JP5136205B2 - POWER OUTPUT DEVICE, ITS CONTROL METHOD, AND VEHICLE - Google Patents

Description

  The present invention relates to a power output apparatus, a control method therefor, and a vehicle.

Conventionally, as this type of power output device, an on-vehicle device including an engine and a first motor generator that outputs power to a drive shaft via a power split mechanism and a second motor generator that outputs power to the drive shaft is provided. Then, when the switching element of the inverter which drives the 2nd motor generator as a three-phase alternating current motor short-circuits, what copes with this is proposed (for example, refer to patent documents 1). Also, as an inverter fail-safe device, when an off failure occurs in which the switching element of the inverter that drives the synchronous motor continues to turn off, the output of the PWM signal of the combination that turns on the off-failed element is stopped, and the other One that continues output of the PWM signal has been proposed (see, for example, Patent Document 2).
JP 2008-11683 A JP-A-8-186984

  In the power output apparatus described above, when an off-failure has occurred in some switching elements of the inverter that drives the second motor generator, if the engine is cranked and started by the first motor generator, the drive shaft is It may rotate and the engine cannot be started properly. In this case, it is conceivable to drive the second motor generator to lock the drive shaft. However, depending on the rotational position of the rotor of the second motor generator, the second motor generator cannot be driven normally and the engine can be started. Can not.

  The main object of the power output apparatus, the control method thereof, and the vehicle according to the present invention is to start the internal combustion engine more appropriately when an OFF abnormality occurs in the inverter circuit for the electric motor.

  The power output device, the control method thereof, and the vehicle of the present invention employ the following means in order to achieve at least the above-described main 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;
A generator capable of inputting and outputting power;
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. 3-axis power input / output means for input / output;
An electric motor capable of inputting and outputting power to the drive shaft and driven by multiphase AC power;
An inverter circuit for a generator that drives the generator;
An inverter circuit for an electric motor that drives the electric motor;
Electric storage means capable of exchanging electric power through the generator and the electric motor, the inverter circuit for the electric generator and the inverter circuit for the electric motor,
When the internal combustion engine is started during an off abnormality in which some switching elements of the inverter circuit for the motor do not operate in an off state, the internal combustion engine is cranked by the generator. Control of the inverter circuit for the generator and the torque applied to the drive shaft by the cranking of the internal combustion engine by the generator within the normal electrical angle range in which the motor can be driven normally. Control means for controlling the inverter circuit for the motor so as to be canceled by torque due to driving, and controlling the internal combustion engine so as to start the internal combustion engine;
It is a summary to provide.

  In this power output apparatus of the present invention, when the internal combustion engine is started during an off abnormality that does not work when some of the switching elements of the inverter circuit for the motor are off, the internal combustion engine is shut down by the generator. Control of the inverter circuit for the generator to be ranked and drive the motor within the normal electrical angle range, which is the range of electrical angles that can drive the motor normally with the torque acting on the drive shaft by the cranking of the internal combustion engine by the generator The inverter circuit for the motor is controlled so as to be canceled by the torque generated by the engine, and the internal combustion engine is controlled so as to start the internal combustion engine. As a result, the internal combustion engine can be started even when an off abnormality occurs in the inverter circuit for the motor. Here, the “three-axis power input / output means” may be a single pinion type or double pinion type planetary gear mechanism, or may be a differential gear.

  In such a power output apparatus of the present invention, when the internal combustion engine is started while the OFF abnormality is occurring, the control means calculates the electric power of the motor calculated based on the rotational position of the rotor of the motor. Means for controlling the generator inverter circuit such that when the angle is outside the normal electrical angle range, the drive shaft is rotated by torque from the generator so that the electrical angle of the motor is within the normal electrical angle range; It can also be. In this way, the internal combustion engine can be started when the electric angle is outside the range of the electrical angle at which the electric motor can be driven normally. In this case, when the internal combustion engine is started while the off abnormality is occurring, the control means drives the generator to drive the electric power of the motor when the electric angle of the motor is outside the normal electric angle range. It can also be a means for controlling the inverter circuit for a generator so that the angle becomes an electrical angle substantially in the center of the normal electrical angle range. In this way, the internal combustion engine can be started more reliably.

  The vehicle of the present invention is the power output device of the present invention according to any one of the above-described embodiments, that is, basically a power output device that outputs power to the drive shaft, and can input / output power to / from the internal combustion engine. A generator, a drive shaft, an output shaft of the internal combustion engine, and a rotary shaft of the generator. Three-axis power input / output means for inputting / outputting power to / from the shaft, an electric motor capable of inputting / outputting power to / from the drive shaft and driven by polyphase AC power, an inverter circuit for a generator for driving the generator, A motor inverter circuit for driving the motor; a power storage means capable of exchanging power via the generator and the motor and the inverter circuit for the generator and the inverter circuit for the motor; and an inverter circuit for the motor Switch When the internal combustion engine is started during an off abnormality that does not operate when the switching element is off, the generator inverter circuit is controlled so that the internal combustion engine is cranked by the generator. The electric motor so as to cancel the torque acting on the drive shaft by cranking of the internal combustion engine by the generator by the torque generated by driving the electric motor within a normal electric angle range in which the electric motor can be normally driven. And a control means for controlling the internal combustion engine so as to start the internal combustion engine. The power output device is mounted, and the axle is connected to the drive shaft.

