JP2007284043A - Power output device, hybrid vehicle provided therewith, and control method of power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To satisfactorily respond to a request of increasing driving force during the stop of an internal combustion engine in a power output device selectively connecting an electric motor to either one of the internal combustion engine and a driving shaft. <P>SOLUTION: In the hybrid vehicle 20, when an engine 22 is stopped in a motor-engine connected state, motors MG1 and MG2, a clutch C1 and a connection/disconnection unit 60 are controlled so as to output a driving force based on a requested torque T* with fixation of a crankshaft 26 and a carrier 34 (step S150), release of connection of a rotating shaft MS2 of the motor MG2 with the crankshaft 26 (step S160), rotation synchronization processing for synchronously rotating the motor MG2 and a transmission gear shaft 36 in the connection released state (steps S170-S210) and connection of the motor MG2 with the transmission gear shaft 36 (driving shaft 37b) (step S240). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a power output apparatus, a hybrid vehicle including the same, and a control method for the power output apparatus.

Conventionally, as a power output device mounted on a hybrid vehicle, an internal combustion engine, the internal combustion engine, a drive shaft, and a first electric motor are connected to the first electric motor to increase or decrease the power output from the engine by exchanging electric power. A power adjustment device capable of transmitting, a second electric motor, and a means capable of selectively connecting a rotating shaft of the second electric motor to a drive shaft or an output shaft are known (for example, Patent Documents). See 1 and 2.). According to this type of power output apparatus, when the rotational speed of the drive shaft is higher than the rotational speed of the internal combustion engine, the rotational shaft of the second electric motor is connected to the output shaft of the internal combustion engine, while the rotational speed of the internal combustion engine is When the rotational speed of the drive shaft is lower than the number, the energy efficiency can be improved by connecting the rotational shaft of the second electric motor to the drive shaft.
JP-A-10-75501 JP 2000-225861 A

  In the power output device described above, for example, when the rotational speed of the drive shaft is relatively low and the power to be output to the drive shaft is relatively small, the internal combustion engine is stopped and the first electric motor or the like Power can be output from the second electric motor to the drive shaft. However, in the above-described power output apparatus, only one of the first and second electric motors can substantially output power to the drive shaft when the internal combustion engine is stopped. If an increase request for driving force (acceleration request for rotation of the drive shaft) is made while the motor is stopped, there is a possibility that such an increase request for driving force cannot be satisfactorily handled.

  Therefore, a power output apparatus according to the present invention, a hybrid vehicle including the power output apparatus, and a method for controlling the power output apparatus include: a power output apparatus capable of selectively connecting an electric motor to either the internal combustion engine or a drive shaft; One of the purposes is to be able to cope with a demand for an increase in driving force when the vehicle is stopped. In addition, the power output apparatus according to the present invention, the hybrid vehicle including the power output apparatus, and the control method for the power output apparatus can satisfactorily respond to a request for increase in driving force when the internal combustion engine is stopped. One of the purposes is to improve the performance.

The power output device according to the present invention is:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first electric motor capable of inputting and outputting power;
A second electric motor capable of inputting and outputting power;
Power storage means capable of exchanging power with each of the first motor and the second motor;
Connected to the drive shaft, the engine shaft that is the output shaft of the internal combustion engine, and the first motor shaft that is the rotation shaft of the first motor, and the power that is input to and output from any two of these three shafts Power input / output means for inputting / outputting power determined based on the remaining shaft;
Engine shaft fixing means capable of fixing the engine shaft of the internal combustion engine in a non-rotatable manner;
A transmission mechanism coupled to the drive shaft with a predetermined speed ratio and including a transmission shaft that is rotationally synchronized with the engine shaft when the rotational speed of the first motor shaft reaches a predetermined value;
Connection and release of the second motor shaft, which is the rotation shaft of the second motor, and the engine shaft, and connection and release of the connection of the second motor shaft and the transmission shaft, can be performed independently. The first connection state in which the second motor shaft and the engine shaft are connected and the second connection state in which the second motor shaft and the transmission shaft are connected can be selectively set. Connecting and disconnecting means,
Required driving force setting means for setting required driving force required for the drive shaft;
When the rotational speed of the first motor shaft is smaller than the predetermined value, the internal combustion engine and the first engine are output so that a driving force based on the set required driving force is output under the first connection state. Controlling the electric motor, the second electric motor, and the connection / disconnection means, and setting the required drive under the second connection state when the rotational speed of the first electric motor shaft is larger than the predetermined value The internal combustion engine, the first electric motor, the second electric motor, and the connection / disconnection means are controlled so that a driving force based on the force is output, while the internal combustion engine is stopped under the first connection state. When the engine is fixed, the first electric motor is output such that a driving force based on the set required driving force is output with the fixing of the engine shaft and the transition from the first connection state to the second connection state. And the second electric motor and the engine shaft fixing hand And control means for controlling said connection and disconnection means and,
Is provided.

