JP2008024109A - Power output device and vehicle mounted therewith and method for controlling power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress any counter-electromotive voltage to be generated due to the rotation of a motor MG1 from becoming large when a transistor of an inverter 41 is under a stuck-on state and to prevent the motor MG1 and the inverter from being damaged further. <P>SOLUTION: When any of the transistors of an invertor 41 breaks down in an ON status, the intake valve and exhaust valve of an engine 22 are held in an open status. Thus, it is possible to reduce energy required for rotating the engine 22, and to suppress the absolute value of the revolution speed of the motor MG1 from becoming large. As a result, it is possible to more suppress any counter-electromotive voltage to be generated due to the rotation of the motor MG1 from becoming large, and to suppress the motor MG1 or the inverter 41 from being damaged further. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a power output apparatus, a vehicle on which the power output apparatus is mounted, and a method for controlling the power output apparatus.

Conventionally, as this type of power output device, a device that is mounted on a vehicle and includes a motor that outputs power to wheels and a motor drive circuit that drives the motor has been proposed (for example, see Patent Document 1). In this device, when a short-circuit failure of the motor drive circuit is detected, the vehicle is prevented from being pulled, thereby suppressing the occurrence of a back electromotive voltage due to the rotation of the motor and damaging other parts that were not originally damaged. It is prevented from reaching.
JP 2006-87175 A

  By the way, a planetary gear mechanism in which a ring gear is connected to a drive shaft connected to a wheel, an engine connected to a carrier of the planetary gear mechanism, a generator connected to a sun gear of the planetary gear mechanism, and a plurality of switching elements In a power output apparatus that includes an inverter that drives a generator using switching, it is desired to cope more appropriately when an abnormality occurs in a switching element of the inverter. For example, in a generator that generates a back electromotive force due to electromagnetic induction due to rotation, if the inverter switching element is turned on, even if the gate of the inverter is shut off, a closed circuit is formed by the switching element that has failed on and the winding coil of the generator. As a result, a current flows through the closed circuit due to the back electromotive voltage, and the temperature of the generator and inverter rises. At this time, depending on the number of revolutions of the generator, the back electromotive voltage becomes large, the temperature of the generator and the inverter rises excessively, and the generator and the inverter may be further damaged.

  The power output device of the present invention, a vehicle equipped with the power output device, and a control method of the power output device are achieved by the rotation of the rotating portion of the power power input / output means in accordance with the rotation of the drive shaft while the fuel supply to the internal combustion engine is stopped. It is possible to suppress an increase in the back electromotive voltage generated by the rotation of the first electric motor at a non-normal time when the power input / output to / from the power power input / output means cannot be adjusted by the drive circuit based on the back electromotive voltage generated. One of the purposes. The power output device of the present invention, a vehicle equipped with the power output device, and a control method for the power output device are one of the purposes to suppress further damage to the first electric motor and the first drive circuit during non-normal times. .

  The power output apparatus of the present invention, a vehicle equipped with the power output apparatus, and a method of controlling the power output apparatus employ the following means in order to achieve at least a part of the above-described object.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
A rotating unit connected to the output shaft of the internal combustion engine and the drive shaft, and rotating with a first relationship with respect to a rotational speed difference between the rotational speed of the output shaft of the internal combustion engine and the rotational speed of the drive shaft; An electromagnetic induction acting part that causes electromagnetic induction to act by rotation of the rotating part, and the power generated in the rotating part by the electric power inputted to and outputted from the electromagnetic induction acting part has a second relationship with the output shaft of the internal combustion engine Power power input / output means for acting on the drive shaft;
A drive circuit for driving the power input / output means;
Power storage means capable of exchanging power with the power drive input / output means via the drive circuit;
Adjusting means for adjusting the entrainment energy, which is the energy required to entrain the internal combustion engine;
Input / output to / from the power power input / output means based on a counter electromotive voltage generated by rotation of the rotating portion of the power power input / output means in accordance with rotation of the drive shaft in a state where fuel supply to the internal combustion engine is stopped. In a non-normal time in which electric power cannot be adjusted by the drive circuit, the back electromotive force generated by the rotation of the rotating portion of the power power input / output means accompanying the rotation of the drive shaft with the fuel supply to the internal combustion engine stopped. Control means for controlling the adjusting means so that the entrainment energy becomes smaller than normal time when electric power inputted to and outputted from the electric power input / output means can be adjusted by the drive circuit based on voltage;
It is a summary to provide.