  Since the vehicle of 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 exhibited by the power output device of the present invention, for example, when an off abnormality occurs in the inverter circuit for an electric motor. However, the same effects as the effect of starting the internal combustion engine and the effect of starting the internal combustion engine when it is outside the range of the electrical angle at which the electric motor can be normally driven can be obtained.

  In such a vehicle of the present invention, the vehicle is provided with a braking force applying means capable of applying a braking force to the vehicle, and the control means stops the operation of the internal combustion engine and travels only by the power from the electric motor. When the off abnormality occurs, the internal combustion engine, the generator inverter circuit, and the motor inverter circuit are controlled so that power from the internal combustion engine, the generator, and the motor is not output as driving force for traveling. The braking force is applied so that the vehicle is stopped in a state where the braking force applied by adjusting the required braking force required by the brake operation is applied from the braking force applying means and the electrical angle of the motor is within the normal electrical angle range. It can also be a means for controlling the means. If it carries out like this, it can stop within the range of the electrical angle which can drive a motor normally.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, a generator capable of inputting / outputting power, a drive shaft, an output shaft of the internal combustion engine, and a rotating shaft of the generator are connected to three shafts and input / output to any two of the three shafts A three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the generated power, an electric motor capable of inputting / outputting power to / from the drive shaft and driven by multiphase AC power, and driving the generator An inverter circuit for a generator, an inverter circuit for an electric motor that drives the electric motor, an electric storage means capable of exchanging electric power through the generator and the electric motor, the inverter circuit for the electric generator, and the inverter circuit for the electric motor, A method for controlling a power output device comprising:
When the internal combustion engine is started during an off abnormality in which some switching elements of the inverter circuit for the motor do not operate in an off state, the internal combustion engine is cranked by the generator. Control of the inverter circuit for the generator and the torque applied to the drive shaft by the cranking of the internal combustion engine by the generator within the normal electrical angle range in which the motor can be driven normally. Controlling the inverter circuit for the motor so as to be canceled by torque by driving, and controlling the internal combustion engine to start the internal combustion engine;
It is characterized by that.

  In this method of controlling a power output apparatus of the present invention, when the internal combustion engine is started during an off abnormality in which some switching elements of the inverter circuit for the motor do not operate in the off state, the internal combustion engine is started by the generator. The inverter circuit for the generator is controlled so that the engine is cranked, and the torque acting on the drive shaft due to the cranking of the internal combustion engine by the generator is within the normal electrical angle range that can drive the motor normally. The inverter circuit for the motor is controlled so as to be canceled by the torque generated by driving the motor, and the internal combustion engine is controlled so as to start the internal combustion engine. As a result, the internal combustion engine can be started even when an off abnormality occurs in the inverter circuit for the motor. Here, the “three-axis power input / output means” may be a single pinion type or double pinion type planetary gear mechanism, or may be a differential gear.

  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, A brake actuator 92 for controlling the brakes of the drive wheels 63a and 63b and a driven wheel (not shown) and a hybrid electronic control unit 70 for controlling the entire power output apparatus are provided.

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.

  FIG. 2 is a configuration diagram showing an outline of the configuration of the electric drive system centered on the motors MG1 and MG2 and the battery 50. As shown in FIGS. 1 and 2, each of motors MG1 and MG2 has rotors 45 and 46 embedded with permanent magnets and stators 47 and 48 wound with three-phase coils, and is driven as a generator. In addition, it is configured as a known synchronous generator motor that can be driven as an electric motor, and exchanges electric power with the battery 50 via inverters 41 and 42. Each of the inverters 41 and 42 includes six transistors T1 to T6 and T7 to T12 and six diodes D1 to D6 and D7 to D12 connected in reverse parallel to the transistors T1 to T6 and T7 to T12. Yes. Each of the six transistors T1 to T6 and T7 to T12 has two such that they are on the source side and the sink side with respect to the positive electrode bus connected to the positive electrode of the battery 50 and the negative electrode bus connected to the negative electrode of the battery 50. Each of the three-phase coils (U phase, V phase, W phase) of the motors MG1, MG2 is connected to the connection point. Therefore, a rotating magnetic field can be formed in the stators 47 and 48 around which the three-phase coils are wound by adjusting the ratio of the ON times of the paired transistors T1 to T6 and T7 to T12, and the motors MG1 and MG2 are driven to rotate. be able to. The power line 54 that connects the inverters 41 and 42 and the battery 50 is composed of a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42. 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 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, rotational position detection sensors 43 and 44 configured by a resolver that detects the rotational positions of the rotors 45 and 46 of the motors MG1 and MG2. Phase currents Iu1, Iv1, from rotational positions θm1, θm2 of the rotors 45, 46 and current sensors 45U, 45V, 46U, 46V that detect phase currents flowing in the U-phase and V-phase of the three-phase coils of the motors MG1, MG2 Iu2, Iv2, etc. are input, and the motor ECU 40 outputs switching control signals to the transistors T1 to T6 and T7 to T12 of the inverters 41 and 42. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors 45, 46 from the rotational position detection sensors 43, 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. 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.