  This power output apparatus includes a so-called three-shaft power input / output means connected to a drive shaft, an internal combustion engine and a first electric motor, an engine shaft fixing means capable of fixing the engine shaft of the internal combustion engine in a non-rotatable manner, and a drive A transmission mechanism that includes a transmission shaft that is coupled to the shaft with a predetermined speed ratio and that synchronizes with the engine shaft of the internal combustion engine when the rotation speed of the first motor shaft reaches a predetermined value; and a rotation shaft of the second motor. The connection between the second motor shaft and the engine shaft and the release of the connection and the connection between the second motor shaft and the transmission shaft and the release of the connection can be performed independently, and the second motor shaft and the engine shaft And a connection / disconnection means capable of selectively setting one of a first connection state in which the second motor shaft is connected and a second connection state in which the second motor shaft and the transmission shaft are connected. It is configured to be selectively connectable to either the internal combustion engine or the drive shaftThat is, in this power output device, when the rotation speed of the first motor shaft reaches a predetermined value, the transmission shaft and the engine shaft synchronize with each other. Therefore, if the rotation speed of the first motor shaft is near the predetermined value, the second motor And the internal combustion engine or the drive shaft (transmission shaft) can be easily switched between the first connection state and the second connection state. In this power output device, basically, when the rotation speed of the first motor shaft is smaller than the predetermined value, the rotation speed of the first motor shaft is larger than the predetermined value under the first connection state. Sometimes, the internal combustion engine, the first motor, the second motor, and the connection / disconnection means are controlled so that a driving force based on the set required driving force is output under the second connection state. When the internal combustion engine is stopped under the connected state, the driving force based on the required driving force is output with the fixing of the engine shaft and the transition from the first connected state to the second connected state. The first motor, the second motor, the engine shaft fixing means, and the connection / disconnection means are controlled. As described above, when the internal combustion engine is stopped under the first connection state, the engine shaft of the internal combustion engine is made non-rotatable so that the power from the first electric motor is driven through the power input / output means. Thus, it is possible to obtain a state in which power can be output from the second motor to the drive shaft via the transmission shaft by shifting from the first connection state to the second connection state. Therefore, according to this power output device, it is possible to satisfactorily respond to a request for increase in driving force when the internal combustion engine is stopped, and to improve the drivability.

  When the internal combustion engine is stopped under the first connection state, the control means fixes the engine shaft, releases the connection between the second motor shaft and the engine shaft, and connects the connection. Driving based on the set required driving force with rotation synchronization processing for rotationally synchronizing the second motor shaft and the transmission shaft in a state where the motor is released, and connection between the second motor shaft and the transmission shaft The first electric motor, the second electric motor, the engine shaft fixing means, and the connection / disconnection means may be controlled so that force is output. Thus, when the internal combustion engine is stopped, the second motor shaft can be easily released from the engine shaft and can be quickly connected to the transmission shaft, that is, the drive shaft.

  Further, when the transition from the first connection state to the second connection state accompanying the stop of the internal combustion engine is completed, the control means sets the requested driving force set under the second connection state. The first electric motor and the second electric motor may be controlled such that a driving force based on the output is output. In this case, after the transition to the second connection state accompanying the stop of the internal combustion engine is completed, the driving force based on the required driving force may be output to both the first electric motor and the second electric motor. When the operation is performed, a driving force based on the required driving force may be output to both the first electric motor and the second electric motor.

  Further, the predetermined value related to the rotation speed of the first motor shaft may be a value of zero. Thus, basically, when the rotation speed of the first motor shaft is smaller than the value 0, the first connection state is established. When the rotation speed of the first motor shaft is larger than the value 0, the second connection state is established. If the driving force based on the required driving force is output, the first motor generates power and the second power as the rotational speed of the first motor becomes positive under the first connection state. The second motor generates power and the first motor consumes power as the motor circulates power and outputs power, or when the rotation speed of the first motor becomes negative under the second connection state. Thus, it is possible to improve the energy efficiency of the power output apparatus without generating power circulation for outputting power.

  Further, the control means may be capable of operating the internal combustion engine at an operation point where the efficiency becomes higher among the operation points of the internal combustion engine capable of outputting the same power. In this way, by operating the internal combustion engine at an appropriately efficient operating point, it becomes possible to further improve the energy efficiency of the power output device, coupled with the switching between the first connection state and the second connection state. .

  A hybrid vehicle according to the present invention includes any one of the power output devices described above and drive wheels coupled to the drive shaft. The power output device provided in the hybrid vehicle according to the present invention can satisfactorily respond to a request for increase in driving force when the internal combustion engine is stopped as described above, and can improve the drivability. Therefore, drivability can be improved satisfactorily in the hybrid vehicle of the present invention.

The power output apparatus control method according to the present invention includes a drive shaft, an internal combustion engine, a first motor capable of inputting / outputting power, a second motor capable of inputting / outputting power, the first motor, and the second motor. Power storage means capable of exchanging electric power with each other, the drive shaft, the engine shaft that is the output shaft of the internal combustion engine, and the first motor shaft that is the rotation shaft of the first motor. Power input / output means for inputting / outputting power determined based on power input / output to / from any of the two shafts to / from the remaining shaft; engine shaft fixing means capable of fixing the engine shaft of the internal combustion engine in a non-rotatable manner; A transmission mechanism coupled to the drive shaft with a predetermined speed ratio and including a transmission shaft that is rotationally synchronized with the engine shaft when the rotational speed of the first motor shaft reaches a predetermined value; and A second electric motor shaft that is a rotating shaft and the engine shaft; The connection and release of the connection, the connection of the second motor shaft and the transmission shaft, and the release of the connection can be executed independently, and the first motor shaft and the engine shaft are connected to each other. A method for controlling a power output device comprising: a connection state and a connection / disconnection means capable of selectively setting any one of a connection state and a second connection state in which the second motor shaft and the transmission shaft are connected,
When the rotational speed of the first motor shaft is smaller than the predetermined value, the internal combustion engine and the first engine are output so that a driving force based on the set required driving force is output under the first connection state. Controlling the electric motor, the second electric motor, and the connection / disconnection means, and setting the required drive under the second connection state when the rotational speed of the first electric motor shaft is larger than the predetermined value The internal combustion engine, the first electric motor, the second electric motor, and the connection / disconnection means are controlled so that a driving force based on the force is output, while the internal combustion engine is stopped under the first connection state. When the engine is fixed, the first electric motor is output such that a driving force based on the set required driving force is output with the fixing of the engine shaft and the transition from the first connection state to the second connection state. And the second electric motor and the connection / disconnection means It is intended to control.

