JP2010023588A - Power output device, vehicle mounted thereon, and control method of motive power output device - Google Patents

Abstract

Deterioration of a power storage device is suppressed by suppressing charging / discharging of the power storage device when the temperature of the power storage device such as a secondary battery becomes high.
When the engine speed is increased when the battery temperature Tb is higher than a threshold, the engine speed is set to the target speed Ne * by using a change amount larger than the engine speed change amount used at a low temperature as the upper limit increase rate ΔN. Is set so as to increase toward the engine speed (S150, S160), and the engine is operated at the execution speed Nettag and the torques of the motors MG1, MG2 are output to the drive shaft while the required torque Tr * is output. Commands Tm1 * and Tm2 * are set (S170 to S200). As a result, the engine speed can be increased quickly, the power discharged from the battery can be reduced in order to output power that is insufficient with engine power, and charging / discharging of the battery can be suppressed.
[Selection] Figure 4

Description

  The present invention relates to a power output apparatus, a vehicle on which the power output apparatus is mounted, and a method for controlling the power output apparatus.

Conventionally, in this type of power output device, the upper limit increase rate of the engine speed is set so as to become smaller as the output limit of the battery is greatly limited, and the engine speed is within the range of the set upper limit increase rate. Some have been proposed to increase the number (see, for example, Patent Document 1). In this apparatus, such a control suppresses a decrease in output responsiveness and suppresses the driver from feeling mottled.
JP 2007-253902 A

  In the above-described power output apparatus, when the battery is hot, the battery deterioration may be promoted. If the required drive force required for the drive shaft suddenly increases when the battery output limit is greatly limited due to the high temperature of the battery, and the required power increases rapidly, the upper limit increase rate of the engine speed is greatly limited. As a result, the power output from the engine cannot be increased rapidly. As a result, the amount of necessary power that cannot be covered by the power output from the engine, that is, the amount covered by the discharge from the battery increases. For this reason, charging / discharging of a battery increases, the temperature of a battery tends to rise further, and deterioration of a battery will be accelerated | stimulated depending on the case.

  The power output device of the present invention, a vehicle equipped with the power output device, and a method for controlling the power output device are provided with a power storage device deterioration by suppressing charging / discharging of the power storage device when the temperature of the power storage device such as a secondary battery becomes high. The main purpose is to suppress this.

  The power output apparatus of the present invention, the vehicle equipped with the power output apparatus, and the control method of the power output apparatus employ the following means in order to achieve the main object described above.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine that outputs power to the drive shaft;
A generator capable of inputting and outputting power and generating electric power using a part of the power from the internal combustion engine;
An electric motor that outputs power to the drive shaft;
Electric power storage means capable of exchanging electric power with the generator and the electric motor and having the performance of reducing the absolute value of the maximum electric power that may be charged and discharged in a high temperature region above a predetermined temperature;
Temperature detecting means for detecting the temperature of the power storage means;
Required driving force setting means for setting required driving force required for the drive shaft;
Target operating point setting means for setting a target operating point comprising a target rotational speed and a target torque of the internal combustion engine based on the set required driving force and a predetermined constraint;
When the detected temperature of the power storage means is lower than a threshold temperature lower than the predetermined temperature, the rotational speed of the internal combustion engine changes toward the set target rotational speed within a range of the first rotational speed increase. However, the internal combustion engine, the generator, and the electric motor are controlled such that a driving force based on the set required driving force is output to the driving shaft, and the detected temperature of the power storage means is equal to or higher than the threshold temperature. In this case, the set required driving force while the engine speed changes toward the set target engine speed within a range of the second engine speed increase that is greater than the first engine speed increase. Control means for controlling the internal combustion engine, the generator, and the electric motor so that a driving force based on the output is output to the drive shaft;
It is a summary to provide.

