JP2007118751A - Power output device, vehicle mounted with the same and method for controlling power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To much more surely protect an accumulating means when outputting a power from an internal combustion engine through a power input/output means to a driving shaft because the output of a power from a motor to the driving shaft is invalid. <P>SOLUTION: When the output of a power from a motor MG2 to a ring gear shaft 32a is invalid, the range of a driving force to be input/output from a motor MG1 is set based on a load factor limit Tm1R determined according to input/output limits Win and Wout of a battery 50 and the maximum rated torque of the motor MG1, and an engine 22 and the motor MG1 are controlled so that only the driving force to be output from the engine 22 can be output through a power distribution and integration mechanism 30 and the motor MG1 to the ring gear shaft 32a within the set range of the driving force. Thus, it is possible to prevent any excessive power from being input/output to the battery 50 by setting the range of the driving force of the motor MG1 for transferring a power with the battery 50 based on the input/output limits Win and Wout and the load factor limit Tm1R. <P>COPYRIGHT: (C)2007,JPO&INPIT

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, as this kind of power output device, the output shaft of the internal combustion engine, the rotating shaft of the generator, the driving shaft are connected to the sun gear, the carrier, and the ring gear of the planetary gear, respectively, and the rotating shaft of the motor is connected to the driving shaft. The thing mounted in the hybrid vehicle is proposed (for example, refer patent document 1). In this apparatus, a part of the power from the internal combustion engine is directly output to the drive shaft by taking charge of the reaction force in the generator, and the power is output from the motor to the drive shaft using the generated power of the generator. The power from the engine can be torque converted and output to the drive shaft.
JP-A-10-98805

  In the power output device described above, since a part of the power from the internal combustion engine can be output to the drive shaft by taking the reaction force from the generator, the power can be output from the motor to the drive shaft due to an abnormality in the motor or its drive circuit. Even if it runs out, power can be output to the drive shaft. In this case, since the electric power generated by the generator cannot be consumed by the electric motor and is continuously charged in the power storage device, it is necessary to protect the power storage device. Further, when the generator is stopped to prevent overcharging of the power storage device, there is a problem that power from the engine cannot be transmitted to the drive shaft.

  The present invention has been made in view of such a problem, and the power storage means when the power cannot be output from the electric motor to the drive shaft and the power is output from the internal combustion engine to the drive shaft via the electric power input / output means. It is an object of the present invention to provide a power output device that can more reliably protect the vehicle, a vehicle equipped with the power output device, and a control method for the power output device. Also, a power output device that can ensure power performance as much as possible when power cannot be output from the electric motor to the drive shaft and power is output from the internal combustion engine to the drive shaft via the electric power input / output means, An object is to provide a method for controlling a mounted vehicle and a power output apparatus.

  The present invention employs the following means in order to achieve at least a part of the above-described object.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
When a predetermined condition that disables output of power from the electric motor to the drive shaft is satisfied, the drive range of the power power input / output means is set based on the input / output restriction of the power storage means, and the setting is performed. Control means for controlling the internal combustion engine and the power power input / output means so that only the driving force output from the internal combustion engine via the power power input / output means within the drive range is output to the drive shaft. ,
It is equipped with.

  In this power output device, when a predetermined condition that disables output of power from the electric motor to the drive shaft is satisfied, the drive range of the power power input / output means is set based on the input / output limit of the power storage means, The internal combustion engine and the power drive input / output means are controlled so that only the drive force output from the internal combustion engine via the power drive input / output means is output to the drive shaft within the set drive range. In this way, since the drive range of the power drive input / output means for exchanging power with the power storage means is set based on the input / output restriction of the power storage means, it is possible to prevent excessive power from being input / output to the power storage means. is there. Therefore, it is possible to more reliably protect the power storage means when the power cannot be output from the electric motor to the drive shaft and the power is output from the internal combustion engine to the drive shaft via the power power input / output means.

  In the power output apparatus of the present invention, the control means may set a driving force range of the power power input / output means as a driving range of the power power input / output means. In this way, it is possible to set the driving force range of the power power input / output means using the input / output restriction of the power storage means.

  In the power output device of the present invention in which the range of the driving force of the power power input / output means is set, the control means is based on a load factor limit determined by the maximum rated driving force of the power power input / output means. A driving range of the power power input / output means is set, and the smaller one of the lower limit of the driving force range based on the input limit of the power storage means and the lower limit of the driving power range based on the load factor limit is set to the power power input. You may set as a minimum of the range of the driving force output from an output means. By doing so, the range of the driving force of the power motive power input / output means is set to a smaller range using the load factor limitation of the power motive power input / output means, so that the power storage means can be more reliably protected. The smaller one of the absolute value of the lower limit based on the input restriction of the power storage means and the absolute value of the lower limit based on the load factor restriction of the electric power input / output means may be set as the lower limit of the driving force range. .