  In the power output device of the present invention, the power power input / output means is based on the back electromotive force generated by the rotation of the rotating portion of the power power input / output means in accordance with the rotation of the drive shaft while the fuel supply to the internal combustion engine is stopped. In the non-normal time when the power input / output cannot be adjusted by the drive circuit for driving the power drive input / output means, the power drive input / output means is accompanied by the rotation of the drive shaft while the fuel supply to the internal combustion engine is stopped. The power that is input and output to the power power input / output means based on the back electromotive force generated by the rotation of the rotating portion of the engine can be adjusted by the drive circuit, which is the energy required to rotate the internal combustion engine compared to the normal time The adjusting means is controlled so that the energy is reduced. This makes it easier for the internal combustion engine to be rotated in a non-normal time than in a normal time, and thus can further suppress an increase in the rotational speed difference between the rotational speed of the drive shaft and the rotational speed of the internal combustion engine. It is possible to further suppress an increase in the rotational speed of the rotating portion of the electric power input / output means that rotates with the first relationship with respect to the rotational speed difference. As a result, it is possible to further suppress an increase in the back electromotive voltage generated by the rotation of the rotating portion of the power power input / output means as compared with the case where the entrainment energy is not adjusted according to the normal time or the non-normal time. The electric power input / output to / from the electric power input / output means based on the counter electromotive voltage can be further suppressed.

  In such a power output apparatus of the present invention, the adjusting means may be means for adjusting the entrainment energy by adjusting the state of intake and / or exhaust of the internal combustion engine. In this case, the adjusting means is means capable of holding the intake valve and / or the exhaust valve of the internal combustion engine in an open state regardless of the rotational position of the output shaft, and the control means is the non-normal time when the It may be a means for controlling the intake valve and / or the exhaust valve to be held open. Further, the adjusting means is means capable of changing the opening / closing timing of the intake valve and / or the exhaust valve of the internal combustion engine, and the control means has an opening / closing timing of the intake valve at the non-normal time as compared with the normal time. It may be a means for controlling to change to the retard side and / or to change the opening / closing timing of the exhaust valve to the advance side. In these cases, the non-normal time can reduce the entrainment energy by reducing the maximum pressure in the cylinder of the internal combustion engine as compared with the normal time.

  In the power output apparatus of the present invention, the adjusting means may be means for adjusting the entrainment energy by adjusting the opening of a throttle valve. In this way, by adjusting the opening degree of the throttle valve, it is possible to reduce the entrainment energy in the non-normal time compared to the normal time.

  Furthermore, in the power output apparatus of the present invention, the drive circuit has a plurality of switching elements and drives the power power input / output means using switching of the plurality of switching elements, and the control means It is also possible to control the time when at least one of the plurality of switching elements of the drive circuit fails in the ON state as the non-normal time. Thus, when at least one of the plurality of switching elements is turned on, a closed circuit including the switching element that has turned on is formed. When the rotating portion of the power drive input / output means is rotating, a back electromotive force is generated by electromagnetic induction accompanying the rotation, current flows in the closed circuit, and the temperature of the drive circuit rises. Therefore, in the present invention, by controlling when at least one of the plurality of switching elements is on-failed as an abnormal time, it is possible to suppress the back electromotive voltage from increasing compared to the normal time and to increase the temperature of the drive circuit. Is suppressed. Thereby, it can suppress that an electric power motive power input / output means and a drive circuit are damaged more.

  Alternatively, in the power output apparatus of the present invention, the power power input / output means is connected to three axes of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and any two of the three shafts are connected. A three-axis power input / output means for inputting / outputting power to / from the remaining one shaft based on input / output power; a rotor as the rotating portion; and a stator as the electromagnetic induction acting portion. It is also possible to provide a means including a generator capable of inputting and outputting power to the three shafts. The power drive input / output means includes a first rotor as the rotating part connected to the output shaft of the internal combustion engine and a second rotor as the electromagnetic induction acting part connected to the drive shaft. And a counter-rotor electric motor that rotates by relative rotation between the first rotor and the second rotor.

  In the power output apparatus of the present invention, the power input / output means is a means including a multiphase AC motor having the rotating part and the electromagnetic induction action part, and the drive circuit has a plurality of switching elements. A circuit for driving the power drive input / output means using switching of the switching element, comprising a plurality of current detection means for detecting a current flowing in each phase of the multiphase AC motor, wherein the control means comprises the drive It may be a means for controlling when the current is detected by any one of the plurality of current detection means while the gates of all the plurality of switching elements of the circuit are shut off as the non-normal time. . In this way, it is possible to more appropriately determine that an abnormality has occurred in the drive circuit.

  The power output apparatus of the present invention may include an electric motor capable of inputting / outputting power to / from the drive shaft, and a second drive circuit for driving the electric motor.