  In the power output apparatus of the present invention, a target operating point consisting of a target rotational speed and a target torque of the internal combustion engine is set based on the required driving force required for the drive shaft and predetermined constraints. When the temperature of the power storage means having the performance of reducing the absolute value of the maximum power that can be charged / discharged in a high temperature region equal to or higher than the predetermined temperature is lower than the threshold temperature lower than the predetermined temperature, the rotational speed of the internal combustion engine is the first rotation. The internal combustion engine, the generator, and the electric motor are controlled so that the driving force based on the required driving force is output to the drive shaft while changing toward the target rotational speed set within a range of several rises, and the temperature of the power storage means is When the temperature is equal to or higher than the threshold temperature, the driving force based on the required driving force changes while changing toward the target rotational speed set within the range of the second rotational speed increase that is greater than the first rotational speed increase. The internal combustion engine, the generator, and the electric motor are controlled so as to be output to the drive shaft. Thus, when the temperature of the power storage means is equal to or higher than the threshold temperature, the rotational speed of the internal combustion engine changes toward the target rotational speed set within a range of the second rotational speed increase that is larger than the first rotational speed increase. As compared with the case where the temperature of the power storage means is lower than the threshold temperature, the number of revolutions of the internal combustion engine can be increased rapidly, and larger power can be output from the internal combustion engine. Therefore, it is possible to reduce the amount of power to be output to the drive shaft that cannot be covered by the power output from the internal combustion engine, and it is possible to reduce the discharge power from the power storage means. As a result, when the temperature of the power storage means is equal to or higher than the threshold temperature, charging / discharging of the power storage means can be suppressed, and thereby deterioration of the power storage means can be suppressed.

  In such a power output apparatus of the present invention, the second rotational speed increase degree may be set so as to increase as the detected temperature of the power storage means increases. If it carries out like this, charging / discharging of an electrical storage means can be suppressed according to the temperature of an electrical storage means.

  In the power output apparatus of the present invention, the second rotational speed increase degree is set within a range equal to or less than an allowable maximum rotational speed increase amount obtained by durability of a component that rotates as the internal combustion engine rotates. It can also be. By so doing, it is possible to suppress damage to components that rotate as the internal combustion engine rotates.

  Further, in the power output apparatus according to the present invention, the control means may increase the rotational speed of the internal combustion engine when increasing the rotational speed of the internal combustion engine when the detected temperature of the power storage means is lower than the threshold temperature. The internal combustion engine rotates at the execution speed using the smaller one of the rotation speed considering the increase of the first rotation speed and the target rotation speed as the execution speed. The internal combustion engine, the generator, and the electric motor are controlled so that a driving force based on the set required driving force is output to the drive shaft, and the detected temperature of the power storage means is equal to or higher than the threshold temperature. Sometimes when increasing the rotational speed of the internal combustion engine, the rotational speed of the internal combustion engine which is smaller of the rotational speed considering the increase of the second rotational speed increase and the target rotational speed is executed. for The internal combustion engine, the generator, and the motor are used so that the internal combustion engine rotates at the execution rotational speed and is output to the drive shaft based on the set required drive force. It can also be a means for controlling.

  Alternatively, in the power output apparatus of the present invention, the drive shaft, the output shaft of the internal combustion engine, and the rotating shaft of the generator are connected to three axes, and input / output is performed on any two of the three axes. A three-axis power input / output means for inputting / outputting power to the remaining shafts based on the power may be provided.

  The vehicle of the present invention is a power output device of the present invention according to any one of the above-described aspects, that is, basically a power output device that outputs power to a drive shaft, and an internal combustion engine that outputs power to the drive shaft. An engine, a generator capable of inputting / outputting power and generating electric power using a part of the power from the internal combustion engine, an electric motor outputting power to the drive shaft, and exchange of electric power with the generator and the electric motor Power storage means capable of reducing the absolute value of the maximum power that can be charged and discharged in a high temperature region above a predetermined temperature, temperature detection means for detecting the temperature of the power storage means, and the drive shaft are required A required driving force setting means for setting a required driving force, and a target operating point setting for setting a target operating point consisting of a target rotational speed and a target torque of the internal combustion engine based on the set required driving force and a predetermined constraint Means, When the detected temperature of the power storage means is lower than the threshold temperature lower than the predetermined temperature, the rotational speed of the internal combustion engine changes toward the set target rotational speed within a range of about the first rotational speed increase. However, the internal combustion engine, the generator, and the electric motor are controlled such that a driving force based on the set required driving force is output to the driving shaft, and the detected temperature of the power storage means is equal to or higher than the threshold temperature. In this case, the set required driving force while the engine speed changes toward the set target engine speed within a range of the second engine speed increase that is greater than the first engine speed increase. A power output device including a control means for controlling the internal combustion engine, the generator, and the electric motor so that a driving force based on the power is output to the drive shaft, and an axle is connected to the drive shaft This The the gist.

