CN109789872B - 混合动力车辆系统 - Google Patents

混合动力车辆系统 Download PDF

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Publication number
CN109789872B
CN109789872B CN201780051458.1A CN201780051458A CN109789872B CN 109789872 B CN109789872 B CN 109789872B CN 201780051458 A CN201780051458 A CN 201780051458A CN 109789872 B CN109789872 B CN 109789872B
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torque command
motor
axle
torque
difference
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CN109789872A (zh
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清水阳介
桑野友树
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Toshiba Corp
Toshiba Infrastructure Systems and Solutions Corp
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Toshiba Corp
Toshiba Infrastructure Systems and Solutions Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Abstract

实施方式的混合动力车辆系统提供一种实现稳定的驱动的混合动力车辆系统，其中具备：第1控制部(2)，以使从车轴(80)输出的转矩和从外部供给的车轴转矩指令(Tref)相等的方式，运算第1电动机(30)的转矩指令(TMG1′)和第2电动机(60)的转矩指令(TMG2′)；第2控制部(4)，接收转矩指令差(ΔTref)，以使第1电动机(30)与第2电动机(60)的消耗能量之差成为零的方式，运算第1电动机(30)的转矩指令差(ΔTMG1)和所述第2电动机的转矩指令差(ΔTMG2)；第1加法运算器(5)，将第1电动机(30)的转矩指令(TMG1′)和转矩指令差(ΔTMG1)相加而输出到第1逆变器(40)；以及第2加法运算器(6)，将第2电动机(60)的转矩指令(TMG2′)和转矩指令差(ΔTMG2)相加而输出到第2逆变器(50)。

Description

混合动力车辆系统
技术领域
本发明的实施方式涉及混合动力车辆系统。
背景技术
提出了构成为能够将从内燃机供给的能量和从蓄电池供给的能量这两方传递给车轴的混合动力车辆系统。
串并联式混合动力车辆系统具有将从内燃机供给的能量分割而供给(分配)给发电机侧和车轴侧的三轴动力分割机构。在串并联式混合动力车辆系统中，车轴使用从内燃机经由三轴动力分割机构供给到车轴的能量、从发电机供给的电能和从蓄电池供给的能量而旋转。
另外，在串并联式混合动力车辆系统中，能够独立地决定车轴的旋转速度(车速)和内燃机的旋转速度。另外，在串并联式混合动力车辆系统中，能够独立地决定车辆的输出转矩和内燃机的输出。由此，能够不依赖于车辆的运转状态而决定内燃机的动作点，所以将效率好的点选择为内燃机的动作点，从而能够实现内燃机的高效运转，能够改善耗油量。
另外，在内燃机的输出能量和车辆的输出能量中存在差的情况下，还能够通过与直流链路连接的电池的充放电调整能量的过剩和不足。
现有技术文献
专利文献
专利文献1：日本专利3050125号公报
发明内容
例如，铁路车辆将车轮在轨道上转动所产生的摩擦力(粘着力)作为驱动力。铁路车辆的粘着力比汽车的橡胶轮胎与铺路路面之间的摩擦力小，特别是在轨道、车轮为湿润状态等摩擦力的上限小的情况下易于引起车轮的空转、打滑。
在将上述串并联式混合动力车辆系统搭载于铁路车辆的情况下，在由于车轮空转而马达的输出能量变动时，有可能直流链路电压变动而驱动发电机和马达的逆变器的控制变得不稳定。
