JP2000184506A - Power output device, hybrid vehicle on which the device is mounted and motor-generator control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To carry out no overheat protective control of an inverter circuit when the target revolutions of a 1st motor-generator (motor MG1) simply passes through a range near zero. SOLUTION: A control unit calculates the instantaneous target revolutions of a motor MG1 from the instantaneous revolutions snetag of an engine and the real revolutions sum of a motor MG2 (S302). The control unit calculates the future target revolutions of the motor MG1 from the future revolutions snetagf of the engine and the real revolutions snm of the motor MG2 (S304). If both the instantaneous target revolutions and future target revolutions of the motor MG1 are within a range of -R to R, the control unit carries out the overheat protective control of an inverter circuit (S306 and S308). If at least one of the instantaneous target revolutions and future target revolutions of the motor MG1 is out of the range of -R to R, the control unit does not carry out the overheat preventive control.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power output device used for a hybrid vehicle or the like, and more particularly, to a power output device having a three-axis power input / output means such as a planetary gear, a hybrid vehicle equipped with the power output device, and a hybrid vehicle equipped with the power output device. The present invention relates to a method for controlling a motor generator in a power output device.

[0002]

2. Description of the Related Art In recent years, a hybrid vehicle equipped with a power output device using an engine and an electric motor as power sources has been proposed. As one type of the hybrid vehicle, a parallel hybrid equipped with a so-called mechanical distribution type power output device has been proposed. There is a vehicle. In this mechanical distribution type power output device,
In addition to the engine and the electric motor, it has a generator and a planetary gear which is a three-axis type power input / output unit. Among these, the planetary gear has three shafts, a first shaft (a planetary carrier connected to a planetary pinion gear) is the output shaft of the engine, and a second shaft (a sun gear shaft connected to the sun gear) is a generator. And a third shaft (a ring gear shaft coupled to the ring gear) is connected to the drive shaft. As is well known, the planetary gear has such a property that when the rotation speed and the torque of two of the three shafts are determined, the rotation speed and the torque of the remaining one shaft are determined. Based on such a property, for example, a third shaft (ring gear shaft) coupled to a drive shaft by using a part of mechanical power input from a first shaft (planetary carrier) coupled to an output shaft of the engine.
And the remaining power can be taken out as electric power by a generator coupled to the remaining second shaft (sun gear shaft). The extracted power is stored in the battery,
Used to drive a motor provided on the third or first shaft. That is, by supplying the extracted electric power to the electric motor, it is possible to increase the power output from the engine and transmit it to the drive shaft.

With this configuration, this power output device
The power output from the engine can be output to the drive shaft at any rotational speed and torque. Therefore, since the engine can be operated by selecting an operation point having a high operation efficiency, the hybrid vehicle equipped with this power output device saves resources and exhausts compared to a conventional vehicle using only the engine as a drive source. Excellent purifying properties.

[0004] In a parallel hybrid vehicle equipped with such a mechanical distribution type power output device, the above-described generator is generally driven and controlled by an inverter circuit, and its rotation speed varies widely from negative to positive. . However, if the generator continues to receive a large torque on the rotating shaft and the rotation speed becomes zero for a long time, an excessive current will flow through the coil of a specific phase in the generator,
There is a possibility that a portion of the inverter circuit that passes a current to the coil of the phase may be overheated and the inverter circuit may be damaged.

Therefore, conventionally, in order to prevent overheating of the inverter circuit, the control circuit performs overheating prevention control to be described later for the generator when the target rotation speed of the generator is near zero. I was

FIG. 8 is a timing chart for explaining overheat prevention control for a conventional generator. In FIG. 8, (a) shows the time change of the rotation speed of the generator,
(B) shows the change over time of the engine speed, (c) shows the change over time of the torque of the generator, and (d) shows the change over time of the depression amount of the accelerator pedal.

Conventionally, when a driver of a hybrid vehicle depresses an accelerator pedal, a control circuit
From the accelerator pedal depression amount (FIG. 8D), the required engine required power and the target engine speed snet are obtained.
ag (FIG. 8B) is calculated. Then, the target rotation speed n of the generator is calculated from the target rotation speed snetag of the engine.
gtag is calculated according to the following equation (1). In this case, the above-described electric motor is provided on the third shaft of the planetary gear.

[0008]

(Equation 1)

Here, snm is the rotation speed of the motor,
ρ is the gear ratio between the sun gear and the ring gear in the planetary gear (the number of teeth of the sun gear / the number of teeth of the ring gear).

Thus, the target rotation speed ngtag of the generator
Is calculated, the control circuit determines the target rotation speed ngtag
Is the control target rotation speed sngtag of the generator, the deviation between the control target rotation speed sngtag and the actual rotation speed sng of the generator is obtained, and the torque of the generator is set via the inverter circuit so that the deviation becomes zero. Control stg.

When the accelerator pedal is depressed, the target rotation speed ngtag of the generator gradually increases from negative as shown in FIG. 8A, for example. Then, when the target rotation speed ngtag of the generator becomes close to zero, the control circuit performs the following overheat prevention control. That is, when the target rotation speed ngtag of the generator exceeds a predetermined value -R, the control circuit sets the subsequent target rotation speed ngtag.
Irrespective of the value of, the control target rotational speed of the generator sngtag
Is fixed to -R described above. After that, when the target rotation speed ngtag of the generator exceeds a predetermined value R, it is returned to the original value, and the target rotation speed ngtag is set as the control target rotation speed sngttag of the generator.

Conversely, when the accelerator pedal is released, the target rotation speed ngtag of the generator gradually decreases from positive. Then, when the target rotation speed ngtag of the generator becomes close to zero, the control circuit performs the following overheat prevention control. That is, when the target rotation speed ngtag becomes lower than the above R, the control circuit determines the control target rotation speed s of the generator irrespective of the value of the subsequent target rotation speed ngtag.
ngtag is fixed to R above. Then, after that, when the target rotation speed ngtag of the generator becomes lower than the above-mentioned -R, it is returned to the original, and the target rotation speed ngtag is set as the control target rotation speed sngtag of the generator.

By performing the above-described control, the actual rotation speed sng of the generator is prevented from staying at zero for a long time, thereby preventing the inverter circuit from being overheated and damaged.

[0014]

However, in the prior art, when the target rotation speed ngtag of the generator is near zero (that is, -R <ngtag <R), the above-described overheat prevention control always operates. Therefore, even when the target rotation speed ngtag of the generator simply passes through the range near zero and does not stay long within that range,
Since the above-described overheating prevention processing is performed, there are various problems as described below.

[1] When the above-mentioned overheating prevention control is performed when the target rotation speed ngtag of the generator simply passes through a range near zero while increasing, the actual rotation speed sng of the generator is obtained.
However, as shown in FIG. 8 (a), hunting is induced, and at this time, the inverter circuit generates inverter noise and gives a driver discomfort.

[2] When the above-mentioned overheat prevention control is performed when the target rotation speed ngtag of the generator simply passes through a range near zero while increasing, the actual rotation speed sne of the engine is obtained.
8B, hunting occurs as shown in FIG. 8B, and the following problems occur.