  The vehicle of the present invention is a power output device of the present invention according to any one of the above-described embodiments, that is, a power output device that basically outputs power to a drive shaft, and includes an internal combustion engine and an output of the internal combustion engine. A rotating portion connected to the shaft and the drive shaft and rotating with a first relationship with respect to a rotational speed difference between the rotational speed of the output shaft of the internal combustion engine and the rotational speed of the drive shaft; An electromagnetic induction operating portion for applying induction, and causing the power generated in the rotating portion to act on the output shaft and the drive shaft of the internal combustion engine with a second relationship by electric power input to and output from the electromagnetic induction operating portion. Electric power drive input / output means, a drive circuit for driving the power drive input / output means, an electric storage means capable of exchanging electric power with the power drive input / output means via the drive circuit, and required for rotating the internal combustion engine Rotating energy that is energy The power power input / output based on the back electromotive force generated by the rotation of the rotating portion of the power power input / output means in accordance with the rotation of the drive shaft while the fuel supply to the internal combustion engine is stopped. When the electric power input / output to / from the means cannot be adjusted by the drive circuit, the rotating part of the electric power input / output means is rotated with the rotation of the drive shaft while the fuel supply to the internal combustion engine is stopped. The adjustment means is controlled so that the entrainment energy is smaller than that in the normal time in which the electric power input / output to / from the electric power driving input / output means can be adjusted by the drive circuit based on the counter electromotive voltage generated by the rotation of the motor. And a control means for mounting the power output device, and the axle is connected to the drive shaft.

  Since the vehicle according to the present invention is equipped with the power output device of the present invention according to any one of the above-described aspects, the effect of the power output device according to the present invention, for example, the entrainment energy depending on whether it is normal or non-normal. The back electromotive voltage generated by the rotation of the rotating part of the power power input / output means can be further suppressed as compared with the case where the power is not adjusted, and the power power input / output means is input based on the back electromotive voltage. The same effect as the effect which can suppress more that the output electric power becomes large can be produced.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, and a rotating unit connected to the output shaft and the drive shaft of the internal combustion engine and rotating with a first relationship with respect to a rotational speed difference between the rotational speed of the output shaft of the internal combustion engine and the rotational speed of the drive shaft And an electromagnetic induction acting part that causes electromagnetic induction to act by rotation of the rotating part, and the power generated in the rotating part by the electric power inputted to and outputted from the electromagnetic induction acting part has a second relationship and the output shaft of the internal combustion engine And power power input / output means that acts on the drive shaft, a drive circuit that drives the power power input / output means, and a power storage means that can exchange power with the power power input / output means via the drive circuit, A control method for a power output apparatus, comprising: adjusting means for adjusting swiveling energy that is energy required to swivel the internal combustion engine,
Input / output to / from the power power input / output means based on a counter electromotive voltage generated by rotation of the rotating portion of the power power input / output means in accordance with rotation of the drive shaft in a state where fuel supply to the internal combustion engine is stopped. In a non-normal time in which electric power cannot be adjusted by the drive circuit, the back electromotive force generated by the rotation of the rotating portion of the power power input / output means accompanying the rotation of the drive shaft with the fuel supply to the internal combustion engine stopped. Controlling the adjusting means so that the entrainment energy becomes smaller than the normal time in which electric power input / output to / from the electric power input / output means can be adjusted by the drive circuit based on voltage;
This is the gist.

  In the control method of the power output apparatus of the present invention, the power power is based on the back electromotive force generated by the rotation of the rotating portion of the power power input / output means in accordance with the rotation of the drive shaft while the fuel supply to the internal combustion engine is stopped. In non-normal times when the power input / output to / from the input / output means cannot be adjusted by the drive circuit that drives the power drive input / output means, the power power is reduced along with the rotation of the drive shaft while the fuel supply to the internal combustion engine is stopped. The energy required to rotate the internal combustion engine as compared with the normal time when the power input / output to / from the power power input / output means can be adjusted by the drive circuit based on the back electromotive voltage generated by the rotation of the rotating part of the input / output means. The adjusting means is controlled so as to reduce a certain carry energy. This makes it easier for the internal combustion engine to be rotated in a non-normal time than in a normal time, and thus can further suppress an increase in the rotational speed difference between the rotational speed of the drive shaft and the rotational speed of the internal combustion engine. It is possible to further suppress an increase in the rotational speed of the rotating portion of the electric power input / output means that rotates with the first relationship with respect to the rotational speed difference. As a result, it is possible to further suppress an increase in the back electromotive voltage generated by the rotation of the rotating portion of the power power input / output means as compared with the case where the entrainment energy is not adjusted according to the normal time or the non-normal time. The electric power input / output to / from the electric power input / output means based on the counter electromotive voltage can be further suppressed.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhalation and gasoline are injected from the fuel injection valve 126 to mix the intake air and gasoline. The mixture is sucked into the combustion chamber through the intake valve 128 and is explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 23. Exhaust gas exhausted from the combustion chamber of the engine 22 through the exhaust valve 129 is a purification device (three-way catalyst) that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). It is discharged to the outside air through 134. Here, as the intake valve 128 and the exhaust valve 129, in the embodiment, the intake and exhaust ports of the combustion chamber are opened by energizing the electromagnetic coils 128a and 129a, and the combustion chamber is de-energized by de-energizing the electromagnetic coils 128a and 129a. A so-called electromagnetic valve that closes the intake and exhaust ports is used. Therefore, in the embodiment, the intake valve 128 and the exhaust valve 129 can be held open regardless of the rotation position of the crankshaft 26, and the opening / closing timing of the intake valve 128 and the exhaust valve 129 can be changed. .

