added to the output limit Wouts is exchanged between the connected slave battery and the motors MG1, MG2. The motor ECU 40 is equivalent to “motor control means”. The charger 90 corresponds to a “charger”.

  Here, the “battery device” is not limited to the master battery 50 and the slave batteries 60 and 62 configured as lithium ion secondary batteries, and may be one master battery and three or more slave batteries, One master battery and one slave battery, or a plurality of master batteries and a plurality of slave batteries. These batteries can be used as secondary batteries other than lithium ion secondary batteries (for example, nickel hydride secondary batteries and nickel cadmium secondary batteries). Any battery may be used as long as it has a first battery part having at least one secondary battery and a second battery part having at least one secondary battery. The “first connection release means” is not limited to the system main relay 56, and any means can be used as long as the connection to the motor side of the secondary battery of the first battery unit and the connection release are performed. I do not care. The "second connection release means" is not limited to the system main relays 66 and 67, and any means can be used as long as it can connect and release the secondary battery to the motor side of the secondary battery. It does not matter. The “first step-up / step-down circuit” is not limited to the master side booster circuit 55, and is between the first battery voltage system connected to the secondary battery of the first battery unit and the high voltage system on the motor side. As long as the power is exchanged with the voltage adjustment, any method may be used. The “second step-up / step-down circuit” is not limited to the slave side booster circuit 65, and is between the second battery voltage system connected to the secondary battery of the second battery unit and the high voltage system on the motor side. As long as the power is exchanged with the voltage adjustment, any method may be used. As the “control means”, the master battery 50 and the slave battery 60 are connected to the motors MG1 and MG2 and the slave battery 62 is not connected to the motors MG1 and MG2, or the master battery 50 and the slave battery 62 are connected to the motor MG1. , When connected to the MG2 side and the slave battery 60 is not connected to the motors MG1 and MG2 side, the motor ECU assumed power consumption Pm2 * is equal to or lower than the sum of the output limit Wout1 and the output limit Wouts. System voltage VH is adjusted, power below output limit Wout1 is exchanged between master battery 50 and motors MG1, MG2, and power below output limit Wouts is exchanged between connected slave battery and motors MG1, MG2 side. Master side to communicate with When the pressure circuit 55 and the slave side boost circuit 65 are controlled and the motor ECU estimated power consumption Pm2 * is larger than the sum of the output limit Wout1 and the output limit Wouts, the high voltage system voltage VH is adjusted and the motor ECU estimated consumption The power obtained by adding half of the excess power ΔP as the power between the power Pm2 * and the power (Wout1 + Wouts) to the output limit Wout1 is exchanged between the master battery 50 and the motors MG1 and MG2, and half of the excess power ΔP. Is not limited to one that controls the master side booster circuit 55 and the slave side booster circuit 65 so that the power added to the output limit Wouts is exchanged between the connected slave battery and the motors MG1, MG2 side. At least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit are electrically operated When the second battery unit is connected to the first battery unit, the assumed power consumption assumed as the power consumption of the high voltage system is the first battery unit output limitation and the second battery unit output limitation. The voltage of the high voltage system is adjusted when it is less than or equal to the sum of the partial output limits, and the power equal to or less than the first battery unit output limit is exchanged between the secondary battery of the first battery unit and the high voltage system. The first buck-boost circuit and the second buck-boost circuit are controlled so that power below the battery unit output limit is exchanged between the secondary battery of the second battery unit and the high voltage system, and the assumed power consumption is the first. When the sum of the battery unit output limit and the second battery unit output limit is larger, the voltage of the high voltage system is adjusted and the excess power with respect to the sum of the first battery unit output limit and the second battery unit output limit of the assumed power consumption The secondary battery of the first battery part is the sum of the power of the part and the first battery part output limit. The first ascending and descending so that the sum of the remaining excess power and the second battery unit output limit is exchanged between the secondary battery of the second battery unit and the high voltage system. Any circuit may be used as long as it controls the pressure circuit and the second step-up / down circuit.