  As in this method, when the internal combustion engine is stopped, the engine shaft of the internal combustion engine is made non-rotatable so that the power from the first electric motor can be favorably output to the drive shaft via the power input / output means. Further, by shifting from the first connection state to the second connection state, it is possible to obtain a state in which power from the second electric motor can be output to the drive shaft via the transmission shaft. Therefore, according to this method, when the internal combustion engine is stopped, it is possible to satisfactorily respond to a request for an increase in driving force, and the drivability can be improved.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle including a power output apparatus according to an embodiment of the present invention. A hybrid vehicle 20 shown in FIG. 1 includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft (engine shaft) of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electric power having its rotation shaft (first motor shaft) MS1 connected to the mechanism 30, an intermediate shaft 35 connected to a ring gear shaft 32a connected to the power distribution and integration mechanism 30, and the intermediate shaft 35 The transmission gear shaft 36 connected to the intermediate shaft 35, the gear mechanism 37 including the drive shaft 37b connected to the intermediate shaft 35, the motor MG2 capable of generating power, and the rotation shaft (second motor shaft) MS2 of the motor MG2 are connected to the engine 22 The connection / disconnection unit 60 that can be selectively connected to either the crankshaft 26 or the transmission gear shaft 36 of the present invention, and the entire hybrid vehicle 20 are controlled. The hybrid electronic control unit which (hereinafter referred to as "hybrid ECU") and a 70.

  The engine 22 is an internal combustion engine that outputs power when supplied with hydrocarbon fuel such as gasoline or light oil, and is an electronic control unit for an engine (hereinafter referred to as an engine control unit) that inputs signals from various sensors that detect the operating state of the engine 22. The fuel injection amount, ignition timing, intake air amount, and the like are controlled by the engine 24). The engine ECU 24 is in communication with the hybrid ECU 70, controls the operation of the engine 22 based on a control signal from the hybrid ECU 70, and outputs data related to the operating state of the engine 22 to the hybrid ECU 70 as necessary.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. The crankshaft 26 of the engine 22 is connected to the carrier 34, the rotary shaft MS1 of the motor MG1 is connected to the sun gear 31, and the hollow ring gear shaft 32a having a gear (external gear) 32b at one end is connected to the ring gear 32, respectively. The gear 32b of the ring gear shaft 32a meshes with a gear 35b fixed to one end of the intermediate shaft 35. The power distribution and integration mechanism 30 distributes the power from the engine 22 input from the carrier 34 to the sun gear 31 side and the ring gear 32 side according to the gear ratio when the motor MG1 functions as a generator, and the motor MG1 serves as an electric motor. When functioning, 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. The power output from the ring gear 32 to the intermediate shaft 35 via the ring gear shaft 32a, gear 32b, and gear 35b is transmitted to the drive shaft 37b via the gear 35c of the intermediate shaft 35 and the gear 37a of the gear mechanism 37, and further. It is finally output to the drive wheels 39a, 39b of the hybrid vehicle 20 via the differential gear 38. The transmission gear shaft 36 is a hollow shaft having a gear (external gear) 36 a, and the gear 36 a of the transmission gear shaft 36 is engaged with a gear 35 a fixed to the other end of the intermediate shaft 35. In this embodiment, the gear ratio between the ring gear shaft 32 a and the intermediate shaft 35 (the number of teeth of the gear 32 b of the ring gear shaft 32 a / the number of teeth of the gear 35 b) and the gear between the transmission gear shaft 36 and the intermediate shaft 35. The ratio (the number of teeth of the gear 36a of the transmission gear shaft 36 / the number of teeth of the gear 35a) is the rotation of the transmission gear shaft 36 and the engine 22 when the rotation number of the rotation shaft MS1 of the motor MG1 becomes zero. It is set so that the rotation of the crankshaft 26 is synchronized. In addition, a clutch C <b> 1 capable of fixing the crankshaft 26 so as not to rotate is provided for the crankshaft 26 of the engine 22 connected to the carrier 34 of the power distribution and integration mechanism 30. When the clutch C1 is turned on, the crankshaft 26 becomes non-rotatable, whereby the carrier 34 becomes non-rotatable with respect to the casing of the power distribution and integration mechanism 30 (not shown). Instead of the clutch C1 that can fix the crankshaft 26 in a non-rotatable manner, a brake mechanism that can fix the carrier 34 as a rotating element connected to the crankshaft 26 so as to be non-rotatable may be used.

  The connection / disconnection unit 60 includes an engine gear 61 fixed to the crankshaft 26 of the engine 22, a motor gear 62 fixed to the rotation shaft MS2 of the motor MG2, and a drive shaft side fixed to the shaft portion of the transmission gear shaft 36. Gear 63, engine side movable member 64, drive shaft side movable member 65, actuator 66 for moving engine side movable member 64, and actuator 67 for moving drive shaft side movable member 65 are included. In the embodiment, the engine 22, the motor MG2, and the transmission gear shaft 36 are arranged such that the crankshaft 26, the rotation shaft MS2, and the transmission gear shaft 36 are coaxial with each other, and the engine gear 61, the motor gear 62, and the drive shaft are arranged. The side gears 63 are the same and are arranged at a predetermined interval from each other. The engine-side movable member 64 is configured as a so-called synchromesh, and the engine-side movable member 64 is moved forward and backward in the axial direction of the crankshaft 26 and the rotation shaft MS2 by the actuator 66, whereby the engine gear 61 and the motor gear 62 are moved. Even if there is a slight difference in the number of revolutions between the two, it is possible to execute the combination and release thereof. Further, the drive shaft side movable member 65 is also configured as the same synchromesh as the engine side movable member 64, and the actuator 67 moves the drive shaft side movable member 65 forward and backward in the axial direction of the crankshaft 26 and the rotary shaft MS2. As a result, even if there is a slight difference in the rotational speed between the motor gear 62 and the drive shaft side gear 63, the coupling and release of both can be performed. In the embodiment, each actuator 66, 67 is configured as an electric actuator such as a motor actuator or an electromagnetic actuator. According to such a connection / disconnection unit 60, the engine gear 61 and the motor gear 62 are coupled and the coupling between the motor gear 62 and the drive shaft side gear 63 is released, so that the motor MG2 (rotary shaft MS2) and the engine 22 (crank) are coupled. The motor-engine connection state in which the shaft 26) is connected, the coupling between the engine gear 61 and the motor gear 62 is released, and the motor gear 62 and the drive shaft side gear 63 are coupled to transmit the motor MG2 (rotating shaft MS2). One of the motor-drive shaft connection states connected to the drive shaft 37b via the shaft 36 and the intermediate shaft 35 can be selectively set.