  The power output apparatus according to the present invention includes a storage state grasping unit that grasps a storage state of the power storage unit, and the control unit is configured such that when the storage state grasped by the storage state grasping unit is within a predetermined required charging range. Controlling the power drive input / output means and the internal combustion engine so that only the driving force output from the internal combustion engine is output to the drive shaft while outputting electric power to the power storage means, When in the required discharge range, the power power input / output means is driven by the power output from the power storage means, and only the driving force output from the internal combustion engine is output to the drive shaft. The output means and the internal combustion engine may be controlled. In this way, when the power storage state is within the predetermined required charge range, the power storage means is charged with power, and when the power storage state is within the predetermined discharge required range, the power stored in the power storage means is consumed to Since overcharge can be suppressed, it is possible to ensure as much power performance as possible when power cannot be output from the motor to the drive shaft and power is output from the internal combustion engine to the drive shaft via the power power input / output means. it can.

  In the power output apparatus of the present invention having a storage state grasping means, the power driving input / output means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, When power to be input / output to / from any two of the shafts is determined, power to be input / output to the remaining one shaft is determined, and power to the third rotary shaft is determined. The control means sets the target rotational speed of the generator to a value on the power generation side of the generator when the state of charge is within a predetermined required charging range. By controlling the power drive input / output means and the internal combustion engine so that power is output to the power storage means and only the driving force output from the internal combustion engine is output to the drive shaft, the power storage state is When it is within the predetermined required discharge range, By setting the rotational speed to a value on the drive side of the generator, the power power input / output means is driven by the power output from the power storage means, and only the driving force output from the internal combustion engine is the drive shaft. The power power input / output means and the internal combustion engine may be controlled so as to be output to each other. In this way, by setting the target rotational speed of the generator, it is possible to relatively easily switch between charging the power storage means and consuming power stored in the power storage means. At this time, when the rotational speed of the internal combustion engine corresponding to the target rotational speed of the generator is out of a predetermined driveable range in which the internal combustion engine can be driven stably, the control means is within the driveable range. The target rotational speed of the internal combustion engine may be set so that By doing so, the rotational speed of the internal combustion engine falls within a predetermined drivable range, so that stable driving of the internal combustion engine can be ensured. At this time, when the power storage state is in a predetermined intermediate range between the required charge range and the required discharge range, the control means sets the target of the generator when the power storage state is in the required charge range. A target rotational speed smaller than the rotational speed may be set. In this way, when the power storage state of the power storage means is within a predetermined intermediate range, the target rotational speed can be reduced to suppress the amount of power generation, so that the power storage means can be more reliably protected and the power storage means As a result, the power performance can be ensured as much as possible.

  In the power output apparatus of the present invention, the predetermined condition may be a condition that is satisfied when an abnormality occurs in an electric motor drive system including the electric motor. Here, the “motor drive system” includes, in addition to the electric motor, a drive circuit and a control means for driving the motor.

  A vehicle according to the present invention is equipped with any of the power output devices described above, and an axle is connected to the drive shaft. The power output device according to the present invention outputs power from an electric motor to the drive shaft. Since it is possible to more reliably protect the power storage means when power is being output from the internal combustion engine to the drive shaft via the power power input / output means, a vehicle equipped with this will also have the same effect. Become.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, and an electric power input connected to the output shaft of the internal combustion engine and the drive shaft and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of electric power and power. Power output that outputs power to the drive shaft using output means, an electric motor that can input / output power to the drive shaft, and an electric power input / output means and power storage means that can exchange electric power with the motor An apparatus control method comprising:
When a predetermined condition that disables output of power from the electric motor to the drive shaft is satisfied, the drive range of the power power input / output means is set based on the input / output restriction of the power storage means, and the setting is performed. Driving control of the internal combustion engine and the power power input / output means so that only the driving force output from the internal combustion engine via the power power input / output means is output to the drive shaft within the drive range. Is included.

  In this power output device control method, when a predetermined condition that disables output of power from the electric motor to the drive shaft is satisfied, the drive range of the power power input / output means is set based on the input / output restriction of the power storage means. The internal combustion engine and the power drive input / output unit are controlled so that only the drive force output from the internal combustion engine via the power drive input / output unit is output to the drive shaft within the set drive range. As described above, since the drive range of the power drive input / output means for exchanging power with the power storage means is set based on the input / output restriction of the power storage means, it is possible to prevent excessive power from being input / output to the power storage means. is there. Therefore, it is possible to more reliably protect the power storage means when the power cannot be output from the electric motor to the drive shaft and the power is output from the internal combustion engine to the drive shaft via the electric power input / output means. In the method for controlling the power output apparatus, various aspects of the power output apparatus described above may be employed, and steps for realizing the functions of the power output apparatus described above may be added.