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 23, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the pressure sensor 143 installed in the combustion chamber, the cylinder pressure Pin from the pressure sensor 143 installed in the combustion chamber, the throttle position from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, and the air flow meter 148 installed in the intake pipe. An air flow meter signal AF, an intake air temperature from a temperature sensor 149 attached to the intake pipe, an air-fuel ratio AF from an air-fuel ratio sensor 135a, an oxygen signal from an oxygen sensor 135b, and the like are input via an input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. Control signals to the ignition coil 138 and the control signals to the electromagnetic coils 128a and 129a for opening and closing the intake valve 128 and the exhaust valve 129 are output via the output port. 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 outputs data related to the operation state of the engine 22 as necessary. .

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  FIG. 3 is a configuration diagram showing an outline of the configuration of the electric drive system centered on the motors MG1 and MG2. Each of the motors MG1 and MG2 is configured as a well-known PM type synchronous generator motor including rotors 45 and 47 each having a permanent magnet attached to the outer surface and stators 46 and 48 wound with three-phase coils. ing. Since the motors MG1 and MG2 are configured as synchronous generator motors, power can be generated by the motors MG1 and MG2 when power is input to the rotating shaft. That is, the motors MG1 and MG2 generate a counter electromotive voltage corresponding to electromagnetic induction caused by the rotation of the rotors 45 and 47. Motors MG1 and MG2 exchange power with battery 50 through inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. The inverter 41 includes six transistors T1 to T6 and six diodes D1 to D6. Six transistors T1 to T6 are arranged in pairs so as to be on the source side and the sink side with respect to the positive and negative buses of the power line 54, and the three-phase coil of the motor MG1 ( (U phase, V phase, W phase) are connected. Six diodes D1 to D6 are connected in antiparallel to the six transistors T1 to T6, respectively. Therefore, a rotating magnetic field can be formed in the three-phase coil by controlling the ratio of the on-time of the transistors T1 to T6 that make a pair while the voltage is acting between the positive electrode bus and the negative electrode bus of the power line 54, The motor MG1 can be rotationally driven. The inverter 42 includes six transistors T7 to T12 and six diodes D7 to D12. Six transistors T7 to T12 are arranged in pairs so as to be on the source side and the sink side with respect to the positive electrode bus and the negative electrode bus of the inverter circuit 42, and a three-phase coil of the motor MG2 ( (U phase, V phase, W phase) are connected. Six diodes D7 to D12 are connected in antiparallel to the six transistors T7 to T12, respectively. Therefore, a rotating magnetic field can be formed in the three-phase coil by controlling the ratio of the on-time of the paired transistors T7 to T12 in a state where a voltage is acting between the positive electrode bus and the negative electrode bus of the power line 54, The motor MG2 can be driven to rotate. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, 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 the motors MG1 and MG2. The phase currents Iu1, Iv1, Iw1, Iu2, Iv2, Iw2, etc. from the current sensors 90U, 90V, 90W, 91U, 91V, 91W for detecting the phase current flowing in each phase of the three-phase coil are input, and the motor ECU 40 Is outputting a switching control signal to the transistors T1 to T6 and T7 to T12 of the inverters 41 and 42. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

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

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, 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. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 4 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time.

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. Nm2, input / output restrictions Win and Wout of the battery 50, processing of inputting data necessary for control such as phase currents Iu1, Iv1, and Iw1 flowing in each phase of the three-phase coil of the motor MG1 from the current sensors 90U, 90V, and 90W Execute (Step S100). Here, 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 input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. Is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map.

  Subsequently, the current value having the largest absolute value among the phase currents Iu1, Iv1, Iw1 flowing in the respective phases of the three-phase coil of the motor MG1 is set as the maximum current I1 (step S120), and the inverter 41 of the motor MG1 is gated. It is determined whether or not the circuit is interrupted (step S130). When it is determined that the inverter 41 of the motor MG1 is not gate-interrupted, the maximum current I1 is compared with the threshold value Iref1 (step S140). Here, the threshold value Iref1 is used to determine whether or not an excessive current is flowing through the motor MG1 and the inverter 41, and is determined by the characteristics of the motor MG1 and the inverter 41.