  Here, each rotation element of the power distribution and integration mechanism 30 in the motor-drive shaft connection state (see FIG. 1) in which the rotation shaft MS2 of the motor MG2 is connected to the drive shaft 37b via the transmission gear shaft 36 and the intermediate shaft 35. FIG. 2 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the transmission gear shaft 36. In the figure, the leftmost S-axis indicates the rotational speed of the sun gear 31 that matches the rotational speed Nm1 of the motor MG1, the C-axis indicates the rotational speed of the carrier 34 that matches the rotational speed Ne of the engine 22, and the R-axis indicates the power. The rotational speed of the ring gear 32 (ring gear shaft 32a) of the distribution and integration mechanism 30 is indicated, the TS axis indicates the rotational speed of the transmission gear shaft 36 (= the rotational speed Nm2 of the motor MG2), and the DS axis indicates the rotational speed of the drive shaft 37b. The rightmost IS axis indicates the rotational speed of the intermediate shaft 35. In the figure, “ρ1” is the gear ratio of the power distribution and integration mechanism 30 (the number of teeth of the sun gear 31 / the number of teeth of the ring gear 32), and “ρ2” is the distance between the ring gear shaft 32a and the intermediate shaft 35. The gear ratio (the number of teeth of the gear 32b of the ring gear shaft 32a / the number of teeth of the gear 35b). “Ρ3” is a gear ratio between the transmission gear shaft 36 and the intermediate shaft 35 (the number of teeth of the gear 36a of the transmission gear shaft 36 / the number of teeth of the gear 35a), and “ρ4” is the intermediate shaft 35. Is the gear ratio (gear ratio of gear 35c / number of teeth of gear 37a). In such a motor-drive shaft connection state, the motor MG1 basically functions as a generator (forward regeneration) to adjust the operating point (rotation speed and torque) of the engine 22, and the drive shaft 37b has a power Power from the engine 22 distributed by the distribution and integration mechanism 30 is output, and power from the motor MG2 is output via the transmission gear shaft 36 and the intermediate shaft 35. Therefore, the motor-drive shaft connection state is advantageous at the time of acceleration or the like where a relatively high torque should be output to the drive shaft 37b. In the embodiment, basically, when the rotational speed of the rotation shaft MS1 of the motor MG1 is larger than the value 0, the connection state between the motor MG2 and the crankshaft 26 or the drive shaft 37b is set to such a motor-drive shaft connection state. Thus, the actuators 66 and 67 are controlled. As shown by a broken line in FIG. 2, when the rotation speed of the rotation shaft MS1 of the motor MG1 becomes 0, the transmission gear shaft 36 connected to the motor MG2 and the crankshaft 26 are rotationally synchronized. Since the synchromesh is employed as the side movable member 64 and the drive shaft side movable member 65, each movable member 64, 65 is shown when the rotational speed of the rotation shaft MS1 of the motor MG1 becomes a value close to zero. If the actuators 66 and 67 are controlled to move in the direction of the arrow in FIG. 1, the connection state between the motor MG2 and the crankshaft 26 or the drive shaft 37b can be easily and smoothly changed from the motor-drive shaft connection state to the motor-engine connection state. You can switch to As a result, when the rotational speed of the motor MG1 becomes negative (less than 0) when the motor-drive shaft is connected, the motor MG2 generates power and the motor MG1 consumes power and outputs power. Thus, it is possible to improve the energy efficiency of the hybrid vehicle 20 without generating the circulation (power circulation).

  Further, the dynamics of the rotational speed and torque of each rotational element of the power distribution and integration mechanism 30 and the transmission gear shaft 36 in a motor-engine connection state in which the rotational axis MS2 of the motor MG2 is connected to the crankshaft 26 of the engine 22 are used. An example of a collinear diagram showing the relationship is shown in FIG. In such a motor-drive shaft connection state, the motor MG2 basically functions as a generator to adjust the operating point (rotation speed and torque) of the engine 22, and the motor MG1 powers at a negative rotation speed (reverse power running). The power from the engine 22 distributed by the power distribution and integration mechanism 30 is output to the drive shaft 37b. Therefore, the motor-engine connection state is advantageous for cruising when the rotational speed (vehicle speed V) of the drive shaft 37b is within a predetermined range and the torque to be output to the drive shaft 37b is relatively low. In the embodiment, basically, when the rotational speed of the rotation shaft MS1 of the motor MG1 is smaller than 0, the connection state between the motor MG2 and the crankshaft 26 or the drive shaft 37b is set to such a motor-engine connection state. Actuators 66 and 67 are controlled. As shown by a broken line in FIG. 3, when the rotational speed of the rotation shaft MS1 of the motor MG1 becomes 0, the transmission gear shaft 36 and the crankshaft 26 are rotationally synchronized, and in the embodiment, the engine-side movable member 64 and the drive are driven. Since the synchromesh is employed as the shaft-side movable member 65, when the rotational speed of the rotation shaft MS1 of the motor MG1 becomes a value close to 0, each of the movable members 64, 65 is in the direction of the arrow in FIG. If the actuators 66 and 67 are controlled so as to move in the opposite direction, the connection state between the motor MG2 and the crankshaft 26 or the drive shaft 37b is easily and smoothly changed from the motor-engine connection state to the motor-drive shaft connection state. Can be switched. As a result, the motor-MG1 generates power as the rotational speed of the motor MG1 becomes positive (a value exceeding the value 0) in the motor-engine connection state, and the motor-MG2 consumes electric power and outputs motive power. -It is possible to improve the energy efficiency in the hybrid vehicle 20 without generating power circulation (power circulation).