  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 a 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 power output apparatus.

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

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

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, a voltage between terminals from the voltage sensor 51 a installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the received current sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input. Output to 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

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

  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 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. The driving of the engine MG2 and the motor MG1 are controlled so that the power from the engine 22 is transmitted to the ring gear shaft 32a via the power distribution and integration mechanism 30 while the driving of the motor MG2 is stopped and the reaction force is received by the motor MG1. There is a straight running mode that runs. The direct running mode is a mode that is executed mainly when an abnormality occurs in the motor MG2 or the inverter 42.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is stored in the ROM 74 and 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 Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control, such as Nm2, the rotational speed Ne of the engine 22 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 23a 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 remaining capacity SOC of the battery 50 is calculated from the integrated value of the charging / discharging current of the battery 50 detected by the current sensor 51b, and is input from the motor ECU 40 by communication. Further, the input / output restrictions Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity SOC of the battery 50 and are input from the battery ECU 52 by communication. It was. The input / output limits Win and Wout of the battery 50 are set to basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limit correction coefficient and the input limit are set based on the remaining capacity SOC of the battery 50. The correction coefficient is set, and the input / output limits Win and Wout can be set by multiplying the basic values of the set input / output limits Win and Wout by the correction coefficient. FIG. 3 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 4 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.

  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. 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.

  When the required torque Tr * is set in this way, it is determined whether or not the motor MG2 and the inverter 42 are abnormal and the motor MG2 cannot generate torque (step S120). The determination of the abnormality of the motor MG2 or the inverter 42 is, for example, whether or not the current flowing through the motor MG2 or the inverter 42 corresponds to the torque command, or the allowable limit temperature where the temperature of the motor MG2 or the inverter 42 is set in advance. It is performed by determining whether or not the number is exceeded. When the motor MG2 can generate torque, normal time control is executed (step S130), and this routine is terminated.

  Here, the normal control in step S130 will be described. First, the required power Pe * required for the engine 22 is set from the required torque Tr * set in step S110. The required power Pe * is calculated as the sum of the required torque Tr * multiplied by the rotation 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. Next, the target engine speed Ne * and the target torque Te * are set from the intersection of the operation line for operating the engine 22 efficiently and the curve of the required power Pe * (Ne * × Te *). Subsequently, torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set so that the torque required when the engine 22 is operated at the operation point of the target rotational speed Ne * and the target torque Te * can be output. At this time, by setting the torque command Tm2 * of the motor MG2 based on the input / output limits Win and Wout of the battery 50, the required torque Tr * is set as a torque limited within the range of the input / output limits Win and Wout. Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40, respectively. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. Further, 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 *. I do. As described above, when the motor MG2 can output torque, the engine 20, the motor MG1, and the motor MG2 are driven and controlled so that the power required for the vehicle is efficiently output.

  On the other hand, when motor MG2 is in a state where torque cannot be generated in step S120, a command to shut off inverter 42 that inputs / outputs electric power of motor MG2 is transmitted to motor ECU 40 (step S140), and steps S130 to S270 are performed directly. The running control (straight running mode) is executed. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of each rotating element of the power distribution and integration mechanism 30 when traveling in the straight traveling mode. 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. As shown in the figure, in the straight traveling mode, the engine 22 is operated at the rotational speed Ne *, and the motor MG1 outputs the power generation torque Tm1 *, so that a positive torque is output to the ring gear shaft 32a. In this direct running control, first, the required torque Tr * set in step S110 is multiplied by the gear ratio ρ of the power distribution and integration mechanism 30 and (-1) is multiplied by the temporary torque command Tm1tmp to be output from the motor MG1. Is calculated (step S150).

  When provisional torque command Tm1tmp of motor MG1 is set, the value of remaining capacity SOC of battery 50 is examined (step S160). Here, the reason why the remaining capacity SOC of the battery 50 is checked is to set the power input / output of the motor MG1 in accordance with the remaining capacity SOC of the battery 50. Here, as a range of the remaining capacity SOC of the battery 50, a required charging range in which the value of the remaining capacity SOC of the battery 50 is low and charging is required, and a required discharging range in which the value of the remaining capacity SOC of the battery 50 is relatively high and requires discharging. An intermediate range between the charge range and the discharge range is defined. For example, the required charge range is set to 40% or less, the discharge required range is set to 60% or more, and the intermediate range is set to more than 40% and less than 60%.

