JP2003164007A - Power output device and automobile provided with the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To further improve the efficiency of the entire system. <P>SOLUTION: A motor MG2 is fitted to a drive shaft 36 which is made an output shaft of a triaxial power distribution integral mechanism 30 connected to a crank shaft 26 of an engine 22 and the shaft of a motor MG1, while a motor MG3 is fitted through a clutch CL. The engine 22 and the motor MG1 are so controlled that a power matching a required power is efficiently outputted from the engine 22. If a required power is relatively small, the motor MG3 is disconnected from the drive shat 36 by the clutch CL, while, if the required power is a relatively large, the motor MG3 is connected to the drive shaft 36 by the clutch CL, and the motor MG2 and the motor MG3 are so controlled that a required torque is outputted to the drive shaft 36. Since the motor whose maximum output is high is not driven when the low is small, the efficiency of the entire system is improved. <P>COPYRIGHT: (C)2003,JPO

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 and a vehicle equipped with the same, and more particularly to a power output device for outputting power to a drive shaft and a vehicle equipped with the same.

[0002]

2. Description of the Related Art Conventionally, as a power output device of this type,
It has been proposed to connect an output shaft of an internal combustion engine, a drive shaft, and a rotary shaft of an electric motor capable of generating power to three shafts of a planetary gear and to provide an electric motor capable of outputting power to the drive shaft (for example, Japanese Patent Laid-Open No. 2000- 197208). In this device, the power from the internal combustion engine operated at an operating point that efficiently outputs the power commensurate with the required power required for the drive shaft is torque-converted by the planetary gear and the two electric motors and output to the drive shaft as the required power. .
At this time, the operating point of the internal combustion engine can be any operating point as long as it can output power commensurate with the required power. Therefore, by selecting and operating the most efficient operating point, It improves the overall efficiency.

[0003]

However, in such a power output device, the electric motor is designed so as to meet the maximum required power required for the drive shaft. Therefore, when the required power is a relatively low load, the electric motor is also required. Since it is necessary to operate in the low load area, there are cases where the electric motor cannot be operated in an efficient operation area. These problems can be avoided by designing the electric motor so that it can be efficiently operated in both the low load region and the high load region, but no report has been known so far on the electric motor having such a design.

The power output apparatus of the present invention is intended to further improve the efficiency of the entire apparatus. Another object of the vehicle of the present invention is to increase energy efficiency and improve fuel efficiency.

[0005]

Means for Solving the Problems and Their Actions / Effects The power output apparatus of the present invention and a vehicle equipped with the same have adopted the following means in order to achieve at least a part of the above objects.

A power output device of the present invention is a power output device for outputting power to a drive shaft, which is connected to an internal combustion engine, an output shaft of the internal combustion engine, the drive shaft and a rotary shaft, and the three shafts. A three-axis power input / output unit for inputting / outputting the power determined based on the power input / output to / from the two shafts to the remaining shafts; a first electric motor capable of inputting / outputting the power to / from the rotating shaft; Power can be exchanged with a second electric motor capable of inputting / outputting power to / from a shaft, a third electric motor capable of inputting / outputting power to / from the drive shaft, and any of the first electric motor, the second electric motor, and the third electric motor. A secondary battery, and operation control means for controlling the operation of the internal combustion engine, the first electric motor, the second electric motor, and the third electric motor based on the required power required for the drive shaft. Use as a summary.

In the power output apparatus of the present invention, the power output from the internal combustion engine is torque-converted by the three-axis power input / output means, the first electric motor, the second electric motor, and the third electric motor and output to the drive shaft. be able to. Also, the second electric motor and the third electric motor
Since it is possible to input and output power to and from the drive shaft with the electric motor, it is possible to perform control such that one of the second electric motor and the third electric motor is operated as an efficient operation region when the load is low. That is, the efficiency of the entire apparatus can be improved by controlling the operation of the second electric motor and the third electric motor.