I) In a state where the actual engine speed sne becomes higher than the target engine speed snetag due to hunting (sne> snatag), the engine control circuit attempts to keep the engine power constant.
Since the control is performed so as to close the throttle of the engine, the engine is operated in a region where the fuel efficiency is poor.

Ii) In a state in which the actual rotational speed sne of the engine is lower than the target rotational speed snetag of the engine due to hunting (sne <snatag), the control circuit of the engine attempts to output the engine power and a so-called continuously variable valve. In a timing mechanism (hereinafter, referred to as VVT), a phase with respect to a crank angle of an intake camshaft for driving an intake valve of the engine to open and close is forcibly advanced, and the throttle of the engine is controlled to be almost fully opened. Fuel economy will deteriorate.

[3] When the above-described overheating prevention control is performed when the target rotation speed ngtag of the generator simply passes through a range near zero while increasing, the torque stg of the generator is also reduced.
Since the fluctuations occur as shown in FIG. 8C, the fluctuations are transmitted to the drive shaft via the planetary gears, and change the torque of the drive shaft. As described above, since the motor is provided on the third shaft of the planetary gear coupled to the drive shaft, usually, when the torque of the drive shaft fluctuates, the torque of the motor is controlled to change the torque of the drive shaft. The torque fluctuation is canceled. However, since such control includes smoothing control, when canceling the torque fluctuation of the drive shaft caused by the torque fluctuation of the generator, the timing of canceling the torque fluctuation is necessarily delayed. . As a result, the torque fluctuation of the drive shaft due to the torque fluctuation of the generator cannot be completely canceled, and the behavior appears on the axle, and the vehicle may swing back and forth.

[4] If the above-mentioned overheat prevention control is performed when the target rotation speed ngtag of the generator simply passes through a range near zero while decreasing, the torque stg of the generator causes hunting, which is caused by the hunting. Motor torque st
m may also cause hunting and cause hiccups.

Hereinafter, the problem [4] will be described in more detail with reference to FIG. FIG. 9 is a timing chart for explaining the overheat prevention control for the generator performed when the accelerator pedal is released in the related art. In FIG. 9, (a) shows the time change of the accelerator pedal depression amount, (b) shows the time change of the generator rotation speed, (c) shows the time change of the generator torque, and (d) shows the electric motor. , And the time change of the driving torque.

When the driver returns the accelerator pedal as shown in FIG. 9A, the required power of the engine calculated by the control circuit also changes to the target engine speed snatag.
Also decrease respectively. Accordingly, the target rotation speed ngtag of the generator calculated by the control circuit is also shown in FIG.
Decrease as shown. And the target rotation speed n of the generator
When gtag becomes close to zero (that is, when it becomes lower than R), the overheat prevention control is performed as described above.

As a result, the actual speed sng of the generator causes hunting as shown in FIG. 9B, and the actual speed sne of the engine also hunts (not shown). Accordingly, the torque stg of the generator is also shown in FIG.
Hunting occurs as shown in FIG.

By the way, assuming that the drive torque output to the drive shaft is stp, the torque stm of the electric motor is given by the following equation (2).
It is expressed as shown below.

[0025]

(Equation 2)

On the other hand, when the accelerator pedal is released, the vehicle is decelerated, so that the drive torque stp is negative (stp <0) and substantially constant as shown in FIG. 9D. Therefore, as described above, when the torque stg of the generator causes hunting as shown in FIG. 9 (c), the torque stm of the electric motor also becomes hunting as shown in FIG. 9 (d) based on the equation (2). And a hiccup as shown by an arrow V occurs.

Therefore, an object of the present invention is to solve the above-mentioned problems of the prior art by preventing the above-described overheating when the target rotation speed of the generator simply passes through a range near zero. An object of the present invention is to provide a power output device that does not perform control.

[0028]

In order to achieve at least a part of the above-mentioned object, a power output device of the present invention is a power output device for outputting power to a drive shaft. A drive shaft coupled to the third shaft, and a first shaft to a third shaft;
Three-axis power input / output means for inputting / outputting power determined based on the input / output power to / from the remaining one axis when power is input / output to any two of the axes; A motor having a rotating shaft coupled to a first shaft and capable of outputting power to the first shaft; and a motor having a rotating shaft coupled to the second shaft and having a power coupled to the second shaft. A first motor / generator capable of inputting / outputting the third shaft or the first shaft, the rotation shaft of which is coupled to the third shaft or the first shaft;
A second motor / generator capable of inputting / outputting power to / from the shaft, and a control target rotation speed of the first motor / generator based on required power for the prime mover;
Control means for controlling the first motor generator so that the rotation speed of the motor generator becomes the control target rotation speed, wherein the control means controls the first motor generator based on required power for the prime mover. A first target rotation speed of the first motor generator is derived, and a second target rotation speed closest to the rotation speed of the first motor generator reaching the first target rotation speed is sequentially derived. A target rotation speed deriving unit that performs
If both the second target speed and the second target speed are within a predetermined speed range including zero, a specific speed is set as the control target speed of the first motor generator, and the first and second target speeds are set. When at least one of the second target rotation speeds is out of the rotation speed range, a control target rotation speed that sets the second target rotation speed as a control target rotation speed of the first motor generator. And a setting unit.

Further, the control method of the present invention has a first to a third axis, the drive axis is coupled to the third axis, and any one of the first to third axes is provided. When power is input / output to / from two axes, power determined based on the input / output power is input / output to the remaining one axis.
A shaft type power input / output means, a prime mover having a rotating shaft coupled to the first shaft and capable of outputting power to the first shaft, and a rotating shaft coupled to the second shaft. A first motor / generator capable of inputting / outputting power to / from the second shaft, and a rotating shaft coupled to the third shaft or the first shaft; And a second motor generator capable of inputting and outputting power to and from a single shaft. A method for controlling the first motor generator in a power output device comprising: Deriving a first target rotation speed of the first motor generator from the required power,
A step of deriving a nearest second target rotation number so that the rotation number of the first motor generator reaches the first target rotation number; and (b) the derived first and second targets. When both the rotation speeds are within a predetermined rotation speed range including zero, a specific rotation speed is set as the control target rotation speed of the first motor generator, and the first and second target rotation speeds are set. Setting at least one of the rotation speeds outside the rotation speed range to the second target rotation speed as a control target rotation speed of the first motor generator; Controlling the first motor generator so that the rotation speed of the motor generator becomes the control target rotation speed.

As described above, according to the power output apparatus and the motor generator control method of the present invention, first, the first target rotation speed of the first motor generator is derived based on the required power for the prime mover, and the first target rotation speed is obtained. The second target rotation speed that is the closest to the rotation speed of the motor generator reaching the first target rotation speed is sequentially derived. That is, the second target rotation speed is the closest target rotation speed closest to the current rotation speed among the target rotation speeds at each point in time until the rotation speed of the first motor generator reaches the first target rotation speed. The number of rotations. Therefore, in other words, the first target rotational speed can be said to be a future target rotational speed with respect to the second target rotational speed. Therefore, when the latest second target rotation speed is within a range near zero and the first target rotation speed in the future is also within a range near zero, the second target rotation speed is set to zero as it is. It may remain within a nearby range, whereby the rotational speed of the first motor generator may remain at zero for a long time.
Therefore, in this case, it is necessary to perform the above-described overheat prevention control.