  Since the vehicle according to the present invention is equipped with the power output device of the present invention according to any one of the above-described aspects, the effect produced by the power output device of the present invention, for example, output from the internal combustion engine out of the power to be output to the drive shaft. The effect of reducing the amount of power that cannot be covered by the power to reduce the discharge power from the power storage means, and as a result, suppressing the charge / discharge of the power storage means when the temperature of the power storage means is equal to or higher than the threshold temperature. The same effect as the effect of suppressing the deterioration of the power storage means can be obtained.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine that outputs power to the drive shaft; a generator that can input and output power; and that generates power using a portion of the power from the internal combustion engine; an electric motor that outputs power to the drive shaft; and the generator And a power storage means capable of exchanging electric power with the electric motor and capable of charging / discharging in a high temperature region equal to or higher than a predetermined temperature and having a performance that reduces the absolute value of the maximum electric power, and a control method of a power output device comprising:
Based on the required driving force required for the drive shaft and predetermined constraints, a target operating point consisting of the target rotational speed and target torque of the internal combustion engine is set,
When the temperature of the power storage means is lower than a threshold temperature lower than the predetermined temperature, the required driving force while the rotational speed of the internal combustion engine changes toward the set target rotational speed within a range where the first rotational speed increases. The internal combustion engine, the generator, and the electric motor are controlled so that a driving force based on the power is output to the drive shaft, and when the temperature of the power storage means is equal to or higher than the threshold temperature, the rotational speed of the internal combustion engine is the first The internal combustion engine is configured such that a driving force based on the required driving force is output to the drive shaft while changing toward the set target rotation speed within a range of a second rotation speed increase that is greater than a rotation speed increase of And controlling the generator and the electric motor,
It is characterized by that.

  In the control method for the power output apparatus of the present invention, a target operating point composed of a target rotational speed and a target torque of the internal combustion engine is set based on a required driving force required for the drive shaft and a predetermined constraint. When the temperature of the power storage means having the performance of reducing the absolute value of the maximum power that can be charged / discharged in a high temperature region equal to or higher than the predetermined temperature is lower than the threshold temperature lower than the predetermined temperature, the rotational speed of the internal combustion engine is the first rotation. The internal combustion engine, the generator, and the electric motor are controlled so that the driving force based on the required driving force is output to the drive shaft while changing toward the target rotational speed set within a range of several rises, and the temperature of the power storage means is When the temperature is equal to or higher than the threshold temperature, the driving force based on the required driving force changes while changing toward the target rotational speed set within the range of the second rotational speed increase that is greater than the first rotational speed increase. The internal combustion engine, the generator, and the electric motor are controlled so as to be output to the drive shaft. Thus, when the temperature of the power storage means is equal to or higher than the threshold temperature, the rotational speed of the internal combustion engine changes toward the target rotational speed set within a range of the second rotational speed increase that is larger than the first rotational speed increase. As compared with the case where the temperature of the power storage means is lower than the threshold temperature, the number of revolutions of the internal combustion engine can be increased rapidly, and larger power can be output from the internal combustion engine. Therefore, it is possible to reduce the amount of power to be output to the drive shaft that cannot be covered by the power output from the internal combustion engine, and it is possible to reduce the discharge power from the power storage means. As a result, when the temperature of the power storage means is equal to or higher than the threshold temperature, charging / discharging of the power storage means can be suppressed, and thereby deterioration of the power storage means can be suppressed.