When the value of the remaining capacity SOC of the battery 50 is in the intermediate range in step S150, the predetermined rotational speed Nm1A is set as the temporary target rotational speed Nm1tmp of the motor MG1 (step S160). The rotational speed Nm1A is set to a small rotational speed (for example, 100 rpm) so as to suppress the rotational speed of the engine 22 as much as possible. As indicated by the solid line in FIG. 6, the rotational speed Nm1A is set to the temporary target rotational speed Nm1tmp. After setting the temporary target speed Nm1tmp, the target speed Ne * of the engine 22 is set (step S230). Here, the temporary target rotational speed Nettmp of the engine 22 when the motor MG1 rotates at the temporary target rotational speed Nm1tmp is obtained by calculating the following equation (1) using the rotational speed Nr of the ring gear shaft 32a and the gear ratio ρ. Further, the target rotational speed Ne * is set such that the temporary target rotational speed Netmp of the engine 22 falls within the drivable range where the engine 22 can be driven stably. Equation (1) can be easily derived from FIG. This drivable range is defined as a range between a minimum rotation speed Nemin (for example, 600 rpm) at which the engine 22 can be driven stably and a maximum rotation speed Nemax (for example, 6000 rpm) at which the engine 22 can be driven. Yes. Here, the target rotational speed Ne * is set as a value obtained by limiting the temporary target rotational speed Netmp by the maximum rotational speed Nemax and the minimum rotational speed Nemin. In this way, the target rotational speed Nm1 * of the motor MG1 is set to the temporary target rotational speed Nm1tmp or a value as close as possible, and the target rotational speed Ne * of the engine 22 is set within the drivable range.
Netmp = Nm1tmp ・ ρ / (1 + ρ) + Nr / (1 + ρ) (1)

When the target rotational speed Ne * of the engine 22 is set, torque limits Tm1max and Tm1min are set as upper and lower limits of torque that may be input / output by the motor MG1 that satisfies both the following expressions (2) and (3) (step) S240). Expression (2) is a relational expression in which the sum of electric power input / output by the motor MG1 and the motor MG2 is within the range of the input / output limits Win, Wout. Further, the expression (3) is an expression representing a load factor limit Tm1R (for example, 30% or less of the maximum rated torque) on the power generation side determined by the maximum rated torque of the motor MG1. FIG. 7 is an explanatory diagram for setting the range of the torque command Tm1 * of the motor MG1. In FIG. 7, the vertical axis represents the torque command Tm2 * of the motor MG2, and the horizontal axis represents the temporary torque command Tm1tmp on the driving side of the motor MG1, and the negative side represents the temporary torque command Tm1tmp on the power generation side of the motor MG1. The upper and lower limit values Tm1max and Tm1min can be obtained as the maximum value and the minimum value in the region surrounded by the three lines of the equations (2) and (3). Here, since torque cannot be output from the motor MG2, and the torque command Tm2 * of the motor MG2 is 0, the torque limits Tm1max and Tm1min can be obtained from the intersection of Tm2 * = 0 and these three lines. . Here, the torque limit Tm1max is set to the output limit Wout of the battery 50 divided by the rotation speed Nm1 of the motor MG1. Torque limit Tm1min is set to the smaller one of the absolute value of input limit Win of battery 50 divided by rotation speed Nm1 of motor MG1 and the absolute value of load factor limit Tm1R of motor MG1. Subsequently, a torque command Tm1 * for the motor MG1 is set using the set torque limits Tm1max and Tm1min (step S250). Here, the torque command Tm1 * is set to a value obtained by limiting the temporary torque command Tm1tmp of the motor MG1 set in step S150 by the torque limit Tm1max and the torque limit Tm1min. Thus, the torque command Tm1 * of the motor MG1 is set so that it is within the range obtained by dividing the input / output limits Win, Wout of the battery 50 by the rotation speed Nm1 and within the range of the load factor Tm1R of the maximum rated torque of the motor MG1. be able to.
Win ≦ Tm1tmp ・ Nm1 + Tm2 * ・ Nm2 ≦ Wout (2)
Tm1tmp ≧ Tm1R (3)

  When the target rotational speed Ne * of the engine 22 and the torque command Tm1 * of the motor MG1 are thus set, the engine 22 is driven by feedback control so that the deviation between the target rotational speed Ne * of the engine 22 and the current rotational speed Ne is canceled out. At the same time, the motor MG1 is driven and controlled so that a torque commensurate with the torque command Tm1 * is output from the motor MG1 (step S260), and this routine is terminated. Specifically, the drive control of the engine 22 and the motor MG1 is performed by transmitting the target rotational speed Ne * to the engine ECU 24 and transmitting the torque command Tm1 * to the motor ECU 40, thereby receiving the target rotational speed Ne * received by the engine ECU 24. The control of the switching element of the inverter 41 is performed so that the motor MG1 is operated by the torque command Tm1 * received by the motor ECU 40. Do.