However, even if the latest second target rotational speed is within the range near zero, if the future first target rotational speed is outside the range near zero, then the second target rotational speed is thereafter set to the second target rotational speed. Since the number of revolutions quickly goes out of the range near zero, there is no possibility that the number of revolutions of the first motor generator remains at zero for a long time. Therefore, in this case, it is not necessary to perform the overheat prevention control as described above. Also, when the latest second target rotation speed is out of the range near zero, the rotation speed of the first motor generator is also out of the range near zero.
It is not necessary to perform the above-described overheat prevention control.

Therefore, in the power output apparatus and the motor generator control method of the present invention, both the first and second target rotation speeds are within a predetermined rotation speed range including zero (that is, a range near zero). In such a case, a specific rotation speed is set as a control target rotation speed of the first motor generator to prevent overheating of a drive circuit such as an inverter circuit of the first motor generator. On the other hand, of the first and second target rotation speeds,
When at least one of them is out of the rotation speed range, the second target rotation speed is set as the control target rotation speed of the first motor generator so that the above-described overheat prevention control is not performed.

That is, in the power output device and the motor generator control method of the present invention, the target rotation speed of the first motor generator can be kept close to zero, and the rotation speed of the first motor generator can be kept long at zero. Only when there is a possibility, the overheat prevention control of the drive circuit such as the inverter circuit for the first motor generator is performed, and otherwise, the overheat prevention control is not performed.

Therefore, according to the power output device and the motor generator control method of the present invention, when the target rotation speed of the first motor generator simply passes through a range near zero, the above-described overheat prevention control is performed. Since this is not performed, each of the problems [1] to [4] in the above-described related art can be solved.

In the above-described power output apparatus of the present invention, the target rotation speed deriving unit is configured to derive a third target rotation speed of the prime mover from a required power for the prime mover, Second deriving means for sequentially deriving, from the third target rotational speed, a fourth fourth target rotational speed that causes the rotational speed of the prime mover to reach the third target rotational speed, and the third target First calculating means for calculating the first target rotation speed from the rotation speed and the rotation speed of the second motor generator; and calculating the first target rotation speed from the fourth target rotation speed and the rotation speed of the second motor generator. A second calculating the second target rotational speed;
It is preferable to provide a calculating means.

In the above-described motor generator control method, the step (a) includes a step of deriving a third target rotation speed of the prime mover from a required power for the prime mover.
Deriving, from the third target rotational speed of the prime mover, a fourth fourth target rotational speed at which the rotational speed of the prime mover reaches the third target rotational speed; Calculating the first target rotation speed from the rotation speed of the second motor generator; and calculating the second target rotation speed from the fourth target rotation speed and the rotation speed of the second motor generator. And calculating the following.

As described above, first, the third target rotation speed corresponding to the future target rotation speed of the prime mover is derived from the required power for the prime mover, and various processes are performed on the third target rotation speed. After deriving the fourth target rotation speed, which is the latest target rotation speed, the third target rotation speed and the second motor-generator A first target rotation speed from the rotation speed; a second target rotation speed from the fourth target rotation speed and the rotation speed of the second motor generator;
By calculating each, the first target rotation speed corresponding to the future target rotation speed of the first motor generator and the second target rotation speed that is the latest target rotation speed can be reliably derived. it can.

A hybrid vehicle according to the present invention is a hybrid vehicle equipped with the above-described power output device, wherein the gist of the invention is to drive wheels by the power output to the drive shaft.

According to the hybrid vehicle of the present invention, when the driver depresses the accelerator pedal and the target rotation speed of the first motor generator increases and passes through a range near zero, or when the accelerator pedal is released. Returning to the above, even when the target rotation speed of the first motor generator falls and passes through a range near zero, the problems [1] to [4] in the above-described related art can be respectively solved. There is no danger of giving the driver discomfort, deteriorating fuel efficiency, or causing the vehicle to swing back and forth.

[0040]

DESCRIPTION OF THE PREFERRED EMBODIMENTS (A) Configuration of Embodiment First, the configuration of an embodiment of the present invention will be described with reference to FIG. FIG. 1 is a configuration diagram showing a schematic configuration of a hybrid vehicle equipped with a power output device as one embodiment of the present invention. This hybrid vehicle is a parallel hybrid vehicle equipped with a mechanical distribution type power output device.

The configuration of this hybrid vehicle is roughly as follows:
The driving system includes a power system for generating driving force, a control system for the driving system, a power transmission system for transmitting driving force from a driving source to the driving wheels 116 and 118, a driving operation unit, and the like.

The power system includes a system including an engine 150 as a prime mover and motors MG1 and MG1 as motor generators.
The system includes MG2. Here, the motor M
G1 corresponds to the generator described in the related art, and motor MG2 corresponds to the electric motor. As will be described later, both motors MG1 and MG2 can function as both a generator and a motor, but the motor MG1 generally operates as a generator in many cases. Since the motor MG2 generally operates as an electric motor in many cases, it is sometimes called an electric motor.

The control system includes an electronic control unit (hereinafter, EFI) for mainly controlling the operation of engine 150.
ECU 170), a control unit 190 for mainly controlling the operation of motors MG1 and MG2, and an EFI ECU 1
70 and various sensor sections for detecting and inputting and outputting signals necessary for the control unit 190.

Although the internal configurations of the EFIECU 170 and the control unit 190 are not specifically shown,
These are one-chip microcomputers each having a CPU, ROM, RAM, etc.
Are configured to perform various control processes described below according to a program recorded in the ROM.

EFIECU 170 and control unit 1
The power from the engine 150 is received by the control by 90, and further, the power of the engine 150 is
A configuration in which the power of the motors MG1 and MG2 or the power adjusted by power generation is output to the drive shaft 112 will be described below.
Called power output device 110.

Engine 15 in power output device 110
A value of 0 inhales air from the intake port 200 via the throttle valve 261 and injects gasoline from the fuel injection valve 151 to generate a mixture of the inhaled air and the injected gasoline. At this time, the throttle valve 261
It is opened and closed by a throttle actuator 262. The engine 150 supplies the generated air-fuel mixture to the intake valve 153.
And converts the motion of the piston 154 depressed by the explosion of the air-fuel mixture into the rotational motion of the crankshaft 156. This explosion is caused by the mixture being ignited and burned by an electric spark formed by the spark plug 162 by the high voltage guided from the igniter 158 via the distributor 160. Exhaust generated by the combustion is exhausted to the atmosphere through an exhaust port 202.