  On the other hand, both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can operate as a generator and operate as an electric motor, and exchange power with the battery 50 via inverters 41 and 42. Do. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive bus and a negative bus shared by the inverters 41 and 42, and the power generated by any one of the motors MG 1 and MG 2 It can be consumed with a motor. Therefore, the battery 50 is charged / discharged by the electric power generated from one of the motors MG1 and MG2 or the insufficient electric power. If the electric power balance is balanced by the motors MG1 and MG2, the battery 50 is charged. It will not be discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid ECU 70, controls the driving of the motors MG1, MG2 based on a control signal from the hybrid ECU 70, and outputs data related to the operating state of the motors MG1, MG2 to the hybrid ECU 70 as necessary. .

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. A charging / discharging current from an attached current sensor (not shown), a battery temperature Tb from a temperature sensor 51 attached to the battery 50, and the like are input. The battery ECU 52 outputs data related to the state of the battery 50 to the hybrid ECU 70 and the engine ECU 24 by communication as necessary. The battery ECU 52 also calculates the remaining capacity SOC based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50. Further, a low voltage battery (not shown) is connected to the battery 50 via a DC / DC converter (not shown), and various auxiliary machines such as the actuators 66 and 67 of the connection / disconnection unit 60 described above are used. The electric power is supplied from the low-voltage battery.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 72. . The hybrid ECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the shift position SP that is the operation position of the shift lever 81, and an accelerator pedal position sensor that detects the amount of depression of the accelerator pedal 83. The accelerator opening Acc from 84, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. The clutch C1 and the actuators 66 and 67 of the connection / disconnection unit 60 are also controlled by the hybrid ECU 70. As described above, the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. .

  In the hybrid vehicle 20 of the embodiment configured as described above, the required torque T * to be output to the drive shaft 37b based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver is obtained. The engine 22, the motor MG1, and the motor MG2 are controlled so that the calculated driving force corresponding to the required torque T * is output to the drive shaft 37b. As an operation control mode of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required driving force is output from the engine 22, and all of the power output from the engine 22 is power distribution integrated. Torque conversion operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that torque is converted by the mechanism 30, the motor MG1, and the motor MG2 and output to the drive shaft 37b, and the required driving force and electric power required for charging and discharging the battery 50 The engine 22 is operated and controlled so that power corresponding to the sum of the power and the power is output from the engine 22, and all or a part of the power output from the engine 22 with charging / discharging of the battery 50 is combined with the power distribution and integration mechanism 30. The requested power is driven by the drive shaft 37 with torque conversion by the motor MG1 and the motor MG2. A charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation in which the operation of the engine 22 is stopped and the motor MG2 is controlled to output power corresponding to the required power to the drive shaft 37b. There are modes.

  In the hybrid vehicle 20 of the embodiment, when a condition for stopping the engine 22 is established under a motor-engine connection state in which the rotation shaft MS2 of the motor MG2 and the crankshaft 26 of the engine 22 are connected, for example, When the torque to be output to the drive shaft 37b becomes less than a predetermined value under the motor-engine connection state, the engine 22 is stopped and power is output from the motor MG1 or the motor MG2 to the drive shaft 37b. Is possible. When stopping the engine 22 in this way, the fuel supply to the engine 22 is stopped, and the motor MG2 connected to the crankshaft 26 is used to apply torque from the engine 22 while the power required for traveling is stopped by the motor MG1. The engine 22 is stopped while restrained.

  Next, the operation of the hybrid vehicle 20 when the engine 22 is stopped under the motor-engine connection state in which the rotation shaft MS2 of the motor MG2 and the crankshaft 26 of the engine 22 are connected will be described. FIG. 4 is a flowchart showing an example of a drive control routine executed by the hybrid ECU 70 of the embodiment when the engine 22 is stopped under the motor-engine connection state. It is repeatedly executed every several milliseconds).

  At the start of the drive control routine of FIG. 4, first, the CPU 72 of the hybrid ECU 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotational speeds Ne, Nm1, Nm2 of the motors MG1, MG2. Then, input processing of data necessary for control such as charge / discharge required power Pb * to be charged / discharged by the battery 50 and input / output restrictions Win and Wout of the battery 50 is executed (step S100). In this case, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The charge / discharge required power Pb * is input from the battery ECU 52 by communication. The temperature sensor 51 detects the input limit Win as the charge allowable power that is the power allowed for charging the battery 50 and the output limit Wout as the discharge allowable power that is the power allowed for the discharge. What is set based on the battery temperature Tb of the battery 50 and the remaining capacity SOC of the battery 50 is input from the battery ECU 52 by communication. The input / output limits Win and Wout of the battery 50 set basic values of the input / output limits Win and Wout based on the battery temperature Tb, and output correction correction coefficients based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for input restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 5 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 6 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  After the data input process in step S100, the required torque T * to be output to the drive shaft 37b and the required power P * required for traveling are set based on the input accelerator opening Acc and the vehicle speed V (step S100). S110). In the embodiment, the relationship between the accelerator opening Acc and the vehicle speed V and the required torque T * is determined in advance and stored in the ROM 74 as a required torque setting map, and from the map when the accelerator opening Acc and the vehicle speed V are given. The required torque T * corresponding to these is derived and set. FIG. 7 shows an example of the required torque setting map. Further, in the embodiment, the set required torque T * multiplied by the rotation speed of the drive shaft 37b, the charge / discharge required power Pb * to be charged / discharged by the battery 50 (however, the charge request side is positive) and the loss. The required power Pe * is set as the sum of Loss. The rotational speed of the drive shaft 37b can be obtained by multiplying the vehicle speed V input in step S100 by a predetermined conversion coefficient k.