  The brake actuator 92 has a braking torque according to the share of the brake in the braking force applied to the vehicle by the pressure (brake pressure) of the brake master cylinder 90 and the vehicle speed V generated in response to the depression of the brake pedal 85. The brake wheel cylinders 96a and 96d are adjusted so as to act on the driven wheel 63b and a driven wheel (not shown), and the braking torque is applied to the drive wheels 63a and 63b and the driven wheel regardless of the depression of the brake pedal 85. The hydraulic pressures of 96a to 96d can be adjusted. The brake actuator 92 is controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 94. The brake ECU 94 inputs signals such as wheel speeds from wheel speed sensors 98a to 98d attached to the drive wheels 63a and 63b and the driven wheels, a steering angle from a steering angle sensor (not shown), and the driver inputs the brake pedal 85. The anti-lock brake system function (ABS) that prevents any of the driving wheels 63a, 63b and the driven wheels from slipping when the vehicle is depressed, or the driving wheels 63a, 63b when the driver depresses the accelerator pedal 83. Also, traction control (TRC) for preventing any one of them from slipping due to idling, posture holding control (VSC) for holding the posture while the vehicle is turning, etc. are also performed. The brake ECU 94 communicates with the hybrid electronic control unit 70, and controls the drive of the brake actuator 92 by a control signal from the hybrid electronic control unit 70, and the data regarding the state of the brake actuator 92 is used for the hybrid as necessary. Output to the electronic control unit 70.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, and a time measurement process in accordance with a time measurement command. , And an input / output port and a communication port (not shown). 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, the battery ECU 52, and the brake ECU 94 via a communication port, and the engine ECU 24, the motor ECU 40, the battery ECU 52, the brake ECU 94, and various control signals. And exchanging data.

  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. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way, particularly the operation when starting the engine 22 when the inverter 42 driving the motor MG2 is abnormal will be described. FIG. 3 is a flowchart showing an example of an abnormal start control routine executed by the hybrid electronic control unit 70. This routine is executed when the vehicle is stopped and the brake is turned off in a state where an off failure occurs in which one of the transistors T7 to T12 of the inverter 42 does not operate in the off state. When the brake is turned off, the ring gear shaft 32a as the drive shaft becomes rotatable. Hereinafter, a transistor that does not operate in an OFF state at the time of an OFF failure is also referred to as an “OFF-failed transistor”.

  When the abnormal start control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first executes a process of inputting data necessary for control such as the rotational position θm2 of the rotor 46 of the motor MG2 (step S100). The rotational position θm2 is detected by the rotational position detection sensor 44 and input from the motor ECU 40 by communication.

  When the data is input in this way, the electrical angle θe2 of the motor MG2 is calculated by multiplying the input rotational position θm2 of the rotor 46 of the motor MG2 by the pole pair number p (step S110), and the off-failure of the transistors T7 to T12 of the inverter 42 A normal electrical angle range θep, which is a range of electrical angles that can normally drive the motor MG2, and a normal electrical angle center θepc, which is the center of the normal electrical angle range θep, are set based on the transistors that have been calculated (step S120). It is determined whether or not the angle θe2 is outside the set normal electrical angle range θep (step S130). Here, the normal electrical angle range θep and the normal electrical angle center θepc are related in advance to the relationship between the off-failed transistor of the transistors T7 to T12 of the inverter 42 and the normal electrical angle range θep and the normal electrical angle center θepc. It is determined and stored in the ROM 74 as a normal electrical angle range setting table, and when the off-failed transistor is given, the corresponding normal electrical angle range θep and normal electrical angle center θepc are derived and set from the stored table. did. FIG. 4 shows an example of a normal electrical angle range setting table. This table can be determined by the electrical angle range in which the PWM signal is output without turning on the off-failed transistor and the switching control of the inverter 42 can be controlled, and the characteristics of the inverter 42 as the center. FIG. 5 shows a three-phase voltage command value in a range in which a PWM signal can be output without turning on the transistor T7 that has failed in the inverter 42 with respect to the electrical angle of the motor MG2, and shows the transistor T7 that has failed in failure. A U-phase voltage command value in a range in which the PWM signal cannot be output because it cannot be turned on is indicated by a broken line. In the example in which the transistor T7 shown in FIG. 5 has failed, it is indicated that the normal electrical angle range θep is in the range of value π to value 2π.