The engine 150 has a mechanism for changing the opening / closing timing of the intake valve 153, that is, a so-called VVT 157.
Is provided. The VVT 157 advances or retards the phase with respect to the crank angle of an intake camshaft (not shown) that drives the intake valve 153 to open and close, so that the intake valve 15
Adjust the opening and closing timing of 3.

On the other hand, the operation of the engine 150
It is controlled by the CU 170. For example, based on a detection signal obtained by a throttle valve position sensor 263 for detecting the opening (position) of the throttle valve 261, feedback control is performed by the EFIECU 170 using the throttle actuator 262 to obtain a desired opening. I have. Further, the advance and retard of the phase of the intake camshaft in the above-mentioned VVT 157 are also fed back to the target phase by the EFIECU 170 based on the detection signal obtained by the camshaft position sensor 264 for detecting the position of the intake camshaft. Control is exercised. In addition, the ignition plug 162 corresponding to the rotation speed of the engine 150
And the fuel injection amount control according to the intake air amount.

In order to enable such control of the engine 150, the EFIECU 170 includes various types of information indicating the operating state of the engine 150 in addition to the throttle valve position sensor 263 and the camshaft position sensor 264. Sensor is connected. For example, a rotation speed sensor 176 and a rotation angle sensor 178 provided in the distributor 160 for detecting the rotation speed and the rotation angle of the crankshaft 156, a starter switch 179 for detecting the state of an ignition key, and the like are connected. . Illustration of other sensors, switches, and the like is omitted.

Next, a schematic configuration of the motors MG1 and MG2 shown in FIG. 1 will be described. The motor MG1 is configured as a synchronous motor generator, and includes a rotor 132 having a plurality of permanent magnets on an outer peripheral surface, and a stator 133 around which a three-phase coil that forms a rotating magnetic field is wound. Stator 133
Is formed by laminating thin sheets of non-oriented electrical steel sheets, and is fixed to the case 119. This motor MG1
Operates as an electric motor that rotationally drives the rotor 132 by an interaction between a magnetic field generated by a permanent magnet provided on the rotor 132 and a magnetic field formed by a three-phase coil provided on the stator 133. It also operates as a generator that generates electromotive force at both ends of the three-phase coil provided in the stator 133.

The motor MG2 is also configured as a synchronous motor generator like the motor MG1, and includes a rotor 142 having a plurality of permanent magnets on an outer peripheral surface, and a stator 143 around which a three-phase coil for forming a rotating magnetic field is wound. Is provided. Motor M
The G2 stator 143 is also formed by laminating thin sheets of non-oriented electrical steel sheets, and is fixed to the case 119.
This motor MG2 also operates as a motor or a generator similarly to the motor MG1.

These motors MG1, MG2 have first and second inverter circuits 191, 1 each including six switching transistors (not shown) built therein.
92, the battery 194 and the control unit 19
0 is electrically connected. The control unit 190 outputs a control signal for driving the transistors in the first and second inverter circuits 191 and 192.
The six transistors in each of the inverter circuits 191 and 192 constitute a transistor inverter by being arranged in pairs of two each on the source side and the sink side. The control unit 190 sequentially controls the ratio of the on-time of the source-side and sink-side transistors by a control signal, and the current flowing in each phase of the three-phase coil is converted into a pseudo sine wave by PWM control. , A rotating magnetic field is formed, and these motors MG1 and MG2 are driven.

In order to enable control of the operating state of the hybrid vehicle including control of motors MG1 and MG2, various other sensors and switches are electrically connected to control unit 190. The sensors and switches connected to the control unit 190 include an accelerator pedal position sensor 164a, a water temperature sensor 174,
There is a remaining capacity detector 199 of the battery 194 and the like.

The control unit 190 receives various signals from the operation unit and the remaining capacity of the battery 194 through these sensors, and controls the engine 150.
Various types of information are exchanged with the FIECU 170 by communication.

Various signals from the operation section include, specifically, an accelerator pedal position (depressed amount of the accelerator pedal 164) from an accelerator pedal position sensor 164a. The remaining capacity of the battery 194 is detected by a remaining capacity detector 199.

The driving force from the driving source is applied to the driving wheels 116 and 11.
The configuration of the power transmission system that transmits the power to the motor 8 is as follows. Crankshaft 156 for transmitting the power of engine 150 is connected to planetary carrier shaft 1 via damper 130.
27, this planetary carrier shaft 127,
The sun gear shaft 125 and the ring gear shaft 126 that transmit the rotations of the motors MG1 and MG2 are mechanically coupled to a planetary gear 120 described later. Damper 130
Is provided for the purpose of connecting the crankshaft 156 of the engine 150 and the planetary carrier shaft 127 to suppress the amplitude of the torsional vibration of the crankshaft 156.

The ring gear 122 has a power take-off gear 128 for taking out power, and the ring gear 122 and the motor MG.
1 is connected. This power take-off gear 1
28 is a power receiving gear 11 by a chain belt 129.
3, and power is transmitted between the power take-out gear 128 and the power receiving gear 113. The power receiving gear 113 is connected to a power transmission gear 111 via a drive shaft 112.
The power transmission gear 111 is further connected to the left and right drive wheels 11 through a differential gear 114.
6, 118 so that power can be transmitted to them.

Here, the crankshaft 156 and the planetary carrier shaft 1 are combined with the configuration of the planetary gear 120.
27, a sun gear shaft 125 which is a rotation shaft of the motor MG1,
The coupling of the ring gear shaft 126, which is the rotation shaft of the motor MG2, will be described. The planetary gear 120 includes three coaxial gears including a sun gear 121 and a ring gear 122, and a plurality of planetary pinion gears 123 disposed between the sun gear 121 and the ring gear 122 and revolving around the sun gear 121 while rotating. You.
The sun gear 121 is connected to a motor M via a hollow sun gear shaft 125 penetrating the center of the planetary carrier shaft 127.
The ring gear 122 is connected to the rotor 132 of the motor MG2 via the ring gear shaft 126.
Is joined to. Further, the planetary pinion gear 12
3 is a planetary carrier 124 that supports the rotation axis.
The planetary carrier shaft 127 is coupled to the crankshaft 156 via a shaft. As is well known in mechanics, the planetary gear 120 has a rotational speed of any two of the three sun gear shafts 125, the ring gear shaft 126, and the planetary carrier shaft 127, and a torque input / output to / from these shafts. Once determined, the remaining number of rotations of one shaft and the torque input / output to / from that rotation shaft are determined.

(B) General Operation Next, the general operation of the hybrid vehicle shown in FIG. 1 will be briefly described. The hybrid vehicle having the above-described configuration outputs power corresponding to the required power to be output to the drive shaft 112 from the engine 150 during traveling,
The output power is transmitted to the drive shaft 112 via the planetary gear 120. At this time, for example, the drive shaft 11
2 for the required rotation speed and required torque
When the crankshaft 156 of the engine 150 is rotating at a high rotation speed and a low torque, a part of the power output from the engine 150 is transmitted to the motor MG1 via the planetary gear 120, and the power is output by the motor MG1. The motor MG <b> 2 is driven by the collected electric power to apply torque to the drive shaft 112 via the ring gear shaft 126. Conversely, when the crankshaft 156 of the engine 150 is rotating at a low rotation speed and a high torque with respect to the required rotation speed and the required torque to be output from the drive shaft 112, the power output by the engine 150 A part is transmitted to the motor MG2 via the planetary gear 120, the electric power is collected by the motor MG2, and the motor MG1 is driven by the collected electric power to apply a torque to the sun gear shaft 125. By adjusting the power exchanged in the form of electric power via motors MG1 and MG2 in this manner, the power output from engine 150 can be output from drive shaft 112 as the desired rotation speed and torque.