  The “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, but may be any type as long as it can output driving power, such as a hydrogen engine. The internal combustion engine may be used. The “first motor” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor as long as it can motor the internal combustion engine, such as an induction motor. . The “second electric motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of electric motor such as an induction motor that can output power to the drive shaft. Absent. The “main control means” is not limited to the combination of the hybrid electronic control unit 70 and the engine ECU 24, and may be configured by a single electronic control unit. Further, as the “main control means”, the main ECU assumed power consumption Pm1 * obtained by using the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 received from the motor ECU 40 by communication is within a range that is less than or equal to the overall connection output limit Woutco. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set. When the engine 22 is not started, the overall connection output limit Woutco is set as the control overall connection output limit Woutcof. When the engine 22 is being started, the entire connection A value obtained by adding a predetermined margin ΔWco to the output limit Woutco is set as the control connection overall output limit Woutcof, and the torque commands Tm1 *, Tm2 *, the output limit Wout1, the output limit Wouts, and the control connection overall output limit Woutcof are set to the motor ECU 40. What to send to The first motor received from the motor control means when the at least one secondary battery of the first battery unit and the at least one secondary battery of the second battery unit are connected to the motor side, and is not limited, and The first battery unit output limit and the second battery unit output limit where the main control unit assumed power consumption, which is the power consumption of the high voltage system assumed using the rotation speed of the second motor, is the output limit of the first battery unit. The target torques of the first motor and the second motor are set in a range that is less than or equal to the sum of the output limits of the second battery unit, and at least one of the rotation speed of the first motor and the rotation speed of the second motor is suddenly changed. When the sudden change is not expected, the sum of the first battery unit output limit and the second battery unit output limit is set as the control output limit. When the sudden change is assumed, the first battery unit output limit and the second battery unit output limit are set. And the given merge into the sum Is added as a control output limit, the first battery unit output limit and the second battery unit output limit, the set target torque of the first and second motors, and the set control output limit Anything can be used as long as it is transmitted to the control means. As the “motor control means”, the torque command Tm1 *, the motor ECU assumed power consumption Pm2 * obtained by using the calculated rotation speeds Nm1 and Nm2 of the motors MG1 and MG2 is less than or equal to the control connection overall output limit Woutcof. The motor MG1 and MG2 are controlled based on Tm2 *, the master battery 50 and the slave battery 60 are connected to the motor MG1 and MG2 side, and the slave battery 62 is not connected to the motor MG1 and MG2 side or the master battery 50 and When the slave battery 62 is connected to the motors MG1 and MG2 and the slave battery 60 is not connected to the motors MG1 and MG2, the motor ECU assumed power consumption Pm2 * is the sum of the output limit Wout1 and the output limit Wouts. High voltage when The voltage VH is adjusted so that the power below the output limit Wout1 is exchanged between the master battery 50 and the motors MG1, MG2, and the power below the output limit Wouts is exchanged between the connected slave battery and the motors MG1, MG2 side. When the master side booster circuit 55 and the slave side booster circuit 65 are controlled so as to be exchanged and the motor ECU assumed power consumption Pm2 * is larger than the sum of the output limit Wout1 and the output limit Wouts, the high voltage system voltage VH is adjusted. The power obtained by adding half of the excess power ΔP as the power difference between the estimated power consumption Pm2 * of the motor ECU and the power (Wout1 + Wouts) to the output limit Wout1 is exchanged between the master battery 50 and the motors MG1, MG2 side. The power obtained by adding half of the excess power ΔP to the output limit Wouts is It is not limited to the one that controls the master side booster circuit 55 and the slave side booster circuit 65 so as to be exchanged between the territory and the motors MG1, MG2 side, but the detected rotations of the first motor and the second motor The first motor and the second motor received from the main control means within a range in which the assumed power consumption of the motor control unit, which is the power consumption of the high voltage system estimated using the number, is less than or equal to the control output limit received from the main control means When the first motor and the second motor are controlled based on the target torque, and at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit are connected to the motor side The voltage of the high voltage system is adjusted when the estimated power consumption of the motor control unit is less than or equal to the sum of the first battery unit output limit received from the main control unit and the second battery unit output limit received from the main control unit. And the second battery unit output limit received from the main control unit while the power below the first battery unit output limit received from the main control unit is exchanged between the secondary battery of the first battery unit and the high voltage system. The first buck-boost circuit and the second buck-boost circuit are controlled so that the following power is exchanged between the secondary battery of the second battery unit and the high voltage system, and the assumed power consumption of the motor controller is the main control means. When the sum of the first battery unit output limit received from the main battery and the second battery unit output limit received from the main control unit is greater than the sum of the high voltage system voltage and the motor control unit assumed power consumption received from the main control unit The power of the sum of a part of the excess power with respect to the sum of the first battery unit output limit and the second battery unit output limit received from the main control unit and the first battery unit output limit received from the main control unit is the first battery. Between the secondary battery and the high-voltage system And a first step-up / step-down circuit so that the sum of the remaining excess power and the second battery unit output limit received from the main control means is exchanged between the secondary battery of the second battery unit and the high voltage system. Any device may be used as long as it controls the second step-up / step-down circuit. The “charger” is not limited to the charger 90, and any battery can be used as long as it is connected to an external power supply in a system stop state and charges a plurality of secondary batteries using power from the external power supply. It does n’t matter.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in a power supply device, a power output device, a hybrid vehicle manufacturing industry, and the like.