  When the electrical angle θe2 of the motor MG2 is within the normal electrical angle range θep, it is determined that the engine 22 can be started, and the timer 78 starts timing (step S180), and the rotational speed Ne of the engine 22 is input. (Step S190), the time t by the timer 78 is given to the torque map at the start, and the torque command Tm1 * of the motor MG1 is set (Step S200). FIG. 6 shows an example of a torque map for cranking the engine 22 set in the torque command Tm1 * of the motor MG1 when the engine 22 is started, and an example of a change in the rotational speed Ne of the engine 22. In the torque map of the embodiment, a relatively large torque is set in the torque command Tm1 * using a rate process immediately after time t11 when the engine 22 is started, and the rotational speed Ne of the engine 22 is rapidly increased. The engine 22 is stabilized at a predetermined speed Nref or more at a predetermined speed Nref using a rate process at time t12 after the speed Ne of the engine 22 has passed the resonance speed band or the time necessary for passing the resonance speed band. The torque that can be ringed is set in the torque command Tm1 * to reduce the power consumption and the reaction force in the ring gear shaft 32a as the drive shaft. Then, the torque command Tm1 * is set to 0 using rate processing from time t13 when the rotational speed Ne of the engine 22 reaches the predetermined rotational speed Nref, and the torque command Tm1 * is set to time t14 at which the complete explosion of the engine 22 is determined. Set to the value 0. Here, the predetermined rotation speed Nref is a rotation speed (for example, 900 rpm, 1000 rpm, etc.) at which fuel injection control and ignition control of the engine 22 are started.

  Subsequently, the torque command Tm1 * of the set motor MG1 divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further divided by the gear ratio Gr of the reduction gear 35 is expressed as a torque command Tm2 * of the motor MG2 by the formula (1 ) (Step S210), and the set torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S220). The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * drives the transistors MG1 to T6 and T7 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 *. Switching control of T12 is performed. FIG. 7 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the engine 22 is started with the ring gear shaft 32a being rotatable while the vehicle is stopped. An example is shown. 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. Two thick arrows on the R axis indicate torque that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and torque that the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. It shows. If the engine 22 is to be started while the ring gear shaft 32a as a drive shaft is rotatable while the vehicle is stopped, the engine 22 is started, for example, when the vehicle is moved backward by torque acting in the reverse direction of the ring gear shaft 32a from the motor MG1. I can't. Therefore, when the electrical angle θe2 of the motor MG2 is within the normal electrical angle range θep, the torque (Tm1 / ρ) that drives the motor MG2 with the torque command Tm2 * and cancels the torque from the motor MG1 is used as the ring gear shaft 32a. This causes the engine 22 to start.

  Tm2 * = (Tm1 * / ρ) / Gr (1)

  Then, it is determined whether or not the rotational speed Ne of the engine 22 has reached the predetermined rotational speed Nref or more (step S230). When the rotational speed Ne is less than the predetermined rotational speed Nref, the process returns to step S190, and the rotational speed Ne is predetermined. When the engine speed exceeds Nref, a control signal is transmitted to the engine ECU 24 so that the fuel injection control and the ignition control are started (step S240), and the processes in and after step S200 are repeated until the complete explosion of the engine 22 is determined. This is executed (step S250), and the abnormal start control routine is terminated. The engine ECU 24 that has received the control signal for starting the fuel injection control and the ignition control starts the fuel injection control and the ignition control for the engine 22. By such control, the engine 22 can be started when the electrical angle θe2 of the motor MG2 is within the normal electrical angle range θep.

  If the electrical angle θe2 of the motor MG2 is outside the normal electrical angle range θep in step S130, it is determined that the engine 22 cannot be started, and a predetermined torque Tm1ref is set in the torque command Tm1 * of the motor MG1 (step S140). When the set torque command Tm1 * is transmitted to the motor ECU 40 (step S150), the rotational position θm2 of the rotor 46 of the motor MG2 is input and the electrical angle θe2 of the motor MG2 is calculated (step S160). The calculation is repeated until the calculated electrical angle θe2 reaches the normal electrical angle center θepc (step S170), and the processing after step S180 for starting the timer 78 is executed. Here, in the embodiment, the predetermined torque Tm1ref is determined by using the friction and inertia of the stopped engine 22 before starting the engine 22 with the ring gear shaft 32a being rotatable while the vehicle is stopped. Is a negative torque output from the motor MG1 to rotate the motor in the forward rotation direction, and the electrical angle θe2 of the motor MG2 exceeds the normal electrical angle center θepc when output from the motor MG1 over the execution interval of this routine. As the torque having a magnitude that is not large, a torque that is determined in advance by experiments or analysis according to the characteristics of the motors MG1 and MG2 and the vehicle and stored in the ROM 74 is used. When the motor ECU 40 having received the torque command Tm1 * performs switching control of the inverter 41, the electric angle θe2 of the motor MG2 becomes the normal electric angle center θepc, so that the engine 22 can be started. In the embodiment, the engine 22 is started when the brake is turned off. Therefore, when the electrical angle θe2 of the motor MG2 is outside the normal electrical angle range θep, the ring gear shaft 32a as the drive shaft rotates in the forward direction. Even if the vehicle rotates in the direction and the vehicle moves slightly forward, the vehicle starts in the forward direction by the output of the creep torque or the accelerator on by the drive control after the end of this routine, so that the driver does not feel uncomfortable.