A part of the electric power recovered by motor MG1 or MG2 can be stored in battery 194. Further, it is also possible to drive motor MG1 or MG2 using the electric power stored in battery 194.

Based on this principle of operation, during steady running, for example, the vehicle runs using the power of the motor MG2 while using the engine 150 as the main drive source. As described above, by running both engine 150 and motor MG2 as drive sources, engine 150 can be operated at an operating point with high operation efficiency according to the required torque and the torque that can be generated by motor MG2. As compared with a vehicle using only the engine 150 as a drive source, it is excellent in resource saving and exhaust purification. On the other hand, the rotation of the crankshaft 156 can be transmitted to the motor MG1 via the planetary carrier shaft 127 and the sun gear shaft 125, so that the engine 150 can run while generating power with the motor MG1.

The following relationship is known for the number of revolutions of the planetary gear 120 used in the torque conversion. That is, for the planetary gear 120,
Assuming that the gear ratio between the sun gear 121 and the ring gear 122 (the number of teeth of the sun gear / the number of teeth of the ring gear) is ρ, the rotation speed Ns of the sun gear shaft 125, the rotation speed Nc of the planetary carrier shaft 127, and the rotation speed Nr of the ring gear shaft 126 are obtained. In the meantime,
Generally, the following equation (3) holds.

[0063]

(Equation 3)

In this embodiment, the rotation speed Ns of the sun gear shaft 125 is a parameter equivalent to the rotation speed ng of the motor MG1, and the rotation speed Nr of the ring gear shaft 126 is a parameter equivalent to the vehicle speed or the rotation speed nm of the motor MG2. And
The rotation speed Nc of the planetary carrier shaft 127 is the engine 1
This is a parameter equivalent to 50 revolutions ne.

Therefore, the following equation (4) is established from the equation (3) between the engine speed ne of the engine 150, the engine speed ng of the motor MG1, and the engine speed nm2 of the motor MG2.

[0066]

(Equation 4)

(C) Control Process for Motor MG1 The control process for the motor MG1 according to the present invention will be described in detail with reference to FIGS.

FIG. 2 is a flowchart showing the flow of a control processing routine by the control unit 190 for the motor MG1 of FIG. This routine is executed by the control unit 190.
(Not shown), and is repeatedly executed at predetermined time intervals.

When the control processing routine shown in FIG. 2 is started, first, control unit 190 performs processing for calculating a target rotation speed of engine 150 (step S10).
2). This processing is performed in accordance with the processing routine shown in FIG.

FIG. 3 is a flowchart showing the flow of the engine target speed calculation processing routine. When the processing routine shown in FIG. 3 is started, the control unit 190
In response to a request to turn on / off the VVT 157, the engine 15
An operation line of 0 is selected (step S202).

ROM inside control unit 190
Information (not shown) about two types of operation lines is stored in advance as operation lines of the engine 150.
Specifically, it is stored in the form of a map as described later. Among these two types of operation lines, one operation line is an operation line with the best fuel efficiency, and the other operation line is an operation line with a high engine power even if the fuel efficiency is relatively poor.

Therefore, the control unit 190 determines whether there is a request to turn on the VVT 157 or a request to turn off the VVT 157 based on the depression amount of the accelerator pedal 164 and the like. When there is a request to turn on the VVT 157, the control unit 190 performs advance control on the VVT 157 (advances the phase with respect to the crank angle of the intake camshaft). Of these, an operation line is selected in which the engine power is increased even if the fuel efficiency is relatively poor. vice versa,
When there is a request to turn off the VVT, since the advance angle control is not performed on the VVT 157, the operation line with the best fuel efficiency is selected.

Next, the control unit 190
A process for calculating the required power spv for the 50 is performed (step S204). The required power spv is calculated by the following equation (5).

[0074]

(Equation 5) Here, each term on the right side of Expression (5) is as follows.

Spac: power (value converted into power generation amount) when all the driving torque for running the vehicle is covered by the output of engine 150. It is determined from a map using the amount of depression of the accelerator pedal 164 and the vehicle speed as parameters. As described above, control unit 190 obtains the depression amount of accelerator pedal 164 from accelerator pedal position sensor 164a, and obtains the vehicle speed from a sensor (not shown) that detects rotation speed Nr of ring gear shaft 126. I have to.

Spchg: required power for charging and discharging the battery 194. It is determined from the remaining capacity of the battery 194.
In general, when the remaining capacity is low, the demand for charging is high. When the remaining capacity is about 60%, the demand for charging and discharging is zero, and when it is more than that, the demand for discharging is zero.

SpAC: a correction amount when an air conditioner (not shown) is driven. Since the air conditioner consumes a large amount of power, the power consumption of the air conditioner is corrected separately from other auxiliary equipment.

After calculating the required power spv for the engine 150 in this way, the control unit 190 calculates the required power spv based on the calculated required power spv.
The base target rotation speed of engine 150 is calculated based on the operation line (step S206).

The operating line of the engine 150 is plotted on a coordinate having, for example, the torque of the engine 150 as a vertical axis and the rotation speed of the engine 150 as a horizontal axis. As is well known, the power output from the engine 150 is expressed as a product of the rotation speed of the engine 150 and the torque. Can be plotted above.

Therefore, the engine 150 is placed on the above-mentioned coordinates.
Is plotted at a constant power at the calculated required power spv, the iso-output line intersects with the above-mentioned operation line, and the number of revolutions at the intersection indicates the base target of the engine 150 to be determined. It becomes the number of rotations.

Actually, for each value of the power output from the engine 150, the rotational speed of the engine 150 is obtained in advance based on the selected operation line, and these are stored in the control unit 190. The obtained engine 15 is stored as a map in a ROM (not shown).
With respect to the required power spv for 0, the base target rotation speed of the engine 150 is obtained from the map.

Next, the control unit 190 stores the calculated engine 15 in a preset variable t_netag.
After giving the base target rotation speed of 0 (step S20)
8), the value of the variable t_netag is set as the future target rotational speed snetagf of the engine 150 (step S2).
10). Here, the future target rotation speed of the engine 150 is a concept that is opposed to an instantaneous target rotation speed of the engine 150, which will be described later, and is a target rotation speed at which the rotation speed of the engine 150 is desired to approach the value in the future. is there.