  When the maximum current I1 is less than or equal to the threshold value Iref1, it is determined that no excessive current is flowing through the motor MG1 or the inverter 41, and the required power Pe * required for the vehicle is set (step S150). Here, the required power Pe * can be calculated as the sum of the required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Subsequently, the required power Pe * is compared with the threshold value Pref (step S160). The threshold value Pref is determined by the characteristics of the engine 22, and is set to a lower limit value of power that allows the engine 22 to be operated efficiently. When the required power Pe * is equal to or greater than the threshold value Pref, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the required power Pe * (step S170). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 6 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S180). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 shows an example of a collinear diagram for dynamically explaining the rotational elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 is expressed by the following equation (3). Further, the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated by using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S190). Calculated by equation (5) (step S200), with the calculated torque limits Tmin and Tmax Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the motor torque Tm2tmp (step S210). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Equation (5) can be easily derived from the collinear diagram of FIG. 7 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S220), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * drives the transistors MG1 to T6 of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. Switching control of T7 to T12 is performed.

  On the other hand, when the required power Pe * is less than the threshold value Pref in step S170, a fuel cut command for the engine 22 is transmitted to the engine ECU 24 (step S230), and a value 0 is set for the torque command Tm1 * for the motor MG1 (step S240). ), The above-described steps S190 to S220 are executed, and the drive control routine is terminated. The engine ECU 24 that has received the fuel cut command stops the fuel injection of the engine 22.

  When the maximum current I1 is larger than the threshold value Iref1 in step S140, it is determined that an excessive current is flowing in the motor MG1 and the inverter 41, and a gate cutoff command for the inverter 41 of the motor MG1 is transmitted to the motor ECU 40 (step S250). Then, a fuel cut command for the engine 22 is transmitted to the engine ECU 24 (step S260), the processing of steps S190 to S220 described above is executed, and the drive control routine is terminated. The motor ECU 40 that has received the gate cutoff command turns off all the transistors T1 to T6 of the inverter 41 of the motor MG1.

  If it is determined in step S130 that the inverter 41 is gate-cut, the maximum current I1 is compared with the threshold value Iref2 (step S270). Here, the threshold value Iref2 is used to determine whether or not current is flowing in any of the three-phase coils of the motor MG1 even though the inverter 41 is gate-cut. It is determined by the characteristics of the inverter 41 and is set to a value smaller than the above-described threshold value Iref1, for example, a value of 0 or a value slightly larger than that. Since the inverter 41 is considered to be in a state where the gate is cut off, all the six transistors T1 to T6 are turned off. Therefore, the maximum current I1 is generally an approximate value 0. That is, although the back electromotive force is generated by the rotation of the motor MG1, no current flows by turning off all the transistors T1 to T6. However, when any of the six transistors T1 to T6 is in an on-state failure, for example, when the transistor T1 is in an on-state failure, even if all of the transistors T1 to T6 are turned off, the transistor T1 is turned on, and the transistor T1, the U-phase coil of the motor MG1, the V-phase or W-phase coil, the diode D2 or the diode D3, and the closed circuit of the transistor T1 are formed, and the motor MG1 rotates. When this occurs, a current flows through the closed circuit due to the counter electromotive voltage generated by the rotation. That is, when any of the transistors T1 to T6 fails in the ON state and a closed circuit is formed, the inverter 41 is controlled so that a current based on the counter electromotive voltage generated by the electromagnetic induction accompanying the rotation of the motor MG1 does not flow. It is not possible. In the embodiment, in order to determine such an abnormality of the inverter 41, the maximum current I1 is compared with the threshold value Iref2 in a state where the inverter 41 is gate-cut off.

  When the maximum current I1 is less than or equal to the threshold value Iref2, it is determined that the inverter 41 is normal, and the processes after steps S230, S240, S190 to S220 are executed. Thus, when the gate shutoff of the transistors T1 to T6 of the inverter 41 of the motor MG1 is released by the processing of steps S240 and S220, the inverter 41 is not gate shut off in step S130 the next time the drive control routine is executed. It is determined.