In such a power output device of the present invention,
When the required power is equal to or less than a predetermined power, the operation control means controls the operation of the second electric motor and the third electric motor so that the second electric motor outputs the power and the third electric motor does not output the power. It can also be a means to do. With this configuration, when the required power is a predetermined load or less and the load is low, it is possible to operate the second electric motor in an efficient operating region and stop the operation of the third electric motor.
As a result, the efficiency of the entire device can be improved.
In the power output apparatus of the present invention of this aspect, a connection means for controlling mechanical connection and disconnection of the third electric motor and the drive shaft is provided, and the operation control means is such that the required power is less than or equal to the predetermined power. In this case, it may be a means for driving and controlling the connecting means so that the mechanical connection between the third electric motor and the drive shaft is released.
With this configuration, the third motor is mechanically disconnected from the drive shaft when the required power is a predetermined load or less and the load is low.
The energy for rotating the rotor of the electric motor can also be saved, so that the efficiency of the entire device can be further improved.

Further, in the power output apparatus of the present invention, the first electric motor is configured such that the maximum generated electric power is substantially equal to the sum of the maximum electric power consumption of the second electric motor and the maximum electric power consumption of the third electric motor. It can also be made. With this configuration, the first electric motor, the second electric motor, and the third electric motor can be balanced in terms of electric power balance.

Further, in the power output apparatus of the present invention,
In the second electric motor and the third electric motor, the sum of the maximum power consumption of the second electric motor and the maximum electric power consumption of the third electric motor is the maximum generated electric power of the first electric motor and the maximum discharged electric power of the secondary battery. It may be configured to be approximately equal to the sum of. With this configuration, the first electric motor, the second electric motor, the third electric motor, and the secondary battery can be balanced in terms of electric power balance.

Alternatively, in the power output apparatus of the present invention, the second electric motor may be designed to have a maximum power substantially equal to that of the third electric motor. With this configuration, the same electric motor as the third electric motor can be used as the second electric motor.

Further, in the power output apparatus of the present invention, the second electric motor may be designed to have a maximum power smaller than that of the third electric motor. In this way, the efficiency of the entire device can be further improved even in a low load region where the required power is small.

An automobile of the present invention comprises the power output device of any one of the above-mentioned aspects, and the drive shaft is mechanically connected to the axle, that is, basically, an internal combustion engine and the internal combustion engine. A three-axis type power input / output means which is connected to the output shaft of the engine, the drive shaft and the rotary shaft, and which inputs / outputs to / from the remaining shaft a power determined based on the power input / output to / from two of the three shafts. ,
A first electric motor capable of inputting / outputting power to / from the rotary shaft; a second electric motor capable of inputting / outputting power to / from the drive shaft; a third electric motor capable of inputting / outputting power to / from the drive shaft; A secondary battery capable of exchanging electric power with both the second electric motor and the third electric motor, and the internal combustion engine, the first electric motor, the second electric motor, and the second electric motor based on required power required for the drive shaft. A gist of the present invention is to include a power output device that includes an operation control unit that controls the operation of the third electric motor, and a drive shaft of the power output device that is mechanically connected to an axle.

Since the vehicle of the present invention is provided with the power output device of the present invention in any of the above-mentioned aspects, the effect of the power output device of the present invention, for example, the effect of improving the efficiency of the entire device can be obtained. Can be played. As a result, the fuel efficiency of the automobile can be improved.

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION Next, embodiments of the present invention will be described with reference to examples. FIG. 1 is a configuration diagram showing a schematic configuration of a hybrid vehicle 20 equipped with a power output device according to an embodiment of the present invention. The hybrid vehicle 20 of the embodiment includes an engine 22 and a damper 2 on a crankshaft 26 serving as an output shaft of the engine 22, as shown in the figure.
3-axis power distribution integration mechanism 30 connected via 8
A motor MG1 capable of generating electricity connected to the power distribution and integration mechanism 30, a motor MG2 capable of inputting and outputting power to and from a drive shaft 36 connected to the power distribution and integration mechanism 30, and a drive shaft 36.
And a motor MG3 connected via the clutch CL and the rotary shaft 37, and a hybrid electronic control unit 70 for controlling the entire power output device.

The engine 22 is an internal combustion engine that outputs power by a hydrocarbon fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter, referred to as an electronic control unit for inputting signals from various sensors for detecting the operating state of the engine 22). An engine ECU 24) receives operation control such as fuel injection control, ignition control, and intake air amount adjustment control.
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 regarding the operating state of the engine 22 to the hybrid electronic control unit. Output to the unit 70.