  Subsequently, it is determined whether or not the predetermined flag Fev is 0 (step S120). If the flag Fev is 0, it is further determined whether or not the predetermined flag Fsyc is 0 (130). ). Immediately after the start of this routine, the flag Fsyc is set to a value of 0. If the flag Fsyc is a value of 0, the flag Fscy is set to a value of 1 (step S140), the clutch C1 is turned on, and the engine The carrier 34 is made non-rotatable by fixing the crankshaft 26 (step S150). Thus, by making the crankshaft 26 and the carrier 34 non-rotatable after the engine 22 is stopped, the power from the motor MG1 is driven without being consumed to rotate the crankshaft 26 of the engine 22. It is output to the shaft 37b. If the crankshaft 26 and the carrier 34 are made non-rotatable in this way, a command signal is given to the actuator 66 of the connection / disconnection unit 60 so that the coupling between the engine gear 61 and the motor gear 62 is released, and the motor The connection between the rotation shaft MS2 of MG2 and the crankshaft 26 of the engine 22 is released (step S160). Here, the engine 22 is stopped under the motor-engine connection state when the vehicle speed V, that is, the rotation speed Nm1 of the motor MG1 is within a predetermined range. In step S160, the engine gear 61 and the motor gear 62 are stopped. When the coupling with the motor MG1 is released, the rotation speed Nm1 of the motor MG1 is a negative value lower than 0, and the rotation of the transmission gear shaft 36 and the rotation of the crankshaft 26 of the engine 22, that is, the rotation shaft MS2 of the motor MG2 Is not synchronized with. For this reason, when the process of step S160 is executed, the target rotational speed Nm2 * of the motor MG2 is calculated according to the following equation (1) in order to synchronize the rotation of the motor MG2 and the rotation of the transmission gear shaft 36. Based on the target rotational speed Nm2 * and the rotational speed Nm2 of the motor MG2 input in step S100, a torque command Tm2 * for the motor MG2 is set by calculation using the following equation (2) (step S170). The right side of the equation (1) indicates the rotational speed of the transmission gear shaft 36. The rotational speed of the drive shaft 37b is obtained by multiplying the vehicle speed V by the conversion factor k, and FIG. 2 and FIG. Can be easily derived from the nomogram. Expression (2) is a relational expression in feedback control for rotating the motor MG2 at the target rotational speed Nm2 *. In Expression (10), “k1” in the second term on the right side is the gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm2 * ＝ k ・ V / ρ3 / ρ4 (1)
Tm2 * = previous Tm2 * + k1 (Nm2 * −Nm2) + k2∫ (Nm2 * −Nm2) dt (2)

  If the torque command Tm2 * of the motor MG2 is thus set in step S170, a temporary motor torque Tm1tmp as a torque to be output from the motor MG1 is then calculated according to the following equation (3) (step S180). Torque limits Tmax and Tmin as upper and lower limits of torque that may be output from motor MG1 are calculated according to (4) and equation (5) (step S190). Then, the torque command Tm1 * of the motor MG1 is set by limiting the temporary motor torque Tm1tmp with the torque limits Tmax and Tmin (step S200). By setting the torque command Tm1 * of the motor MG1 in this manner, the torque output to the drive shaft 37b can be basically set to a value limited within the range of the input / output limits Win and Wout of the battery 50. . Equation (3) can be easily derived from the alignment chart of FIG. If the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set in this way, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S210), and this routine is temporarily ended. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven according to the torque command Tm1 * and the motor MG2 is driven according to the torque command Tm2 *. Do.

Tm1tmp = -T * ・ ρ1 ・ ρ2 ・ ρ4 (3)
Tmax = (Wout−Tm2 * ・ Nm2) / Nm1 (4)
Tmin = (Win−Tm2 * ・ Nm2) / Nm1 (5)

  At the time when the above processing is executed, the flag Fev is still set to the value 0, and at the next execution of this routine, it is determined that the flag Fev is the value 0 in step S120. Since the flag Fsyc is set to the value 1 in step S140, it is determined in step S140 that the flag Fsyc is the value 1. In this case, for example, the rotation speed Nm2 of the motor MG2 input in step S100. And the rotational speed of the transmission gear shaft 36 (k · V / (1 + ρ2)), the synchronization state between the rotation of the motor MG2 and the rotation of the transmission gear shaft 36 is determined (step S220). If the rotation of the motor MG2 and the rotation of the transmission gear shaft 36 are not substantially synchronized at this stage, the processes of steps S170 to S210 described above are executed. If it is determined in step S220 that the rotation of the motor MG2 and the rotation of the transmission gear shaft 36 are substantially synchronized, the flag Fsyc is set to the value 0 and the flag Fev is set to the value 1 ( In step S230), a command signal is given to the actuator 67 of the connection / disconnection unit 60 so that the motor gear 62 and the drive shaft side gear 63 are coupled, and the connection state between the motor MG2 and the crankshaft 26 or the drive shaft 37b is changed to the motor- The engine connection state is switched to the motor-drive shaft connection state (step S240).

  Subsequently, in order to output power to the drive shaft 37b from both the motors MG1 and MG2 under the motor-drive shaft connection state, a predetermined output distribution ratio u between the motor MG1 and the motor MG2 is used. Then, the torque command Tm1 * of the motor MG1 is set by calculation according to the following equation (6) (step S250), and the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated according to the following equation (7). (Step S260). Here, when the power is output from both the motors MG1 and MG2 to the drive shaft 37b under the motor-drive shaft connection state, the rotational speed and torque of each rotation element of the power distribution and integration mechanism 30 and the transmission gear shaft 36 are FIG. 8 shows an example of a collinear diagram showing the dynamic relationship between the two. Equations (6) and (7) can be easily derived from the alignment chart of FIG. Further, torque limits Tmax and Tmin as upper and lower limits of torque that may be output from motor MG2 are calculated according to the following equations (8) and (9) (step S270), and temporary motor torque Tm2tmp is calculated as torque limit Tmax, By limiting by Tmin, torque command Tm2 * of motor MG2 is set (step S280). When the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set in this way, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S220), and this routine is temporarily terminated. When the flag Fev is set to the value 1 in step S230 as described above, the processes of steps S100 to S120, S250 to S280, and S220 are repeatedly executed until the engine 22 is requested to start, and the hybrid vehicle 20 Travels while outputting power from the motors MG1 and MG2 to the drive shaft 37b under the motor-drive shaft connection state.