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

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

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. 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 signal from a crank position sensor (not shown) attached to the crankshaft 26.

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

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

  The battery 50 is configured as, for example, 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 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 2 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 3 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

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

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the temperature Tb of the battery 50 becomes high will be described. FIG. 4 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening degree Acc from the accelerator pedal position sensor 84, the rotational speed Ne of the engine 22, the rotational speeds Nm1, Nm2 of the motors MG1, MG2. , A process of inputting data necessary for control, such as the vehicle speed V from the vehicle speed sensor 88, the temperature (battery temperature) Tb of the battery 50, and the input / output limits Win and Wout of the battery 50, is executed (step S100). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) attached to the crankshaft 26 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 temperature (battery temperature) Tb of the battery 50 is detected by the temperature sensor 51 and input from the battery ECU 52 by communication. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and are input from the battery ECU 52 by communication.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map. The required power Pe * 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 charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Subsequently, based on the set required power Pe *, a target operating point consisting of the target rotational speed Ne * and the target torque Te * of the engine 22 is set (step S120). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 6 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 *).

  When the target operating point of the engine 22 is thus set, the target rotational speed Ne * at the set target operating point is compared with the input rotational speed Ne of the engine 22 (step S130), and the target rotational speed Ne * is equal to or lower than the rotational speed Ne. In this case, the target rotational speed Ne * is set as the execution rotational speed Netag (step S140), the set rotational speed Netag and the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a and the gear ratio of the power distribution and integration mechanism 30 are set. The target rotational speed Nm1 * of the motor MG1 is calculated by the following formula (1) using ρ, and the torque command of the motor MG1 is calculated by the formula (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1. Tm1 * is calculated (step S170). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 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. 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. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Netag ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * of the motor MG1 and the torque command Tm1 * are calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the consumed power (generated power) of the motor MG1 by the rotation speed Nm2 of the motor MG2 While calculating by the equation (4) (step S180), the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30. Calculated by (5) (step S190), and with the calculated torque limits Tmin and Tmax, the temporary motor Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the torque Tm2tmp (step S200). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Equation (5) can be easily derived from the collinear diagram of FIG. 7 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S210), and the drive control routine is terminated. The engine ECU 24 that has received the execution rotational speed Nettag and the target torque Te * performs fuel injection control in the engine 22 so that the engine 22 is operated at the operating point indicated by the execution rotational speed Netag and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  When it is determined in step S130 that the target rotational speed Ne * is greater than the rotational speed Ne of the engine 22, an upper limit increase rate ΔN is set based on the battery temperature Tb (step S150), and the upper limit is increased to the rotational speed Ne of the engine 22. The smaller one of the value obtained by adding the rate ΔT and the target rotational speed Ne * is set as the execution rotational speed Nettag (step S160), and the torque command Tm1 * of the motors MG1 and MG2 is set using the execution rotational speed Nettag thus set. , Tm2 * (steps S170 to S200), the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set in the motor ECU 40, respectively. (Step S210), and the drive control routine is terminated. Here, in the embodiment, the upper limit increase rate ΔN is determined when the relationship between the battery temperature Tb and the upper limit increase rate ΔN is determined in advance and stored in the ROM 74 as an upper limit increase rate setting map, and given the battery temperature Tb. From this, the corresponding upper limit rate ΔN is derived and set. An example of the upper limit increase rate setting map is shown in FIG. In the upper limit increase rate setting map of the embodiment, as shown in the figure, when the battery temperature Tb is less than the threshold Tref1, the rotation speed change amount Nset that does not cause vibration or noise is set to the upper limit increase rate ΔN, and the battery temperature Tb. Is higher than the threshold value Tref1 and lower than the threshold value Tref2, the higher the battery temperature Tb, the larger value is set to the upper limit increase rate ΔN, and when the battery temperature Tb is equal to or higher than the threshold value Tref2, a member that rotates due to the rotation of the engine 22 (for example, the pinion gear 33 or The allowable increase rate Nmax obtained by the durability of the sun gear 31, the carrier 34, etc. is set to the upper limit increase rate ΔN. Here, as shown in FIG. 2, the threshold value Tref1 is set such that the input / output limits Win and Wout of the battery 50 are lower than the temperature that is largely limited as the battery temperature Tb increases. With such control, the rotational speed Ne of the engine 22 can be quickly increased, and the power output from the engine 22 can be quickly brought close to the required power Pe *. As a result, since the power output from the engine 22 does not match the required power Pe *, the power discharged from the battery 50 can be reduced, and charging / discharging of the battery 50 can be suppressed. As a result, the temperature rise of the battery 50 can be suppressed and the deterioration of the battery 50 can be suppressed.