  On the other hand, when the value of the remaining capacity SOC of the battery 50 is within the required charging range in step S160, the predetermined rotational speed Nm1B is set as the temporary target rotational speed Nm1tmp of the motor MG1 (step S180). This rotational speed Nm1B is set to a rotational speed somewhat higher than the rotational speed Nm1A (for example, 1000 rpm) so that torque can be easily output from the engine 22. The rotational speed Nm1B is set to the temporary target rotational speed Nm1tmp of the motor MG1 as indicated by the one-dot chain line in FIG. After setting the temporary target rotational speed Nm1tmp, the temporary target rotational speed Netmp of the engine 22 is calculated from the equation (1) using the rotational speed Nr of the ring gear shaft 32a and the gear ratio ρ of the ring gear shaft 32a in the same manner as described above. Then, the target rotational speed Ne * is set so that the temporary target rotational speed Netmp falls within the drivable range in which the engine 22 can be driven stably (step S230). Subsequently, the torque limit Tm1max is set to the output limit Wout of the battery 50 divided by the rotational speed Nm1 of the motor MG1, and the absolute value of the input limit Win of the battery 50 divided by the rotational speed Nm1 of the motor MG1 and the motor The torque limit Tm1min is set to the smaller one of the absolute values of the load factor limit Tm1R of MG1 (step S240), and the torque command Tm1 * of the motor MG1 is set to be within the set torque limits Tm1max and Tm1min ( Step S250). When the target rotational speed Ne * of the engine 22 and the torque command Tm1 * of the motor MG1 are thus set, the engine 22 is driven by feedback control so that the deviation between the target rotational speed Ne * of the engine 22 and the current rotational speed Ne is canceled out. At the same time, the motor MG1 is driven and controlled so that a torque commensurate with the torque command Tm1 * is output from the motor MG1 (step S260), and this routine is terminated. As described above, when the value of the remaining capacity SOC of the battery 50 is within the required charge range, the battery 50 travels while supplying the electric power generated by the motor MG1 to the battery 50 whose storage amount has decreased.

  On the other hand, when the value of the remaining capacity SOC of the battery 50 is within the required discharge range in step S160, it is determined whether or not the rotation speed Nr of the ring gear shaft 32a is less than the threshold value Nrthr (step S190). The threshold Nrthr is determined as the rotational speed of the ring gear shaft 32a so that the rotational speed Nm1 of the motor MG1 becomes negative when the engine 22 is at the minimum rotational speed Nemin (see the dotted line in FIG. 6). That is, when the rotation speed Nr of the ring gear shaft 32a is equal to or greater than the threshold value Nrthr, the temporary target rotation speed Nm1tmp of the motor MG1 can be set to negative rotation. When the rotational speed Nr of the ring gear shaft 32a is less than the predetermined threshold Nrthr in step S190, the temporary target rotational speed Nm1tmp of the motor MG1 cannot be set to negative rotation to prevent the engine 22 from stalling, and the required torque is applied to the ring gear shaft 32a. Since the electric power generated by the motor MG1 when outputting Tr * continues to be charged in the battery 50 in the required discharge range, the target rotational speed Ne * of the engine 22 is set to an idle rotational speed Neidle (for example, 600 rpm). The torque command Tm1 * is set to 0 (step S200), the engine 22 is controlled to be idling and the motor MG1 is controlled to achieve zero torque (step S210), and this routine is terminated. Thus, when the value of the remaining capacity SOC of the battery 50 is within the required discharge range and the rotational speed Nr of the ring gear shaft 32a is less than the threshold value Nrthr, the traveling is stopped and the remaining capacity of the battery 50 in which the charged amount is increased. It waits for the SOC to be consumed by an auxiliary machine (for example, an air conditioner) and to decrease.