The power distribution and integration mechanism 30 includes a sun gear 31 as an external gear, a ring gear 32 as an internal gear arranged concentrically with the sun gear 31, and a plurality of pinion gears that mesh with the sun gear 31 and mesh with the ring gear 32. Three
3 and a carrier 34 that holds the plurality of pinion gears 33 so as to rotate and revolve freely, and is configured as a planetary gear mechanism that performs a differential action with the sun gear 31, the ring gear 32, and the carrier 34 as rotating elements. In the power distribution and integration mechanism 30, the carrier 34 is connected to the crankshaft 26 of the engine 22, the sun gear 31 is connected to the motor MG1, and the ring gear 32 is connected to the drive shaft 36 capable of inputting and outputting power from the motors MG2 and MG3. When the motor MG1 functions as a generator, the power from the engine 22 input from the carrier 34 is distributed to the sun gear 31 side and the ring gear 32 side according to the gear ratio, and when the motor MG1 functions as an electric motor. The power from the engine 22 input from the carrier 34 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. Ring gear 32
The power output to the drive shaft 39 and the differential gear 38 is finally transmitted to the drive wheels 39a, 39a of the vehicle.
It is output to 39b.

Motor MG1, motor MG2, and motor MG3 are all configured as a well-known synchronous generator motor that can be driven as a generator and also as an electric motor, and battery 50 is provided via inverters 41, 42, 43. Exchanges power with. A power line 54 connecting the inverters 41, 42, 43 and the battery 50 is configured as a positive electrode bus bar and a negative electrode bus line shared by the inverters 41, 42, 43, and is generated by any of the motors MG1, MG2, MG3. The electric power to be consumed can be consumed by other motors.
Therefore, the battery 50 has the motors MG1, MG2,
It will be charged / discharged by the electric power generated from any of MG3 or the insufficient electric power. In addition, the motors MG1, MG
2 and MG3, the battery 50 is not charged or discharged if the power balance is balanced. Motor MG1, M
Both G2 and MG3 are drive-controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 includes motors MG1, MG
2, signals required for driving control of MG3, for example, signals from rotational position detection sensors 44, 45, 46 for detecting rotational positions of rotors of motors MG1, MG2, MG3, and current sensors (not shown). Motor MG1,
The phase current and the like applied to MG2 and MG3 are input, and the inverters 41, 42, 42,
The switching control signal to 43 is output. The motor ECU 40 is a hybrid electronic control unit 70.
Is in communication with the hybrid electronic control unit 70.
Motors MG1, MG2, MG3 according to the control signal from
Drive and control the motors MG1 and MG as required.
2, data regarding the operating state of the MG3 is output to the hybrid electronic control unit 70.

In the embodiment, the maximum power generated by the motor MG1 is the maximum power consumption of the motor MG2 and the maximum power consumption of the motor MG3 so that all the power generated by the motor MG1 can be consumed by the motor MG2 and the motor MG3. Motors MG1, MG2, MG so that they approximately match the sum of
3 is designed. Further, the maximum output of the motor MG2 is set to the maximum output so that the motor MG3 can be disconnected and the vehicle can travel efficiently when the load required by the vehicle is small and the load is low.
It is designed to be smaller than the maximum output of 3.

The battery 50 is managed by a battery electronic control unit (hereinafter referred to as battery ECU) 52. The battery ECU 52 has a signal necessary for managing the battery 50, for example, an inter-terminal voltage from a voltage sensor (not shown) installed between terminals of the battery 50, and an electric power line 5 connected to an output terminal of the battery 50.
4, a charging / discharging current from a current sensor (not shown) attached to the battery 4, a battery temperature from a temperature sensor (not shown) attached to the battery 50, etc. are input, and data relating to the state of the battery 50 is hybridized by communication if necessary. To the electronic control unit 70. The battery ECU 52 also 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.

The hybrid electronic control unit 70 includes
It is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 that stores a processing program and a RAM 76 that temporarily stores data.
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 an operating position of a shift lever 81, and an accelerator pedal position sensor 84 that detects a depression amount of an accelerator pedal 83. Accelerator pedal opening AP, brake pedal 8
The brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of 5, the vehicle speed V from the vehicle speed sensor 88, etc. are input via the input port. Also, the hybrid electronic control unit 70
Drive signal to the actuator 62 of the clutch CL is output from the output port. The hybrid electronic control unit 70 includes the engine ECU 24, the motor ECU 40, and the battery ECU 5 as described above.
2 is connected via the communication port to the engine EC
Various control signals and data are exchanged with the U24, the motor ECU 40, and the battery ECU 52.