Tm1 * =-u ・ T * (6)
Tm2tmp = (T * + Tm1 * / ρ1 / ρ2 / ρ4) ・ ρ3 ・ ρ4 (7)
Tmax = (Wout−Tm1 * ・ Nm1) / Nm2 (8)
Tmin = (Win−Tm1 * ・ Nm1) / Nm2 (9)

  As described above, in the hybrid vehicle 20 of the embodiment, basically, when the rotation speed Nm1 of the rotation shaft MS1 of the motor MG1 is smaller than the value 0, the rotation shaft of the motor MG1 under the motor-engine connection state. When the rotational speed Nm1 of the MS1 is larger than the value 0, the engine 22, the motors MG1, MG2 and the connection / disconnection unit 60 so that the driving force based on the required torque T * is output under the motor-drive shaft connection state. The actuators 66 and 67 are controlled. When the engine 22 is stopped under the motor-engine connection state, the required torque is accompanied by the fixing of the crankshaft 26 and the carrier 34 and the transition from the motor-engine connection state to the motor-drive shaft connection state. The motors MG1, MG2, the clutch C1, and the connection / disconnection unit 60 are controlled so that the driving force based on T * is output. In this way, when the engine 22 is stopped under the motor-engine connection state, the crankshaft 26 and the carrier 34 of the engine 22 are made non-rotatable so that the motor MG1 is connected via the power distribution and integration mechanism 30. From the motor-engine connection state to the motor-drive shaft connection state so that the power from the motor MG2 is transferred to the drive shaft 37b via the transmission gear shaft 36. A state where output is possible can be obtained. As a result, a power output device including the engine 22, the motors MG1 and MG2, the power distribution and integration mechanism 30, the transmission gear shaft 36, and the like so as to be able to cope with a demand for an increase in driving force when the engine 22 is stopped. As a result, the drivability of the hybrid vehicle 20 can be improved.

  When the engine 22 is stopped under the motor-engine connection state, as described above, the crankshaft 26 and the carrier 34 are fixed by the clutch C1 (step S150), and the rotation shaft MS2 and the crank of the motor MG2 are fixed. The connection with the shaft 26 is released (step S160), the rotation synchronization process (steps S170 to S210) for synchronizing the rotation of the motor MG2 and the transmission gear shaft 36 in the released state, and the motor MG2 and the transmission gear shaft 36. If the connection (step S240) to (drive shaft 37b) is executed in order, the rotation shaft MS2 of the motor MG2 is easily released from the crankshaft 26 and quickly connected to the transmission gear shaft 36, that is, the drive shaft 37b. Is possible. When the engine 22 is stopped under the motor-engine connection state as described above, the transition from the motor-engine connection state to the motor-drive shaft connection state is performed by the motors MG1, MG2. This is also advantageous in that a motor-drive shaft connection state that is advantageous for acceleration can be set in advance when a large driving force is required when the vehicle is traveling with power from the engine and a request for starting the engine 22 is made. In the above embodiment, when the engine 22 is not stopped, the engine 22 is basically operated at an operating point where the efficiency is higher among the operating points of the engine 22 that can output the same power. Coupled with the switching between the motor-engine connection state and the motor-drive shaft connection state, it is possible to further improve the energy efficiency of the power output apparatus, and thus the hybrid vehicle 20.

  The embodiments of the present invention have been described above using the embodiments. However, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the scope of the present invention. Needless to say.

  For example, in the above embodiment, after the transition to the motor-drive shaft connection state with the stop of the engine 22 is completed, the driving force based on the required torque T * is output to both the motors MG1 and MG2. It is not limited to. That is, after completion of the transition to the motor-drive shaft connection state due to the stop of the engine 22, the driving force based on the required torque T * is output to either of the normal motors MG1 and MG2, and an acceleration request is made. A driving force based on the required torque T * may be output to both the motors MG1 and MG2. The connection / disconnection unit 60 connects the rotation shaft MS2 of the motor MG2 with the crankshaft 26 of the engine 22 and releases the connection between the rotation shaft MS2 of the motor MG2 and the transmission gear shaft 36. It may include a dog clutch that performs connection and release of the connection. Further, as the actuators 66 and 67, fluid pressure actuators such as hydraulic actuators may be used instead of the electric actuators.

1 is a schematic configuration diagram of a hybrid vehicle 20 including a power output apparatus according to an embodiment of the present invention. FIG. 6 is a collinear diagram illustrating the dynamic relationship between the rotational speed and torque of each rotating element of the power distribution and integration mechanism 30 and the transmission gear shaft 36 in a motor-drive shaft connection state. FIG. 6 is a collinear diagram illustrating a dynamic relationship between the rotational speed and torque of each rotating element of the power distribution and integration mechanism 30 and the transmission gear shaft 36 in a motor-engine connection state. It is a flowchart which shows an example of the drive control routine at the time of an engine stop performed by hybrid ECU70 of an Example. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the map for request | requirement torque setting. Dynamics of rotation speed and torque in each rotary element of the power distribution and integration mechanism 30 and the transmission gear shaft 36 when power is output from both the motors MG1 and MG2 to the drive shaft 37b under the motor-drive shaft connection state. It is a collinear diagram illustrating an example relationship.