进而，在对直流链路连接有电池的系统中，电池的充电电流以及放电电流有时被限制，在这样的系统中，如果想要流过超过该限制的充放电电流，则有可能直流链路电压大幅变动而导致系统整体停止。
本发明的实施方式是鉴于上述情形而完成的，其目的在于提供一种实现稳定的驱动的混合动力车辆系统。
实施方式的混合动力车辆系统具备：内燃机；第1电动机；三轴动力分割机构，将所述内燃机的动力分配给所述第1电动机和动力耦合机构；第2电动机，与所述动力耦合机构连接；车轴，被传递合成有所述动力耦合机构的动力和所述第2电动机的动力的能量；第1逆变器，驱动所述第1电动机；第2逆变器，经由直流链路与所述第1逆变器连接，驱动所述第2电动机；蓄电池，与所述直流链路连接；第1控制部，以使从所述车轴输出的转矩和从外部供给的车轴转矩指令相等的方式，运算所述第1电动机的转矩指令值和第2电动机的转矩指令值；第2控制部，接收针对所述车轴转矩指令的转矩指令差，以使所述第1电动机的消耗能量与所述第2电动机的消耗能量之差成为零的方式，运算所述第1电动机的转矩指令差和所述第2电动机的转矩指令差；第1加法运算器，将所述第1电动机的转矩指令和所述第1电动机的转矩指令差相加而输出到所述第1逆变器；以及第2加法运算器，将所述第2电动机的转矩指令和所述第2电动机的转矩指令差相加而输出到所述第2逆变器。
附图说明
图1是概略地示出实施方式的混合动力车辆系统的结构例的图。
图2是用于说明图1所示的混合动力车辆系统的三轴动力分割机构的一个结构例的图。
图3是概略地示出实施方式的车辆控制装置的结构例的框图。
具体实施方式
以下，参照附图，说明实施方式的混合动力车辆系统。
本实施方式的混合动力车辆系统具备内燃机10、三轴动力分割机构20、发电机(第1电动机)30、第1逆变器40、第2逆变器50、马达(第2电动机)60、动力耦合机构70、车轴80、辅助设备90、电池BT、车轮WL以及车辆控制装置CTR。
内燃机10是汽油引擎、柴油引擎等生成驱动车辆的机械能的原动机。
三轴动力分割机构20将由内燃机10生成的机械能分割为供给到发电机30侧的能量和供给到车轮WL侧(车轴80侧)的能量而供给。
图2是用于说明图1所示的混合动力车辆系统的三轴动力分割机构的一个结构例的图。
三轴动力分割机构20例如具备太阳齿轮S、与太阳齿轮S外接的行星齿轮P、行星齿轮P内接的环形齿轮R以及沿着行星齿轮P的轨道旋转的行星齿轮架C。在本实施方式中，行星齿轮架C通过由内燃机10生成的机械能Pe而旋转。太阳齿轮S的旋转动力被传递给发电机30。环形齿轮R的旋转动力被传递给与车轴80连接的动力耦合机构70。
以下示出三轴动力分割机构20的太阳齿轮S、环形齿轮R、行星齿轮P以及行星齿轮架C的运动方程。
此外，θ是齿轮、电动机等的旋转角度，ω是齿轮、电动机等的旋转角速度，T是齿轮、电动机等的转矩，J是齿轮、电动机等的惯性，G是齿轮齿数。另外，在上述记号的下标中，S表示与太阳齿轮有关，P表示与行星齿轮有关，C表示与行星齿轮架有关，R表示与环形齿轮有关。
[公式1]
Figure BDA0001975257760000041
Figure BDA0001975257760000042
Figure BDA0001975257760000043
Figure BDA0001975257760000044
此外，上述运动方程中的限制条件如下所述。
[公式2]
Gsθs+GRθR＝(Gs+GR)θC (5)
λ1：在行星齿轮内由于其他轴的影响产生的太阳齿轮转矩
λ2：在行星齿轮内由于其他轴的影响产生的环形齿轮转矩
在此，在设为太阳齿轮S、内燃机10以及行星齿轮P的惯性小到针对车辆的惯性质量可忽略的程度时，能够如下所述记载运动方程。
[公式3]
0＝TS+λ1 (6)
Figure BDA0001975257760000045
Figure BDA0001975257760000046
发电机30将经由动力分割机构20的太阳齿轮S供给的机械能Pg变换为电能。发电机30例如是具备与太阳齿轮S连动的转子和定子的电动机，输出3相交流电力。
第1逆变器40是控制发电机30的动作的控制单元，将从发电机30输出的3相交流电力变换为直流电力以作为再生动作，并且将从直流链路供给的直流电力变换为3相交流电力而供给到发电机30，使发电机30为功率运行动作。第1逆变器40经由直流链路与第2逆变器50以及电池BT连接。