Next, the operation of the hybrid vehicle 20 of the embodiment thus constructed, particularly the operation at the time of torque control will be described. As a possible driving pattern of the hybrid vehicle 20 of the embodiment, the operation of the engine 22 is stopped, and one or both of the motor MG2 and the motor MG3 are driven as electric motors by the electric power from the battery 50 to output power to the drive shaft 36. Pattern 1 in which the motor MG1 travels in the same manner, or the motor MG1 is driven without driving the motor MG2 and the motor MG3.
Is driven as a generator to output the power from the engine 22 to the drive shaft 36 while the battery 50 is being charged, and the motor MG1 is driven as a generator, and one of the motor MG2 or the motor MG3 or A driving pattern 3 in which both are driven as an electric motor to output power from the engine 22 to the drive shaft 36 while the battery 50 is charged / discharged, and the motor MG1 is driven as a generator and the motor MG2 or the motor MG3 is driven.
One or both of them are driven as an electric motor to drive the battery 5
The power from the engine 22 is supplied to the drive shaft 36 without charge / discharge of 0.
There is a traveling pattern 4 which is output to and traveling. In the traveling pattern 1, the control for outputting the required driving force required by the driver to the drive shaft 36 is performed by the battery 5 based on the required driving force.
The electric power from 0 may be used to drive and control the motors MG2 and MG3, and in the traveling pattern 2, the engine 22 and the motor MG1 may be drive-controlled based on the required driving force. In the travel pattern 4, the power from the engine 22 in the travel pattern 3 may be increased or decreased by the amount of power corresponding to the electric power that charges and discharges the battery 50. Therefore, the basic traveling pattern in the hybrid vehicle 20 of the embodiment is the pattern 3, and the control for outputting the required driving force required by the driver to the drive shaft 36 by the traveling pattern 3 is the basic. Hereinafter, the torque control according to the traveling pattern 3 will be described.

FIG. 2 is a flowchart showing an example of a torque control routine executed by the hybrid electronic control unit 70. This routine is performed every predetermined time (for example, 8 ms) when the driving pattern 3 is controlled.
It is repeatedly executed every ec). When this routine is executed, the CPU of the hybrid electronic control unit 70
Reference numeral 72 first executes a process of reading the accelerator opening AP detected by the accelerator pedal position sensor 84, the vehicle speed V detected by the vehicle speed sensor 88, and the remaining capacity (SOC) of the battery 50 calculated by the battery ECU 52 ( Step S100). Then, based on the read accelerator opening AP and vehicle speed V, the required torque T * and the required power P as the required driving force required for the drive shaft 36.
* And are calculated (step S102). Required torque T *
In the embodiment, the calculation of the accelerator opening AP, the vehicle speed V, and the required torque T * is set by experiments and stored in the ROM 74 as a map in advance.
Given P and vehicle speed V, the corresponding required torque T * is derived from the stored map. A map showing an example of the relationship among the accelerator opening AP, the vehicle speed V, and the required torque T * is shown in FIG. The required power P * is calculated as
It was determined by the following equation (1). In the formula (1), Gv
Is a conversion coefficient for converting the vehicle speed V into the rotation speed of the drive shaft 36.

[0024]

[Equation 1] P * = T * × V · Gv (1)

When the required torque T * and the required power P * are thus obtained, the charging / discharging power Pb of the battery 50 is set based on the remaining capacity (SOC) of the battery 50 (step S104). In the embodiment, the charge / discharge power Pb is used as the remaining capacity (S
Although it is set based on OC, the remaining capacity (SO
In addition to C), the charging / discharging electric power Pb depends on the running state of the vehicle, the topography to be run from now, and the state of the road.
May be set.