  According to the hybrid vehicle 20 of the embodiment described above, when an off-failure occurs in which one of the transistors T7 to T12 of the inverter 42 that drives the motor MG2 during the stoppage does not operate in the off state. When the engine 22 is started in a state where the ring gear shaft 32a as the drive shaft is rotatable, when the electrical angle θe2 of the motor MG2 is within the normal electrical angle range θep in which the motor MG2 can be normally driven, the engine MG1 is driven by the motor MG1. Since the torque that cancels the torque acting on the ring gear shaft 32a by cranking is output from the motor MG2, the engine 22 can be started. Further, when the electrical angle θe2 of the motor MG2 is outside the normal electrical angle range θep, the ring gear shaft 32a is rotated in the normal rotation direction by the torque from the motor MG1 before starting, so that the electrical angle θe2 of the motor MG2 is normal. Since the center of the angular range θep is set, the engine 22 can be started.

  In the hybrid vehicle 20 of the embodiment, the processing has been described when the off-failure occurs in which one of the transistors T7 to T12 of the inverter 42 does not operate in the off state, but the two transistors are in the off state. It may be applied when a failure that does not work with occurs.

  In the hybrid vehicle 20 of the embodiment, the processing is described when the brake is turned off and the ring gear shaft 32a is rotatable. However, the connection between the ring gear shaft 32a as the drive shaft and the drive wheels 63a and 63b and the release of the connection are performed. In a vehicle including a possible transmission and clutch, the present invention may be applied to processing when a failure that cannot be connected by such a transmission or clutch occurs and the ring gear shaft 32a is in a rotatable state. In this case, the vehicle cannot travel by outputting power to the drive wheels 63a and 63b, but can generate electricity by the motor MG1 to charge the battery 50, and the axle is different from the axle connected to the drive wheels 63a and 63b. In a vehicle that further includes a motor capable of outputting power, the power from the battery 50 can be used to output power to the motor and travel.

  In the hybrid vehicle 20 of the embodiment, when the electrical angle θe2 of the motor MG2 is outside the normal electrical angle range θep, the ring gear shaft 32a is rotated by the torque from the motor MG1, and the electrical angle θe2 is set to the normal electrical angle center θepc. However, the electrical angle θe2 may be set within the normal electrical angle range θep and within a predetermined electrical angle range including the normal electrical angle center θepc.

  In the hybrid vehicle 20 of the embodiment, when the electrical angle θe2 of the motor MG2 is outside the normal electrical angle range θep, the ring gear shaft 32a is rotated by the torque from the motor MG1 so that the electrical angle θe2 becomes the normal electrical angle center θepc. However, the engine 22 may not be started.

  In the hybrid vehicle 20 of the embodiment, when the electrical angle θe2 of the motor MG2 is outside the normal electrical angle range θep, the ring gear shaft 32a is rotated by the torque from the motor MG1 to change the electrical angle θe2 to the normal electrical angle range θep. However, the electrical angle θe2 may be adjusted within the normal electrical angle range θep when the vehicle is decelerated and stopped due to an off failure occurring in the inverter 42 during traveling. In this case, the abnormal time travel stop control routine of FIG. 8 may be executed. Hereinafter, the abnormal-time running stop control of the modification will be described.

  The abnormal-time travel stop control routine of FIG. 8 is an off-failure in which one of the transistors T7 to T12 of the inverter 42 does not operate when it is traveling in the motor operation mode with the operation of the engine 22 stopped. This is executed when the gate of the inverter 42 is shut off. At this time, control such as fuel injection control and ignition control of the engine 22 by the engine ECU 24 is stopped. When this routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the brake pedal position BP from the brake pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational position θm2, of the rotor 46 of the motor MG2. A process of inputting data necessary for control such as the rotational speed Nm2 of the motor MG2 is executed (step S300). Here, the rotational speed Nm2 of the motor MG2 is calculated from the rotational position θm2 of the rotor 46 of the motor MG2 detected by the rotational position detection sensor 44, and is input from the motor ECU 40 by communication.

  When the data is input in this manner, it is determined whether or not the input vehicle speed V is less than the predetermined vehicle speed Vref (step S310). When the vehicle speed V is equal to or higher than the predetermined vehicle speed Vref, the engine 22 is started and drive control is performed. A control routine is executed (step S320), and this routine is terminated. Here, as the predetermined vehicle speed Vref, a vehicle speed lower limit value at which the engine 22 can be started while allowing the vehicle to decelerate using the kinetic energy of the vehicle, which is determined in advance through experimentation or analysis, is used. be able to.