  On the other hand, when the rotational speed Nr of the ring gear shaft 32a is not less than the threshold value Nrthr in step S190, that is, when the rotational speed Nr is greater than or equal to the threshold value Nrthr, the predetermined rotational speed Nm1C is set as the temporary target rotational speed Nm1tmp of the motor MG1 (step S220). ). The rotational speed Nm1C is set to a negative rotational speed (for example, −1000 rpm) so that the motor MG1 consumes electric power from the battery 50 and outputs torque to the ring gear shaft 32a. Here, as indicated by a two-dot chain line in FIG. 6, a negative rotational speed Nm1C is set as the temporary target rotational speed Nm1tmp of the motor MG1. As described above, when the rotation speed Nm1 of the motor MG1 is set, the torque Tm1 * is applied in a direction (downward in FIG. 6) in which the power of the battery 50 is consumed and the rotation speed of the engine 22 is suppressed by the motor MG1. Torque (−Tm1 * / ρ) is output to the ring gear shaft 32a on the drive shaft. After setting the temporary target rotational speed Nm1tmp, the temporary target rotational speed Netmp of the engine 22 is calculated from the equation (1) using the rotational speed Nr of the ring gear shaft 32a and the gear ratio ρ of the ring gear shaft 32a in the same manner as described above. Then, the target rotational speed Ne * is set so that the temporary target rotational speed Netmp falls within the driveable range of the engine 22 (step S230). Subsequently, the torque limit Tm1max is set to the output limit Wout of the battery 50 divided by the rotational speed Nm1 of the motor MG1, and the absolute value of the input limit Win of the battery 50 divided by the rotational speed Nm1 of the motor MG1 and the motor The torque limit Tm1min is set to the smaller one of the absolute values of the load factor limit Tm1R of MG1 (step S240), and the torque command Tm1 * of the motor MG1 is set to be within the set torque limits Tm1max and Tm1min ( Step S250). When the target rotational speed Ne * of the engine 22 and the torque command Tm1 * of the motor MG1 are thus set, the engine 22 is driven by feedback control so that the deviation between the target rotational speed Ne * of the engine 22 and the current rotational speed Ne is canceled out. At the same time, the motor MG1 is driven and controlled so that a torque commensurate with the torque command Tm1 * is output from the motor MG1 (step S260), and this routine is terminated. Thus, when the value of the remaining capacity SOC of the battery 50 is within the required discharge range and the rotation speed Nr of the ring gear shaft 32a is equal to or greater than the threshold value Nrthr, the motor MG1 consumes the electric power of the battery 50 with the increased amount of charge. While driving.

  According to the hybrid vehicle 20 of the present embodiment described in detail above, when power cannot be output from the motor MG2 to the ring gear shaft 32a, the input / output limits Win, Wout as parameters relating to the input / output of the power of the battery 50, and A driving force range input / output from the motor MG1 is set based on the load factor limit Tm1R, and the driving force output from the engine 22 via the power distribution and integration mechanism 30 and the motor MG1 within the set driving force range. The engine 22 and the motor MG1 are controlled so that only the power is output to the ring gear shaft 32a. Thus, since the range of the driving force of the motor MG1 that exchanges power with the battery 50 is set based on the input / output limits Win, Wout and the load factor limit Tm1R, excessive power is input / output to / from the battery 50. Can be prevented. Therefore, it is possible to more reliably protect the battery 50 when power cannot be output from the motor MG2 to the ring gear shaft 32a and driving force is output from the engine 22 to the ring gear shaft 32a via the ring gear shaft 32a.

  Further, the lower of the range of driving force output from the motor MG1 is the smaller one of the absolute value of the input limit Win of the power to the battery 50 divided by the rotational speed Nm1 and the load factor limit Tm1R of the motor MG1. Therefore, the range of the driving force of the motor MG1 can be set to a smaller range, and the battery 50 can be protected more reliably. Further, since the driving force of the motor MG1 is limited by the load factor limit Tm1R of the motor MG1, it is possible to reduce the influence of the driving force from the motor MG1 being transmitted to the output shaft of the engine 22 and to ensure stable control. .

  Further, when the remaining capacity SOC of the battery 50 is in the required charging range, the battery 50 is charged with electric power, and when the remaining capacity SOC of the battery 50 is in the required discharging range, the electric power stored in the battery 50 is consumed by the motor MG1. Since overcharging of the battery 50 can be suppressed, retreat travel for as long as possible can be ensured when power cannot be output from the motor MG2 to the ring gear shaft 32a (in the direct travel mode).

  Furthermore, when the remaining capacity SOC of the battery 50 is in the required charge range, the temporary target rotational speed Nm1tmp of the motor MG1 is set to a positive rotation value, and when the remaining capacity SOC of the battery 50 is in the required discharge range, the motor MG1. In order to set the target rotation speed to a negative rotation value, the provisional target rotation speed Nm1tmp of the motor MG1 is set so that the charging of the battery 50 and the consumption of the electric power stored in the battery 50 are switched relatively easily. be able to. Further, when the rotational speed Ne * of the engine 22 corresponding to the temporary target rotational speed Nm1tmp of the motor MG1 is out of the driveable range of the engine 22, the rotational speed Ne * of the engine 22 is changed to be within the driveable range. Therefore, stable driving of the engine 22 can be ensured. Furthermore, when the remaining capacity SOC of the battery 50 is in the intermediate range, the target speed SOC is set to a target rotational speed Nm1A that is smaller than the target rotational speed Nm1B of the motor MG1 when the remaining capacity SOC is in the required charging range. When it is within the range, it is possible to reduce the target power generation amount by reducing the target rotational speed, and it is possible to protect the battery 50 more reliably, and to suppress the overcharge of the battery 50 and to ensure the retreat travel as much as possible. be able to.