When the charging / discharging power Pb of the battery 50 is set, the sum of the required power P * and the charging / discharging power Pb is divided by the efficiency ηa of the entire power output device to calculate the target power Pe * to be output from the engine 22. And this target power Pe
Based on *, the target rotation speed Ne * and the target torque Te * of the engine 22 are determined (step S106). The target rotation speed Ne * and the target torque Te * are set as operating points at which the engine 22 can operate most efficiently among the operating points at which the target power Pe * can be output from the engine 22. In the embodiment, the determination of the target rotation speed Ne * and the target torque Te * is performed by, for example, experimentally determining the output power, the rotation speed, and the torque as the operating point at which the engine 22 can be operated most efficiently, and mapping them in advance. When the target power Pe * is given, the corresponding rotation speed and torque are derived as the target rotation speed Ne * and the target torque Te * from the stored map.

When the target rotation speed Ne * and the target torque Te * are determined, the target rotation speed Nm1 * of the motor MG1 is calculated based on the target rotation speed Ne * and the vehicle speed V, and the torque is calculated based on the target torque Te *. The command Tm1 * is calculated (step S108). Hybrid car 20
Is traveling at the vehicle speed V, and the engine 22 is rotating at the target rotation speed Ne *. In this state, the carrier 34 of the power distribution and integration mechanism 30 rotates at the target rotation speed Ne *, and the ring gear 32 rotates at the rotation speed obtained by multiplying the vehicle speed V by the conversion factor. In the planetary gear mechanism, if the rotational state of two of the three axes is determined, the rotational state of the remaining one axis is uniquely determined by considering the gear ratio in the rotational state of the two axes.
The rotation speed of the sun gear 31 to which G1 is attached can be calculated from the rotation speed of the carrier 34 and the rotation speed of the ring gear 32, that is, the target rotation speed Ne * and the vehicle speed V. Further, the target torque Te * is applied to the carrier 34 that rotates at the target rotation speed Ne *.
Is input and the power represented by the product, that is, engine 2
The target power Pe * from 2 is the sun gear 31 and the ring gear 3.
Considering a state in which the torque is input to the carrier 34 and is output, the torque input to the carrier 34 can be uniquely distributed to the sun gear 31 and the ring gear 32 depending on the magnitude and the gear ratio, so that the target torque Te * and the gear ratio are used. The torque distributed to the sun gear 31 can be calculated. Therefore, if the torque distributed to the sun gear 31 is the torque command Tm1 * of the motor MG1, the torque command Tm1 * can be calculated based on the target torque Te *.

Next, the target rotation speed Ne * and the target torque Te
The torque output to the ring gear 32, that is, the drive shaft distribution torque Tde output to the drive shaft 36, of the power output from the engine 22 that is being driven by * and is calculated (step S110). As mentioned above, Carrier 3
Since the torque input to 4 can be uniquely distributed to the sun gear 31 and the ring gear 32 according to the magnitude and gear ratio, the torque distributed to the ring gear 32 can be calculated from the target torque Te * and the gear ratio. Then, a value obtained by subtracting the drive shaft distribution torque Tde calculated from the required torque T * is multiplied by the vehicle speed V and the conversion coefficient Gv to obtain the motor MG.
The motor power Pm to be output by 2 and the motor MG3 is calculated (step S112), and the motor power Pm and the predetermined power Pset are compared (step S114). Here, the predetermined power Pset is set to correspond to the maximum output of the motor MG2 in the embodiment.

When the motor power Pm is less than or equal to the predetermined power Pset, the clutch CL is released to disconnect the rotary shaft 37 from the drive shaft 36 (step S116), and the motor MG2 is released.
The torque command Tm2 * is set to the deviation between the required torque T * and the drive shaft distribution torque Tde (step S11).
8) The value 0 is set to the torque command Tm3 * of the motor MG3 (step S120). On the other hand, when the motor power Pm is less than or equal to the predetermined power Pset, the clutch CL is connected and the rotary shaft 37 is connected to the drive shaft 36 (step S12).
2) The predetermined power Pset is applied to the rotation speed of the drive shaft 36 (vehicle speed V
Is multiplied by the conversion coefficient Gv) and set to a torque command Tm2 * of the motor MG2 (step S124), and the motor power Pm and the predetermined power Pse are set.
The deviation of t from the rotational speed of the drive shaft 36 (the conversion coefficient Gv to the vehicle speed V
The value obtained by dividing the value by multiplying by) is set as the torque command Tm3 * of the data MG3 (step S126).