  When the vehicle speed V is less than the predetermined vehicle speed Vref, the ring gear shaft 32a serving as a drive shaft connected to the drive wheels 63a and 63b serves as a braking-side torque required for the vehicle based on the input brake pedal position BP and the vehicle speed V. The required braking torque Tr * to be applied is set (step S330), and the electrical angle θe2 of the motor MG2 is calculated using the input rotational position θm2 of the rotor 46 of the motor MG2 (step S340). The normal electrical angle range θep and the normal electrical angle center θepc of the motor MG2 are set (step S350). Here, in the present modification, the required braking torque Tr * is stored in the ROM 74 as a required braking torque setting map by predetermining a relationship among the brake pedal position BP, the vehicle speed V, and the required braking torque Tr *. When the pedal position BP and the vehicle speed V are given, the corresponding required braking torque Tr * is derived and set from the stored map. FIG. 9 shows an example of the required braking torque setting map. The calculation of the electrical angle θe2 of the motor MG2 and the setting of the normal electrical angle range θep and the normal electrical angle center θepc can be performed in the same manner as in the above-described embodiment.

  Subsequently, it is determined whether or not the input rotation speed Nm2 of the motor MG2 is equal to or less than a threshold value Nref indicating a state immediately before stopping (step S360). Until the rotation speed Nm2 reaches the threshold value Nref or less, the required braking torque by the brake operation is determined. A value 0 is set for the brake adjustment torque Tba for adjusting Tr * (step S370), and when the rotational speed Nm2 reaches the threshold value Nref or less, the target rotational electrical angle θe * of the motor MG2 is calculated (step S380). Then, the brake adjustment torque Tba is set based on the brake pedal position BP and the target rotational electrical angle θe * (step S390). Here, the threshold value Nref is a value corresponding to the rotational speed Nm2 of the motor MG2 in the low vehicle speed range in which a predetermined braking torque is set to the required braking torque Tr * according to the brake pedal position BP according to the map of FIG. The electric angle θe2 of the motor MG2 is a value until the vehicle is stopped by applying the required braking torque Tr * based on the reference value (50% in this modification) of the brake pedal position BP to the ring gear shaft 32a as the drive shaft. It is a value determined in advance by experiment or analysis as a value displaced by an integer N times 2π. The integer N is determined in consideration of the response of the hydraulic brake. Further, the target rotational electrical angle θe * is a target value as a degree to which the electrical angle θe2 is displaced to the normal electrical angle center θepc until the vehicle stops due to the required braking torque Tr * corresponding to the reference value of the brake pedal position BP. In this modification, when the value obtained by subtracting the electrical angle θe2 from the normal electrical angle center θepc is a positive value including the value 0, the value (θepc−θe2) is used as the calculation result, and the electrical angle from the normal electrical angle center θepc. When the value obtained by subtracting θe2 is a negative value, a value obtained by adding the value 2π to the value (θepc−θe2 + 2π) is obtained as a calculation result. Further, in this modification, the brake adjustment torque Tba is set as a brake adjustment torque setting map in which the relationship between the brake pedal position BP, the target rotational electrical angle θe *, and the brake adjustment torque Tba is determined in advance through experiments and analysis. It is stored in the ROM 74, and when the brake pedal position BP and the target rotational electrical angle θe * are given, the corresponding brake adjustment torque Tba is derived and set from the stored map. FIG. 10 shows an example of a brake adjustment torque setting map. As shown in the figure, when the target rotational electrical angle θe * is 0 when the brake pedal position BP is the reference value (50% in this modification), the brake adjustment torque Tba is set to the value 0, and the target rotational electrical angle is set. A larger value is set as the brake adjustment torque Tba as θe * is larger than 0 (so that the torque on the braking side becomes smaller). This is to increase the time until the vehicle stops as the target rotational electrical angle θe * increases. In the figure, the brake adjustment torque Tba increases as the brake pedal position BP increases. This is to increase the time until the vehicle stops as the brake pedal position BP increases.

  When the brake adjustment torque Tba is set in this way, a value 0 is set in the torque command Tm1 * of the motor MG1 so that no torque is output from the motor MG1 (step S400), and the brake adjustment torque Tba is added to the required braking torque Tr * to increase the braking torque. The command Tb * is set (step S410), the set torque command Tm1 * is transmitted to the motor ECU 40, the set brake torque command Tb * is transmitted to the brake ECU 94 (step S420), and the rotation speed Nm2 of the motor MG2 is a value. The process after step S300 is repeatedly executed until it reaches 0, and the abnormal time travel stop control routine is terminated. The motor ECU 40 that has received the torque command Tm1 * having the value 0 controls the inverter 41 so that no torque is output from the motor MG1. The brake ECU 94 that has received the brake torque command Tb * drives and controls the brake actuator 92 so that the braking torque corresponding to the brake torque command Tb * acts on the ring gear shaft 32a when converted to the braking torque of the ring gear shaft 32a. . By such control, the electric angle θe2 of the motor MG2 can be stopped within the normal electric angle range θep. As a result, the engine 22 can be started.