Explanation of symbols

  20 Hybrid Vehicle, 22 Engine, 24 Engine Electronic Control Unit (Engine ECU), 26 Crankshaft, 28 Damper, 30 Power Distribution Integration Mechanism, 31 Sun Gear, 32 Ring Gear, 32a Ring Gear Shaft, 32b Gear (External Gear), 33 Pinion Gear , 34 Carrier, 35 Intermediate shaft, 35a, 35b, 35c Gear, 36 Transmission gear shaft, 36a, 36b Gear, 37 Gear mechanism, 37a Gear, 37b Drive shaft, 38 Differential gear, 39a, 39b Drive wheel, 40 Motor electronics Control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 electronic control unit for battery (battery ECU), 54 power line, 60 connection / disconnection unit, 61 Engine gear, 62 Motor gear, 63 Drive shaft side gear, 64 Engine side movable member, 65 Drive shaft side movable member, 66, 67 Actuator, 70 Hybrid electronic control unit (hybrid ECU), 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, C1 clutch, MG1, MG2 motor, MS1, MS2 rotation axis.

Claims (7)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first electric motor capable of inputting and outputting power;
A second electric motor capable of inputting and outputting power;
Power storage means capable of exchanging power with each of the first motor and the second motor;
Connected to the drive shaft, the engine shaft that is the output shaft of the internal combustion engine, and the first motor shaft that is the rotation shaft of the first motor, and the power that is input to and output from any two of these three shafts Power input / output means for inputting / outputting power determined based on the remaining shaft;
Engine shaft fixing means capable of fixing the engine shaft of the internal combustion engine in a non-rotatable manner;
A transmission mechanism coupled to the drive shaft with a predetermined speed ratio and including a transmission shaft that is rotationally synchronized with the engine shaft when the rotational speed of the first motor shaft reaches a predetermined value;
Connection and release of the second motor shaft, which is the rotation shaft of the second motor, and the engine shaft, and connection and release of the connection of the second motor shaft and the transmission shaft, can be performed independently. The first connection state in which the second motor shaft and the engine shaft are connected and the second connection state in which the second motor shaft and the transmission shaft are connected can be selectively set. Connecting and disconnecting means,
Required driving force setting means for setting required driving force required for the drive shaft;
When the rotational speed of the first motor shaft is smaller than the predetermined value, the internal combustion engine and the first engine are output so that a driving force based on the set required driving force is output under the first connection state. Controlling the electric motor, the second electric motor, and the connection / disconnection means, and setting the required drive under the second connection state when the rotational speed of the first electric motor shaft is larger than the predetermined value The internal combustion engine, the first electric motor, the second electric motor, and the connection / disconnection means are controlled so that a driving force based on the force is output, while the internal combustion engine is stopped under the first connection state. When the engine is fixed, the first electric motor is output such that a driving force based on the set required driving force is output with the fixing of the engine shaft and the transition from the first connection state to the second connection state. And the second electric motor and the engine shaft fixing hand Control means for controlling the said connection and disconnection means and,
A power output device comprising:   When the internal combustion engine is stopped under the first connection state, the control means fixes the engine shaft, releases the connection between the second motor shaft and the engine shaft, and releases the connection. A driving force based on the set required driving force with a rotation synchronization process for rotating and synchronizing the second motor shaft and the transmission shaft in a state where the second motor shaft and the transmission shaft are connected, and a connection between the second motor shaft and the transmission shaft. The power output apparatus according to claim 1, wherein the first electric motor, the second electric motor, the engine shaft fixing means, and the connection / disconnection means are controlled so as to be output.   When the transition from the first connection state to the second connection state accompanying the stop of the internal combustion engine is completed, the control means drives based on the set required driving force under the second connection state The power output apparatus according to claim 1, wherein the first electric motor and the second electric motor are controlled such that a force is output.   4. The power output apparatus according to claim 1, wherein the predetermined value related to the rotation speed of the first motor shaft is a value of 0. 5.   5. The power output apparatus according to claim 1, wherein the control unit is capable of operating the internal combustion engine at an operating point where efficiency is higher among operating points of the internal combustion engine capable of outputting the same power. 6. .   A hybrid vehicle comprising the power output device according to claim 1 and drive wheels connected to the drive shaft. A drive shaft, an internal combustion engine, a first motor capable of inputting / outputting power, a second motor capable of inputting / outputting power, and a power storage means capable of exchanging power with each of the first motor and the second motor. And the drive shaft, the engine shaft that is the output shaft of the internal combustion engine, and the first motor shaft that is the rotation shaft of the first motor, and input / output to / from any two of these three shafts. Power input / output means for inputting / outputting power determined based on power to the remaining shaft, engine shaft fixing means capable of fixing the engine shaft of the internal combustion engine in a non-rotatable manner, and a predetermined speed ratio to the drive shaft And a transmission mechanism including a transmission shaft that is rotationally synchronized with the engine shaft when the rotational speed of the first motor shaft reaches a predetermined value, a second motor shaft that is a rotation shaft of the second motor, and the engine Connecting to the shaft and releasing the connection; and The first connection state in which the second motor shaft and the engine shaft are connected, the second motor shaft, and the transmission shaft can be independently connected and released from the shaft and the transmission shaft. And a connection / disconnection means capable of selectively setting any one of the second connection states to be connected to each other,
When the rotational speed of the first motor shaft is smaller than the predetermined value, the internal combustion engine and the first engine are output so that a driving force based on the set required driving force is output under the first connection state. Controlling the electric motor, the second electric motor, and the connection / disconnection means, and setting the required drive under the second connection state when the rotational speed of the first electric motor shaft is larger than the predetermined value The internal combustion engine, the first electric motor, the second electric motor, and the connection / disconnection means are controlled so that a driving force based on the force is output, while the internal combustion engine is stopped under the first connection state. When the engine is fixed, the first electric motor is output such that a driving force based on the set required driving force is output with the fixing of the engine shaft and the transition from the first connection state to the second connection state. And the second electric motor and the connection / disconnection means To control,
Control method of power output device.

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