  On the other hand, when the maximum current I1 is larger than the threshold value Iref2 in step S270, it is determined that an abnormality has occurred in the inverter 41, and a gate cutoff command for the inverter 41 of the motor MG1 is transmitted to the motor ECU 40 (step S280). The fuel cut command and the opening command for the intake valve 128 and the exhaust valve 129 are transmitted to the engine ECU 24 (step S290), the processing of steps S190 to S220 is executed, and the drive control routine is terminated. The engine ECU 24 that has received the opening command for the intake valve 128 and the exhaust valve 129 outputs a control signal to the electromagnetic coils 128 a and 128 b so that both the electromagnetic coils 128 a and 129 a are energized regardless of the rotational position of the crankshaft 26. . Thereby, the intake valve 128 and the exhaust valve 129 are opened. When the drive control routine is repeatedly executed in this way, the intake valve 128 and the exhaust valve 129 are held in the open state regardless of the rotational position of the crankshaft 26. Now, consider the case where the inverter 41 is gate-cut and the maximum current I1 is larger than the threshold value Iref2, that is, when any of the transistors T1 to T6 of the inverter 41 is abnormal and a closed circuit is formed. FIG. 8 shows an example of a collinear diagram for explaining the relationship between the rotational speeds of the rotating elements of the power distribution and integration mechanism 30 when the inverter 41 is shut off. In the figure, the solid line shows the relationship of the rotational speed when both the intake valve 128 and the exhaust valve 129 are held in an open state regardless of the rotational position of the crankshaft 26, and the broken line shows either the intake valve 128 or the exhaust valve 129. Also, the relationship between the rotational speeds when the intake valve 128 and the exhaust valve 129 are opened and closed based on the rotational position of the crankshaft 26 is shown. When any of the transistors T1 to T6 has an on-failure, a closed circuit is formed as described above, and if the motor MG1 is rotating, a current is generated in the closed circuit due to a counter electromotive voltage generated by electromagnetic induction accompanying the rotation of the motor MG1. Flows, and the temperature of the motor MG1 and the inverter 41 rises. In particular, in a vehicle where the friction of the engine 22 is relatively large, considering that the rotational speed Nr of the ring gear shaft 32a is relatively large, such as when traveling at a relatively high speed, the rotational speed Nm1 of the motor MG1 is negative. Even if a relatively large counter electromotive voltage is generated in the motor MG1 by increasing in the direction, it becomes difficult to increase the rotational speed Ne of the engine 22 from the approximate value 0 to the positive direction by the torque based on the counter electromotive voltage. It becomes difficult to reduce the absolute value of the rotational speed Nm1 of the motor MG1. As a result, the temperature of the motor MG1 and the inverter 41 is excessively increased by the electric power according to the counter electromotive voltage, and thus the motor MG1 and the inverter 41 may be further damaged. On the other hand, if an abnormality occurs in the inverter 41 and a closed circuit is formed, if the intake valve 128 and the exhaust valve 129 are held open regardless of the rotational position of the crankshaft 26 of the engine 22, Since it is possible to suppress an increase in the pressure in the cylinder during the compression stroke of the engine 22, the energy required to rotate the engine 22 can be reduced and based on the counter electromotive voltage generated by the rotation of the motor MG1. The torque makes it easy to increase the rotational speed Ne of the engine 22 and suppresses an increase in the absolute value of the rotational speed Nm1 of the motor MG1. As a result, the back electromotive force generated by the rotation of the motor MG1 can be further suppressed from increasing, the temperature rise of the motor MG1 and the inverter 41 can be suppressed, and the motor MG1 and the inverter 41 can be further damaged. Can be suppressed.

  According to the hybrid vehicle 20 of the embodiment described above, when any of the transistors T1 to T6 of the inverter 41 of the motor MG1 is on and fails to form a closed circuit, the rotation position of the crankshaft 26 of the engine 22 is concerned. Since the intake valve 128 and the exhaust valve 129 are kept open, the energy required to rotate the engine 22 can be reduced as compared to when all of the transistors T1 to T6 are normal. As a result, an increase in the absolute value of the rotational speed Nm1 of the motor MG1 can be further suppressed, and an increase in the back electromotive voltage generated by the rotation of the motor MG1 can be further suppressed. Can be further prevented from being damaged.

  In the hybrid vehicle 20 of the embodiment, any one of the transistors T1 to T6 of the inverter 41 of the motor MG1 is turned on and a closed circuit is formed while the motive power is output to the ring gear shaft 32a as the drive shaft. However, the present invention is not limited to driving while outputting power to the ring gear shaft 32a. For example, when the hybrid vehicle 20 of the embodiment is pulled and the ring gear shaft 32a is rotating. Even when one of the transistors T1 to T6 of the inverter 41 of the motor MG1 is turned on and a closed circuit is formed, the intake valve 128 and the exhaust valve 129 of the engine 22 may be held open. Good. Thereby, even when the hybrid vehicle 20 is being pulled, it is possible to further suppress the back electromotive voltage generated by the rotation of the motor MG1 and to suppress further damage to the motor MG1 and the inverter 41. it can.