  In the hybrid vehicle 20 of this modification, another control routine (not shown) is executed when the vehicle speed V is equal to or higher than the predetermined vehicle speed Vref. However, even when the vehicle speed V is equal to or higher than the predetermined vehicle speed Vref, it is the same as when the vehicle speed V is lower than the predetermined vehicle speed Vref. It is good also as what performs this process. Further, in the hybrid vehicle 20 of this modification, when the rotational speed Nm2 of the motor MG2 reaches the threshold value Nref or less, the brake adjustment torque Tba is set so that the electric angle θe2 is displaced to the normal electric angle center θepc and stopped. Although the brake torque command Tb * is applied to the ring gear shaft 32a, the torque command Tm1 * is set by setting the torque command Tm1 * of the motor MG1 so that the electric angle θe2 is displaced to the normal electrical angle center θepc and the vehicle stops. The motor MG1 may be controlled by the motor MG1, and the motor MG2 torque command may be controlled without shutting off the gate of the inverter 42 within the range of the normal electrical angle range θep so that the electrical angle θe2 is displaced to the normal electrical angle center θepc. Set Tm2 * and control motor MG2 with torque command Tm2 * It may be.

  Also, the present invention is not limited to those applied to such hybrid vehicles, but is applicable to non-moving equipment such as forms of power output devices mounted on vehicles such as trains other than automobiles, moving bodies such as ships and aircraft, and construction equipment. It does not matter as a form of a built-in power output device. 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 an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the power distribution / integration mechanism 30 corresponds to a “three-axis power input / output unit”, and the motor MG2 corresponds to a “motor”. , The inverter 41 corresponds to the “generator inverter circuit”, the inverter 42 corresponds to the “motor inverter circuit”, the battery 50 corresponds to the “power storage means”, and the motor MG2 when the inverter 42 is abnormal When the electrical angle θe2 is within the normal electrical angle range θep, the cranking torque of the engine 22 is set to the torque command Tm1 * of the motor MG1, and the torque that cancels the torque acting on the ring gear shaft 32a from the motor MG1 is set to the motor. MG2 torque command Tm2 * is set and transmitted to the motor ECU 40, and fuel injection control and ignition control of the engine 22 are started. The inverter 41, 42 is controlled to be switched so that the motors MG1, MG2 are driven by the hybrid electronic control unit 70 and the torque commands Tm1 *, Tm2 *. The motor ECU 40 and the engine ECU 24 that performs fuel injection control and ignition control of the engine 22 correspond to “control means”. Further, what is constituted by the brake master cylinder 90, the brake actuator 92, and the brake wheel cylinders 96a to 96d corresponds to "braking force applying means".

  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 motor as long as it can input and output power, such as an induction motor. 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. Connected to the three shafts of the drive shaft, the output shaft of the internal combustion engine, and the rotating shaft of the generator, such as those connected to the shaft and those having a differential action different from the planetary gear such as a differential gear. As long as power is input / output to / from the remaining shafts based on the power input / output to / from any of the two shafts, any configuration may be used. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, but any type of motor such as an induction motor that can input and output power to the drive shaft and is driven by multiphase AC power. It may be an electric motor. The “generator inverter circuit” is not limited to the inverter 41, and any inverter circuit that drives the generator may be used. The “motor inverter circuit” is not limited to the inverter 42, and any inverter circuit that drives the motor may be used. The “storage means” is not limited to the battery 50 as a secondary battery, and can exchange electric power via a generator, an electric motor, an inverter circuit for an electric generator, and an inverter circuit for an electric motor, such as a capacitor. It does not matter as long as it is anything. 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. As the “control means”, when the electrical angle θe2 of the motor MG2 is within the normal electrical angle range θep when the inverter 42 is abnormal, the cranking torque of the engine 22 is set to the torque command Tm1 * of the motor MG1. Torque that cancels the torque that acts on the ring gear shaft 32a from the motor MG1 is set in the torque command Tm2 * of the motor MG2, and the inverters 41 and 42 are switched by the torque commands Tm1 * and Tm2 *, and the fuel injection control of the engine 22 is performed. It is not limited to the one that performs the ignition control, and when starting the internal combustion engine during the off abnormality in which some switching elements of the inverter circuit for the motor do not operate in the off state, When the generator inverter circuit is controlled so that the internal combustion engine is cranked Both control the inverter circuit for the motor so that the torque acting on the drive shaft by the cranking of the internal combustion engine by the generator is canceled by the torque by driving the motor within the normal electrical angle range that can drive the motor normally Any method may be used as long as it controls the internal combustion engine to start the internal combustion engine. The “braking force applying means” is not limited to the one constituted by the brake master cylinder 90, the brake actuator 92, and the brake wheel cylinders 96a to 96d, as long as the braking force can be applied to the vehicle. It doesn't matter what.