Next, the control unit 190 performs a rate limiter process on the value of the variable t_netag (step S212), and executes the variable t_netag after the process.
The value of netag is set to the instantaneous target rotation speed s of engine 150.
netag (step S214). In the meantime, in the rate limiter process, in order to bring the engine speed closer to the above-mentioned future target engine speed snetagf, a trajectory of a time change from the current engine speed to the future target engine speed is assumed. In order to prevent the engine speed from abruptly changing when approaching the target speed, the gradient of the trajectory with respect to the time axis is set within a desired limit range. Of the rotation speeds at each point on the trajectory thus obtained, the closest rotation speed to the current rotation speed is the instantaneous target rotation speed snetag.

When the routine for calculating the target engine speed is completed as described above, the processing by the control unit 190 returns to the main processing of FIG. 2 again, and then the control unit 190 sets the control target rotation speed sngta of the motor MG1.
A process for calculating g is performed (step S104). This processing is performed according to the processing routine shown in FIG.

FIG. 4 is a flowchart showing the flow of the control target rotation speed calculation processing routine of the motor MG1.
Note that the engine target rotational speed calculation process of FIG. 3 and the processes of steps S302 and S304 of FIG.
This is achieved by the 90 CPU functioning as a target rotation speed deriving unit (not shown). FIG.
Steps S306 to S312 are performed by the CPU of the control unit 190 functioning as a control target rotation speed setting unit (not shown).

When the processing routine shown in FIG. 4 is started,
The control unit 190 calculates the instantaneous target rotation speed of the motor MG1 from the instantaneous target rotation speed snatag of the engine 150 and the actual rotation speed of the motor MG2, that is, the actual rotation speed snm, and converts the value into a variable t_ngtag. (Step S302).

Of these, the instantaneous target rotational speed snetag of the engine 150 has already been derived in step S214, and the actual rotational speed snm of the motor MG2 has already been calculated as the vehicle speed in step S204. It is obtained from a sensor (not shown) that detects the number Nr.

On the other hand, as described above, the rotation speed ng of the motor MG1, the rotation speed ne of the engine 150, and the motor MG1
There is a relationship as shown in Expression (4) between the rotation speed nm and the rotation speed nm.

Accordingly, the instantaneous target rotational speed of the motor MG1 is calculated by substituting the instantaneous target rotational speed snatag of the engine 150 and the actual rotational speed snm of the motor MG2 into the equation (4), and the value is given to the variable t_ngtag. And the relationship shown in Expression (6) is obtained.

[0090]

(Equation 6)

Subsequently, the control unit 190 calculates a future target rotation speed of the motor MG1 from the future rotation speed stagagf of the engine 150 and the actual rotation speed snm of the motor MG2, and gives the value to the variable t_ngtagf ( Step S304).

Of these, the future rotational speed snetagf of the engine 150 has already been derived in step S210.

Therefore, the future rotational speed s of the engine 150
netagf and the actual rotation speed snm of the motor MG2 are substituted into the expression (4) to calculate a future target rotation speed of the motor MG1, and when the value is given to a variable t_ngtagf, the relationship shown in the expression (7) is obtained. Can be

[0094]

(Equation 7)

Here, the future target rotation speed of the motor MG1 is a concept opposed to the instantaneous target rotation speed of the motor MG1, and the target rotation speed at which the rotation speed of the motor MG1 is to be brought closer to its value in the future. It is. In addition, the instantaneous target rotation speed of the motor MG1 is the latest rotation speed closest to the current rotation speed among the target rotation speeds at each time until the rotation speed of the motor MG1 reaches the above-described future target rotation speed. This is the target rotation speed.

Next, the control unit 190 controls the motor MG
Given variable t_ngtag of the instantaneous target rotation speed of 1
Is within the range from -R to R, and given variable t_ngt of the future target rotation speed of motor MG1.
It is determined whether the value of agf is in the range from -R to R (step S306). Here, R and -R are predetermined values shown in FIG. 8A in the related art. Therefore, the range from -R to R corresponds to a range where the rotation speed of the motor MG1 is near zero.

In the prior art, as described above, when the target rotation speed ngtag of the motor MG1, that is, the instantaneous target rotation speed falls within a range near zero, the motor MG1
In order to prevent overheating of the inverter circuit 191 for driving G1, overheating prevention control is always performed. However,
Even if the instantaneous target rotation speed of the motor MG1 falls within a range near zero, the instantaneous target rotation speed of the motor MG1 crosses zero and goes out of the range near zero as it is, If the instantaneous target rotation speed of MG1 simply passes through a range near zero, the motor M
Since the actual rotation speed of G1 does not stay at zero for a long time, it is not necessary to perform overheat prevention control.

Therefore, in this embodiment, the motor MG
Whether the instantaneous target speed of 1 stays in the range near zero,
Alternatively, it is determined whether or not the motor MG1 should quickly come out of the vicinity of zero by determining whether or not the future target rotation speed, which is the target to which the instantaneous target rotation speed of the motor MG1 should go, is within the vicinity of zero. .

Therefore, the control unit 190 controls the motor M
Given variable t_ngta of the instantaneous target rotation speed of G1
The value of g is in the range from -R to R and the given variable t_n of the future target rotational speed of the motor MG1
When the value of gtagf is in the range from -R to R, the instantaneous target rotation speed of the motor MG1 stays in a range near its zero, thereby increasing the actual rotation speed of the motor MG1 to zero. May stay. Therefore, in this case, the inverter circuit 191 that drives the motor MG1
In order to prevent overheating, overheating prevention control similar to that of the related art is performed (step S308).

That is, the control unit 190 determines the variable t_ngt given the instantaneous target rotation speed of the motor MG1.
When the value of ag is negative, that is, when the target rotation speed of the motor MG1 is negative and gradually increasing, the value R is newly given to the variable t_ngtag. Conversely, when the value of the variable t_ngtag is positive, that is, when the target rotation speed of the motor MG1 is positive and gradually decreases, the value -R
Give a new. As a result, the control target rotational speed sngtag of the motor MG1 described later is fixed to the value R or the value -R, and the same overheat prevention control as in the related art is performed.

However, the value of the variable t_ngtag given the instantaneous target rotation speed of the motor MG1 changes from -R to R
Even if the value of the variable t_ngtagf given the future target rotation speed of the motor MG1 is out of the range from -R to R, the motor MG1
Since the instantaneous target rotational speed of 1 immediately goes out of the range near zero, there is no possibility that the actual rotational speed of the motor MG1 stays at zero for a long time, and it is necessary to perform the overheat prevention control as described above. There is no. Also, the value of the variable t_ngtag given the instantaneous target rotation speed of the motor MG1 is -R
If the actual rotation speed of the motor MG1 is out of the range from zero to R, the overheating prevention control need not be performed in this case. Therefore, in any of these cases, the processing of step S308 is avoided.

Thus, at the stage immediately before proceeding to the next step S310, the value of the variable t_ngtag is
When the process of step S308 is avoided, the instantaneous target rotation speed of the motor MG1 calculated in step S302 is given as it is. However, after the process of step S308, the value R or-which is a fixed value is obtained. R is newly given.