  In addition, this invention is not limited to the Example mentioned above at all, and as long as it belongs to the technical scope of this invention, it cannot be overemphasized that it can implement with a various aspect.

  For example, in the above-described embodiment, the torque limit Tm1max is set to the output limit Wout of the battery 50 divided by the rotation speed Nm1 of the motor MG1, and the input limit Win of the battery 50 is divided by the rotation speed Nm1 of the motor MG1. Although the torque limit Tm1min is set to the smaller of the absolute value and the absolute value of the load factor limit Tm1R of the motor MG1, the load factor limit Tm1R of the motor MG1 may be omitted. Even in this case, input / output of excessive electric power to the battery 50 can be suppressed, and the battery 50 can be more reliably protected.

  In the above-described embodiment, the temporary target rotation speed Nm1tmp of the motor MG1 is set based on the remaining capacity SOC of the battery 50, and the power generation and driving in the motor MG1 are switched. However, the processing in steps S160 to S210 is omitted. May be. That is, the torque command Tm1 * of the motor MG1 may be limited only by the input / output limits Win and Wout of the battery 50 and the load factor limit Tm1R of the motor MG1. Even in this case, it is possible to more reliably protect the battery 50 when power cannot be output from the motor MG2 to the ring gear shaft 32a and driving force is output from the engine 22 to the ring gear shaft 32a via the ring gear shaft 32a.

  In the embodiment described above, the required charging range, the intermediate range, and the required discharging range of the battery 50 are not changed depending on the power generation / driving state of the motor MG1, but as shown in FIG. It may be provided. Specifically, while the battery 50 is being charged, the remaining capacity SOC is set to the required charging range of the remaining capacity S2 (for example, 43%) or less, and the remaining capacity SOC is set to the intermediate range until the remaining capacity S4 (for example, 50%) is reached. S4 or more is defined as a required discharge range. On the other hand, during the discharge of the battery 50, the remaining capacity S3 (for example, 47%) which is smaller than the remaining capacity S4 is set as the required discharge range, and the remaining capacity S1 (for example, 40%) is smaller than the remaining capacity S2. The remaining range S1 is equal to or lower than the remaining charge S1. In this way, stable control can be performed by reducing the frequency of switching of the target rotational speed Nm1 * of the motor MG1 due to switching between charging and discharging of the battery 50.

  In the above-described embodiment, the required torque Tr * corresponding to the accelerator opening Acc is set when the accelerator pedal 83 is turned on in the straight traveling mode. However, when the accelerator pedal 83 is turned on in the direct traveling mode, the required torque Tr * is set. A constant torque may be set as the required torque Tr * regardless of the accelerator opening Acc.

  In the above-described embodiment, the description has been mainly given of the case where the accelerator pedal 83 is turned on in the straight traveling mode. However, when the accelerator opening degree Acc is off, the direction in which the rotational speed of the engine 22 is increased using the electric power from the battery 50. Alternatively, the braking force generated by the friction of the engine 22 may be output to the ring gear shaft 32a by driving the motor MG1. FIG. 9 is a collinear diagram when the braking force due to the friction of the engine 22 is output to the ring gear shaft 32a. In FIG. 9, since the braking is being performed, the required torque Tr * is opposite to the required torque Tr * in FIG. Even in this case, the evacuation traveling can be ensured as much as possible by consuming the electric power of the battery 50 in the straight traveling mode in which charging is easy. At this time, the upper limit value of the torque command Tm1 * of the motor MG1 may be limited and set by the torque limit Tm1F determined based on the braking force due to the friction of the engine 22. Even if the motor MG1 is driven in a direction to increase the rotational speed of the engine 22, the torque limit Tm1F does not increase the rotational speed Ne due to the friction of the engine 22, and the engine 22 is controlled so as to close a throttle valve (not shown). Is set to the maximum torque value that will not misfire. FIG. 10 is an explanatory diagram for setting a range of a torque command Tm1 * of another motor MG1. Here, the upper limit value of torque command Tm1 * is determined to be the smaller of torque limit Tm1F and output limit Wout divided by rotation speed Nm1 of motor MG1. In this way, when the braking force due to the friction of the engine 22 is output to the ring gear shaft 32a by driving the motor MG1, misfire can be prevented and the engine 22 can be driven stably.

  In the above-described embodiment, when the torque cannot be output from the motor MG2, the gate of the inverter 42 is shut off in step S140. However, when the inverter 42 is operable, a zero torque command may be issued.