  In the hybrid vehicle 20 of the embodiment, when the inverter 41 of the motor MG1 is gate-cut, it is determined whether or not an abnormality has occurred in the inverter 41 using the maximum current I1. Alternatively, it may be determined whether or not an abnormality has occurred in the inverter 41 using the temperature of the motor MG1 or the temperature of the inverter 41.

  In the hybrid vehicle 20 of the embodiment, when any one of the transistors T1 to T6 of the inverter 41 is turned on and a closed circuit is formed, the intake valve 128 and the exhaust valve 129 are both held open. Alternatively, one of the intake valve 128 and the exhaust valve 129 may be held in an open state. Further, when any of the transistors T1 to T6 of the inverter 41 is turned on and a closed circuit is formed, the opening / closing timing of the intake valve 128 is compared to when all of the transistors T1 to T6 of the inverter 41 are normal. May be changed to the retard side, or the opening / closing timing of the exhaust valve 129 may be changed to the advance side. Even in this case, since the energy required to rotate the engine 22 can be reduced, the back electromotive voltage generated by the rotation of the motor MG1 can be further suppressed, and the motor MG1 and the inverter 41 are further damaged. The effect which can suppress this is produced.

  In the hybrid vehicle 20 of the embodiment, so-called electromagnetic valves are used as the intake valve 128 and the exhaust valve 129. However, the present invention is not limited to this, and any mechanism that can adjust the maximum pressure in the combustion chamber of the engine 22 may be provided. For example, an intake valve or an exhaust valve that opens and closes by rotation of the camshaft and a variable valve timing mechanism that can change the opening and closing timing of the intake valve and the exhaust valve may be provided. When such a variable valve timing mechanism is provided, when any of the transistors T1 to T6 of the inverter 41 is turned on and a closed circuit is formed, compared to when all of the transistors T1 to T6 of the inverter 41 are normal. By changing the opening / closing timing of the intake valve to the retard side or changing the opening / closing timing of the exhaust valve to the advance side, it is possible to suppress an increase in the pressure in the cylinder during the compression stroke, The energy required to rotate the engine 22 can be reduced.

  In the hybrid vehicle 20 of the embodiment, when any one of the transistors T1 to T6 of the inverter 41 is turned on and a closed circuit is formed, the intake valve 128 and the exhaust valve 129 are both held open. Instead of or in addition to this, the opening of the throttle valve 124 may be adjusted so that the entrainment energy becomes smaller than when all of the transistors T1 to T6 of the inverter 41 are normal.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 9) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the embodiment, the automobile including the motor MG2 that can input and output power to the drive shaft has been described. However, the present invention may be applied to an automobile that does not include the motor MG2.

  In addition, it is not limited to those applied to such hybrid vehicles, but is incorporated into non-moving equipment such as forms of power output devices mounted on moving bodies such as vehicles other than automobiles, ships, and aircraft, and construction equipment. A power output device may be used. Furthermore, it is good also as a form of the control method of such a power output device.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

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

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 1 is a configuration diagram showing an outline of a configuration of an electric drive system that is mounted on a hybrid vehicle 20 and includes motors MG1, MG2, inverters 41, 42, a battery 50, and the like. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30. It is explanatory drawing which shows an example of the alignment chart for demonstrating the relationship of the rotation speed of the rotation element of the power distribution integration mechanism 30 when the gate of the inverter 41 is interrupted | blocked. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 45, 47 rotor, 46, 48 stator, 50 battery , 51 Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Power line, 60 Gear mechanism, 62 Differential gear, 63a, 63b Drive wheel, 64a, 64b Wheel, 70 Electronic control unit for hybrid 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, 90U, 90V, 90 W, 91 U, 91 V, 91 W Current sensor, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 128 a Electromagnetic coil, 129 Exhaust valve, 129 a Electromagnetic coil, 130 Spark plug, 132 Piston, 134 Purification device, 136 , Throttle motor, 138 ignition coil, 140 crank position sensor, 142 water temperature sensor, 143 pressure sensor, 146 throttle valve position sensor, 48 Air flow meter, 149 Temperature sensor, 230 Counter rotor motor, 232 Inner rotor 234 Outer rotor, MG1, MG2 motor.