第2逆变器50将从直流链路供给的直流电力变换为交流电力而输出到马达60。另外，第2逆变器50将从马达60供给的交流电力变换为直流电力而输出到直流链路。
马达60是通过从第2逆变器50供给的交流电力而被驱动的电动机，将电能变换为机械能Pm而输出到动力耦合机构70。
动力耦合机构70将耦合有从内燃机10的环形齿轮R传递的机械能Pg和从第2逆变器50供给的机械能Pm的能量Pout传递给车轴80。车轴80通过从上述动力耦合机构供给的能量而被旋转驱动，车轮WL经由车轴80被旋转驱动。
电池BT例如具备包括多个2次电池单元的蓄电池，构成为能够通过从直流链路供给的电力充电，能够经由直流链路对电力进行放电。
辅助设备90例如是照明装置等搭载于车辆内的负载。辅助设备90经由直流链路与电池BT、第1逆变器40以及第2逆变器50连接，通过从直流链路供给的能量而被驱动。
车辆控制装置CTR是以使内燃机10、发电机30、第1逆变器40、第2逆变器50、马达60以及电池BT相互联系地动作的方式进行控制的控制部。车辆控制装置CTR例如是具备CPU(Central Processing Unit，中央处理单元)、MPU(micro processing unit，微处理单元)等处理器和存储器的运算单元。
图3是概略地示出实施方式的车辆控制装置的结构例的框图。
此外，在以下的说明中，“E”的下标被附加给与内燃机10有关的值，“MG1”的下标被附加给与发电机30有关的值，“MG2”的下标被附加给与马达60有关的值。
车辆控制装置CTR具备PE决定部1、第1控制部2、空转再粘着控制部3、第2控制部4、第1加法运算器5以及第2加法运算器6。
PE决定部1从外部接收车轴转矩指令Tref，运算并输出与车轴转矩指令Tref对应的内燃机10的输出电力PE。PE决定部1例如使用预先存储于存储器等的表、公式等，在车辆系统的输出转矩实现车轴转矩指令Tref的值时，选择与内燃机10的效率最好的动作点对应的PE。
第1控制部2接收从PE决定部1输出的输出电力PE的值和车轴转矩指令Tref的值，运算并输出成为内燃机10的输出电力PE时的发电机30产生的转矩(转矩指令)TMG1′和马达60产生的转矩(转矩指令)TMG2′。
在此，在本实施方式的车辆系统中，内燃机10的输出转矩等于动力分割机构20的支架C的转矩Tc。另外，对动力分割机构20的太阳齿轮S连接有发电机30，所以太阳齿轮S的输出转矩如下述式(9)所示等于发电机30的转矩TMG1′。
[公式4]
TS＝TMG1' (9)
在使用上述式(9)和上述式(6)变形式(7)时，成为下述式(10)。
[公式5]
Figure BDA0001975257760000061
车轴的转矩TOUT是动力分割机构20的环形齿轮R产生的转矩λ2和由马达60产生的转矩TMG2′的总和。因此，能够使用上述式(10)表示为下述式(11)。
[公式6]
Figure BDA0001975257760000062
如果动力分割机构20的各齿轮是定速的，则内燃机(支架)10产生的转矩能够根据上述式(6)(8)(9)表示为下述式(12)。
[公式7]
Figure BDA0001975257760000063
进而，在利用上述式(10)的关系变形上述式(12)时，能够表示为下述式(13)。
[公式8]
Figure BDA0001975257760000064
从上述式(13)可知，内燃机10的负载转矩Tc由发电机30产生的转矩TMG1′决定。因此，能够使用上述式(13)如下所述运算内燃机10的输出电力PE。
[公式9]
Figure BDA0001975257760000071
Figure BDA0001975257760000072
Figure BDA0001975257760000073
根据上述式(16)，用于内燃机输出功率PE的发电机30产生的转矩TMG1′能够表示为下述式(17)。
[公式10]
Figure BDA0001975257760000074
另外，在第1控制部2中的控制中，车轴80的输出转矩TOUT被控制为等于车轴转矩指令Tref，所以能够使用上述式(11)、(17)，如下述式(18)那样表示马达60产生的转矩TMG2′。
[公式11]
Figure BDA0001975257760000075
即，第1控制部2使用上述公式(17)和内燃机10的输出电力PE的值，运算在实现车轴转矩指令Tref时发电机30产生的转矩TMG1′。另外，第1控制部2使用上述公式(18)、车轴转矩指令Tref的值以及转矩TMG1′的值，运算在实现车轴转矩指令Tref时马达60产生的转矩TMG2′。
空转再粘着控制部3在车轮的空转被检测到时，进行用于降低车轴的输出转矩TOUT的再粘着控制。例如，空转再粘着控制部3观测车辆的速度、加速度等，在这些值分别超过预定的阈值时判断为是空转，输出针对从外部被供给到车辆控制装置CTR的车轴转矩指令Tref的差(转矩指令差)ΔTref。此外，检测空转的单元也可以设置于车辆控制装置CTR的外部。在该情况下，空转再粘着控制部3接收表示检测到空转的意思的通知，根据该通知输出转矩指令的差ΔTref。
第2控制部4接收转矩指令的差ΔTref，以实现转矩指令的差ΔTref并且抑制直流链路的电压变动的方式，运算发电机30的转矩变化量ΔTMG1和马达60的转矩变化量ΔTMG2。
如下述式(19)所示，发电机30消耗的能量、马达60消耗的能量以及在直流链路中由电池BT、辅助设备90等消耗的能量PDC之和为零。
[公式12]
ωST'MG1+ωRTMG2+PDC＝0 (19)
在此，在各项的值分别为负的情况下，发电机30和马达60为发电的状态，电池BT为充电的状态。
根据上述式(17)、(18)、(19)，如果针对内燃机10的输出电力PE使内燃机10驱动效率不变化而使车轴80的输出转矩TOUT变动了差ΔTref，则仅会改变马达60产生的转矩，其结果是能量PDC变化。例如，如空转再粘着控制那样，设想输出转矩TOUT的急剧的变化的情况下，能量PDC急剧地变化，结果电池BT的充放电电流急剧地变化。电池BT具有内部电阻，内部电阻的值根据温度等而变化。在处于电池BT的内部电阻高的状态时，与电池BT的充放电电流的变动连动地，发生直流链路电压的急剧的变动。有可能在直流链路电压变动时第1逆变器40和第2逆变器50的控制变得不稳定等。
因此，在本实施方式中，在第2控制部4中以抑制能量PDC的变化的方式，运算发电机30的转矩ΔTMG1和马达60的转矩ΔTMG2。
即，第2控制部4接收针对车轴转矩指令Tref的转矩指令差ΔTref，以使发电机30(第1电动机)的消耗能量与马达60(第2电动机)的消耗能量之差为零的方式，运算并输出发电机30(第1电动)的转矩指令差ΔTMG1和马达60(第2电动机)的转矩指令差ΔTMG2。
在根据上述式(11)、(19)求出用于使在直流链路中消耗的能量PDC不变化而得到所需的车辆的输出转矩TOUT的发电机30和马达60的转矩时，
[公式13]
Figure BDA0001975257760000091
Figure BDA0001975257760000092
在此，考虑希望从车轴转矩TOUT变化差ΔTref的情况。
此时，能够根据上述式(20)、(21)如下述式(22)、(23)那样表示发电机30的转矩变化量ΔTMG1和马达60的转矩变化量ΔTMG2。
[公式14]
Figure BDA0001975257760000093
Figure BDA0001975257760000094
即，第2控制部4使用转矩指令的差ΔTref，根据上述式(22)运算发电机30的转矩变化量ΔTMG1。另外，第2控制部4使用转矩指令的差ΔTref，根据上述式(23)运算马达60的转矩变化量ΔTMG2。
第1加法运算器5将从第1控制部2输出的转矩TMG1′和从第2控制部4输出的转矩变化量ΔTMG1相加，向第1逆变器40输出发电机30的转矩TMG1。
第2加法运算器6将从第1控制部2输出的转矩TMG2′和从第2控制部4输出的转矩变化量ΔTMG2相加，向第2逆变器50输出马达60的转矩TMG2。
即，转矩TMG1和转矩TMG2能够表示为下述式(24)、(25)。
[公式15]
Figure BDA0001975257760000096
Figure BDA0001975257760000095
第1逆变器40以及第2逆变器50以实现从车辆控制装置CTR供给的转矩TMG1、TMG2的方式，向发电机30以及马达60供给驱动电流。
在如上所述驱动发电机30以及马达60时，车轴80的输出转矩TOUT为TOUT＝Tref+ΔTref且能够抑制直流链路电压的变动。
即，根据本实施方式，能够提供实现稳定的驱动的混合动力车辆系统。
此外，在上述实施方式中，从外部供给的车轴转矩指令Tref和转矩指令的差ΔTref被当作独立的值，但例如从外部供给的车轴转矩指令Tref也可以是预先加上了差ΔTref的值。在该情况下，车辆控制装置CTR例如具备将车轴转矩指令Tref分离为变化缓慢的分量Tref1和变化急剧的分量Tref2的单元，向第1控制部2供给变化缓慢的分量Tref1，向第2控制部4供给变化急剧的分量Tref2。
例如，控制装置CTR针对从外部输入的车轴转矩指令Tref应用滤波器(变化率限制、1次延迟等)，将该滤波器的输出作为供给到第1控制部2的分量Tref1。进而，将车轴转矩指令Tref与分量Tref1之差即分量Tref2供给到第2控制部2。从车轴转矩指令Tref分离分量Tref1时的滤波器的参数(变化率限制值、1次延迟时间常数等)根据应用的车辆系统、逆变器40、50的电动机控制的响应性等而变化，例如在将发电机30和马达60的最大转矩设为100％时，设为如分量Tref1的转矩变化为10％/100ms以下那样的值。
在如上所述使用滤波器来分离车轴转矩指令Tref时，无论基于空转再粘着控制的车轴转矩指令如何变动，都能够在车轴转矩指令有急剧的变动时抑制直流链路电压相对急剧的转矩变化分量的变动。其结果，能够提供实现稳定的驱动的混合动力车辆系统。
另外，在电池BT处于超温状态时等难以在电池BT中流过大的电流的情况下，也可以使车轴的输出转矩TOUT全部为变化急剧的转矩分量Tref2。即，使转矩指令的变化缓慢的转矩分量Tref1为零，设为变化急剧的转矩分量Tref2＝TOUT(＝Tref)，从而能够抑制在电池BT中流过的电流。
虽然说明了本发明的几个实施方式，但这些实施方式呈现为示例，不意图限定发明的范围。它们新的实施方式能够以其他各种方式实施，能够在不脱离发明的要旨的范围内进行各种省略、置换、变更。这些实施方式、其变形包含于发明的范围、要旨并且包含于权利要求书记载的发明和其均等的范围。

Claims (3)

1.一种混合动力车辆系统，具备：
内燃机；
第1电动机；
三轴动力分割机构，将所述内燃机的动力分配给所述第1电动机和动力耦合机构；
第2电动机，与所述动力耦合机构连接；
车轴，通过从所述动力耦合机构供给的能量而被驱动；
第1逆变器，驱动所述第1电动机；
第2逆变器，经由直流链路与所述第1逆变器连接，驱动所述第2电动机；
蓄电池，与所述直流链路连接；
第1控制部，以使从所述车轴输出的转矩和从外部供给的车轴转矩指令相等的方式，运算所述第1电动机的转矩指令和第2电动机的转矩指令；
第2控制部，接收针对所述车轴转矩指令的转矩指令差，以使所述第1电动机的消耗能量与所述第2电动机的消耗能量之差成为零的方式，运算所述第1电动机的转矩指令差和所述第2电动机的转矩指令差；
第1加法运算器，将所述第1电动机的转矩指令和所述第1电动机的转矩指令差相加而输出到所述第1逆变器；以及
第2加法运算器，将所述第2电动机的转矩指令和所述第2电动机的转矩指令差相加而输出到所述第2逆变器。
2.根据权利要求1所述的混合动力车辆系统，其中，
所述混合动力车辆系统还具备空转再粘着控制部，该空转再粘着控制部在通过来自所述车轴的动力旋转的车轮的空转被检测到时，以降低所述车轴的输出转矩的方式输出针对所述车轴转矩指令的转矩指令差。
3.根据权利要求1或者2所述的混合动力车辆系统，其中，
所述三轴动力分割机构具备：
行星齿轮架，通过由所述内燃机生成的能量而旋转；
太阳齿轮，向所述第1电动机传递旋转动力；以及
环形齿轮，向所述动力耦合机构传递旋转动力，
所述第1电动机的转矩指令差是将把所述太阳齿轮的齿数、所述环形齿轮的旋转角速度以及从外部供给的针对所述车轴转矩指令的转矩指令差之积除以所述太阳齿轮的齿数与所述太阳齿轮的旋转角速度之积和所述环形齿轮的齿数与所述环形齿轮的旋转角速度之积的和而得到的值设为负而得到的值，
所述第2电动机的转矩指令差是将所述太阳齿轮的齿数、所述太阳齿轮的旋转角速度以及从外部供给的针对所述车轴转矩指令的转矩指令差之积除以所述太阳齿轮的齿数与所述太阳齿轮的旋转角速度之积和所述环形齿轮的齿数与所述环形齿轮的旋转角速度之积的和而得到的值。
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