Subsequently, the control unit 190 performs a known process such as an upper / lower limit guard process based on the use limit range of the motor MG1 and a rate limiter process for securing transient torque characteristics on the value of the variable t_ngtag ( Step S310). Then, the control unit 190
Represents the value of the variable t_ngtag after the processing by the motor MG1.
Is set as the control target rotation speed sngtag (step S312).

When the motor MG1 control target rotational speed calculation processing routine is completed as described above, the process by the control unit 190 returns to the main process of FIG. 2 again, and then the control unit 190 determines the actual rotational speed sng of the motor MG1. ,
The rotation speed Ns of the sun gear shaft 125 is obtained from a sensor (not shown) that detects the rotation speed Ns (step S106).

Subsequently, the control unit 190 calculates and sets, as the target torque stgtag, the torque of the motor MG1 such that the obtained actual rotation speed sng of the motor MG1 becomes the previously set control target rotation speed sngtag. (Step S108). Specifically, target torque stgtag of motor MG1 is calculated by proportional integration used in so-called proportional integration control (PI control). That is, the control target rotation speed sngtag of the motor MG1
From the sum of a proportional term obtained by multiplying the deviation between the actual rotational speed sng by a predetermined proportional constant and an integral term obtained by multiplying the time integral of the deviation by a predetermined proportional constant, the motor MG1
The target torque stgtag with respect to is obtained.

Finally, the control unit 190 controls the motor M
The target torque stgtag set by the torque stg of G1
The torque stg of the motor MG1 is controlled via the inverter circuit 191 (step S11).
0).

As described above, in this embodiment, the instantaneous target rotation speed and the future target rotation speed of the motor MG1 are calculated, and both target rotation speeds are set to R.
When the motor MG1 is in the range from 0 to -R, that is, in the range near zero, the instantaneous target rotation speed of the motor MG1 stays in the range near zero, and the actual rotation speed of the motor MG1 can stay long at zero. If the instantaneous target rotation speed of the motor MG1 is out of the range near zero or in the range near zero, the overheat prevention control is performed. Just passing through,
Since there is no possibility that the actual rotation speed of the motor MG1 stays at zero for a long time, the overheat prevention control is not performed.

(D) Effects of the Embodiment According to this embodiment, when the target rotation speed of the motor MG1 simply passes through a range near zero, the above-described overheat prevention control is not performed. Each of the problems [1] to [4] in the related art can be solved.

FIG. 5 shows the motor MG1 in the embodiment of FIG.
4 is a timing chart of main parameters in a case where the target rotation speed increases and simply passes through a range near zero. In FIG. 5, (a) shows the time change of the rotation speed of the motor MG1, (b) shows the time change of the rotation speed of the engine 150,
(C) shows the time change of the torque of the motor MG1, and (d) shows the time change of the depression amount of the accelerator pedal 164, respectively.

When the driver depresses the accelerator pedal 164 as shown in FIG. 5D, the target rotation speed of the motor MG1 gradually increases from negative and exceeds the value -R. As shown in FIG. 5A, when the vehicle simply passes through a range near zero, the overheat prevention control is not performed as described above.
As shown in (a), it rises linearly without causing hunting. Therefore, the inverter circuit 191 that drives the motor MG1 does not generate inverter noise and does not give the driver any discomfort.

Further, as shown in FIG. 5B, the actual rotation speed sne of the engine 150 rises linearly without causing hunting, so that the engine 150 can be operated in a region where the fuel efficiency is poor, or the engine speed can be reduced. Does not worsen.

Furthermore, the torque stg of the motor MG1 is
5 (c), the torque of the drive shaft 112 is stable without fluctuating. Therefore, the vehicle shakes due to the torque fluctuation of the drive shaft as in the related art. Does not occur.

FIG. 6 shows the motor MG1 in the embodiment of FIG.
7 is a timing chart of main parameters in a case where the target rotation speed simply drops and passes through a range near zero. 6, (a) shows the time change of the depression amount of the accelerator pedal 164, (b) shows the time change of the rotation speed of the motor MG1, (c) shows the time change of the torque of the motor MG1,
(D) shows the time change of the torque of the motor MG2 and the drive torque, respectively.

On the other hand, even if the driver returns the accelerator pedal 164 as shown in FIG. 6 (a) and the target rotation speed of the motor MG1 gradually decreases from positive and exceeds the value R, the target rotation speed does not change. As shown in FIG. 6 (b), when the vehicle simply passes through the range near zero, the overheat prevention control is not performed as described above.
As shown in (b), it rises linearly without hunting. The actual rotation speed sne of the engine 150 also does not cause hunting (not shown), and the motor MG1
Does not cause hunting as shown in FIG. 6C. On the other hand, when you release the accelerator pedal,
Since the vehicle is in a deceleration state, the driving torque stp is substantially constant at a negative value (stp <0) as shown in FIG. 6D, but the torque stg of the motor MG1 does not cause hunting. Based on 2), the torque stm of the motor MG2 does not cause hunting as shown in FIG. Therefore, the hiccup which has conventionally been a problem does not occur.

In this embodiment, the motor MG2
6D, there is a possibility that a deceleration shock as shown by an arrow W in FIG. 6D may occur. However, by applying a lower limit guard process to this torque stg, it is possible to reduce the deceleration shock. is there.

It should be noted that the power output device to which the present invention is applied may have a configuration other than the configuration shown in FIG. In FIG. 1, the motor MG2 is connected to the ring gear shaft 126, but a configuration in which the motor MG2 is connected to a planetary carrier shaft 127 directly connected to the crankshaft 156 of the engine 150 may be adopted. FIG. 7 shows a configuration as a first modification. In FIG. 7, the engine 1
The state of connection of the motor 50 and the motors MG1 and MG2 to the planetary gear 120 is different from that of the embodiment of FIG. The motor MG <b> 1 is coupled to a sun gear shaft 125 related to the planetary gear 120, and the engine 15 is connected to a planetary carrier shaft 127.
This is the same as FIG. 1 in that the 0 crankshaft 156 is connected. FIG. 7 differs from the embodiment of FIG. 1 in that the motor MG2 is coupled to the planetary carrier shaft 127 instead of the ring gear shaft 126.

In such a configuration, for example, the motor M
By driving the motor MG2 coupled to the planetary carrier shaft 127 using the electric power regenerated by G1, additional torque can be applied to the planetary carrier shaft 127 directly connected to the crankshaft 156, and this torque addition Is performed such that the required torque is output to the drive shaft 112. Therefore, similarly to the embodiment of FIG. 1, by adjusting the power exchanged in the form of electric power via the motors MG1 and MG2, the engine 15
The power output from 0 can be output from drive shaft 112 as the desired rotation speed and torque.

Therefore, even in such a configuration, if the above-described overheat prevention control is always activated when the target rotation speed of the motor MG1 is in a range near zero, the above-described conventional technique is used. Since the same problem as the technology occurs, the present invention is applied to such a configuration, and the motor MG
If the target rotation speed of 1 simply passes through a range near zero, the problem can be solved by not performing the above-described overheat prevention control.

The present invention is not limited to the examples and embodiments described above, but can be implemented in various modes without departing from the gist of the invention.