  The output power of the engine 22 and the discharge power from the battery 50 when the accelerator pedal 83 is greatly depressed by the driver when the battery temperature Tb is equal to or higher than the threshold Tref1 and the required torque Tr * increases rapidly and the required power Pe * increases rapidly. FIG. 9 shows an example of how the time changes. In the drawing, the boundary between the engine power and the battery discharge power in the embodiment in which the broken line is the rotation speed change amount larger than the rotation speed change amount Nset based on the battery temperature Tb so as not to cause vibration and noise. The alternate long and short dash line indicates the boundary line between the engine power and the battery discharge power in the comparative example in which the rotation speed change amount Nset that does not cause vibration or noise even when the battery temperature Tb is the threshold value Tref1 is used as the upper limit increase rate ΔN. . As shown in the figure, the battery discharge power in the example is smaller than that in the comparative example. Therefore, charging / discharging of the battery 50 can be suppressed, and the temperature rise of the battery 50 can be suppressed.

  According to the hybrid vehicle 20 of the embodiment described above, when the rotational speed Ne of the engine 22 is increased when the battery temperature Tb is equal to or higher than the threshold value Tref1, the upper limit increase rate ΔT is set when the battery temperature Tb is lower than the threshold value Tref1. The engine rotation speed Nettag is set so that the rotation speed Ne of the engine 22 increases toward the target rotation speed Ne * by using a larger value as the upper limit increase rate ΔN as the battery temperature Tb is higher than the rotation speed change amount Nset to be performed. Then, the motor 22 is operated so that the engine 22 is operated at the set execution speed Netag and the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50. , MG2 torque commands Tm1 *, Tm2 * are set to control the engine 22 and the motors MG1, MG2. Thus, the rotational speed Ne of the engine 22 can be quickly increased, and the power output from the engine 22 can be quickly brought close to the required power Pe *. Thereby, since the power output from the engine 22 does not match the required power Pe *, the power discharged from the battery 50 can be reduced, and charging / discharging of the battery 50 can be suppressed. As a result, the temperature rise of the battery 50 can be suppressed and the deterioration of the battery 50 can be suppressed.

  In the hybrid vehicle 20 of the embodiment, when the battery temperature Tb is less than the threshold value Tref1, the rotation speed change amount Nset that does not cause vibration or noise is set as the upper limit increase rate ΔN, and the battery temperature Tb is equal to or higher than the threshold value Tref1 and less than the threshold value Tref2. When the battery temperature Tb is higher, the higher value is set as the upper limit increase rate ΔN. When the battery temperature Tb is equal to or higher than the threshold value Tref2, the allowable increase rate Nmax obtained by the durability of the member rotated by the rotation of the engine 22 is set as the upper limit increase rate. Although it is set as ΔN, as shown in the upper limit increase rate setting map of the modification of FIG. 10, when the battery temperature Tb is lower than the threshold value Tref1, the rotation speed change amount Nset is set so that no vibration or noise occurs. The rate of increase ΔN is set, and when the battery temperature Tb is equal to or higher than the threshold value Tref1, the engine 22 rotates. It may set the allowable increase rate Nmax obtained by the durability of the member to further rotate the upper limit increase rate .DELTA.N. Further, when the battery temperature Tb is equal to or higher than the threshold Tref1, any rotation speed change amount is set as the upper limit increase rate ΔN as long as the rotation speed change amount is larger than the rotation speed change amount Nset when the battery temperature Tb is less than the threshold value Tref1. It doesn't matter.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35. However, the motor MG2 may be directly attached to the ring gear shaft 32a, or Instead, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a 2-speed, 3-speed, or 4-speed.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, the wheels connected to the axles different from the drive wheels 63a and 63b also pass through the road surface. If it is understood that the wheels are connected to the drive wheels 63a and 63b, the wheel connected to the axle different from the drive wheels 63a and 63b is also connected to the ring gear shaft 32a as the drive shaft. As illustrated in the hybrid vehicle 120 of the example, the power of the motor MG2 is connected to an axle (wheels 64a and 64b in FIG. 11) different from the axle to which the ring gear shaft 32a is connected (the axle to which the drive wheels 63a and 63b are connected). It is good also as what is connected to the made axle).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In addition, it is not limited to those applied to such hybrid vehicles, but is incorporated into non-moving equipment such as forms of power output devices mounted on moving bodies such as vehicles other than automobiles, ships, and aircraft, and construction equipment. A power output device may be used. Furthermore, it is good also as a form of the control method of such a power output device.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “internal combustion engine”, the motor MG1 corresponds to the “generator”, the motor MG2 corresponds to the “electric motor”, the battery 50 corresponds to the “power storage unit”, and the temperature sensor 51. Corresponds to the “temperature detection means”, and the hybrid electronic control unit 70 that executes the process of step S110 of the drive control routine of FIG. 4 for setting the required torque Tr * based on the accelerator opening Acc and the vehicle speed V is “ It corresponds to “required driving force setting means”, sets the required power Pe * based on the required torque Tr *, and sets the target rotational speed Ne * and the target torque Te * based on the required power Pe * and the operation line. The hybrid electronic control unit 70 that executes the processing of steps S110 and S120 of the drive control routine of FIG. It corresponds to the door setting means ". When the rotation speed Ne of the engine 22 is increased when the battery temperature Tb is less than the threshold value Tref1, the rotation speed Ne of the engine 22 is set using the rotation speed change amount Nset that does not cause vibration or noise as the upper limit increase rate ΔN. Is set so that the engine speed increases toward the target speed Ne *, the engine 22 is operated at the set execution speed Nettag, and the required torque Tr is within the range of the input / output limits Win and Wout. * Torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so that * is output to the ring gear shaft 32a as a drive shaft, and the engine rotational speed Nettag and the target torque Te * are transmitted to the engine ECU 24 for the motor MG1, MG2 torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40, and the battery temperature Tb is a threshold value. When the rotational speed Ne of the engine 22 is increased when ref1 or more, the rotational speed Ne of the engine 22 is set to the target rotational speed Ne by using a larger value as the upper limit increase rate ΔN as the battery temperature Tb is higher than the rotational speed change amount Nset. The engine speed Nettag is set so as to increase toward *, the engine 22 is operated at the set engine speed Netag, and the required torque Tr * is used as the drive shaft within the range of the input / output limits Win and Wout. Torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so as to be output to the ring gear shaft 32a, and the engine rotational speed Nettag and the target torque Te * are set to the engine ECU 24 and the torque commands Tm1 of the motors MG1 and MG2 are set. * And Tm2 * are transmitted to the motor ECU 40, and the step of the drive control routine of FIG. The hybrid electronic control unit 70 that executes the processing of S130 to S210, the engine ECU 24 that controls the engine 22 based on the execution rotational speed Netag and the target torque Te *, and the motor that is based on the torque commands Tm1 * and Tm2 * The motor ECU 40 that controls MG1 and MG2 corresponds to “control means”. The counter-rotor motor 230 also corresponds to a “generator”, and the power distribution and integration mechanism 30 corresponds to a “three-axis power input / output unit”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “storage means” is not limited to the battery 50 configured as a lithium ion secondary battery, and various secondary batteries such as a nickel hydride secondary battery and a lead storage battery can be used. As long as the power can be exchanged and the absolute value of the maximum power that can be charged / discharged in a high temperature region of a predetermined temperature or higher is reduced, it may be anything. The “temperature detecting means” is not limited to the temperature sensor 51, and any means that detects the temperature of the power storage means may be used. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. As long as the required driving force required for the drive shaft is set, such as those for which the required torque is set based on the travel position on the travel route, such as those for which the travel route is set in advance It doesn't matter. As the “target operation point setting means”, a required power Pe * is set based on the required torque Tr *, and a target consisting of the target rotational speed Ne * and the target torque Te * based on the required power Pe * and the operation line. The present invention is not limited to setting an operation point, and any device can be used as long as it sets a target operation point consisting of a target rotational speed and a target torque of an internal combustion engine based on a required driving force and predetermined constraints. I do not care. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, when the rotation speed Ne of the engine 22 is increased when the battery temperature Tb is less than the threshold value Tref1, the rotation speed change amount Nset that does not cause vibration or noise is used as the upper limit increase rate ΔN. The engine speed Netag is set such that the engine speed Ne increases toward the target speed Ne *, and the engine 22 is operated at the set engine speed Nettag and the input / output limits Win, Wout are set. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the range of When the rotational speed Ne of the engine 22 is increased when Tb is equal to or greater than the threshold value Tref1, the rotational speed change amount Nset is larger. Using the larger value as the upper limit increase rate ΔN as the pond temperature Tb increases, the engine speed Netag is set so that the engine speed Ne increases toward the target engine speed Ne *. The torque command Tm1 *, Tm2 * of the motors MG1, MG2 is set so that the requested torque Tr * is output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win, Wout while the engine 22 is operated with Netag. Thus, the engine 22 and the motors MG1, MG2 are not limited to those that control the engine 22, and when the rotational speed Ne of the engine 22 is increased when the battery temperature Tb is equal to or higher than the threshold value Tref1, the engine is controlled regardless of the battery temperature Tb. The allowable increase rate Nmax obtained from the durability of the member rotated by the rotation of 22 is used as the upper limit increase rate ΔN. The engine speed Nettag is set so that the engine speed Ne of the gin 22 increases toward the target engine speed Ne *, and the engine 22 is operated at the set engine speed Netag and the input / output limits Win and Wout are set. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the range, and the engine 22 and the motors MG1 and MG2 are controlled. When the temperature of the power storage means is lower than the threshold temperature lower than the predetermined temperature, the driving force based on the required driving force is driven while the rotational speed of the internal combustion engine changes toward the target rotational speed within the range of the first rotational speed increase. The internal combustion engine, the generator, and the motor are controlled so as to be output to the shaft, and when the temperature of the power storage means is equal to or higher than the threshold temperature, the rotational speed of the internal combustion engine increases by the first rotational speed. Controlling the internal combustion engine, the generator, and the electric motor so that the driving force based on the required driving force is output to the drive shaft while changing toward the target rotational speed within the range of the second rotational speed increase that is greater than Anything can be used. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Any one of the three axes connected to the three axes of the drive shaft, the output shaft, and the rotating shaft of the generator, such as those connected to the motor and those having a different operation action from the planetary gear such as a differential gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. 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.

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

  The present invention is applicable to a power output device and a manufacturing industry of a vehicle equipped with the power output device.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30. It is explanatory drawing which shows an example of the map for an upper limit raise rate setting. Explanatory drawing which shows an example of the time change state of the output power of the engine 22 and the discharge power from the battery 50 when the required torque Tr * rapidly increases and the required power Pe * rapidly increases when the battery temperature Tb is equal to or higher than the threshold value Tref1. It is. It is explanatory drawing which shows an example of the map for an upper limit raise rate setting of a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

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

Claims (7)

A power output device that outputs power to a drive shaft,
An internal combustion engine that outputs power to the drive shaft;
A generator capable of inputting and outputting power and generating electric power using a part of the power from the internal combustion engine;
An electric motor that outputs power to the drive shaft;
Electric power storage means capable of exchanging electric power with the generator and the electric motor and having the performance of reducing the absolute value of the maximum electric power that may be charged and discharged in a high temperature region above a predetermined temperature;
Temperature detecting means for detecting the temperature of the power storage means;
Required driving force setting means for setting required driving force required for the drive shaft;
Target operating point setting means for setting a target operating point comprising a target rotational speed and a target torque of the internal combustion engine based on the set required driving force and a predetermined constraint;
When the detected temperature of the power storage means is lower than a threshold temperature lower than the predetermined temperature, the rotational speed of the internal combustion engine changes toward the set target rotational speed within a range of the first rotational speed increase. However, the internal combustion engine, the generator, and the electric motor are controlled such that a driving force based on the set required driving force is output to the driving shaft, and the detected temperature of the power storage means is equal to or higher than the threshold temperature. In this case, the set required driving force while the engine speed changes toward the set target engine speed within a range of the second engine speed increase that is greater than the first engine speed increase. Control means for controlling the internal combustion engine, the generator, and the electric motor so that a driving force based on the output is output to the drive shaft;
A power output device comprising:   2. The power output apparatus according to claim 1, wherein the second rotational speed increase degree is set to increase as the detected temperature of the power storage unit increases.   3. The power output according to claim 1, wherein the second increase in the rotational speed is set within a range equal to or less than an allowable maximum rotational speed increase obtained by durability of a component that rotates as the internal combustion engine rotates. apparatus.   When the control means increases the rotational speed of the internal combustion engine when the detected temperature of the power storage means is lower than the threshold temperature, the control means increases the rotational speed of the internal combustion engine by about the first rotational speed increase. The internal combustion engine rotates at the execution speed using the smaller one of the engine speed and the target speed as the execution speed, and is driven based on the set required driving force. The internal combustion engine, the generator, and the electric motor are controlled so that force is output to the drive shaft, and the rotational speed of the internal combustion engine is increased when the detected temperature of the power storage means is equal to or higher than the threshold temperature. The internal combustion engine uses the smaller one of the engine speed and the target engine speed as the effective engine speed, taking into account the increase of the second engine speed increase. The fruit 4. The means for controlling the internal combustion engine, the generator, and the electric motor so that a driving force based on the set required driving force is output to the driving shaft while rotating at a rotational speed for use. The power output device according to any one of claims.   It is connected to three shafts of the drive shaft, the output shaft of the internal combustion engine, and the rotating shaft of the generator, and power is supplied to the remaining shaft based on power input / output to / from any two of the three shafts. The power output apparatus according to any one of claims 1 to 4, further comprising three-axis power input / output means for inputting and outputting.   A vehicle comprising the power output device according to any one of claims 1 to 5 and an axle connected to the drive shaft. An internal combustion engine that outputs power to the drive shaft; a generator that can input and output power; and that generates power using a portion of the power from the internal combustion engine; an electric motor that outputs power to the drive shaft; and the generator And a power storage means capable of exchanging electric power with the electric motor and capable of charging / discharging in a high temperature region equal to or higher than a predetermined temperature and having a performance that reduces the absolute value of the maximum power,
Based on the required driving force required for the drive shaft and predetermined constraints, a target operating point consisting of the target rotational speed and target torque of the internal combustion engine is set,
When the temperature of the power storage means is lower than a threshold temperature lower than the predetermined temperature, the required driving force while the rotational speed of the internal combustion engine changes toward the set target rotational speed within a range where the first rotational speed increases. The internal combustion engine, the generator, and the electric motor are controlled so that a driving force based on the power is output to the drive shaft, and when the temperature of the power storage means is equal to or higher than the threshold temperature, the rotational speed of the internal combustion engine is the first The internal combustion engine is configured such that a driving force based on the required driving force is output to the drive shaft while changing toward the set target rotation speed within a range of a second rotation speed increase that is greater than a rotation speed increase of And controlling the generator and the electric motor,
A control method for a power output apparatus.

Images