  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 best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the power output apparatus and the vehicle manufacturing industry.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. 2 is a configuration diagram showing an outline of a configuration of an electric drive system centered on motors MG1 and MG2 and a battery 50. FIG. It is a flowchart which shows an example of the starting control routine at the time of abnormality performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the normal electrical angle range setting table. Because the electric angle of the motor MG2 cannot turn on the three-phase voltage command value in the range in which the PWM signal can be output without turning on the transistor T7 that has failed to turn off in the inverter 42 and the transistor T7 that has turned off. It is explanatory drawing which shows an example with the voltage command value of U phase in the range which cannot output a PWM signal. It is explanatory drawing explaining an example of the torque map for cranking set to torque command Tm1 * of motor MG1 at the time of engine 22 starting, and an example of the mode of the rotation speed Ne of the engine 22. FIG. Explanation showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the power distribution and integration mechanism 30 when the engine 22 is started in a state where the ring gear shaft 32a can rotate while the vehicle is stopped. FIG. It is a flowchart which shows an example of the abnormal time driving | running | working stop control routine performed by the hybrid electronic control unit 70 of the modification. It is explanatory drawing which shows an example of the map for request | requirement braking torque setting. It is explanatory drawing which shows an example of the map for brake adjustment torque setting.

Explanation of symbols

  20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution and 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, 45, 46 rotor, 47, 48 stator, 50 battery, 51 temperature sensor , 52 battery electronic control unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 78 timer, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 brake master cylinder, 92 Brake actuator, 94 Brake electronic control unit (brake ECU), 96a to 96d Brake wheel cylinder, 98a to 98d Wheel speed sensor, MG1, MG2 motor.

Claims (5)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
A generator capable of inputting and outputting power;
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. 3-axis power input / output means for input / output;
An electric motor capable of inputting and outputting power to the drive shaft and driven by multiphase AC power;
An inverter circuit for a generator that drives the generator;
An inverter circuit for an electric motor that drives the electric motor;
Electric storage means capable of exchanging electric power through the generator and the electric motor, the inverter circuit for the electric generator and the inverter circuit for the electric motor,
When the internal combustion engine is started during an off abnormality in which some switching elements of the inverter circuit for the motor do not operate in an off state, the internal combustion engine is cranked by the generator. Control of the inverter circuit for the generator and the torque applied to the drive shaft by the cranking of the internal combustion engine by the generator within the normal electrical angle range in which the motor can be driven normally. Control means for controlling the inverter circuit for the motor so as to be canceled by torque due to driving, and controlling the internal combustion engine so as to start the internal combustion engine;
Equipped with a,
When the control means starts the internal combustion engine while the off abnormality is occurring, the electrical angle of the motor calculated based on the rotational position of the rotor of the motor is outside the normal electrical angle range. Sometimes it is means for controlling the generator inverter circuit so that the electric angle of the electric motor is within the normal electric angle range by rotating the drive shaft by the torque from the electric generator.
Power output device. When the internal combustion engine is started while the off abnormality occurs, the control means drives the generator to drive the electric angle of the electric motor when the electric angle of the electric motor is outside the normal electric angle range. 2. The power output apparatus according to claim 1, which is means for controlling the generator inverter circuit so that the electrical angle is substantially the center of the normal electrical angle range. A vehicle comprising the power output device according to claim 1 or 2 and an axle connected to the drive shaft. The vehicle according to claim 3 ,
A braking force applying means capable of applying a braking force to the vehicle;
The control means stops the operation of the internal combustion engine, and when the off abnormality occurs during traveling only by the power from the electric motor, the power from the internal combustion engine, the generator, and the electric motor is The internal combustion engine, the generator inverter circuit, and the electric motor inverter circuit are controlled so as not to be output as driving force for traveling, and the braking force applied by adjusting the required braking force required by the brake operation is the braking force applying means. Is a means for controlling the braking force applying means to stop in a state where the electric angle of the electric motor is within the normal electric angle range.
vehicle. An internal combustion engine, a generator capable of inputting / outputting power, a drive shaft, an output shaft of the internal combustion engine, and a rotating shaft of the generator are connected to three shafts and input / output to any two of the three shafts A three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the generated power, an electric motor capable of inputting / outputting power to / from the drive shaft and driven by multiphase AC power, and driving the generator An inverter circuit for a generator, an inverter circuit for an electric motor that drives the electric motor, an electric storage means capable of exchanging electric power through the generator and the electric motor, the inverter circuit for the electric generator, and the inverter circuit for the electric motor, A method for controlling a power output device comprising:
When the internal combustion engine is started during an off abnormality in which some switching elements of the inverter circuit for the motor do not operate in an off state, the internal combustion engine is cranked by the generator. Control of the inverter circuit for the generator and the torque applied to the drive shaft by the cranking of the internal combustion engine by the generator within the normal electrical angle range in which the motor can be driven normally. Controlling the inverter circuit for the electric motor to cancel by torque due to driving, and controlling the internal combustion engine to start the internal combustion engine ,
Furthermore, when the internal combustion engine is started while the off abnormality is occurring, the power generation is performed when the electric angle of the electric motor calculated based on the rotational position of the rotor of the electric motor is outside the normal electric angle range. Controlling the inverter circuit for the generator so that the electric angle of the electric motor is within the normal electric angle range by rotating the drive shaft by torque from the machine;
A control method for a power output apparatus.

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