  20, 120, 220, 320 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 Master battery, 51a, 61a, 63a Voltage sensor, 51b, 61b, 63b Current sensor, 51c, 61c, 63c Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Power line ( Voltage system power line), 55 master side booster circuit, 56, 66, 67 system main relay, 57, 58, 68 capacitor, 57a, 58a, 68a voltage sensor, 59 power line (first low voltage system power line), 60 , 62 Slave battery, 65 Slave side booster circuit, 65a Current sensor, 69 Power line (second low voltage system power line), 70 Hybrid electronic control unit, 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, 90 Battery charger, 92 Vehicle side connector, 100 External power supply, 102 External power supply Connector, 229 clutch, 230, 330 transmission, MG1, MG2, MG motor.

Claims (8)

A battery device having a first battery part having at least one secondary battery and a second battery part having at least one secondary battery; and a high-voltage system on the motor side of the secondary battery of the first battery part. First connection release means for connecting and releasing connection, second connection release means for connecting and releasing the secondary battery of the second battery part to the high voltage system, and the first battery part A first step-up / step-down circuit that exchanges electric power with voltage adjustment between the first battery voltage system connected to the secondary battery and the high voltage system, and connected to the secondary battery of the second battery unit A second step-up / step-down circuit that exchanges electric power with voltage adjustment between the second battery voltage system and the high voltage system,
Assumed power consumption assumed as power consumption of the high-voltage system when at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit are connected to the motor side Is less than the sum of the first battery unit output limit which is the output limit of the first battery unit and the second battery unit output limit which is the output limit of the second battery unit, the voltage of the high voltage system is adjusted and The electric power below the first battery unit output limit is exchanged between the secondary battery of the first battery unit and the high voltage system, and the electric power below the second battery unit output limit is from the second battery unit. The first step-up / step-down circuit and the second step-up / step-down circuit are controlled so as to be exchanged between a secondary battery and the high-voltage system, and the assumed power consumption is the first battery unit output limit and the second step. When the sum is larger than the sum of the battery unit output limit, The power of the sum of the part of the excess power and the first battery unit output limit with respect to the sum of the first battery unit output limit and the second battery unit output limit of the assumed power consumption is adjusted. Is exchanged between the secondary battery of the first battery part and the high voltage system, and the sum of the remaining excess power and the output limit of the second battery part is the secondary battery of the second battery part Control means for controlling the first step-up / step-down circuit and the second step-up / step-down circuit to be exchanged between the high-voltage system and the first step-up / step-down circuit;
A power supply apparatus comprising: The power supply device according to claim 1,
When the assumed power consumption is greater than the sum of the first battery unit output limit and the second battery unit output limit, the control means adjusts the voltage of the high-voltage system, and halves the excess power. The sum of the power of one battery unit output limit is exchanged between the secondary battery of the first battery unit and the high voltage system, and the sum of the remaining excess power and the second battery unit output limit Is means for controlling the first step-up / step-down circuit and the second step-up / down circuit so that the secondary battery of the second battery unit and the high-voltage system are exchanged.
Power supply. The power supply device according to claim 1 or 2,
The battery device is a device having one main secondary battery as a secondary battery of the first battery part and a plurality of auxiliary secondary batteries as secondary batteries of the second battery part,
The control means controls the first connection release means so that the main secondary battery is connected to the high voltage system, and the plurality of auxiliary secondary batteries are sequentially switched one by one, and the high voltage system Means for controlling the second disconnection means to be connected to
Power supply. An internal combustion engine, a first electric motor capable of motoring the internal combustion engine, a second electric motor capable of outputting power to a drive shaft, a first battery unit having at least one secondary battery, and at least one secondary battery. A battery device having a second battery part, and a first connection release means for connecting and releasing the secondary battery of the first battery part to the first motor and the high voltage system on the second motor side. A second connection release means for connecting and releasing the secondary battery of the second battery part to the high voltage system, and a first battery voltage system connected to the secondary battery of the first battery part A first step-up / step-down circuit for exchanging electric power with voltage adjustment between the first battery and the high voltage system; a second battery voltage system connected to a secondary battery of the second battery unit; and the high voltage system 2nd lift that exchanges power with voltage adjustment A main control means for setting a target torque of the first electric motor and the second electric motor by using a circuit, and the rotational speeds of the first electric motor and the second electric motor received by communication while controlling the internal combustion engine; Based on the target torques of the first motor and the second motor received from the main control means by communication while detecting the rotation speeds of the first motor and the second motor and transmitting to the main control means by communication. A power output device comprising: motor control means for controlling the first motor and the second motor and controlling the first step-up / step-down circuit and the second step-up / step-down circuit;
The main control unit receives the first control unit received from the motor control unit when at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit are connected to the motor side. The first battery unit output limit in which the main control unit assumed power consumption, which is the power consumption of the high voltage system assumed using the rotation speeds of the first motor and the second motor, is the output limit of the first battery unit, and the first A target torque of the first motor and the second motor is set within a range equal to or less than a sum of the second battery unit output limit, which is an output limit of the two battery units, and the rotational speed of the first motor and the second motor are set The sum of the first battery unit output limit and the second battery unit output limit is set as a control output limit when at least one sudden change is not expected at the time of sudden change, and when the sudden change is assumed The first The sum of the pond part output limit and the second battery part output limit plus a predetermined margin is set as the control output limit, and the first battery part output limit, the second battery part output limit, and the setting Means for transmitting the target torque of the first motor and the second motor and the set output limit for control to the motor control means,
The motor control means is for controlling the motor controller assumed power consumption, which is the power consumption of the high voltage system estimated using the detected rotation speeds of the first motor and the second motor, from the main control means. The first motor and the second motor are controlled based on the target torque of the first motor and the second motor received from the main control means within a range that is less than or equal to the output limit, and at least one of the first battery units When at least one secondary battery of the secondary battery and the second battery unit is connected to the motor side, the first battery unit output limit received from the main control unit when the motor control unit assumed power consumption is When the voltage is less than the sum of the second battery unit output limit received from the main control means, the voltage of the high voltage system is adjusted, and the power less than the first battery unit output limit received from the main control means is The secondary battery of the second battery unit and the high voltage are exchanged between the secondary battery of one battery unit and the high voltage system, and the power below the second battery unit output limit received from the main control means. Controlling the first step-up / step-down circuit and the second step-up / step-down circuit to communicate with the system, and the first battery unit output limit received by the motor control unit assumed power consumption from the main control unit; The first battery unit output limit received from the main control unit when the voltage of the high-voltage system is adjusted and the estimated electric power consumption of the motor control unit is greater than the sum of the second battery unit output limit received from the main control unit; The power of the sum of the part of excess power with respect to the sum of the second battery unit output limit received from the main control unit and the first battery unit output limit received from the main control unit is the secondary of the first battery unit. Between the battery and the high-voltage system. And the sum of the remaining excess power and the second battery unit output limit received from the main control unit is exchanged between the secondary battery of the second battery unit and the high voltage system. Means for controlling the first buck-boost circuit and the second buck-boost circuit;
Power output device. The power output device according to claim 4,
The main control means is configured such that at least one secondary battery of the first battery unit is connected to the motor side and all the secondary batteries of the second battery unit are disconnected from the motor side. The target torque of the first electric motor and the second electric motor is set within a range in which the assumed power consumption of the main control unit is less than or equal to the output limit of the first battery unit. An output limit is set as the control output limit, and when a sudden sudden change is assumed, the first battery unit output limit plus a second predetermined margin is set as the control output limit.
Power output device.   A hybrid vehicle equipped with the power output device according to claim 4 or 5 and having an axle connected to the drive shaft. The hybrid vehicle according to claim 6,
A charger that is connected to an external power source in a system-stopped state and charges a plurality of secondary batteries of the battery device using power from the external power source;
Hybrid car. A battery device having a first battery part having at least one secondary battery and a second battery part having at least one secondary battery; and a high-voltage system on the motor side of the secondary battery of the first battery part. First connection release means for connecting and releasing connection, second connection release means for connecting and releasing the secondary battery of the second battery part to the high voltage system, and the first battery part A first step-up / step-down circuit that exchanges electric power with voltage adjustment between the first battery voltage system connected to the secondary battery and the high voltage system, and connected to the secondary battery of the second battery unit And a second step-up / down circuit for exchanging electric power with voltage adjustment between the second battery voltage system and the high voltage system,
Assumed power consumption assumed as power consumption of the high-voltage system when at least one secondary battery of the first battery unit and at least one secondary battery of the second battery unit are connected to the motor side Is less than the sum of the first battery unit output limit which is the output limit of the first battery unit and the second battery unit output limit which is the output limit of the second battery unit, the voltage of the high voltage system is adjusted and The electric power below the first battery unit output limit is exchanged between the secondary battery of the first battery unit and the high voltage system, and the electric power below the second battery unit output limit is from the second battery unit. The first step-up / step-down circuit and the second step-up / step-down circuit are controlled so as to be exchanged between a secondary battery and the high-voltage system, and the assumed power consumption is the first battery unit output limit and the second step. When the sum is larger than the sum of the battery unit output limit, The power of the sum of the part of the excess power and the first battery unit output limit with respect to the sum of the first battery unit output limit and the second battery unit output limit of the assumed power consumption is adjusted. Is exchanged between the secondary battery of the first battery part and the high voltage system, and the sum of the remaining excess power and the output limit of the second battery part is the secondary battery of the second battery part Controlling the first step-up / step-down circuit and the second step-up / step-down circuit to be exchanged between the high-voltage system and the first step-up / step-down circuit,
A control method for a power supply device.

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