The set target speed Ne * of the engine 22 and the target torque Te *, the target speed Nm1 * of the motor MG1 and the torque command Tm1 *, the torque command Tm2 * of the motor MG2, and the torque command Tm3 * of the motor MG3 are set. Is output to the engine ECU 24 and the motor ECU 70 (step S128), and the present routine ends. Engine 2
In the engine ECU 24 to which the target rotation speed Ne * of 2 and the target torque Te * have been input, the engine 22 outputs the target rotation speed Ne *.
And the target torque Te * are performed to perform operation control such as fuel injection control, ignition control, and intake air amount adjustment control. Further, the motor ECU 70, to which the target rotation speed Nm1 * of the motor MG1 and the torque command Tm1 *, the torque command Tm2 * of the motor MG2, and the torque command Tm3 * of the motor MG3 are input, causes the motor MG1 to rotate at the target rotation speed Nm1 *. The motor M is controlled so that the motor MG1 is driven and the torques of the torque commands Tm2 * and Tm3 * are output from the motor MG2 and the motor MG3.
The G2 and the motor MG3 are drive-controlled.

According to the hybrid vehicle 20 of the above-described embodiment, by executing the torque control routine, the traveling pattern 3, that is, the motor MG1 is driven as a generator, and one or both of the motor MG2 and the motor MG3 are driven. Driven as an electric motor, the power from the engine 22 is supplied to the drive shaft 3 while the battery 50 is charged and discharged.
It can be output to 6 and run. Moreover, the required power P * is relatively small and the motor power Pm is the predetermined power Pse.
When t or less, that is, when the power output to the drive shaft 36 by the motor MG2 and the motor MG3 is relatively small,
Drive shaft 36 with motor MG3 designed for maximum maximum output
Since the power corresponding to the motor power Pm is output from the motor MG2, the efficiency of the entire vehicle is increased as compared with the case where the motor MG2 having a large maximum output is designed without the motor MG3 and operated at a low load. can do. As a result, the fuel economy of the hybrid vehicle 20 can be improved.

The torque control routine described above is based on the traveling pattern 3, but if the charging / discharging power Pb of the battery 50 is set to a value of 0, the torque control routine is based on the traveling pattern 4. It goes without saying that the same effect as the traveling pattern 3 can be obtained even in the case of the traveling pattern 4.

In the hybrid vehicle 20 of the embodiment, the clutch CL connects or disconnects the rotary shaft 37 and the drive shaft 36 to connect or disconnect the motor MG3 to or from the drive shaft 36. It does not matter if it does not have. In this case, when the required power P * is relatively small and the power output to the drive shaft 36 by the motors MG2 and MG3 is relatively small, the motor M
It suffices to stop the operation of G3 and output the power corresponding to the motor power Pm from the motor MG2. Motor MG3
Therefore, the efficiency of the entire vehicle is slightly reduced as compared with the embodiment, but the motor M having no motor MG3 is designed to have a large maximum output.
It becomes higher than when G2 is operated under low load.

In the hybrid vehicle 20 of the embodiment, the motor MG2 is configured so that all the electric power generated by the motor MG1 can be consumed by the motor MG2 and the motor MG3.
Although the motors MG1, MG2 and MG3 were designed so that the maximum generated electric power by the motor generator 1 is substantially equal to the sum of the maximum power consumption of the motor MG2 and the maximum power consumption of the motor MG3.
Motors MG1, MG2, MG3 may be designed so that the maximum generated power of 1 is not equal to the sum of the maximum power consumption of motor MG2 and the maximum power consumption of motor MG3.
In this case, the maximum power consumption of the motor MG2 and the motor MG3
The motors MG1, MG2, MG3, and the battery 50 may be designed such that the sum of the maximum power consumption of the motor MG1 and the maximum power consumption of the motor MG1 substantially matches the sum of the maximum generated power of the motor MG1 and the maximum discharge power of the battery 50. With this, a larger driving force can be obtained.

In the hybrid vehicle 20 of the embodiment, the motor MG2 and the motor MG3 are designed so that the maximum output of the motor MG2 is smaller than the maximum output of the motor MG3. However, the maximum output of the motor MG2 is the same as the maximum output of the motor MG3. The motor MG2 and the motor MG3 may be designed so that In this case, the motors MG2 and MG3 may be electric motors of the same type. In this way, the number of parts that make up the vehicle can be reduced. Further, the motor MG2 and the motor MG3 are set so that the maximum output of the motor MG2 becomes larger than the maximum output of the motor MG3.
And may be designed.