  In the above-described embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. It may be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. D) different from an axle to which the shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the above-described embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the ring gear shaft 32a connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modification of FIG. As illustrated in the hybrid vehicle 220, the engine 22 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a ring gear shaft 32a that outputs power to the drive wheels 63a and 63b. A counter-rotor motor MG2230 that transmits a part of the power to the ring gear shaft 32a and converts the remaining power into electric power may be provided.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a 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 relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the alignment chart for demonstrating the setting of the target rotation speed of motor MG1. It is explanatory drawing which sets the range of torque instruction Tm1 * of motor MG1. It is explanatory drawing of the relationship between remaining capacity SOC, a charge required range, an intermediate | middle range, and a discharge required range. FIG. 6 is a collinear diagram when braking force due to friction of the engine 22 is output to the ring gear shaft 32a. It is explanatory drawing which sets the range of torque command Tm1 * of another motor MG1. 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, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 electronic control for battery Unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b driving wheel, 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, 230 to rotor motor MG2, 232 inner rotor 234 outer rotor , MG1, MG2 motors.

Claims (10)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
When a predetermined condition that disables output of power from the electric motor to the drive shaft is satisfied, the drive range of the power power input / output means is set based on the input / output restriction of the power storage means, and the setting is performed. Control means for controlling the internal combustion engine and the power power input / output means so that only the driving force output from the internal combustion engine via the power power input / output means within the drive range is output to the drive shaft. ,
Power output device with The control means sets a range of driving force of the power power input / output means as a driving range of the power power input / output means.
The power output device according to claim 1. The control means sets a drive range of the power power input / output means based on a load factor restriction determined by a maximum rated driving force of the power power input / output means, and sets the drive power based on the input restriction of the power storage means. The smaller one of the lower limit of the range and the lower limit of the range of the driving force based on the load factor limitation is set as the lower limit of the range of the driving force output from the power drive input / output unit.
The power output apparatus according to claim 2. The power output device according to any one of claims 1 to 3,
Power storage state grasping means for grasping the power storage state of the power storage means,
The control means outputs power to the power storage means and only the driving force output from the internal combustion engine is applied to the drive shaft when the power storage state grasped by the power storage state grasping means is within a predetermined required charging range. The power motive power input / output means and the internal combustion engine are controlled so as to be output, and the power motive power input / output means is driven by the power output from the power storage means when the power storage state is within a predetermined required discharge range. And controlling the power drive input / output means and the internal combustion engine so that only the driving force output from the internal combustion engine is output to the drive shaft.
Power output device. The power power input / output means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and power to be input / output to any two of the three shafts is determined. Then, a means comprising a three-axis power input / output means for determining the power input / output to / from the remaining one shaft, and a generator capable of inputting / outputting power to the third rotating shaft,
When the power storage state is within a predetermined required charging range, the control means outputs electric power to the power storage means by setting the target rotational speed of the generator to a value on the power generation side of the generator and the internal combustion engine. The power power input / output means and the internal combustion engine are controlled so that only the driving force output from the engine is output to the drive shaft, and when the state of charge is within a predetermined discharge required range, By setting the rotational speed to a value on the drive side of the generator, the power power input / output means is driven by the power output from the power storage means, and only the driving force output from the internal combustion engine is the drive shaft. Controlling the power drive input / output means and the internal combustion engine to be output to
The power output apparatus according to claim 4. When the rotational speed of the internal combustion engine corresponding to the target rotational speed of the generator is out of a predetermined driveable range in which the internal combustion engine can be driven stably, the control means is within the driveable range. Setting a target rotational speed of the internal combustion engine;
The power output apparatus according to claim 5. The control means, when the power storage state is in a predetermined intermediate range between the charge required range and the discharge required range, from a target rotational speed of the generator when the power storage state is in the charge required range Set the target speed to a small value,
The power output apparatus according to claim 5 or 6. The predetermined condition is a condition that is satisfied when an abnormality occurs in an electric motor drive system including the electric motor.
The power output apparatus in any one of Claims 1-7.   A vehicle comprising the power output device according to claim 1 and an axle connected to the drive shaft. An internal combustion engine, and an electric power input connected to the output shaft of the internal combustion engine and the drive shaft and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of electric power and power. Power output that outputs power to the drive shaft using output means, an electric motor that can input / output power to the drive shaft, and an electric power input / output means and power storage means that can exchange electric power with the motor An apparatus control method comprising:
When a predetermined condition that disables output of power from the electric motor to the drive shaft is satisfied, the drive range of the power power input / output means is set based on the input / output restriction of the power storage means, and the setting is performed. Driving and controlling the internal combustion engine and the power power input / output means so that only the driving force output from the internal combustion engine via the power power input / output means within the drive range is output to the drive shaft;
Control method of power output device.

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