Claims (11)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
A rotating unit connected to the output shaft of the internal combustion engine and the drive shaft, and rotating with a first relationship with respect to a rotational speed difference between the rotational speed of the output shaft of the internal combustion engine and the rotational speed of the drive shaft; An electromagnetic induction acting part that causes electromagnetic induction to act by rotation of the rotating part, and the power generated in the rotating part by the electric power inputted to and outputted from the electromagnetic induction acting part has a second relationship with the output shaft of the internal combustion engine Power power input / output means for acting on the drive shaft;
A drive circuit for driving the power input / output means;
Power storage means capable of exchanging power with the power drive input / output means via the drive circuit;
Adjusting means for adjusting the entrainment energy, which is the energy required to entrain the internal combustion engine;
Input / output to / from the power power input / output means based on a counter electromotive voltage generated by rotation of the rotating portion of the power power input / output means in accordance with rotation of the drive shaft in a state where fuel supply to the internal combustion engine is stopped. In a non-normal time in which electric power cannot be adjusted by the drive circuit, the back electromotive force generated by the rotation of the rotating portion of the power power input / output means accompanying the rotation of the drive shaft with the fuel supply to the internal combustion engine stopped. Control means for controlling the adjusting means so that the entrainment energy becomes smaller than normal time when electric power inputted to and outputted from the electric power input / output means can be adjusted by the drive circuit based on voltage;
A power output device comprising:   The power output apparatus according to claim 1, wherein the adjusting means is means for adjusting the entrainment energy by adjusting a state of intake and / or exhaust of the internal combustion engine. The power output device according to claim 2,
The adjusting means is a means capable of holding the intake valve and / or the exhaust valve of the internal combustion engine in an open state regardless of the rotational position of the output shaft,
The control means is means for controlling the intake valve and / or the exhaust valve to be held open in the non-normal time. The power output device according to claim 2,
The adjusting means is means capable of changing the opening and closing timing of the intake valve and / or the exhaust valve of the internal combustion engine,
The control means performs control so that the opening / closing timing of the intake valve is changed to the retard side and / or the opening / closing timing of the exhaust valve is changed to the advance side in the non-normal time compared to the normal time. A power output device.   2. The power output apparatus according to claim 1, wherein the adjusting means is means for adjusting the entrainment energy by adjusting an opening of a throttle valve. The power output device according to any one of claims 1 to 5,
The drive circuit has a plurality of switching elements, and is a circuit that drives the power power input / output means using switching of the plurality of switching elements,
The control means is means for controlling, as the non-normal time, a time when at least one of a plurality of switching elements of the drive circuit fails in an on state.   The power power input / output means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and a third shaft, and is based on the power input / output to any two of the three shafts. A three-axis power input / output means for inputting / outputting power to / from one axis, a rotor as the rotating portion, and a stator as the electromagnetic induction acting portion, and capable of inputting / outputting power to / from the third shaft The power output device according to any one of claims 1 to 6, wherein the power output device is a means including a generator. The power output device according to any one of claims 1 to 5,
The power power input / output means is a means including a multiphase AC motor having the rotating part and the electromagnetic induction acting part,
The drive circuit has a plurality of switching elements, and is a circuit that drives the power power input / output means using switching of the plurality of switching elements,
A plurality of current detection means for detecting a current flowing in each phase of the multiphase AC motor;
The control means is a means for controlling when the current is detected by any of the plurality of current detection means while the gates of all of the plurality of switching elements of the drive circuit are shut off as the non-normal time. There is a power output device. The power output device according to any one of claims 1 to 8,
An electric motor capable of inputting and outputting power to the drive shaft;
A second drive circuit for driving the electric motor;
A power output device comprising:   A vehicle comprising the power output device according to claim 1 and an axle connected to the drive shaft. An internal combustion engine, and a rotating unit connected to the output shaft and the drive shaft of the internal combustion engine and rotating with a first relationship with respect to a rotational speed difference between the rotational speed of the output shaft of the internal combustion engine and the rotational speed of the drive shaft And an electromagnetic induction acting part that causes electromagnetic induction to act by rotation of the rotating part, and the power generated in the rotating part by the electric power inputted to and outputted from the electromagnetic induction acting part has a second relationship and the output shaft of the internal combustion engine And power power input / output means that acts on the drive shaft, a drive circuit that drives the power power input / output means, and a power storage means that can exchange power with the power power input / output means via the drive circuit, A control method for a power output apparatus, comprising: adjusting means for adjusting swiveling energy that is energy required to swivel the internal combustion engine,
Input / output to / from the power power input / output means based on a counter electromotive voltage generated by rotation of the rotating portion of the power power input / output means in accordance with rotation of the drive shaft in a state where fuel supply to the internal combustion engine is stopped. In a non-normal time in which electric power cannot be adjusted by the drive circuit, the back electromotive force generated by the rotation of the rotating portion of the power power input / output means accompanying the rotation of the drive shaft with the fuel supply to the internal combustion engine stopped. Controlling the adjusting means so that the entrainment energy becomes smaller than the normal time in which electric power input / output to / from the electric power input / output means can be adjusted by the drive circuit based on voltage;
Control method of power output device.