In the embodiment, as a form of the hybrid vehicle 20 in which a power output device for outputting the power from the engine 22 to the drive shaft 36 using the power distribution and integration mechanism 30, the motor MG1, the motor MG2 and the motor MG3 is mounted on the vehicle. Although described, it may be mounted on a moving body other than a vehicle, such as a ship, an aircraft, or a construction machine.

Although the embodiments of the present invention have been described with reference to the embodiments, the present invention is not limited to these embodiments, and various embodiments are possible without departing from the gist of the present invention. Of course, it can be implemented in.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing a schematic configuration of a hybrid vehicle 20 equipped with a power output device according to an embodiment of the present invention.

FIG. 2 is a flowchart showing an example of a torque control routine executed by a hybrid electronic control unit 70.

FIG. 3 is an explanatory diagram showing an example of a relationship among an accelerator opening AP, a vehicle speed V, and a required torque T *.

[Explanation of symbols]

20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU) 24, 2
6 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 33 pinion gear, 34 carrier, 36 drive shaft, 37 rotating shaft, 38 differential gear, 39a, 39b
Drive wheels, electronic control unit for 40 motors (motor EC
U), 41, 42, 43 inverter, 44, 45, 4
6 rotation position detection sensor, 50 battery, 52 battery electronic control unit (battery ECU), 54 electric power line, 62 actuator, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76
RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor,
85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor.

   ─────────────────────────────────────────────────── ─── Continued front page    F-term (reference) 3G093 BA19 CA05 DA06 DB05 DB19                       EB01 EC02 FA12                 5H115 PA12 PC06 PG04 PI16 PI22                       PU24 PU28 PV07 PV10 PV22                       QN03 RB11 SE03 TE01 TE02                       TI02 TO21 TO23

Claims (8)

[Claims] 1. A power output device for outputting power to a drive shaft, which is connected to an internal combustion engine, an output shaft of the internal combustion engine, the drive shaft, and a rotary shaft, and is connected to two of the three shafts. Three-axis type power input / output means for inputting / outputting power to / from the remaining shaft, which is determined based on input / output power, a first electric motor capable of inputting / outputting power to / from the rotary shaft, and input / output of power to / from the drive shaft A possible second electric motor, a third electric motor capable of inputting and outputting power to and from the drive shaft, and a secondary battery capable of exchanging electric power with any of the first electric motor, the second electric motor, and the third electric motor, A power output device comprising: an operation control unit that controls the operation of the internal combustion engine, the first electric motor, the second electric motor, and the third electric motor based on the required power required for the drive shaft. 2. The operation control means, when the required power is less than or equal to a predetermined power, the second motor and the third motor are arranged so that power is output from the second motor and power is not output from the third motor. The power output apparatus according to claim 1, which is means for controlling the operation of the electric motor. 3. The power output device according to claim 2, further comprising a connection unit that controls mechanical connection and disconnection of the third electric motor and the drive shaft, and the operation control unit includes the request. A power output device, which is a means for driving and controlling the connecting means so that the mechanical connection between the third electric motor and the drive shaft is released when the power is less than or equal to the predetermined power. 4. The first electric motor according to claim 1, wherein the maximum electric power generated is substantially equal to the sum of the maximum electric power consumption of the second electric motor and the maximum electric power consumption of the third electric motor. The power output device described above. 5. In the second electric motor and the third electric motor, the sum of the maximum electric power consumption of the second electric motor and the maximum electric power consumption of the third electric motor is the maximum generated electric power of the first electric motor and the secondary battery. The power output device according to any one of claims 1 to 3, wherein the power output device is configured to be substantially equal to the sum of the maximum discharge power of the above. 6. The power output device according to claim 1, wherein the second electric motor is designed to have a maximum power substantially equal to that of the third electric motor. 7. The power output apparatus according to claim 1, wherein the second electric motor is designed to have a maximum power smaller than that of the third electric motor. 8. An automobile equipped with the power output apparatus according to claim 1, wherein an axle is mechanically connected to the drive shaft.