In the embodiment described above, the motor MG1 shown in FIG.
Step S3 in the control target rotation speed calculation processing routine
In 08, the value newly given to the variable t_ngtag was a fixed value of R or -R, but if overheating of the inverter circuit 191 can be prevented, this value becomes:
The value may change with time.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing a schematic configuration of a hybrid vehicle equipped with a power output device as one embodiment of the present invention.

FIG. 2 is a control unit 19 for the motor MG1 of FIG.
7 is a flowchart showing the flow of a control processing routine based on 0.

FIG. 3 is a flowchart showing a flow of a target engine speed calculation processing routine in FIG. 2;

FIG. 4 is a flowchart showing a flow of a motor MG1 control target rotation speed calculation processing routine in FIG. 2;

FIG. 5 is a timing chart of main parameters when the target rotation speed of the motor MG1 in the embodiment of FIG. 1 increases and simply passes through a range near zero.

FIG. 6 is a timing chart of main parameters when the target rotation speed of the motor MG1 in the embodiment of FIG. 1 drops and simply passes through a range near zero.

FIG. 7 is a configuration diagram showing a schematic configuration of a hybrid vehicle equipped with a power output device as a modified example of the present invention.

FIG. 8 is a timing chart for explaining conventional overheat prevention control for a generator.

FIG. 9 is a timing chart for explaining overheat prevention control for the generator performed when the accelerator pedal is released in the related art.

[Explanation of symbols]

 110 power output device 111 power transmission gear 112 drive shaft 113 power receiving gear 114 differential gear 116 drive wheel 119 case 120 planetary gear 121 sun gear 122 ring gear 123 planetary pinion gear 124 planetary carrier 125 sun gear Shaft 126 ... Ring gear shaft 127 ... Planetary carrier shaft 128 ... Power take-off gear 129 ... Chain belt 130 ... Damper 132 ... Rotor 133 ... Stator 142 ... Rotor 143 ... Stator 150 ... Engine 151 ... Fuel injection valve 152 ... Combustion chamber 153 ... Intake valve 154: piston 156: crankshaft 157: VVT 158: igniter 160: distributor 162: spark plug 164: accelerator pedal 164a: accelerator Dull position sensor 170 EFI ECU 174 Water temperature sensor 176 Rotation speed sensor 178 Rotation angle sensor 179 Starter switch 190 Control unit 191, 192 Inverter circuit 194 Battery 199 Remaining capacity detector 200 Inlet 202 Exhaust Mouth 261 ... Throttle valve 262 ... Throttle actuator 263 ... Throttle valve position sensor 264 ... Camshaft position sensor MG1 ... Motor MG2 ... Motor

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 5H115 PA01 PA12 PC06 PG04 PI16 PI24 PI29 PI30 PO02 PO06 PO09 PU10 PU11 PU24 PU25 PV09 PV23 QA01 QN03 QN05 QN06 QN21 QN22 QN23 QN27 RB22 RE02 RE05 RE06 RE07 RE12 RE10 SE04 SE02 TB01 TB01 TE03 TE08 TE09 TE10 TI02 TO21 TR05 TU12 TZ01

Claims (5)

[Claims] 1. A power output device for outputting power to a drive shaft, comprising a first to a third shaft, wherein the drive shaft is coupled to the third shaft, and the first to the third Three-axis power input / output means for inputting / outputting power determined based on the input / output power to the remaining one axis when power is input / output to any two axes among the three axes; A prime mover, the rotary shaft of which is coupled to the first shaft and capable of outputting power to the first shaft; and a rotary shaft of which is coupled to the second shaft, A first motor generator capable of inputting / outputting power, a rotary shaft coupled to the third shaft or the first shaft, and inputting power to the third shaft or the first shaft. A second motor generator capable of outputting the first motor generator based on a required power for the prime mover; Control means for setting a control target rotation speed, and controlling the first motor generator so that the rotation speed of the first motor generator becomes the control target rotation speed. Deriving a first target rotation speed of the first motor generator from the required power for the prime mover, and calculating the latest target rotation speed of the first motor generator to reach the first target rotation speed. A target rotation speed deriving unit that sequentially derives a second target rotation speed; and when the derived first and second target rotation speeds are both within a predetermined rotation speed range including zero, the first rotation speed determination unit determines the first rotation speed. A specific rotation speed is set as a control target rotation speed of the motor generator, and when at least one of the first and second target rotation speeds is out of the rotation speed range, the first electric motor The second target rotation speed is set as the control target rotation speed of the generator. At least comprising the power output apparatus and the control target rotational speed setting unit. 2. The power output apparatus according to claim 1, wherein the target rotation speed deriving unit derives a third target rotation speed of the prime mover from a required power for the prime mover, Second deriving means for sequentially deriving, from a third target rotation speed of the prime mover, a fourth fourth target rotation speed for the rotation speed of the prime mover to reach the third target rotation speed; First calculating means for calculating the first target speed from the target speed and the speed of the second motor generator; the fourth target speed and the speed of the second motor generator And a second calculating means for calculating the second target rotational speed from the following. 3. A hybrid vehicle equipped with the power output device according to claim 1 or 2, wherein wheels are driven by power output to the drive shaft. 4. A motor having first to third shafts, wherein the drive shaft is coupled to the third shaft, and power is input to any two of the first to third shafts. A three-axis power input / output means for inputting / outputting power determined based on the input / output power to the remaining one axis when output, and a rotation axis coupled to the first axis; A prime mover capable of outputting power to a first shaft; and a first motor generator capable of inputting and outputting power to and from the second shaft, the rotary shaft being coupled to the second shaft. A second motor / generator having a rotating shaft coupled to the third shaft or the first shaft and capable of inputting / outputting power to / from the third shaft or the first shaft; A method for controlling the first motor generator in a power output device comprising: (a) a required power for the prime mover; Deriving a first target rotation speed of the first motor-generator from the first motor-generator, and a second target rotation speed closest to the rotation speed of the first motor-generator reaching the first target rotation speed. And (b) when the derived first and second target rotation speeds are both within a predetermined rotation speed range including zero, the control target rotation speed of the first motor generator is controlled. A specific number of revolutions is set as the number, and when at least one of the first and second target revolutions is outside the range of the number of revolutions, the first number of revolutions is set.
Setting the second target rotation speed as the control target rotation speed of the motor generator; and (c) setting the first target rotation speed so that the rotation speed of the first motor generator becomes the control target rotation speed. Controlling the motor generator according to the above. 5. The motor generator control method according to claim 4, wherein the step (a) comprises: deriving a third target rotation speed of the prime mover from required power for the prime mover; Deriving a fourth fourth target rotation speed that is the closest to the rotation speed of the prime mover reaching the third target rotation speed, from the third target rotation speed, and the third target rotation speed and the second target rotation speed. Calculating the first target rotation speed from the rotation speed of the motor generator; and calculating the second target rotation speed from the fourth target rotation speed and the rotation speed of the second motor generator. And a motor generator control method comprising: