JP3219006B2 - Power output device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce torque shock generated on a driving shaft in association with start and stop of an internal combustion engine. SOLUTION: An air-fuel ratio is set to a lean condition, a throttle valve opening is set to a value SVP1, a timing advance FT is set to the latest timing FT1, and an intake valve timing is set to the latest timing VT1 so as to operate an engine by a target engine speed Ne* without a torque output, and the engine is started by a start torque from a motor MG1. At this time, a motor MG2 is controlled so as to cancel the start torque outputted to a ring gear connected to the driving shaft. After start, the air-fuel ratio is set as a stoichiometric value, the throttle valve opening, the timing advance, and the intake valve timing are gradually increased toward an optimal value, the output torque from the engine is set as a target torque Te*, and also the sum of torque outputted from the engine to the ring gear is set as a target torque Tr* by controlling the motor MG2.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a power output device, and more particularly, to a power output device including an internal combustion engine capable of outputting power to a drive shaft and an electric motor.

[0002]

2. Description of the Related Art Conventionally, as a power output device of this type,
A power output device mounted on a vehicle, comprising: an electric motor that directly rotates a drive shaft coupled to a drive wheel of the vehicle via a differential gear; and an internal combustion engine connected to the drive shaft via a planetary gear. There has been proposed a device for starting an internal combustion engine by cranking the internal combustion engine by a torque output from the electric motor while the drive shaft is being rotationally driven by the electric motor (for example, Japanese Patent Application Laid-Open No. 6-177).
27 publication). In this device, a drive shaft is connected to a ring gear of a planetary gear, and an output shaft of an internal combustion engine is connected to a carrier of the planetary gear. The sun gear of the planetary gear is provided with a brake for fixing the rotation shaft of the sun gear to the vehicle body so that it cannot rotate, and a clutch for fixing the sun gear to the carrier so as to be able to rotate integrally with the carrier. For this reason, if the rotation shaft of the sun gear is fixed to the vehicle body by the brake and torque is output from the internal combustion engine in a state where the clutch is released, power output from the internal combustion engine is output to the drive shaft via the planetary gear, and the drive shaft is driven. Can be driven to rotate. Further, if both the brake and the clutch are released, the drive shaft can be driven to rotate by the electric motor with the internal combustion engine stopped. With this device, when the internal combustion engine is started while the drive shaft is being rotationally driven by the electric motor with the internal combustion engine stopped, the clutch is engaged to crank the internal combustion engine by the torque output from the electric motor. I do. The torque output to the drive shaft drops due to such cranking. In this apparatus, the torque command value of the electric motor is increased by a predetermined value in order to reduce the drop.

[0003]

However, such a power output device has a problem that a torque shock occurs on the drive shaft when the internal combustion engine is started. When the internal combustion engine is started, the torque output from the internal combustion engine is a negative value at the time of cranking, and becomes a positive value that fluctuates immediately after the ignition is turned on. Then, the torque shock generated in the drive shaft cannot be suppressed.

Further, in the above-described apparatus, after the internal combustion engine is started, the torque required for the drive shaft is controlled by the torque output to the drive shaft until the power that the internal combustion engine receives is output from the internal combustion engine. There is a problem that unexpected fluctuation of the user occurs. The above-mentioned publication only describes the torque control at the time of starting the internal combustion engine, but does not describe the torque control from the start to the output of the power to be taken by the internal combustion engine. Since the torque output from the internal combustion engine immediately fluctuates immediately, the sum of the torque output from the internal combustion engine and the torque output from the electric motor greatly exceeds or falls below the required torque unless proper torque control is performed. As a result, the torque output to the drive shaft fluctuates unexpectedly by the operator.

[0005] In view of the above problems, it is an object of the power output apparatus of the present invention to reduce a torque shock that may occur on a drive shaft when an internal combustion engine is started. Further, the power output device of the present invention is capable of predicting a torque to be output to the drive shaft between the time when the internal combustion engine is started and the time when the power assigned to the internal combustion engine among the power required for the drive shaft is output from the internal combustion engine. One of the objects is to reduce the fluctuation that does not occur.

Another object of the power output apparatus of the present invention is to reduce a torque shock that can occur on a drive shaft when the internal combustion engine is stopped. Another object of the power output device of the present invention is to reduce unexpected fluctuations in torque output to a drive shaft during a period from when a stop command for an internal combustion engine is issued to when the engine is stopped. .

[0007]

Means for Solving the Problems and Their Functions and Effects The first and second power output devices of the present invention employ the following means in order to achieve at least a part of the above object.

A first power output device according to the present invention is a power output device including an internal combustion engine capable of outputting power to a drive shaft and an electric motor, wherein the required power for setting the required power to be output to the drive shaft is provided. Setting means, target power setting means for setting a target power output from the internal combustion engine based on the set required power, and the target power setting means having a non-zero value when the internal combustion engine is stopped. When the target power is set, a control circuit determined according to the set value of the target power is set.
While rotating the internal combustion engine at the rotation speed, the internal combustion engine is started so that the output torque is reduced in a state where the torque can be output to the drive shaft, and the internal combustion engine is controlled.
Internal combustion engine operation control means for controlling the operation of the internal combustion engine so that the power output from the internal combustion engine gradually becomes the target power while maintaining the rotation speed, and the internal combustion engine operation control means The electric motor is drive-controlled so as to cancel the fluctuation of the torque output to the drive shaft with the start, and the power output from the internal combustion engine by the internal combustion engine operation control by the internal combustion engine operation control means and the demand. The gist of the invention is to provide a motor drive control means for controlling the driving of the motor so that the power having a deviation from the power is output from the motor.

In the power output apparatus according to the present invention, the target power setting means sets the target power to be output from the internal combustion engine based on the required power to be output to the drive shaft set by the required power setting means. The internal combustion engine operation control means, when the target power setting means sets a non-zero target power while the internal combustion engine is stopped , sets the target power set value.
The internal combustion engine is rotated at a control rotation speed determined according to
While the torque is being output to the drive shaft, the internal combustion engine is started so that the output torque is reduced, and the power output from the internal combustion engine is gradually reduced to a target while the control rotation speed is kept substantially constant. The operation of the internal combustion engine is controlled so as to generate power. The motor drive control means controls the drive of the motor so as to cancel the fluctuation of the torque output to the drive shaft with the start of the internal combustion engine by the internal combustion engine operation control means, and operates the internal combustion engine by the internal combustion engine operation control means. The driving of the electric motor is controlled such that the power of the difference between the power output from the internal combustion engine and the required power is output from the motor by the control.

Here, "starting the internal combustion engine such that the output torque is reduced in a state where the torque can be output to the drive shaft" means that the operation state when the internal combustion engine is started is that the torque is applied to the drive shaft. Throttle means for starting the internal combustion engine so that the output is possible and the torque output from the internal combustion engine to the drive shaft has a value of 0 or a small value, for example, a throttle for adjusting the amount of intake air to the internal combustion engine The opening degree of the valve is set to a predetermined opening degree at which the torque output from the internal combustion engine is reduced, the ignition timing of the internal combustion engine is set to a predetermined ignition timing on the retard side in the flammable range, or the intake valve of the internal combustion engine The opening / closing timing of the internal combustion engine is set to a predetermined opening / closing timing on the retard side within the operable range of the internal combustion engine, or the air-fuel ratio of the internal combustion engine is set to a predetermined ratio on the lean side within the flammable range. It can be. Note that these methods are
It may be performed alone or in combination of two or more methods.

As a technique for "controlling the operation of the internal combustion engine so that the power output from the internal combustion engine gradually becomes the target power", the opening degree of the throttle valve for adjusting the amount of intake air to the internal combustion engine is determined as described above. From the predetermined opening degree to the opening degree corresponding to the target power, or advance the ignition timing of the internal combustion engine from the predetermined ignition timing on the retard side to the optimum ignition timing. Or, the opening / closing timing of the intake valve of the internal combustion engine is advanced from the above-mentioned predetermined opening / closing timing on the retard side to the optimum opening / closing timing, or the air-fuel ratio of the internal combustion engine is set on the lean side. For example, the fuel injection amount is controlled so that the optimum air-fuel ratio is gradually increased from a predetermined ratio. Of course, these methods may be performed alone or in combination of two or more methods.

According to the power output device of the present invention,
A predetermined control that determines the rotational speed of the internal combustion engine according to the target power
While maintaining the rotation speed, the internal combustion engine is started so that the torque can be output to the drive shaft and the output torque is reduced, and the fluctuation of the torque output to the drive shaft with the start of the internal combustion engine is reduced. Since the drive of the electric motor is controlled so as to cancel, the torque shock generated on the drive shaft when the internal combustion engine is started can be further reduced. After the internal combustion engine is started, the operation of the internal combustion engine is controlled so that the power output from the internal combustion engine gradually becomes the target power, and the power of the difference between the power output from the internal combustion engine and the required power is set to the electric motor. Since the drive of the electric motor is controlled so as to be output from the internal combustion engine, the torque shock generated on the drive shaft during the time required for outputting power from the internal combustion engine out of the power required for the drive shaft can be further reduced.

A second power output device according to the present invention is a power output device including an internal combustion engine capable of outputting power to a drive shaft and an electric motor, wherein the required power for setting the required power to be output to the drive shaft is provided. Setting means, target power setting means for setting a target power output from the internal combustion engine based on the set required power, and a target power setting means for setting the target power of 0 when the internal combustion engine is operating. When the power is set, the operation of the internal combustion engine is controlled so that the output torque gradually decreases in a state where the torque can be output to the drive shaft while maintaining the rotation speed of the internal combustion engine. An internal combustion engine operation control means for stopping the operation of the internal combustion engine when the output state of the engine reaches a predetermined state in which the output torque becomes a small value; and With drives and controls the electric motor such that the power deviation between the power demand and the power output from the internal combustion engine is outputted from the motor by the rotation control,
The gist of the invention is to provide a motor drive control means for controlling the drive of the motor so as to cancel the fluctuation of the torque output to the drive shaft with the stop of the internal combustion engine.

In the second power output apparatus of the present invention, the target power setting means sets the target power output from the internal combustion engine based on the required power to be output to the drive shaft set by the required power setting means. . The internal combustion engine operation control means includes:
When the target power setting means sets the target power of value 0 while the internal combustion engine is operating , the rotation speed of the internal combustion engine is set to zero.
While maintaining the degree, while controlling the operation of the internal combustion engine so that the torque output in a state in which the torque can be output to the drive shaft gradually decreases, the predetermined torque at which the output torque of the internal combustion engine becomes a small value is obtained. When the state is reached, the operation of the internal combustion engine is stopped. The motor drive control means drives and controls the motor so that the power of the deviation between the power output from the internal combustion engine and the required power is output from the motor by the operation control of the internal combustion engine by the internal combustion engine operation control means. The drive control of the electric motor is performed so as to cancel the fluctuation of the torque output to the drive shaft due to the stop of the engine.

Here, as a method of "controlling the operation of the internal combustion engine so that the output torque can be gradually reduced in a state where the torque can be output to the drive shaft", a throttle valve for adjusting the amount of intake air to the internal combustion engine is used. The opening degree is controlled such that the torque output from the internal combustion engine becomes a predetermined opening degree that gradually decreases from the opening degree immediately before the target power is set, or
The ignition timing of the internal combustion engine is gradually retarded from the optimal ignition timing to a predetermined ignition timing on the retard side within the flammable range, or the opening and closing timing of the intake valve of the internal combustion engine is gradually decreased from the optimal opening and closing timing. The fuel injection amount is retarded to a predetermined opening / closing timing on the retard side within the operable range, or the air-fuel ratio of the internal combustion engine is gradually decreased from the optimal air-fuel ratio to a predetermined ratio on the lean side within the flammable range. Control. These techniques may be performed alone or in combination of two or more techniques.

Further, "when the operating state of the internal combustion engine becomes a predetermined state in which the output torque becomes a small value" means that the opening degree of the throttle valve for adjusting the intake air amount to the internal combustion engine is equal to the aforementioned opening degree. When the opening degree reaches a predetermined value, when the ignition timing of the internal combustion engine reaches the predetermined ignition timing on the retard side, or when the opening / closing timing of the intake valve of the internal combustion engine is the predetermined ignition timing on the retard side This refers to a state such as when the opening / closing timing comes, or when the air-fuel ratio of the internal combustion engine reaches the above-described lean side predetermined ratio. These states may be established independently, or may require two or more establishments.

According to the second power output apparatus of the present invention, the operation of the internal combustion engine is performed such that the torque output in a state where the torque can be output to the drive shaft is gradually reduced while maintaining the rotation speed of the internal combustion engine. Control the motor so that the power of the difference between the power output from the internal combustion engine and the required power is output from the motor, after the command to stop the internal combustion engine is issued, until the stop. The unexpected fluctuation of the torque output to the drive shaft during the period can be reduced. Further, when the operating state of the internal combustion engine reaches a predetermined state in which the output torque becomes a small value, the operation of the internal combustion engine is stopped, and the torque output to the drive shaft with the stop of the internal combustion engine is reduced. Since the drive of the electric motor is controlled so as to cancel the fluctuation, the torque shock generated on the drive shaft when the internal combustion engine is stopped can be reduced.

In the first or second power output apparatus according to the present invention, the first rotor connected to the output shaft of the internal combustion engine and the first rotor connected to the drive shaft are arranged relative to the first rotor. And a second rotor rotatable between the two rotors to exchange power between an output shaft of the internal combustion engine and the drive shaft via an electromagnetic coupling between the two rotors, An internal combustion engine operation control unit that controls driving of the internal rotor motor so that the internal combustion engine is in a rotational state capable of outputting torque to the drive shaft based on a rotation difference. It is also possible to provide a pair rotor motor drive control means.

Also, in the first or second power output apparatus of the present invention, a second electric motor having a rotating shaft for exchanging power with the rotating shaft, an output shaft of the drive shaft and the internal combustion engine And three axes respectively coupled to the rotation axis,
When power is input / output to any two of the three axes,
Three-axis power input / output means for inputting / outputting power determined based on the input / output power to the remaining one axis, wherein the internal combustion engine operation control means outputs torque to the drive shaft by the internal combustion engine. A second motor drive control means for controlling the drive of the second motor so that the motor can be rotated can be provided.

[0020]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples. FIG. 1 is a configuration diagram showing a schematic configuration of a power output device 110 as one embodiment of the present invention, FIG. 2 is a partially enlarged view of the power output device 110 of the embodiment, and FIG. 3 incorporates the power output device 110 of the embodiment. FIG. 2 is a configuration diagram illustrating a schematic configuration of a vehicle. For convenience of explanation, first use FIG.
The configuration of the entire vehicle will be described.

As shown in FIG. 3, the vehicle includes an engine 150 that outputs power using gasoline as fuel.
The engine 150 includes a throttle valve 1 from the intake system.
A mixture of the air sucked in through 66 and gasoline injected from the fuel injection valve 151 is sucked into the combustion chamber 154 through the intake valve 152, and the movement of the piston 155 depressed by the explosion of the mixture is changed by the crankshaft. 156 rotational motion. Here, the throttle valve 166
Is driven to open and close by an actuator 168. The spark plug 162 forms an electric spark by the high voltage guided from the igniter 158 via the distributor 160, and the air-fuel mixture is ignited by the electric spark to explode and burn.

The engine 150 has an opening / closing timing changing mechanism 1 for changing the opening / closing timing VT of the intake valve 152.
53 is provided. This opening / closing timing changing mechanism 153 includes:
The opening / closing timing of the intake valve 152 is adjusted by advancing or retarding the phase of the intake camshaft (not shown) for opening and closing the intake valve 152 with respect to the crank angle. The advance and retard of the phase of the intake camshaft are determined based on a signal detected by a camshaft position sensor 173 that detects the position of the intake camshaft.
Feedback control is performed by an electronic control unit 170, which will be described later, so as to achieve a target phase.

The operation of the engine 150 is controlled by an electronic control unit (hereinafter, referred to as EFIECU) 170. The EFIECU 170 includes an engine 150
Are connected. For example, the opening (position) SV of the throttle valve 166
Throttle valve position sensor 16 for detecting P
7. Intake pipe negative pressure sensor 172 for detecting the load of engine 150, camshaft position sensor 173 for detecting the position of the intake camshaft, water temperature sensor 174 for detecting the water temperature of engine 150, distributor 1
A rotation speed sensor 176 and a rotation angle sensor 178 that are provided to the crankshaft 156 and detect the rotation speed and the rotation angle of the crankshaft 156 are provided. The EFIECU 170 is also connected to a starter switch 179 for detecting, for example, an ignition key state ST, but illustration of other sensors and switches is omitted.

The crankshaft 156 of the engine 150
Is mechanically coupled to a power transmission gear 111 having a drive shaft 112 as a rotation shaft via a planetary gear 120 and a motor MG1 and a motor MG2 described later. The power transmission gear 111 is gear-coupled to a differential gear 114. I have. Therefore, the power output from power output device 110 is finally transmitted to left and right drive wheels 116 and 118. Motor MG1 and motor MG2 are electrically connected to control device 180.
The drive is controlled by 80. Although the configuration of the control device 180 will be described in detail later, a control CPU is provided therein, and a shift position sensor 184 provided on the shift lever 182, an accelerator pedal position sensor 164a provided on the accelerator pedal 164, and a brake are provided. Brake pedal position sensor 1 provided on pedal 165
65a and the like are also connected. The control device 180
Exchanges various information with the above-mentioned EFIECU 170 by communication. Control including exchange of such information will be described later.

As shown in FIG. 1, the power output device 110 of the embodiment mainly includes an engine 150 and an engine 150.
Planetary carrier 124 on crankshaft 156
Is mechanically coupled to planetary gear 120, and motor MG coupled to sun gear 121 of planetary gear 120.
1, a motor MG2 coupled to the ring gear 122 of the planetary gear 120, and a control device 180 for controlling the driving of the motors MG1 and MG2.

Planetary gear 120 and motor MG
1 and MG2 will be described with reference to FIG. The planetary gear 120 includes a sun gear 121 connected to a hollow sun gear shaft 125 penetrating the center of the crankshaft 156, a ring gear 122 connected to a ring gear shaft 126 coaxial with the crankshaft 156, and the sun gear 121 and the ring gear 122. And a plurality of planetary pinion gears 123 that revolve while rotating around the outer periphery of the sun gear 121, and a planetary carrier 124 that is coupled to the end of the crankshaft 156 and supports the rotation shaft of each planetary pinion gear 123. I have. In this planetary gear 120, a sun gear 121,
A sun gear shaft 125 and a ring gear shaft 12 respectively connected to a ring gear 122 and a planetary carrier 124;
6 and the crankshaft 156 are power input / output axes. When the power input / output to any two of the three axes is determined, the power input / output to the remaining one axis is determined. Determined based on the power input to and output from the two axes. The details of input and output of power to the three shafts of the planetary gear 120 will be described later.

A power take-out gear 128 for taking out power is connected to the ring gear 122. The power extraction gear 128 is connected to the power transmission gear 111 by a chain belt 129, and power is transmitted between the power extraction gear 128 and the power transmission gear 111.

The motor MG1 is configured as a synchronous motor generator, and includes a rotor 132 having a plurality of permanent magnets 135 on its outer peripheral surface, and a stator 133 around which a three-phase coil 134 for forming a rotating magnetic field is wound. The rotor 132 is
The planetary gear 120 is connected to a sun gear shaft 125 which is connected to a sun gear 121. The stator 133 is
It is formed by laminating thin sheets of non-oriented electrical steel sheets, and is fixed to the case 115. The motor MG1 operates as an electric motor that rotationally drives the rotor 132 by the interaction between the magnetic field of the permanent magnet 135 and the magnetic field formed by the three-phase coil 134, and the interaction between the magnetic field of the permanent magnet 135 and the rotation of the rotor 132. By three-phase coil 1
It operates as a generator that generates an electromotive force at both ends of 34. The sun gear shaft 125 is provided with a resolver 139 for detecting the rotation angle θs.

The motor MG2 is also configured as a synchronous motor generator like the motor MG1, and has a rotor 142 having a plurality of permanent magnets 145 on its outer peripheral surface and a stator around which a three-phase coil 144 for forming a rotating magnetic field is wound. 143. The rotor 142 is connected to a ring gear shaft 126 connected to the ring gear 122 of the planetary gear 120, and the stator 143 is fixed to the case 115. The stator 143 of the motor MG2 is also formed by laminating thin non-oriented electrical steel sheets. This motor MG2 also operates as a motor or a generator similarly to the motor MG1. The ring gear shaft 126 is provided with a resolver 149 for detecting the rotation angle θr.

Next, a control device 180 for controlling the driving of the motors MG1, MG2 will be described. As shown in FIG. 1, the control device 180 includes a first drive circuit 191 for driving the motor MG1, a second drive circuit 192 for driving the motor MG2, and a control C for controlling both the drive circuits 191 and 192.
It comprises a PU 190 and a battery 194 as a secondary battery. The control CPU 190 is a one-chip microprocessor, and includes a work RAM 190a, a ROM 190b storing a processing program, an input / output port (not shown), and a serial communication port (not shown) for communicating with the EFIECU 170. . This control C
The PU 190 includes a sun gear shaft 12 from the resolver 139.
5, the rotation angle θr of the ring gear shaft 126 from the resolver 149, the accelerator pedal position (accelerator pedal depression amount) AP from the accelerator pedal position sensor 164a, and the brake pedal position (brake pedal) from the brake pedal position sensor 165a. BP, shift position sensor 184
, The current values Iu1 and Iv1 from the two current detectors 195 and 196 provided in the first drive circuit 191, and the two current detectors 197 and 198 provided in the second drive circuit 192. Current value Iu2 from
Iv2, the remaining capacity BRM from the remaining capacity detector 199 that detects the remaining capacity of the battery 194, and the like are input via the input port. The remaining capacity detector 199 detects the remaining capacity by measuring the specific gravity of the electrolyte of the battery 194 or the total weight of the battery 194, or calculates the current value and time of charging / discharging to determine the remaining capacity. There are known ones that detect a short-circuit between the terminals of the battery and those that detect the remaining capacity by measuring the internal resistance by flowing a current by instantaneously shorting the terminals of the battery.

Further, a control signal SW1 for driving six transistors Tr1 to Tr6 as switching elements provided in the first drive circuit 191 and a switching signal provided in the second drive circuit 192 are provided from the control CPU 190. Six transistors Tr11 to T as elements
A control signal SW2 for driving r16 is output.
The six transistors Tr1 to Tr6 in the first drive circuit 191 constitute a transistor inverter, and each of the transistors Tr1 to Tr6 is paired with a pair of power lines L1 and L2 so as to be on the source side and the sink side. Placed,
At the connection point, the three-phase coil (UVW) 1 of the motor MG1
34 are connected. Power lines L1, L2
Are connected to the positive side and the negative side of the battery 194, respectively, so that the control CPU 190 sequentially controls the ratio of the on-time of the transistors Tr1 to Tr6 forming a pair by the control signal SW1. When a current flowing through the three-phase coil 134 is converted into a pseudo sine wave by PWM control, a rotating magnetic field is formed by the three-phase coil 134.

On the other hand, the six transistors Tr11 to Tr16 of the second drive circuit 192 also constitute a transistor inverter, and each of the transistors Tr11 to Tr16 constitutes the first drive circuit 19
1, and a connection point of a pair of transistors is connected to each of the three-phase coils 144 of the motor MG2. Therefore, when the control CPU 190 sequentially controls the on-time of the paired transistors Tr11 to Tr16 by the control signal SW2 and makes the current flowing through each coil 144 into a pseudo sine wave by PWM control, the three-phase coil 144 A magnetic field is formed.

The operation of the power output device 110 according to the embodiment whose configuration has been described above will be described. The operation principle of the power output device 110 of the embodiment, particularly, the principle of torque conversion is as follows. The engine 150 is operated at the operating point P1 of the rotation speed Ne and the torque Te, and the ring gear shaft 126 is operated at the operation point P2 of the same energy as the energy Pe output from the engine 150 but different from the rotation speed Nr and the torque Tr. That is, when the power output from the engine 150 is converted into a torque,
Is considered. Engine 1 at this time
FIG. 4 shows the relationship between 50 and the rotation speed and torque of the ring gear shaft 126.

According to the teaching of the mechanics, the relationship between the rotational speed and the torque of the three axes of the planetary gear 120 (the sun gear shaft 125, the ring gear shaft 126, and the planetary carrier 124 (crankshaft 156)) is shown in FIG.
6 and a collinear diagram illustrated in FIG. 6 and can be solved geometrically. Note that the relationship between the rotational speed and the torque of the three axes in the planetary gear 120 can be mathematically analyzed by calculating the energy of each axis without using the above-mentioned alignment chart. In this embodiment, a description will be given using a collinear chart for ease of description.

In FIG. 5, the vertical axis is the three rotation speed axes, and the horizontal axis is the ratio of the positions of the three coordinate axes. That is, when the coordinate axes S and R of the sun gear shaft 125 and the ring gear shaft 126 are set at both ends, the planetary carrier 124
Is defined as an axis that internally divides the axis S and the axis R into 1: ρ. Here, ρ is a ratio of the number of teeth of the sun gear 121 to the number of teeth of the ring gear 122, and is represented by the following equation (1).

[0036]

(Equation 1)

Now, it is assumed that the engine 150 is operating at the rotation speed Ne and the ring gear shaft 126 is operating at the rotation speed Nr. On the coordinate axis C of the engine 150,
The rotation speed Nr can be plotted on the coordinate axis R of the ring gear shaft 126. By drawing a straight line passing through these two points, the rotation speed Ns of the sun gear shaft 125 can be obtained as the rotation speed represented by the intersection of the straight line and the coordinate axis S. Hereinafter, this straight line is referred to as an operation collinear line. The rotation speed Ns is
The rotation speed Ne and the rotation speed Nr can be determined by a proportional calculation formula (formula (2)). Thus, in the planetary gear 120, the sun gear 121, the ring gear 12
2 and the rotation of any two of the planetary carriers 124, the remaining one rotation is determined by the determined 2
Is determined based on one rotation.

[0038]

(Equation 2)

Next, the engine 15
0 torque Te is applied to the coordinate axis C of the planetary carrier 124.
Is applied from the bottom to the top in the figure as a line of action. At this time, since the motion collinear can be treated as a rigid body when a force as a vector is applied to the torque, the torque Te applied on the coordinate axis C is applied to two different action lines in parallel. By the method of separating the force, the torque can be separated into the torque Tes on the coordinate axis S and the torque Ter on the coordinate axis R. At this time, the magnitudes of the torques Tes and Ter are expressed by the following equations (3) and (4).

[0040]

(Equation 3)

In order for the operating collinear to be stable in this state, the forces of the operating collinear may be balanced. That is,
On the coordinate axis S, a torque Tm1 having the same magnitude and opposite direction as the torque Tes is applied. The torque Tm2 of the same magnitude and opposite direction acts on the resultant force with Ter. This torque Tm1 is controlled by the motor MG1 to
m2 can be actuated by the motor MG2. At this time, since the motor MG1 applies a torque in the direction opposite to the direction of rotation, the motor MG1 operates as a generator, and the electric energy Pm1 represented by the product of the torque Tm1 and the number of revolutions Ns is converted into the sun gear shaft 125. Regenerate from. Since the direction of rotation and the direction of torque of motor MG2 are the same, motor MG2 operates as an electric motor and outputs electric energy Pm2 represented by the product of torque Tm2 and rotational speed Nr to ring gear shaft 126 as power. .

Here, if the electric energy Pm1 and the electric energy Pm2 are made equal, all of the electric power consumed by the motor MG2 can be regenerated and supplied by the motor MG1. In order to achieve this, it is sufficient to output all of the input energy. Therefore, the energy Pe output from the engine 150 and the energy Pr output to the ring gear shaft 126 may be made equal. That is, energy Pe represented by the product of torque Te and rotation speed Ne,
Energy P represented by the product of torque Tr and rotational speed Nr
That is, r is made equal. Referring to FIG. 4, the power expressed by the torque Te and the rotation speed Ne output from the engine 150 operated at the operation point P1 is converted into a torque, and the torque Tr and the rotation speed Nr are converted with the same energy.
Is output to the ring gear shaft 126 as power expressed by As described above, the power output to the ring gear shaft 126 is transmitted to the drive shaft 112 by the power take-off gear 128 and the power transmission gear 111, and is transmitted to the drive wheels 116 and 118 via the differential gear 114. Therefore, since the power output to the ring gear shaft 126 and the power transmitted to the drive wheels 116 and 118 have a linear relationship, the power transmitted to the drive wheels 116 and 118 is output to the ring gear shaft 126. The power can be controlled by controlling the power.

Although the rotational speed Ns of the sun gear shaft 125 is positive in the alignment chart shown in FIG.
Depending on e and the rotation speed Nr of the ring gear shaft 126, the value may be negative as shown in the alignment chart shown in FIG. At this time, in the motor MG1, the direction of rotation and the direction in which the torque acts are the same, so that the motor MG1 operates as an electric motor and consumes electric energy Pm1 represented by the product of the torque Tm1 and the number of revolutions Ns. On the other hand, the motor MG2
In this case, the direction of rotation and the direction in which the torque acts are opposite, so that the motor MG2 operates as a generator and the torque Tm
Electric energy Pm2 represented by the product of 2 and rotation speed Nr
Is regenerated from the ring gear shaft 126. In this case, if the electric energy Pm1 consumed by the motor MG1 is made equal to the electric energy Pm2 regenerated by the motor MG2, the electric energy Pm1 consumed by the motor MG1 can be exactly covered by the motor MG2.

As described above, the basic torque conversion in the power output device 110 according to the embodiment has been described. The power output device 110 according to the embodiment converts all the power output from the engine 150 into a torque, and
6 and the power output from the engine 150 (the product of the torque Te and the rotation speed Ne) and the motor M
Electric energy Pm1 regenerated or consumed by G1
And the electric energy Pm2 consumed or regenerated by the motor MG2 to adjust the operation to find the surplus electric energy and discharge the battery 194, or to make up for the insufficient electric energy by the electric power stored in the battery 194. It can also be an operation. Further, the torque Tm1 of the motor MG1 is set to a value 0 and the engine 1
The torque T output from the motor MG2 using the electric power discharged from the battery 194 while the operation of the motor 50 is stopped.
The operation can be performed by driving only m2.

In the above operation principle, the power conversion efficiency of the planetary gear 120, the motor MG1, the motor MG2, the transistors Tr1 to Tr16, and the like is set to a value of 1.
(100%). Actually, since the value is less than 1, the energy Pe output from the engine 150 is set to a value slightly larger than the energy Pr output to the ring gear shaft 126, or conversely, the energy Pr output to the ring gear shaft 126 is Output energy P
The value needs to be slightly smaller than e. For example, energy Pe output from engine 150 may be a value calculated by multiplying energy Pr output to ring gear shaft 126 by the reciprocal of the conversion efficiency. Further, the torque Tm2 of the motor MG2 is changed to the motor MG1 in the state of the alignment chart of FIG.
A value calculated by multiplying the electric power regenerated by the efficiency of the two motors, and the motor M in the state of the alignment chart in FIG.
What is necessary is just to calculate from the electric power consumed by G1 divided by the efficiency of both motors. In the planetary gear 120, energy is lost as heat due to mechanical friction or the like.
The loss amount is extremely small in view of the total amount, and the motor M
The efficiency of the synchronous motor used for G1 and MG2 is very close to the value 1. It is also known that the on-resistance of the transistors Tr1 to Tr16 is extremely small, such as GTO. Therefore, in the following description, for the sake of simplicity, the efficiency is treated as a value of 1 (100%) as an ideal state unless otherwise specified.

Next, the power output device 110 is
In the operation state in which the motor 150 is driven only by the torque Tm2 output from the motor MG2 by using the electric power discharged from the engine 4, the engine 150 is started, the energy Pe output from the started engine 150 and the battery 194 are started.
The control at the time of shifting to the operation of driving by converting the discharge energy Pbo output from the engine to the energy will be described based on the output energy calculation routine illustrated in FIG. 7 and the engine start control routine illustrated in FIGS. 8 and 9. It should be noted that the output energy calculation routine is not performed only as a control at the time of such a transition, but the power output device 1
10 is in the above-described basic torque conversion operation state or in the operation state involving charging and discharging of the battery 194,
Alternatively, even in various operation states, such as an operation state in which the motor MG2 is driven only by the torque Tm2 output from the motor MG2, the operation is repeatedly executed at predetermined time intervals (for example, every 8 msec).

When the output energy calculation routine illustrated in FIG. 7 is executed, the control CPU 190 of the control device 180
First, a process of reading the rotation speed Nr of the ring gear shaft 126 is executed (step S100). Here, the rotation speed Nr of the ring gear shaft 126 can be obtained from the rotation angle θr detected by the resolver 149. Subsequently, a process of inputting the accelerator pedal position AP detected by the accelerator pedal position sensor 164a is performed (step S102). Accelerator pedal 16
The accelerator pedal position A is used when the driver feels that the output torque is insufficient.
P corresponds to the output torque desired by the driver (that is, the torque to be output to the drive wheels 116 and 118). When the accelerator pedal position AP is read, a process of deriving a torque command value Tr * that is a target value of a torque to be output to the ring gear shaft 126 based on the read accelerator pedal position AP and the rotation speed Nr of the ring gear shaft 126 is performed. (Step S104). here,
The reason for deriving the torque to be output to the ring gear shaft 126 without deriving the torque to be output to the drive wheels 116 and 118 is that the ring gear shaft 126 is driven through the power take-out gear 128, the power transmission gear 111, and the differential gear 114. This is because, since the torque to be output to the ring gear shaft 126 is derived from the mechanical connection to the drive wheels 116 and 118, the torque to be output to the drive wheels 116 and 118 is derived. In the embodiment, a map indicating the relationship between the rotational speed Nr of the ring gear shaft 126, the accelerator pedal position AP, and the torque command value Tr * is stored in the ROM 190b in advance, and is read when the accelerator pedal position AP is read. The value of the torque command value Tr * is derived based on the accelerator pedal position AP, the rotation speed Nr of the ring gear shaft 126, and the map stored in the ROM 190b. Next, the derived torque command value Tr * and the rotation speed Nr of the ring gear shaft 126 are
, The energy Pr to be output to the ring gear shaft 126
Is obtained by calculation (Pr = Nr × Tr *) (step S106), and this routine ends.

When the torque command value Tr * and the energy Pr to be output to the ring gear shaft 126 are obtained in this manner,
Using this value, the operation of the engine 150 and the battery 194 are determined.
Charge / discharge energy from the motor, torque command value T of motor MG1
m1 * and torque command value Tm2 * of motor MG2 are set, and engine 150, motor MG1 and motor M
G2 control is performed. Now, as an operation state of the power output device 110, the torque T output from the motor MG2 is
The operation of the engine 150 is stopped, the torque command value Tm1 * of the motor MG1 is 0, and the torque command value Tm of the motor MG2 is considered.
In 2 *, a torque command value Tr * is set and its operation is controlled. The power output device 110 is a motor M
FIG. 10 illustrates an alignment chart in an operation state in which the motor is driven only by the torque Tm2 output from G2. Motor MG
When the torque Tm1 of 1 is set to the value 0 and the operation of the engine 150 is stopped, the operating collinear line becomes the rotation speed Nr of the ring gear shaft 126 on the coordinate axis R, but causes the engine 150 to idle on the coordinate axes C and S. And the energy required to make the motor MG1 run idle is minimized. Power output device 1 of embodiment
Since a four-cycle gasoline engine is used as the engine 150 in the engine 10, the energy required to make the engine 150 run idle, that is, the energy required for friction and compression of the piston of the engine 150 is determined by the motor MG.
This is larger than the energy required to make one rotor 132 idle. Therefore, as shown in FIG. 10, the operating collinear line is in a state where engine 150 stops and motor MG1 runs idle.

When a signal for starting engine 150 is output in such a state, an engine start control routine illustrated in FIGS. 8 and 9 is executed. When this routine is executed, the control CPU 190 of the control device 180
First, the battery 1 detected by the remaining capacity detector 199
A process of reading the remaining capacity BRM of the storage unit 94 is executed (step S110). Then, the energy Pe to be output from the engine 150 is set based on the energy Pr set by the output energy calculation routine of FIG. 7 and the remaining capacity BRM of the battery 194 (step S112). In the embodiment, when the energy Pr and the remaining capacity BRM of the battery 194 are within predetermined ranges, respectively, the ring gear shaft 12
All the energy Pr to be output to the engine 6
If the energy Pr or the remaining capacity BRM of the battery 194 exceeds a predetermined range, a part of the energy Pr is covered by the energy Pe output from the engine 150 and the remaining If the energy Pr or the remaining capacity BRM of the battery 194 falls below a predetermined range, the engine 15 is powered by the electric energy discharged from the battery 194.
Of the energy Pe output from the ring gear shaft 1
26 is output as energy Pr to be output, and the battery 194 is charged with the remaining energy.
It is set by a map (not shown) stored in the ROM 190b in advance. Although there are various other methods for setting the energy Pe, no further description is necessary in the present invention, so that the description is omitted. Of course, the energy Pe may be set by another method.

When the energy Pe is set in this way, a process for setting the target rotation speed Ne * and the target torque Te * of the engine 150 based on the set energy Pe is performed (step S114). Here, since the energy Pe output from the engine 150 is equal to the product of the rotation speed Ne and the torque Te, the relationship between the energy Pe and the target rotation speed Ne * and the target torque Te * of the engine 150 is Pe =
Ne ** × Te *. Engine 1 that satisfies this relationship
There are countless combinations of 50 target rotation speeds Ne * and target torques Te *. Therefore, in the embodiment, the target is set to an operating point at which the engine 150 is operated with the highest possible efficiency for each energy Pe by experiment or the like and the operating state of the engine 150 changes smoothly with the change of the energy Pe. A combination of the rotation speed Ne * and the target torque Te * is obtained, stored in advance in the ROM 190b as a map, and a combination of the target rotation speed Ne * and the target torque Te * corresponding to the energy Pe is derived from this map. To do.

Next, the control CPU 190 substitutes the target rotational speed Ne * of the engine 150 for the above-mentioned equation (2) in place of the rotational speed Ne of the engine 150, thereby obtaining the target rotational speed Ns * of the sun gear shaft 125. Calculate (Step S
116), the initial opening SVP1 of the throttle valve 166 is set based on the target rotation speed Ne * of the engine 150, and the target opening SVP * of the throttle valve 166 is set based on the target rotation speed Ne * and the target torque Te *. The processing for setting is executed (step S118). Here, the target opening degree SVP * is determined by setting the engine 150 to the target rotation speed Ne *.
And the opening of the throttle valve 166 when operating at the operating point of the target torque Te *. The initial opening SVP1 is set when the engine 150 is operated at the target rotation speed Ne * without outputting the torque. Is set as the opening of the throttle valve 166.
In the embodiment, when each operating point of the engine 150 and the opening degree SVP of the throttle valve 166 are obtained by an experiment or the like and stored in the ROM 190b in advance as a map, the target rotation speed Ne * and the target torque Te * are given. ,
The target opening SVP * and the initial opening SVP1 corresponding to the operating point are derived.

When the target opening SVP * and the initial opening SVP1 are derived, the derived initial opening SVP1 is set to the opening SVP of the throttle valve 166 (step S5).
120), the ignition advance angle FT as the ignition timing of the ignition plug 162 is set to the most retarded angle FT1 of the flammable range (step S12).
2) The opening / closing timing VT of the intake valve 152 is
To the most retarded angle VT1 within the operable range of 50 (step S1
24), the target air-fuel ratio of the engine 150 is set to the lean side (step S126). This setting is
This is because the torque required for motoring the crankshaft 156 of the engine 150 at the target rotation speed Ne * is reduced, and the torque Te output from the engine 150 immediately after starting is reduced as much as possible. The following briefly describes each setting.

When the engine 150 is rotating at a constant speed, the opening SVP of the throttle valve 166 and the engine 150
The relationship shown in the graph illustrated in FIG. Therefore, throttle valve 1
By setting the initial opening SVP1 to the opening SVP of 66, the engine 150 immediately after starting can be operated at the target rotation speed Ne * without outputting torque. Further, the ignition advance angle FT and the torque Te output from the engine 150 are:
FIG. 13 illustrates a relationship like a graph illustrated in FIG. Therefore, by setting the ignition advance angle FT to the most retarded angle FT1 in the flammable range, the torque Te output from the engine 150 is set.
Can be made smaller. Note that FT * in the graph of FIG. 12 is the optimum advance angle at which the torque Te has the largest value.

When the opening / closing timing VT of the intake valve 152 is shifted to the retard side (broken line), the opening / closing timing V in FIG.
As shown in the chart exemplifying the relationship between T and the valve lift, the intake valve 1 does not move even during the compression stroke of the engine cycle.
Since 52 is still open, a part of the air or gasoline mixture sucked into the combustion chamber 154 is returned to the intake manifold side, and the compression work in the engine 150 is reduced. Therefore, by setting the opening / closing timing VT of the intake valve 152 to the most retarded angle VT1, the engine 1
The torque required to motor 50 can be reduced. FIG. 14 shows an example of the relationship between the opening / closing timing VT of the intake valve 152 and the amount of air taken into the combustion chamber 154. VT * in FIG. 14 is the optimal opening / closing timing at which the intake air amount becomes maximum. In addition, when the target air-fuel ratio is set to the lean side, the torque Te output from the engine 150 decreases. By setting in this manner, the torque Te output from the engine 150 immediately after starting can be reduced.

Next, the target rotation speed Ne * of the engine 150
Is set as the torque command value Tm1 * of the motor MG1 (step S128), and the torque command value Tm2 * of the motor MG2 is set by the following equation (5) (step S130). Here, the engine 150
The value obtained based on the target rotation speed Ne * is the torque value required to rotate the engine 150, for which the operating conditions are set as in steps S120 to S126, at the target rotation speed Ne *. In the example, each rotation speed Ne
The value of the torque corresponding to the target rotation speed Ne * is obtained by an experiment and stored in the ROM 190b in advance as a map.
Is given, the value of the corresponding torque is derived using this map. The torque derived in this way is
Since it acts upward from the bottom on the coordinate axis S,
If the direction of the alignment chart of FIG. 5 is positive, the value becomes a negative value. Also,
The second term on the right side of the equation (5) is a torque that acts on the ring gear shaft 126 via the planetary gear 120 by outputting a torque corresponding to the torque command value Tm1 * from the motor MG1. The motor MG1 and the motor MG2
When the torque command values Tm1 * and Tm2 * are set,
Motor MG illustrated in FIG. 15 that is repeatedly executed as an interrupt process at predetermined time intervals (for example, at every 4 msec)
The drive is controlled by the control routine of FIG. 16 and the control routine of the motor MG2 illustrated in FIG. In the middle of the description of the engine start control routine, the power output device 110
The control of the motor MG1 and the control of the motor MG2 will be briefly described below based on the above-described control routine for the sake of explanation of the entire operation.

[0056]

(Equation 4)

When the control routine of the motor MG1 shown in FIG. 15 is executed, the control CPU 190 of the control device 180 first determines the rotation angle θs of the sun gear shaft 125 by the resolver
(Step S160), and based on the input rotation angle θs of the sun gear shaft 125, the motor MG1
Is calculated (step S161). The motor MG1 used in the power output device 110 of the embodiment is a synchronous motor having four pole pairs (four N poles and four S poles).
θ1 = 4θs will be calculated. Subsequently, the three-phase coil 1 of the motor MG1 is detected by the current detectors 195 and 196.
A process for detecting the currents Iu1 and Iv1 flowing in the U-phase and V-phase is performed (step S162). The current is U,
It flows into the three phases V and W, but the sum is zero,
It is sufficient to measure the current flowing in the two phases. Coordinate conversion (three-phase to two-phase conversion) using the thus obtained three-phase current
Is performed (step S164). The coordinate conversion is to convert d-axis and q-axis current values of the permanent magnet type synchronous motor, and is performed by calculating the following equation (6). Here, the coordinate conversion is performed because, in the permanent magnet type synchronous motor, the d-axis and q-axis currents are essential amounts for controlling the torque. Of course, it is also possible to control with three phases.

[0058]

(Equation 5)

Next, after the current values are converted into the current values of the two axes, the current command values Id1 *, Iq1 * of the respective axes obtained from the torque command value Tm1 * of the motor MG1 and the currents Id1, Iq1 actually flowing through the respective axes are obtained. Calculate the deviation and obtain the voltage command value V for each axis.
Perform processing for obtaining d1, Vq1 (step S16)
6). That is, first, the operation of the following equation (7) is performed,
Next, the operation of the following equation (8) is performed. Where Kp
1, Kp2, Ki1, and Ki2 are coefficients. These coefficients are adjusted to suit the characteristics of the motor to be applied. Note that the voltage command values Vd1 and Vq1 are proportional to the deviation ΔI from the current command value I * (the first right side of the equation (8)).
Term) and the difference i in the past for i times (the second term on the right side)
It is required from.

[0060]

(Equation 6)

Thereafter, the voltage command value thus obtained is subjected to coordinate conversion (two-phase to three-phase conversion) corresponding to the inverse conversion of the conversion performed in step S164 (step S168).
Voltages Vu1, Vv actually applied to three-phase coil 134
1 and Vw1. Each voltage is obtained by the following equation (9).

[0062]

(Equation 7)

The actual voltage control is performed by the first drive circuit 191
The on / off time of the transistors Tr1 to Tr6 is controlled by PWM so that the on time of each of the transistors Tr1 to Tr6 is controlled so that each voltage command value obtained by the equation (9) is obtained (step S169).

Here, the torque command value Tm of the motor MG1
1 * is the torque command value Tm1 as shown in the alignment chart of FIG. 5 even if the same positive torque command value Tm1 * is set.
Regenerative control is performed when the direction in which * acts and the direction of rotation of the sun gear shaft 125 are different, and when the direction is the same as in the state of the alignment chart in FIG. 6, powering control is performed. However, when the torque command value Tm1 * is positive, the power running control and the regenerative control of the motor MG1 are positive due to the permanent magnet 135 attached to the outer peripheral surface of the rotor 132 and the rotating magnetic field generated by the current flowing through the three-phase coil 134. Since the transistors Tr1 to Tr6 of the first drive circuit 191 are controlled so that the torque of the first drive circuit 191 acts on the sun gear shaft 125, the same switching control is performed. That is, if the sign of the torque command value Tm1 * is the same, the same switching control is performed regardless of whether the control of the motor MG1 is the regenerative control or the power running control. Therefore, the motor MG shown in FIG.
Both the regenerative control and the power running control can be performed by one control routine. When the torque command value Tm1 * is negative, the sun gear shaft 125 read in step S160
Since only the direction of change of the rotation angle θs is reversed, control at this time can also be performed by the control routine of the motor MG1 in FIG. Now, power output device 1
10 is the state of the alignment chart of FIG. 10, and the torque for motoring the engine 150 is the torque command value Tm.
Since it is set to 1 *, the direction of rotation of the sun gear shaft 125 and the direction of torque are opposite, so that the motor MG1 operates as a generator.

The control routine for the motor MG2 shown in FIG.
Torque command value Tm1 *, rotation angle θ of sun gear shaft 125
15 is exactly the same as the control routine of the motor MG1 of FIG. 15 except that the torque command value Tm2 *, the rotation angle θr of the ring gear shaft 126, and the electric angle θ2 are used instead of s and the electric angle θ1. That is, the rotation angle θr of the ring gear shaft 126 is detected using the resolver 149 (step S
170), the electric angle θ2 of the motor MG2 is calculated using the calculated values (step S171), and the phase currents of the motor MG2 are detected using the current detectors 197 and 198 (step S172). (Step S17
4) and calculating the voltage command values Vd2 and Vq2 (step S176), and further performing the inverse coordinate transformation of the voltage command value (step S178) to obtain the second value of the motor MG2.
Transistors Tr11 to Tr1 of the drive circuit 192 of FIG.
Then, the PWM control is performed by obtaining the on / off control time of Step 6 (Step S179).

Here, the motor MG2 is also provided with the torque command value Tm.
2 * and the direction of rotation of the ring gear shaft 126, power running control or regenerative control is performed.
As in the case of 1, both the power running control and the regenerative control can be performed by the control routine of the motor MG2 in FIG. In the embodiment, the sign of the torque command value Tm2 * of the motor MG2 is such that the direction of the torque Tm2 in the state of the alignment chart of FIG. 5 is positive.

Thus, the torque command value T of the motor MG1 is
By setting m1 * and the torque command value Tm2 * of the motor MG2, and controlling the driving of the motor MG1 and the motor MG2, respectively, the engine 150 is motored to the target rotation speed Ne *, and Regardless, the torque command value Tr
It is possible to stably output torque corresponding to *.

Returning to the description of the engine start control routine of FIG. Torque command value Tm1 for both motors MG1, MG2
After setting * and Tm2 *, the rotation speed Ns of the sun gear shaft 125 is read (step S132). And
The read rotation speed Ns is compared with the target rotation speed Ns * of the sun gear shaft 125 (step S134), and when the deviation between the rotation speed Ns and the target rotation speed Ns * is equal to or greater than the deviation △ Ns,
Torque command value Tm2 of motor MG2 in step S130
Returning to the setting process of *, steps S130 to S134
Is repeated. Here, the deviation ΔNs is used to speed up the processing of the engine start control routine, and may be set freely, for example, to a value equivalent to 5% of the target rotation speed Ns * or a small value smaller than 5%. What you get. Thus, the rotation speed Ns of the sun gear shaft 125
Until the speed approaches the target rotation speed Ns *, the torque command value Tm2 * of the motor MG2 is reset.
Command value Tr, which is the required value of the torque to be output to No. 6
Even if * is changed, the changed torque command value Tr * is output to the ring gear shaft 126.

When the rotation speed Ns of the sun gear shaft 125 approaches the target rotation speed Ns * and the deviation becomes smaller than the deviation ΔNs,
Control of the fuel injection amount injected from the fuel injection valve 151, ignition control for spark ignition from the ignition plug 162, and the like are started (step S136). The operation control of the engine 150 such as the fuel injection control and the ignition control is performed in step S12.
The engine speed is set based on the opening degree SVP of the throttle valve 166, the ignition advance angle FT, the opening / closing timing VT of the intake valve 152, and the target air-fuel ratio set in steps S0 to S126. It will be controlled to rotate at Ne *.

When the fuel injection control and the ignition control are started, the engine waits until the engine 150 starts (step S).
138), the target air-fuel ratio is set to a stoichiometric stoichiometric air-fuel ratio (step S140). And throttle valve 1
The opening degree SVP at 66 is set by the following equation (10) (step S142), and the ignition advance angle FT and the opening / closing timing VT of the intake valve 152 are determined by predetermined amounts ΔFT and ΔV, respectively.
The angle is advanced by T (steps S144 and S146). Here, Cset in the equation (10) is set as the number of times the processing of steps S142 to S156 is repeated.
It is determined by 50 characteristics and the like. Therefore, the opening degree SVP of the throttle valve 166 is determined in step S142.
Every time S156 is repeated, the difference between the target opening SVP * and the initial opening SVP1 is increased by a value obtained by dividing the difference by the number of repetitions Cset, and when this repetition processing ends, the target opening SVP * is set. In addition, the predetermined amount ΔF
T is a value obtained by dividing the deviation between the optimum advance angle FT * and the most retarded angle FT1 by the number of repetitions Cset, and the predetermined amount △ VT
Is a value obtained by dividing the deviation between the optimal opening / closing timing VT * and the most retarded angle VT1 by the number of repetitions Cset. Therefore, both the ignition advance FT and the opening / closing timing VT of the intake valve 152 are increased by the predetermined amounts △ FT and △ VT each time the processing of steps S142 to S156 is repeated. And the optimal opening / closing timing VT *. As described above, by gradually setting the opening degree SVP of the throttle valve 166, the ignition advance angle FT, and the opening / closing timing VT of the intake valve 152 to optimal values, the torque T output from the engine 150 is increased.
e can be gradually increased.

[0071]

(Equation 8)

When the opening SVP of the throttle valve 166, the ignition advance FT, and the opening / closing timing VT of the intake valve 152 are set, the rotation speed Ns of the sun gear shaft 125 is read (step S148), and the read rotation speed Ns and the target rotation speed are set. Based on Ns *, the torque command value Tm1 * of the motor MG1 is set by the following equation (11) (step S1).
50), the torque command value Tm2 * of the motor MG2 is set by the above equation (5) (step S152). Here, the first term on the right side of the equation (11) is a correction term based on the deviation between the rotation speed Ns of the sun gear shaft 125 and the target rotation speed Ns *.
The second term on the right side is an integral term for eliminating a steady-state deviation of the rotation speed Ns of the sun gear shaft 125 from the target rotation speed Ns *, and K1 and K2 are constants. Thus, the motor MG1
By setting the torque command value Tm1 *, the sun gear shaft 125 can be rotated at the target rotation speed Ns *, and the engine 150 can be rotated at the target rotation speed Ne *. Since the second term on the right side of the equation (5) is the torque output from the engine 150 to the ring gear shaft 126 via the planetary gear 120, the torque command value Tm2 * of the motor MG2 is set by the equation (5). Thus, a torque corresponding to the torque command value Tr * can be output to the ring gear shaft 126. Note that the motor MG
When the torque command value Tm1 * of FIG. 1 and the torque command value Tm2 * of the motor MG2 are set, the control routine of the motor MG1 of FIG. As described above, the motor MG1 and the motor MG2 are controlled by the control routine of the MG2.

[0073]

(Equation 9)

Next, the counter C is incremented (step S154), and the counter C is incremented by the number of repetitions Cset.
(Step S156), the processing of Steps S142 to S156 is repeated until the counter C becomes equal to or greater than the number of repetitions Cset, and this routine ends. Here, the counter C is read immediately before the execution of this routine.
An initialization routine (not shown) is executed to set the value to 0.

When such an engine start control routine is executed, the air-fuel ratio and the opening SV of the throttle valve 166 are controlled.
P, ignition advance FT, opening / closing timing V of intake valve 152
FIG. 17 is a timing chart illustrating the operating state of the engine 150, the driving state of the motor MG1 and the motor MG2, and the state of the torque output to the ring gear shaft 126.
An example is shown below. As shown, when the execution of the engine start control routine is started at time t1, the target air-fuel ratio is set to the lean side, the opening degree SVP of the throttle valve 166 is set to the initial opening degree SVP1, and the ignition advance angle FT is set to the most retarded angle. FT1, the most retarded angle VT1 is set to the opening / closing timing VT of the intake valve 152, the torque command value Tm1 * of the motor MG1 is set to the torque for motoring the engine 150, and the torque command value Tm2 * of the motor MG2 is set. Then, a torque for canceling the torque output to the ring gear shaft 126 via the planetary gear 120 with this motoring is set in addition to the torque command value Tr *. As a result, the engine 150 is motored and the number of revolutions of the
Although it approaches e *, the torque equivalent to the torque command value Tr * is stably output to the ring gear shaft 126 even by such motoring, and no torque shock occurs.

When the deviation between the rotation speed Ns of the sun gear shaft 125 and the target rotation speed Ns * becomes smaller than the deviation ΔNs (time t)
2), fuel injection control, ignition control, and the like are started, and the operation of engine 150 is started. At this time, the engine 15
0 indicates that the target air-fuel ratio is on the lean side and the throttle valve 16
6 is set to the initial opening SVP1, the ignition advance FT is set to the most retarded angle FT1, and the opening / closing timing VT of the intake valve 152 is set to the most retarded angle VT1. It is operated to rotate at a number Ne *. It should be noted that the torque output from the engine 150 changes depending on the temperature of the engine 150, the properties of the fuel, the deposit of the intake system, and the like. Therefore, even if controlled as described above, a slight positive torque or a negative torque is output. However, since the value is small, the ring gear shaft 12
6 is small as a torque shock.

When the engine 150 starts, a stoichiometric stoichiometric air-fuel ratio is set as the target air-fuel ratio, and the opening SVP of the throttle valve 166, the ignition advance FT, and the intake valve 152 are set.
Are gradually increased toward the target opening SVP *, the optimal advance FT *, and the optimal opening / closing timing VT *, respectively. With this increase, the engine 15
The torque output from 0 gradually increases toward the target torque Te *. At this time, the motor MG1 is connected to the sun gear shaft 1
25 is controlled to rotate stably at the target rotation speed Ns *, and the torque output from the motor MG2 is
50 is controlled so as to be a deviation between the torque output from the motor 50 through the planetary gear 120 and the torque command value Tr *.
A torque corresponding to r * is output.

Then, the opening degree S of the throttle valve 166 is determined.
VP is the target opening SVP *, and ignition advance FT is the optimal advance F
At T *, when the opening / closing timing VT of the intake valve 152 becomes the optimal opening / closing timing VT * (time t3), the engine 150 is operated at an operating point represented by the target rotation speed Ne * and the target torque Te *, Engine 150
Is converted into electric energy charged and discharged from the battery 194, and a torque corresponding to the torque command value Tr * is output to the ring gear shaft 126.

The power output device 110 of the embodiment described above
According to the engine start control described in the above, when the engine 150 is motored, the opening degree SVP of the throttle valve 166 is set to the initial opening degree SVP1 at which the engine 150 can be operated without outputting torque at the target rotational speed and the intake valve 152. Since the opening / closing timing VT is set to the most retarded angle VT1 at which the amount of intake air decreases, the torque required for motoring can be reduced. As a result, engine 1
It is possible to reduce the torque shock generated on the ring gear shaft 126 at the time of the motoring of 50. In the embodiment, the torque of the motor MG2 is controlled so as to cancel the torque output to the ring gear shaft 126 via the planetary gear 120 with this motoring. Therefore, the torque shock generated on the ring gear shaft 126 during motoring is further reduced. can do.

The opening SV of the throttle valve 166 is
P and the opening / closing timing VT of the intake valve 152, the target air-fuel ratio is set to the lean side, and the ignition advance angle FT
Is set to the most retarded angle FT1 of the flammable range, and the engine 150 is started so as to rotate at the target rotation speed Ne * without outputting torque. Therefore, the torque output from the engine 150 immediately after the start has an extremely small value. The torque shock generated on the ring gear shaft 126 upon starting can be reduced.

Further, after the engine 150 is started, the target air-fuel ratio is set to a stoichiometric stoichiometric air-fuel ratio. By gradually increasing the opening degree SVP *, the optimal advance angle FT *, and the optimal opening / closing timing VT *, the engine 1
The torque output from 50 can be gradually increased toward target torque Te *. In addition, during this increase, the motor MG1 is controlled so that the sun gear shaft 125 stably rotates at the target rotation speed Ns *, and the engine 15
0 from the torque output from the planetary gear 120 via the planetary gear 120 and the torque command value Tr *
, The motor MG2 is controlled to output the torque command value Tr * to the ring gear shaft 126 with stability. As a result, torque fluctuations occurring on the ring gear shaft 126 and thus on the drive shaft 112 can be further reduced.

In the engine start control of the embodiment, when starting the engine 150, the target air-fuel ratio is set to the lean side, the initial opening SVP1 is set to the opening SVP of the throttle valve 166, and the latest opening SVP1 is set to the ignition advance FT. Although the angle FT1 is set to the most retarded angle VT1 for the opening / closing timing VT of the intake valve 152, the engine 150 may be started by performing one or more of these settings without performing all of these settings. .

In the engine start control of the embodiment, after the engine 150 is started, a stoichiometric stoichiometric air-fuel ratio is set to the target air-fuel ratio, and the throttle valve 166 is set.
The opening degree SVP, the ignition advance angle FT, and the opening / closing timing VT of the intake valve 152 are gradually increased in proportion to the target opening degree SVP *, the optimal advance angle FT *, and the optimal opening / closing timing VT *, respectively. Although the torque output from the motor 150 is gradually increased toward the target torque Te *, the torque may be increased in a quadratic or cubic function without increasing proportionally. Further, the opening degree SVP of the throttle valve 166, the ignition advance angle FT, and the opening / closing timing VT of the intake valve 152 may be increased so that the torque output from the engine 150 increases proportionally. In this case, the amount of increase can be determined by experiments or the like.

In the engine start control of the embodiment, after the engine 150 is started, a stoichiometric stoichiometric air-fuel ratio is set as the target air-fuel ratio, and the opening degree SVP of the throttle valve 166, the ignition advance angle FT, and the intake valve 152 are set. The opening / closing timing VT is set to the target opening SVP * and the optimum advance FT *, respectively.
Although the target value is gradually increased at the same rate toward the optimum opening / closing timing VT * at the same time, the target value may be increased at different rates at different times.

In the engine start control of the embodiment, the target operation point (the target rotation speed Ne * and the target torque Te *) of the engine 150 is set until the engine 150 is started and the torque of the target torque Te * is output. Although there has been no change, the target operating point of the engine 150 may be changed in accordance with the change in the depression amount of the accelerator pedal 164. In this case, the target rotation speed Ne with the target opening SVP * of the throttle valve 166 changed is changed.
* And the target torque Te *, and the target rotation speed Ns * of the sun gear shaft 125 may be reset by the changed target rotation speed Ne *.

In the power output apparatus 110 of the embodiment, when a signal for starting the engine 150 is output, the engine start control routine shown in FIGS.
The engine 150 is started after the target operation point of the engine 150 is set. However, when the target operation point of the engine 150 is set, the engine 150 is started.
The engine 150 may be started by detecting the operation stop state of 0.

Next, while the power output device 110 of the embodiment converts all the energy Pe output from the engine 150 without charging / discharging the battery 194 and outputs it to the ring gear shaft 126, Battery 194
While the electric energy charged / discharged from the motor and the energy Pe output from the engine 150 are converted into energy and output to the ring gear shaft 126, the engine 150 is stopped when the operation stop signal of the engine 150 is output. The operation stop control will be described based on an engine stop control routine illustrated in FIG. Note that the output energy calculation routine illustrated in FIG. 7 is repeatedly executed at predetermined time intervals even during the execution of the engine stop control routine.

When the engine stop control routine is executed, the control CPU 190 of the control device 180 reads the opening SVP of the throttle valve 166 detected by the throttle valve position sensor 167 (step S180), and reads the read throttle valve. A process for setting the opening SVP at 166 to the stop start opening SVPS is performed (step S182). Then, the target rotation speed Ne *
, The opening of the throttle valve 166 when the engine 150 is operated at the target rotation speed Ne * without outputting torque is derived as the final opening SVP2 (step S1).
84). In the embodiment, the final opening degree SVP2 is set to the value shown in FIG.
Of the initial opening SVP1 in step S118 of the engine start control routine of FIG.

When the final opening SVP2 is derived, the target air-fuel ratio is set to the lean side (step S186), and
The opening SVP of the throttle valve 166 is set by the following equation (12) (step S188), and the ignition advance F
T and the opening / closing timing VT of the intake valve 152 are retarded by predetermined amounts △ FT and △ VT, respectively (step S19).
0, S192). Here, Cset in equation (12) is
This is set as the number of repetitions of the processing of steps S188 to S202, and is the number of repetitions Cset used in the engine start control routine of FIGS.
Is the same as Therefore, the throttle valve 16
6, the stop start opening SVPS and the final opening S every time the processing of steps S188 to S202 is repeated.
The deviation from VP2 is reduced by a value obtained by dividing the deviation by the number of repetitions Cset, and when this repetition processing ends, the final opening degree SVP2 is set. Further, the predetermined amount △ FT and the predetermined amount △ VT are the same as the predetermined amount △ FT and the predetermined amount △ VT in the engine start control routine of FIGS. Therefore, both the ignition advance FT and the opening / closing timing VT of the intake valve 152 are determined in steps S188 to S202.
Is reduced by a predetermined amount △ FT, △ VT each time the process is repeated, and when the repetition process is completed, the maximum retardation FT1 and the maximum retardation VT1 of the flammable range are set. Thus, the torque Te output from the engine 150 can be gradually reduced by gradually decreasing the opening SVP of the throttle valve 166, the ignition advance FT, and the opening / closing timing VT of the intake valve 152.

[0090]

(Equation 10)

After setting the opening degree SVP of the throttle valve 166, the ignition advance angle FT, and the opening / closing timing VT of the intake valve 152, the control CPU 190 reads the rotation speed Ns of the sun gear shaft 125 (step S194), and reads the rotation speed Ns. And the target rotation speed Ns *, the above equation (1)
The torque command value Tm1 * of the motor MG1 is set according to 1) (step S196), and the torque command value Tm2 * of the motor MG2 is set according to the above equation (5) (step S198). Also in this engine stop control routine, the torque command value Tm1 * of the motor MG1 and the motor M1
When the torque command value Tm2 * of G2 is set, similarly to the engine start control routine of FIGS. 8 and 9, the process is repeatedly executed at predetermined time intervals based on the set value in FIG.
The control routine for the motor MG1 shown in FIG.
The motor MG1 and the motor MG2 are controlled by the control routine.

Next, the counter C is incremented (step S200), and the counter C is incremented by the number of repetitions Cset.
(Step S202), the processing of steps S188 to S202 is repeated until the counter C becomes equal to or greater than the number of repetitions Cset. Immediately before the execution of this routine, the counter C is set to a value of 0 by executing an initialization routine (not shown). When the counter C becomes equal to or greater than the number of repetitions Cset, a value 0 is set to the torque command value Tm1 * of the motor MG1 (step S20).
4) The torque command value Tm2 * of the motor MG2 is set to the torque command value Tr * (step S206), and the fuel injection from the fuel injection valve 151 and the spark ignition from the spark plug 162 are stopped (step S208). Then, this routine ends.

The air-fuel ratio and the opening SV of the throttle valve 166 when the engine stop control routine is executed are described.
P, ignition advance FT, opening / closing timing V of intake valve 152
FIG. 19 is a timing chart illustrating the operating state of the engine 150, the driving state of the motor MG1 and the motor MG2, and the state of the torque output to the ring gear shaft 126.
An example is shown below. As shown, when the execution of the engine stop control routine is started at time t4, the target air-fuel ratio is set to the lean side, the opening degree SVP of the throttle valve 166, the ignition advance angle FT, and the opening and closing of the intake valve 152 are opened. The timing VT is the final opening SVP2 and the most retarded angle FT1 respectively.
And gradually decreases toward the most retarded angle VT1. Due to such a decrease, the torque output from engine 150 gradually decreases toward value 0. At this time, the motor MG1
Is controlled so that the sun gear shaft 125 stably rotates at the target rotation speed Ns *, and the torque output from the motor MG2 is a deviation between the torque output from the engine 150 via the planetary gear 120 and the torque command value Tr *. Therefore, a torque corresponding to the torque command value Tr * is stably output to the ring gear shaft 126.

Steps S188 to S202
When the process of gradually reducing the torque Te output from the engine 150 ends (time t5), the engine 150 is controlled to rotate at the target rotation speed Ne * without outputting the torque. Means that a torque corresponding to the torque command value Tr * is output. Therefore, in this state, if the output from the motor MG1 is stopped and the operation of the engine 150 is stopped, the rotational energy of the engine 150 is consumed as heat without causing a torque shock on the ring gear shaft 126, and the time T6 As shown in the alignment chart of FIG. 10, the engine 150 stops, and the motor MG1 settles in a state of idling. At this time, the torque command value T of the motor MG2 is
Since the torque command value Tr * is set in m2 *, a torque corresponding to the torque command value Tr * is stably output to the ring gear shaft 126.

The power output device 110 of the embodiment described above
, The target air-fuel ratio is set to the lean side, and the opening SVP of the throttle valve 166, the ignition advance FT, and the opening / closing timing VT of the intake valve 152 are respectively set to the final opening SVP2 and the most retarded angle FT1. By gradually decreasing the torque toward the most retarded angle VT1, the torque output from the engine 150 can be gradually decreased toward the value 0. In addition, during this decrease, the motor MG1 is controlled so that the sun gear shaft 125 stably rotates at the target rotation speed Ns *, and the torque output from the engine 150 via the planetary gear 120 and the torque command value Tr * are determined. Of the motor M
Since the motor MG2 is controlled so as to be output from G2,
Torque corresponding to torque command value Tr * can be stably output to ring gear shaft 126. As a result, torque fluctuations occurring on the ring gear shaft 126 and thus on the drive shaft 112 can be further reduced.

When the operation of the engine 150 is stopped, the target air-fuel ratio is set to a lean side, and the opening degree SVP of the throttle valve 166 is set at a target rotational speed and the engine 150 can be operated without outputting torque. Since the opening degree SVP2 is set, and the ignition advance angle FT and the opening / closing timing VT of the intake valve 152 are set to the most retarded angle FT1 or the most retarded angle VT1 at which the torque output from the engine 150 is reduced, the output is output from the engine 150 immediately before the stop of operation. Is extremely small, and the torque shock generated in the ring gear shaft 126 due to the stop of the operation can be reduced.

In the engine stop control of the embodiment, the engine 150 is controlled at the target rotation speed Ne * without outputting the torque.
The target air-fuel ratio is set to the lean side and the opening SV of the throttle valve 166
P, the ignition advance angle FT, and the opening / closing timing VT of the intake valve 152 are gradually reduced toward the final opening degree SVP2, the most retarded angle FT1, and the most retarded angle VT1, respectively. By combining the above processes, the engine 150 may be operated at the target rotation speed Ne * without the output of torque.

In the engine stop control of the embodiment, when the operation of the engine 150 is stopped, first, the engine 1 is stopped.
In order to make the engine 50 operate at the target rotation speed Ne * without outputting torque, the target air-fuel ratio is set to the lean side, the opening degree SVP of the throttle valve 166, the ignition advance FT, and the opening and closing of the intake valve 152 are set. The timing VT is set to the final opening SVP2, the most retarded angle FT1, and the most retarded angle VT1 respectively.
, But may be reduced in a quadratic or cubic function without proportionally decreasing. Further, the opening degree SV of the throttle valve 166 is set so that the torque output from the engine 150 is proportionally reduced.
P, the ignition advance angle FT, and the opening / closing timing VT of the intake valve 152 may be reduced. In this case, the amount of the decrease can be obtained by an experiment or the like.

Further, in the engine stop control of the embodiment, the target air-fuel ratio is set to the lean side, the opening SVP of the throttle valve 166, the ignition advance FT, and the intake valve 15 are set.
2, the opening / closing timing VT is set to the final opening degree SVP2.
Although it is gradually decreased so as to simultaneously reach the target value at the same rate toward the most retarded angle FT1 and the most retarded angle VT1, it may be decreased so as to reach the target value at different rates at different rates.

In the power output device 110 of the embodiment, when a signal for stopping the operation of the engine 150 is output, the power output device 110 shown in FIG.
8 by executing the engine stop control routine of FIG.
Although the operation of the engine 150 is stopped, it is determined that the operation of the engine 150 is stopped when the target torque Te * is set to 0 as the target operation point of the engine 150, and the engine stop control routine is executed. It may be executed to stop the operation of the engine 150.

In the power output device 110 of the embodiment, the power output to the ring gear shaft 126 is taken out from between the motor MG1 and the motor MG2 via the power take-out gear 128 connected to the ring gear 122.
6 may be extended and taken out of the case 115. Further, the planetary gear 12
0, the motor MG2, and the motor MG1. In this case, the sun gear shaft 125 need not be hollow, and the ring gear shaft 126 needs to be a hollow shaft. In this way, the power output to ring gear shaft 126 can be taken out between engine 150 and motor MG2.

The power output device 110 of the embodiment is applied to a FR type or FF type two-wheel drive vehicle. However, as shown in a power output device 110B of a modified example in FIG. It may be applied to a vehicle. In this configuration, the motor M connected to the ring gear shaft 126
G2 is separated from the ring gear shaft 126 and is disposed independently on the rear wheel of the vehicle, and the drive wheels 117 and 119 of the rear wheel are driven by the motor MG2. On the other hand, the ring gear shaft 126 has a power take-out gear 128 and a power transmission gear 111.
To drive the drive wheels 116 and 118 of the front wheel portion. Even under such a configuration, it is possible to execute the output energy calculation routine of FIG. 7, the engine start control routine of FIGS. 8 and 9, and the engine stop control routine of FIG.

In the power output device 110 of the embodiment,
The planetary gears 120 are used as the three-axis power input / output means. A double pinion planetary gear provided with In addition, if the power input / output to any two of the three axes is determined as the three-axis power input / output means, the power input / output to the remaining one axis is determined based on the determined power. Any device, gear unit, or the like, for example, a differential gear or the like can be used.

Next, a power output device 220 according to a second embodiment of the present invention will be described. FIG. 21 is a configuration diagram showing a schematic configuration of a power output device 220 of the second embodiment, and FIG.
FIG. 9 is a configuration diagram illustrating a schematic configuration of a vehicle incorporating the power output device 220 of the second embodiment. The vehicle in which the power output device 220 of the second embodiment is incorporated, as shown in FIG.
A vehicle in which the power output device 110 of the first embodiment is incorporated except that a clutch motor 230 and an assist motor 240 are mounted instead of mounting the planetary gear 120, the motor MG1, and the motor MG2 on the crankshaft 256. It has the same configuration as (FIG. 3). Therefore, the power output device 220 of the second embodiment
Of the configurations described above, with respect to the same configuration as the power output device 110 of the first embodiment, the reference numerals in the 100's are replaced by the reference numerals in the 200's, and description thereof will be omitted. In the description of the power output device 220 of the second embodiment, the same reference numerals used in the description of the power output device 110 of the first embodiment have the same meaning unless otherwise specified.

As shown in FIG. 21, the power output device 220 of this embodiment is mainly composed of an engine 250 and an engine 2.
A clutch motor 230 having an outer rotor 232 coupled to a crankshaft 256 and an inner rotor 234 coupled to a drive shaft 222, and an assist motor 240 having a rotor 242 coupled to the drive shaft 222
And the clutch motor 230 and the assist motor 240
And a control device 280 for controlling the driving of the motor.

As shown in FIG. 21, the clutch motor 230 includes a permanent magnet 235 on the inner peripheral surface of the outer rotor 232, and is configured as a synchronous motor in which a three-phase coil 236 is wound around a slot formed in the inner rotor 234. ing. The power to the three-phase coil 236 is supplied via a slip ring 238. Portions of the inner rotor 234 where slots and teeth for the three-phase coil 236 are formed are formed by laminating non-oriented electromagnetic steel sheets. Note that the crankshaft 256 is provided with a resolver 239 for detecting the rotation angle θe. The resolver 239 can also be used as a rotation angle sensor 278 provided in the distributor 260.

On the other hand, although the assist motor 240 is also configured as a synchronous motor, a three-phase coil
It is wound around. The stator 243 is also formed by laminating thin sheets of non-oriented electrical steel sheets. A plurality of permanent magnets 246 are provided on the outer peripheral surface of the rotor 242. In the assist motor 240, the permanent magnet 2
The interaction between the magnetic field and the magnetic field formed by the three-phase coil 244 causes the rotor 242 to rotate. Rotor 24
2 is a drive shaft 222 which is a torque output shaft of the power output device 220.
Is provided with a resolver 248 for detecting the rotation angle θd. The drive shaft 222 is supported by a bearing 249 provided on the case 245.

The clutch motor 230 and the assist motor 240 are connected to the inner rotor 2 of the clutch motor 230.
Reference numeral 34 is mechanically coupled to the rotor 242 of the assist motor 240, and thus to the drive shaft 222. Therefore,
The relationship between the engine 250 and the two motors 230 and 240 can be simply described as follows.
6 is output to the drive shaft 222 via the outer rotor 232 and the inner rotor 234 of the clutch motor 230, and the torque from the assist motor 240 is added to or subtracted from this.

The assist motor 240 is configured as a normal permanent magnet type three-phase synchronous motor, while the clutch motor 230 is configured as an outer rotor 2 having a permanent magnet 235.
32 also has an inner rotor 234 with a three-phase coil 236
Are also configured to rotate together. Thus, the details of the configuration of the clutch motor 230 will be further described. The outer rotor 232 of the clutch motor 230 is connected to the crankshaft 256, and the inner rotor 234 is connected to the drive shaft 2.
22 and the outer rotor 232 is provided with the permanent magnet 235 as described above. In the embodiment, the number of the permanent magnets 235 is eight (the number of the north pole and the number of the south pole is four each).
And is attached to the inner peripheral surface of the outer rotor 232. The magnetization direction is a direction toward the axial center of the clutch motor 230, and the direction of the magnetic pole is reversed every other direction. The three-phase coil 236 of the inner rotor 234 facing the permanent magnet 235 with a slight gap
Are wound around a total of 12 slots (not shown) provided in the inner rotor 234, and when each coil is energized, a magnetic flux is formed that passes through teeth separating the slots.
When a three-phase alternating current flows through each coil, this magnetic field rotates. Each of three-phase coils 236 is connected to receive power supply from slip ring 238. The slip ring 238 is a rotating ring 2 fixed to the drive shaft 222.
38a and a brush 238b. In addition,
In order to exchange currents of three phases (U, V, W phases), the slip ring 238 is provided with a rotating ring 238a and a brush 238b for three phases.

The magnetic field formed by a pair of adjacent permanent magnets 235 and the three-phase coil 2 provided on the inner rotor 234
The outer rotor 232 and the inner rotor 234 exhibit various behaviors due to the interaction with the rotating magnetic field formed by 36. Normally, the frequency of the three-phase alternating current flowing through the three-phase coil 236 is four times the frequency of the deviation between the rotation speed of the outer rotor 232 directly connected to the crankshaft 256 and the rotation speed of the inner rotor 234.

As shown in FIG. 21, the control device 280 provided in the power output device 220 of the second embodiment has the same configuration as the control device 180 provided in the power output device 110 of the first embodiment. That is, the control device 280 includes a first drive circuit 291 for driving the clutch motor 230, a second drive circuit 292 for driving the assist motor 240, and a control CPU 290 for controlling both the drive circuits 291 and 292;
And a battery 294 that is a secondary battery.
The control CPU 290 is internally provided with a work RAM 290.
a, a ROM 290b storing a processing program, an input / output port (not shown), and a serial communication port (not shown) for communicating with the EFIECU 270. The control CPU 290 includes the rotation angle θe of the engine 250 from the resolver 239 and the drive shaft 2 from the resolver 248.
22, a rotation angle θd, an accelerator pedal position AP from an accelerator pedal position sensor 264a, a brake pedal position BP from a brake position sensor 265a, a shift position SP from a shift position sensor 284, and 2 provided in the first drive circuit 291. Clutch current values Iuc and Ivc from the two current detectors 295 and 296, and 2 provided in the second drive circuit 292.
Of assist current I from two current detectors 297 and 298
ua, Iva, the remaining capacity BRM from the remaining capacity detector 299 for detecting the remaining capacity of the battery 294, and the like are input via the input port.

The control CPU 290 sends a control signal SW1 for driving six transistors Tr1 to Tr6, which are switching elements provided in the first drive circuit 291; and a switching signal provided in the second drive circuit 292. Six transistors Tr11 to T as elements
A control signal SW2 for driving r16 is output.
The first drive circuit 291 and the second drive circuit 292
Each of the six transistors Tr1 to Tr6 and the transistors Tr11 to Tr16 constitutes a transistor inverter, and two transistors Tr1 to Tr6 form a pair of power supply lines L1 and L2 so as to be a source side and a sink side, respectively. The first drive circuit 291 includes a three-phase coil (U
VW) 236 via slip rings 238,
In the second drive circuit 292, each of the three-phase coils 244 of the assist motor 240 is connected. Power line L
1, L2 are connected to the plus side and the minus side of the battery 294, respectively. Therefore, the control CPU 29
When the ratio of the on-time of the transistors Tr1 to Tr6 and the transistors Tr11 to Tr16, which form a pair with 0, is sequentially controlled by the control signals SW1 and SW2, the current flowing through the three-phase coils 236 and 244 is converted into a pseudo sine wave by PWM control. , Three-phase coils 236 and 244 form a rotating magnetic field.

Next, the operation of the power output device 220 of the second embodiment will be described. Power output device 220 of second embodiment
The principle of operation, in particular, the principle of torque conversion is as follows. It is assumed that the engine 250 is operated by the EFIECU 270, and the rotation speed Ne of the engine 250 is rotating at a predetermined rotation speed N1. At this time, assuming that control device 280 does not supply any current to three-phase coil 236 of clutch motor 230 via slip ring 238, that is, transistors Tr1, 3 of first drive circuit 291
5 is turned off and the transistors Tr2, Tr4, Tr6 are turned on, no current flows through the three-phase coil 236, so the outer rotor 232 of the clutch motor 230
And the inner rotor 234 are not electromagnetically coupled at all, and the crankshaft 25
6 is idle. In this state, regeneration from the three-phase coil 236 is not performed. That is, the engine 250 is performing idle rotation.

The control CPU 290 of the control device 280 outputs the control signal SW1 to output the transistors Tr1 to Tr6.
Is turned on / off, the deviation between the rotation speed Ne of the crankshaft 256 of the engine 250 and the rotation speed Nd of the drive shaft 222 (in other words, the rotation speed difference N between the outer rotor 232 and the inner rotor 234 in the clutch motor 230).
c (Ne−Nd)), a constant current flows through the three-phase coil 236 of the clutch motor 230, the clutch motor 230 functions as a generator, and the current is controlled by the first drive circuit 2
The battery 294 is recharged through the battery 91 and charged.
At this time, the outer rotor 232 and the inner rotor 234 are in a coupled state in which a certain slip exists, and the inner rotor 234 rotates at a rotation speed Nd lower than the rotation speed Ne of the engine 250 (the rotation speed of the crankshaft 256). In this state, when the second drive circuit 292 is controlled by the control CPU 290 so that energy equal to the regenerated electric energy is consumed by the assist motor 240, a current flows through the three-phase coil 244 of the assist motor 240, Torque is generated in motor 240.

According to FIG. 23, when the engine 250 is operating at the operating point P1 of the rotational speed N1 and the torque T1, the torque T1 is
22 and regenerates the energy represented by the area G1 and supplies the regenerated energy to the assist motor 240 as the energy represented by the area G2. It can be rotated at P2.

Next, it is assumed that the engine 250 is operating at the predetermined rotation speed N2 and the torque Te at the torque T2, and the drive shaft 222 is rotating at the rotation speed N1 higher than the rotation speed N2. . In this state, the inner rotor 234 of the clutch motor 230 is
Since the drive shaft 222 rotates in the rotation direction of the drive shaft 222 at the rotation speed indicated by the absolute value of the rotation speed difference Nc (Ne−Nd) with respect to 2,
The clutch motor 230 functions as a normal motor,
The rotational energy is given to the drive shaft 222 by the electric energy discharged from the battery 294. On the other hand, the control CPU 2
When the second drive circuit 292 is controlled by the assist motor 240 to regenerate power by the assist motor 240, a regenerative current flows through the three-phase coil 244 due to slippage between the rotor 242 and the stator 243 of the assist motor 240. here,
If the control CPU 290 controls the first and second drive circuits 291 and 292 so that the power regenerated by the assist motor 240 is consumed by the clutch motor 230, the clutch motor 230 uses the power stored in the battery 294. It can be driven without.

Referring to FIG. 23, the crankshaft 25
6 is operating at the rotation speed N2 and the torque T2, the energy expressed as the sum of the area G1 and the area G3 is supplied to the clutch motor 230 and the torque T
2 and the energy supplied to the clutch motor 230 is regenerated and supplied from the assist motor 240 as energy expressed as the sum of the area G2 and the area G3. It can be rotated at point P2.

In the power output device 220 of the embodiment,
In addition to the operation of converting all of the power output from the engine 250 into torque and outputting the converted power to the drive shaft 222, the power (the product of the torque Te and the rotation speed Ne) output from the engine 250 and the clutch motor 230 By adjusting the electric energy consumed or regenerated by the assist motor 240 and the electric energy consumed or regenerated, the surplus electric energy is found and the battery 2 is detected.
The operation of discharging the battery 94 or the operation of supplementing the insufficient electric energy with the electric power stored in the battery 294 may be performed. Also, the torque T of the clutch motor 230
It is also possible to set c to a value of 0, and to drive only the torque Ta output from the assist motor 240 using the electric power discharged from the battery 294 while the operation of the engine 250 is stopped.

Next, the power output device 220 is
When the driving state of the drive shaft 222 is driven only by the torque Ta output from the assist motor 240 using the electric power discharged from the engine 250, the engine 250 is started and the energy P output from the started engine 250 is started.
e and discharge energy Pbo output from battery 294
24 will be described based on an output energy calculation routine illustrated in FIG. 24 and an engine start control routine illustrated in FIGS. 25 and 26. Note that the output energy calculation routine is not performed as control at the time of such a shift, similarly to the output energy calculation routine of FIG. 7 described in the first embodiment, and the power output device 220 performs the above-described basic torque conversion. Or in various operating states, such as in the operating state involving charging and discharging of the battery 294, or in the operating state driven only by the torque Ta output from the assist motor 240, It is repeatedly executed every predetermined time (for example, every 8 msec).

The output energy calculation routine shown in FIG.
5 and FIG. 26, the torque command value Td * and energy Pd to be output to the drive shaft 222 are used in place of the torque command value Tr * and energy Pr to be output to the ring gear shaft 126. 7, the output energy calculation routine of FIG. 8 and FIG.
This is the same as the engine start control routine. Therefore, these routines will be described only briefly, focusing on the differences from the routine of the first embodiment.

When the output energy calculation routine illustrated in FIG. 24 is executed, the control CPU 290 of the control device 280
Performs a process of reading the rotation speed Nd of the drive shaft 222 (step S300). Here, the drive shaft 222
Can be obtained from the rotation angle θd of the drive shaft 222 detected by the resolver 248. Subsequently, the accelerator pedal position AP detected by the accelerator pedal position sensor 264a is input (step S302), and the torque to be output to the drive shaft 222 based on the read accelerator pedal position AP and the rotation speed Nd of the drive shaft 222. (Step S304).
The derivation of the torque command value Td * is performed in the same manner as in the first embodiment. Next, the derived torque command value Td * and drive shaft 2
The energy Pd to be output to the drive shaft 222 is calculated from the rotational speed Nd of the motor 22 (Pd = Nd × Td *) (step S306), and the routine ends.

When the torque command value Td * and the energy Pd to be output to the drive shaft 222 are obtained in this way, the operation of the engine 250, the charge / discharge energy from the battery 294, and the torque command value of the clutch motor 230 are determined using these values. Tc * and torque command value Ta of assist motor 240
* Is set, engine 250, clutch motor 230
And control of assist motor 240 is performed. Now, as an operation state of the power output device 220, an operation state in which the power is driven only by the torque Ta output from the assist motor 240 is considered, the operation of the engine 250 is stopped, and the torque command value Tc * of the clutch motor 230 is changed. Is set to 0, and the torque command value Ta * of the assist motor 240 is set to the torque command value Td *, and the operation is controlled.

When a signal for starting engine 250 is output in such a state, an engine start control routine illustrated in FIGS. 25 and 26 is executed. When this routine is executed, the control CPU 290 of the control device 280
Reads the remaining capacity BRM of the battery 294 detected by the remaining capacity detector 299 (step S31).
0), the energy Pe to be output from the engine 250 is set based on the energy Pd set by the output energy calculation routine of FIG. 24 and the remaining capacity BRM of the battery 294 (step S312). Also in the second embodiment, as in the first embodiment, all of the energy Pd is determined by the energy Pe output from the engine 250 depending on whether the energy Pd and the remaining capacity BRM of the battery 294 are within predetermined ranges. Or part of the energy is supplied by the energy Pe output from the engine 250, and the remainder is
It is assumed that the energy Pe is supplied from the electric energy discharged from the engine 94, or a part of the energy Pe output from the engine 250 is output as the energy Pd and the remaining energy is used to charge the battery 294.
Is set.

Next, a target rotation speed Ne * and a target torque Te * of the engine 250 are set based on the set energy Pe (step S314), and steps S118 to S12 of the engine start control routine of FIGS. 8 and 9 are performed.
6, the processing of steps S318 to S326, that is, the initial opening SV of the throttle valve 266
Setting of P1 and target opening SVP *, throttle valve 26
6, the opening SVP is set to the initial opening SVP1, the ignition advance FT is set to the most retarded angle FT1, the opening / closing timing VT of the intake valve 152 is set to the most retarded angle VT1, and the target air-fuel ratio is shifted toward the lean side. Is set. And the engine 250
Is set to the torque command value Tc * of the clutch motor 230 on the basis of the target rotation speed Ne * (step S32).
8), a value obtained by subtracting the torque command value Tc * from the torque command value Td * is set as the torque command value Ta * of the assist motor 240 (step S330). Here, the value set as the torque command value Tc * of the clutch motor 230 is a value of the torque required to rotate the engine 250 at which the operating conditions of steps S320 to S326 are set at the target rotation speed Ne *. If the sign of the torque is positive when the torque in the rotational direction of the crankshaft 256 acts on the drive shaft 222, the torque is a negative value.

Also in the second embodiment, when the torque command value Tc * of the clutch motor 230 and the torque command value Ta * of the assist motor 240 are set, the clutch motor 230 and the assist motor 240 are respectively set at predetermined time intervals (for example, 4 times).
FIG. 2 that is repeatedly executed as an interrupt process every msec)
The driving is controlled by a clutch motor control routine illustrated in FIG. 7 and an assist motor control routine illustrated in FIG. Each control routine calculates the electric angle θc of the clutch motor 230 based on the deviation between the rotation angle θe of the crankshaft 256 and the rotation angle θd of the drive shaft 222. And the control routine of the motor MG2 in FIG. 16 is the same as that of FIG.

The control of the clutch motor 230 is performed with a positive value if the sign of the torque command value Tc * is positive when the torque in the rotational direction of the crankshaft 256 acts on the drive shaft 222 as described above. Even if the torque command value Tc * is set, the rotation speed Ne of the engine 250 is
2 is greater than the rotational speed Nd (positive rotational speed difference Nc).
When (Ne−Nd) occurs), regenerative control for generating a regenerative current according to the rotational speed difference Nc is performed, and the rotational speed N
e is smaller than the rotation speed Nd (the rotation speed difference Nc of a negative value)
When (Ne−Nd) occurs), power running control is performed in which the drive shaft 222 rotates in the rotation direction at the rotation speed indicated by the absolute value of the rotation speed difference Nc relative to the crankshaft 256. When the torque command value Tc * is a positive value, the regenerative control and the power running control of the clutch motor 230 are performed by the rotating magnetic field generated by the current flowing through the permanent magnet 235 attached to the outer rotor 232 and the three-phase coil 236 of the inner rotor 234. As a result, a torque having a positive value is
Since the transistors Tr1 to Tr6 of the first drive circuit 291 are controlled so as to act on the second switching circuit 2, the same switching control is performed. That is, if the sign of the torque command value Tc * is the same, the same switching control is performed regardless of whether the control of the clutch motor 230 is the regenerative control or the powering control. Therefore, both the regenerative control and the power running control can be performed in the clutch motor control routine of FIG. Further, when the torque command value Tc * is a negative value, that is, when the drive shaft 222 is being braked or the vehicle is moving backward, the direction of the change in the electrical angle θc in step S362 is reversed. The control at this time can also be performed by the clutch motor control processing of FIG.

As described above, the torque command value Tc * of the clutch motor 230 and the torque command value T
a * is set, and the clutch motor 230 and the assist motor 240 are respectively driven and controlled, so that the engine 250 is motored to the target rotational speed Ne *, and the drive shaft 2 is driven regardless of the motoring of the engine 250.
22, a torque corresponding to the torque command value Td * can be stably output.

Next, the rotation speed Ne of the engine 250 is read (step S332), and the read rotation speed Ne is compared with the target rotation speed Ne * of the engine 250 (step S334). The rotation speed Ne and the target rotation speed Ne * Is greater than or equal to the deviation △ Ne, the process returns to the setting process of the torque command value Ta * of the assist motor 240 in step S330, and the processes in steps S330 to S334 are repeated.
Here, the deviation △ Ne corresponds to the deviation △ Ns of the first embodiment, and is used to promptly advance the processing of the engine start control routine. in this way,
By resetting the torque command value Ta * of the assist motor 240 until the rotation speed Ne of the engine 250 approaches the target rotation speed Ne *, the accelerator pedal 264 is operated halfway.
Is changed and the torque command value Td *, which is the required value of the torque to be output to the drive shaft 222, is changed.
A torque corresponding to the changed torque command value Td * can be output to the drive shaft 222.

When the rotation speed Ne of the engine 250 approaches the target rotation speed Ne * and the deviation is less than the deviation ΔNe,
Control of the fuel injection amount injected from the fuel injection valve 251 and ignition control for spark ignition from the ignition plug 262 are started (step S336), and it is confirmed that the engine 250 is started (step S338). Here, the operation control of the engine 250 such as the fuel injection control and the ignition control includes the opening degree SVP of the throttle valve 266, the ignition advance angle FT, and the intake valve 2 set in steps S320 to S326.
Since the operation is performed based on the opening / closing timing VT of 52 and the target air-fuel ratio, the operation of the engine 250 is controlled to rotate at the target rotation speed Ne * without outputting torque.

When the start of the engine 250 is confirmed, FIG.
And step S1 of the engine start control routine of FIG.
Steps S340 to S346 which are the same as steps S340 to S146, that is, setting the target air-fuel ratio to the stoichiometric air-fuel ratio, increasing the opening SVP of the throttle valve 266, advancing the ignition advance FT, and advancing the opening / closing timing VT Perform corner processing. Then, the rotational speed Ne of the engine 250 is read (step S348), and the read rotational speed Ne is read.
The torque command value Tc * of the clutch motor 230 is set by the following equation (13) based on the target rotation speed Ne * (step S350), and the value obtained by subtracting the torque command value Tc * from the torque command value Td * is The torque command value Ta * of the assist motor 240 is set (step S352).
Here, the first term on the right side of the equation (13) is a correction term based on the deviation between the rotation speed Ne of the engine 250 and the target rotation speed Ne *, and the second term on the right side is the target rotation speed Ne of the rotation speed Ne of the engine 250. * Is an integral term for eliminating a steady-state deviation from *, and K3 and K4 are constants. By setting the torque command value Tc * of the clutch motor 230 in this manner, the engine 250 can be rotated at the target rotation speed Ne *. By setting a value obtained by subtracting the torque command value Tc * from the torque command value Td * as the torque command value Ta * of the assist motor 240, a torque corresponding to the torque command value Tr * is output to the drive shaft 222. Can be.

[0131]

[Equation 11]

Then, the counter C is incremented (step S354), and the counter C is incremented by the number of repetitions Cs.
Then, the routine repeats steps S342 to S356 until the value of the counter C becomes equal to or greater than the number of repetitions Cset, and ends this routine.

FIG. 29 shows a timing chart when such an engine start control routine is executed. As shown in the drawing, when the execution of the engine start control routine is started at time t1, the target air-fuel ratio is set to the lean side, and the initial opening SVP1 is set to the opening SVP of the throttle valve 266,
The most advanced angle FT1 is set as the ignition advance angle FT, the most retarded angle VT1 is set as the opening / closing timing VT of the intake valve 252, and the engine 250 is set as the torque command value Tc * of the clutch motor 230.
And a torque command value Td for canceling the torque output from the clutch motor 230 to the drive shaft 222 with the motoring as the torque command value Ta * of the assist motor 240.
Set in addition to *. As a result, although the engine 250 is motored and its rotation speed approaches the target rotation speed Ne *, a torque corresponding to the torque command value Td * is stably output to the drive shaft 222 by such motoring, and the torque is reduced. No shock occurs.

When the difference between the rotation speed Ne of the engine 250 and the target rotation speed Ne * becomes smaller than the difference ΔNe (time t).
2), fuel injection control, ignition control, and the like are started, and the operation of the engine 250 is started. At this time, the engine 25
0 indicates that the target air-fuel ratio is on the lean side and the throttle valve 26
6, the opening angle SVP is set to the initial opening degree SVP1, the ignition advance angle FT is set to the most retarded angle FT1, and the opening / closing timing VT of the intake valve 252 is set to the most retarded angle VT1. It will be operated to rotate at a number Ne *. It should be noted that the torque output from the engine 250 changes depending on the temperature of the engine 250, the properties of the fuel, the deposit of the intake system, and the like. Therefore, even if controlled as described above, a slight positive torque or a negative torque is output. However, since the value is small, the torque shock generated on the drive shaft 222 is small.

When the engine 250 is started, a stoichiometric stoichiometric air-fuel ratio is set as the target air-fuel ratio, and the opening SVP of the throttle valve 266, the ignition advance FT, and the intake valve 252 are set.
Are gradually increased toward the target opening SVP *, the optimal advance FT *, and the optimal opening / closing timing VT *, respectively. With this increase, the engine 25
The torque output from 0 gradually increases toward the target torque Te *. At this time, the clutch motor 230 is controlled such that the engine 250 rotates stably at the target rotation speed Ne *, and the assist motor 240
Since control is performed to cancel the torque output from the drive shaft 30 to the drive shaft 222, a torque corresponding to the torque command value Td * is stably output to the drive shaft 222.

The opening degree S of the throttle valve 266 is
VP is the target opening SVP *, and ignition advance FT is the optimal advance F
At T *, when the opening / closing timing VT of the intake valve 252 becomes the optimal opening / closing timing VT * (time t3), the engine 250 is operated at an operating point represented by the target rotation speed Ne * and the target torque Te *, Engine 250
Is converted into electric energy that is charged and discharged from the battery 294, and a torque corresponding to the torque command value Td * is output to the drive shaft 222.

Next, the power output device 220 of the second embodiment converts the energy Pe output from the engine 250 without charging / discharging the battery
2 or while the electric energy charged / discharged from the battery 294 and the energy Pe output from the engine 250 are converted into energy and output to the drive shaft 222. The operation stop control of the engine 250 when the stop signal is output will be described. This control is performed by an engine stop control routine illustrated in FIG. As shown in the figure, the engine stop control routine sets the torque command value Tm1 * of the motor MG1 so that the sun gear shaft 125 rotates at the target rotation speed Ns * (steps S194 and S1).
96) instead of the torque command value Tc * of the clutch motor 230 so that the engine 250 rotates at the target rotational speed Ne *.
Is set (steps S394 and S396) and the torque of the clutch motor 230 is changed from the torque command value Td * in place of the process (step S198) of setting the torque command value Tm2 * of the motor MG2 by equation (5). Process of setting a value obtained by subtracting command value Tc * as torque command value Ta * of assist motor 240 (step S398)
18 is the same as the engine stop control routine of FIG. These differences are based on the difference in the configuration including the clutch motor 230 and the assist motor 240 instead of the planetary gear 120, the motor MG1, and the motor MG2. Therefore, further description of the control for stopping the engine 250 will be omitted. FIG. 31 is a timing chart when such an engine stop control routine is executed.

The power output device 2 of the second embodiment described above
According to FIG. 20, the power output device 110 of the first embodiment executes the engine start control routine of FIGS.
By executing the engine start control routine of FIGS. 25 and 26 and the engine stop control routine of FIG. 30, which are the same as the engine stop control routine of FIG. 8, the same effects as the power output device 110 of the first embodiment can be obtained. Can play. That is, when starting the engine 250,
When the engine 250 is motored, the opening SVP of the throttle valve 266 can be operated at the target rotational speed without the output of torque at the target rotational speed SVP.
By setting P1 and the opening / closing timing VT of the intake valve 252 to the most retarded angle VT1 at which the amount of intake air is reduced, the torque required for motoring is reduced, and the torque is generated on the drive shaft 222 during motoring of the engine 250. By controlling the torque of the assist motor 240 so that the torque shock can be reduced and the torque output to the drive shaft 222 due to the motoring is canceled, the torque generated on the drive shaft 222 during motoring is reduced. The effect that the shock can be further reduced or the target air-fuel ratio is set to a stoichiometric stoichiometric air-fuel ratio after the engine 250 is started, and the opening degree SVP of the throttle valve 266, the ignition advance angle FT, and the intake valve 25
2, the opening / closing timing VT is set to the target opening SVP *,
By gradually increasing toward the optimal advance angle FT * and the optimal opening / closing timing VT *, the torque output from the engine 250 can be gradually increased toward the target torque Te *. Engine 25
The torque command value Td * is controlled by controlling the clutch motor 230 so that 0 stably rotates at the target rotation speed Ne * and controlling the assist motor 240 to cancel the torque output from the clutch motor 230 to the drive shaft 222. Can be output to the drive shaft 222 stably.

When the operation of the engine 250 is stopped,
The target air-fuel ratio is set to the lean side, and the opening SVP of the throttle valve 266, the ignition advance FT, and the intake valve 2 are set.
52, the opening / closing timing VT is set to the final opening degree SVP.
2. By gradually decreasing the torque toward the most retarded angle FT1 and the most retarded angle VT1, the torque output from the engine 250 can be gradually decreased toward the value 0. Engine 250 is at target speed N
e * to control the clutch motor 230 to rotate stably and to cancel the torque output from the clutch motor 230 to the drive shaft 222 so as to cancel the torque.
Is controlled, the torque corresponding to the torque command value Td * can be stably output to the drive shaft 222, or the target air-fuel ratio is set to the lean side when the operation of the engine 250 is stopped. At the same time, the final opening degree SV at which the engine 250 can be operated without outputting torque at the target rotation speed with the opening degree SVP of the throttle valve 266 as the target.
P2, the ignition advance angle FT and the opening / closing timing VT of the intake valve 252 are also output from the engine 250 immediately before the stop of operation by setting the maximum retardation angle FT1 and the maximum retardation angle VT1 at which the torque output from the engine 250 decreases. By setting the torque to an extremely small value, it is possible to achieve an effect that the torque shock generated on the drive shaft 222 due to the stop of the operation can be reduced.

The power output device 220 of the second embodiment is also a modified example of the power output device 110 of the first embodiment, for example, setting the target air-fuel ratio to the lean side, or setting the opening SVP of the throttle valve 166 at the initial stage. A modification in which the engine 150 is started by performing one or more of setting the opening degree SVP1, setting the ignition advance angle FT to the most retarded angle FT1, and setting the opening / closing timing VT of the intake valve 152 to the most retarded angle VT1. For example, while setting the stoichiometric air-fuel ratio as the target air-fuel ratio, the opening degree SVP of the throttle valve 166, the ignition advance angle FT, and the opening / closing timing VT of the intake valve 152 are respectively set to the target opening degree SVP *, the optimal advance angle FT *, and the optimal Opening / closing timing V
A modification in which the target value is increased at different rates toward T * so as to reach the target value, the target air-fuel ratio is set to the lean side, the opening degree SVP of the throttle valve 166, the ignition advance angle FT, and the opening / closing timing of the intake valve 152 VT is the final opening SVP2, the most retarded angle FT1 and the most retarded angle V
The same applies to the matters applied when various modifications that do not depend on the hardware configuration are made, such as a modification that decreases to reach the target value at different rates toward T1 at different times.

In addition, the power output device 22 of the second embodiment
0, the clutch motor 230 and the assist motor 240
Are separately attached to the drive shaft 222.
2, a power output device 220A of a modified example,
The clutch motor and the assist motor may be configured to be integrated. The configuration of a power output device 220A of this modification will be briefly described below. As shown, a clutch motor 230A of a power output device 220A of a modified example is shown.
Is the inner rotor 2 coupled to the crankshaft 256
34A and an outer rotor 232 coupled to the drive shaft 222
A, and a three-phase coil 236A is attached to the inner rotor 234A.
A permanent magnet 235A is fitted into A such that the magnetic pole on the outer peripheral surface side is different from the magnetic pole on the inner peripheral surface side. Although not shown, a member made of a non-magnetic material is inserted between the magnetic pole on the outer peripheral surface side and the magnetic pole on the inner peripheral surface side of the permanent magnet 235A. On the other hand, the assist motor 240A is provided with an outer rotor 232A of the clutch motor 230A,
And a stator 243 to which the three-phase coil 244 is attached. That is, the outer rotor 232A of the clutch motor 230A also serves as the rotor of the assist motor 240A. The crankshaft 2
The three-phase coil 23 is attached to the inner rotor 234A
6A, the clutch motor 230
A slip ring 238 for supplying power to the three-phase coil 236A of A is attached to the crankshaft 256.

In the power output device 220A of this modification,
Permanent magnet 235A fitted into outer rotor 232A
By controlling the voltage applied to the three-phase coil 236A of the inner rotor 234A with respect to the magnetic pole on the inner peripheral surface side of
Clutch motor 23 of power output device 220 of the second embodiment
Operates like 0. Further, by controlling the voltage applied to the three-phase coil 244 of the stator 243 with respect to the magnetic pole on the outer peripheral surface side of the permanent magnet 235A fitted in the outer rotor 232A, the assist motor 240 of the power output device 220 of the second embodiment can be controlled. It works similarly. Therefore, the power output device 220A of the modified example operates similarly for all the operations performed by the power output device 220 of the above-described second embodiment.

According to power output device 220A of such a modification, outer rotor 232A is connected to clutch motor 230A.
Since one of the rotors of A also serves as the rotor of the assist motor 240A, it is possible to reduce the size and weight of the power output device.

In the power output device 220 of the second embodiment, F
Although the present invention is applied to an R-type or FF-type two-wheel drive vehicle, the present invention may be applied to a four-wheel drive vehicle as shown in a power output device 220B of a modification of FIG.
In this case, the assist motor 240 mechanically coupled to the drive shaft 222 is separated from the drive shaft 222 and is disposed independently on the rear wheel of the vehicle. , 229 are driven. on the other hand,
The tip of the drive shaft 222 is connected to a differential gear 224 via a gear 223.
Thus, the drive wheels 226 and 228 of the front wheels are driven. Even under such a configuration, it is possible to realize the second embodiment described above.

In the power output device 220 of the second embodiment, the slip ring 238 composed of the rotating ring 238a and the brush 238b is used as a means for transmitting electric power to the clutch motor 230.
A semiconductor coupling of magnetic energy, a rotary transformer, or the like can also be used.

In the power output device 110 of the first embodiment and the power output device 220 of the second embodiment described above, gasoline engines driven by gasoline are used as the engines 150 and 250. Various internal or external combustion engines such as a turbine engine, a jet engine, and the like can also be used.

In the power output device 110 of the first embodiment and the power output device 220 of the second embodiment, the motor MG1, the motor MG2, the clutch motor 230 and the assist motor 240 are of the PM type (permanent magnet type).
ype) Although a synchronous motor was used, if a regenerative operation and a power running operation are performed, a VR (Variable Reluctance type) synchronous motor, a vernier motor, a DC motor, an induction motor, etc. An electric motor, a superconducting motor, a step motor, or the like can also be used.

Furthermore, the power output device 110 of the first embodiment
In the power output device 220 of the second embodiment, the transistor inverter is used as the first and second drive circuits 191, 192, 291, 292.
(Insulated gate bipolar mode transistor; Insulate
d Gate Bipolar mode Transistor), thyristor inverter, voltage PWM (pulse width modulation; Pulses)
e Width Modulation) inverters, square-wave inverters (voltage-type inverters, current-type inverters), and resonance inverters can also be used.

The batteries 194, 294 include:
A Pb battery, a NiMH battery, a Li battery or the like can be used, but a capacitor can be used instead of the batteries 194 and 294.

As described above, the control of starting the prime mover when only the motor is being driven or the drive shaft is being output while the operation of the prime mover of the present invention is stopped, and the output of power to the drive shaft from the prime mover and the electric motor are performed. The control for stopping the operation of the prime mover during the operation may be any power output device that can simultaneously output power to the drive shaft from the prime mover and the electric motor. The present invention can also be applied to a configuration such as the output device 310. The power output device 310 of the modified example can supply power to the engine EG in which the crankshaft CS is coupled to the drive shaft DS via the clutch CL, the motor MG3 capable of generating power attached to the drive shaft DS, and the motor MG3. And a vehicle controller CC that controls the operation of the engine EG, the driving of the motor MG3, and the engagement state of the clutch CL. The drive shaft DS is connected to the drive wheels AH via a differential gear DG.

The power output device 310 of such a modification also executes the engine start control routine illustrated in FIGS. 35 and 36 together with the output energy calculation routine of FIG. 24, thereby driving only with the power output from the motor MG3. Engine EG while the engine EG is
And electric energy charged / discharged from the battery BT. Hereinafter, the engine start control and the engine stop control in the power output device 310 of this modified example will be briefly described.
The reference numerals used in the description of the first embodiment and the second embodiment are as follows.
Unless otherwise specified, they are used interchangeably.

When the engine start control routine of FIGS. 35 and 36 is executed, the number of revolutions Nd of the drive shaft DS and the remaining capacity BRM of the battery BT are inputted (steps S510 and S512), and the inputted remaining capacity BRM and energy are inputted. Based on Pd, energy Pe to be output from engine EG is set (step S514). Then, the rotation speed Nd of the drive shaft DS is set to the target rotation speed Ne * of the engine EG, and the value obtained by dividing the energy Pe by the rotation speed Nd is set to the target torque Te * (step S516). Revolution Nd of drive shaft DS
Is set to the target rotational speed Ne * of the engine EG in order to eliminate the shock when the clutch CL is engaged (ON) by setting the crankshaft CS and the drive shaft DS to the same rotational speed. . 8 and 9
Steps S518 to S52 which are the same as the processing of steps S118 to S126 of the engine start control routine of FIG.
6, the initial opening SV of the throttle valve
Setting of P1 and target opening SVP *, setting of throttle valve opening SVP to initial opening SVP1, setting of ignition advance FT to the most retarded angle FT1, and opening / closing timing VT of the intake valve to the most retarded angle VT1 And the process of setting the target air-fuel ratio to the lean side.

Subsequently, the engine E is set to the torque command value Td *.
The value obtained by adding the torque for motoring G
Is set to the torque command value Tm3 * (step S52).
8). Here, the torque for motoring the engine EG is a torque that can rotate the engine EG at the target rotation speed Ne * when the clutch CL is in the half-clutch engagement state under the operating conditions set in steps S520 to S526. It is determined. Then, the clutch CL is set to the half-clutch engagement state (step S53).
0), motoring of the engine EG is started.

Next, after waiting for the difference between the rotation speed Ne of the engine EG and the target rotation speed Ne * to become smaller than the difference ΔNe (steps S532 and S534), the clutch CL is engaged without slipping (ON). ) (Step S53).
5) The control of the fuel injection amount, the ignition control, and the like are started (step S536), and it is confirmed that the engine EG is started (step S538). Subsequently, steps S140 to S14 of the engine start control routine of FIGS.
6, the processing of steps S540 to S546, that is, the setting of the target air-fuel ratio to the stoichiometric air-fuel ratio, the increase of the throttle valve opening SVP, the advance of the ignition advance FT,
A process of advancing the opening / closing timing VT is performed. Then, based on the value of the counter C and the target rotation speed Ne *, the torque expected to be output from the engine EG is subtracted from the torque command value Td * to obtain the torque command value Tm3 * of the motor MG3.
It is calculated (Step S550), the counter C is incremented (Step S554), and the process returns to Step S542 until the counter C becomes equal to or more than the number of repetitions Cset (Step S556). Here, in this modified example, the torque Te output from the engine EG at each rotation speed according to the value of each counter C is obtained by an experiment, stored in a ROM (not shown) of the vehicle controller CC as a map, and Given target value and target rotation speed Ne *, the value of the corresponding torque is stored in engine EG from the stored map.
Is derived as the torque expected to be output from the motor. In this manner, it can be derived that the increase of the throttle valve opening SVP, the advance of the ignition advance FT, and the advance of the opening / closing timing VT are determined in steps S542 to S55.
It is based on the fact that 0 is incremented by a predetermined amount each time the counter C is incremented. That is, if the value of the counter C and the target rotation speed Ne * are given, the operating state of the engine EG is determined. Counter C and torque T output from engine EG when rotating at a certain rotational speed
An example of the relationship with e is shown in FIG. FIG. 38 illustrates a timing chart when the engine EG is started by the power output device 310 of such a modification.

The engine stop control routine of FIG. 39 sets a torque command value Tc * of the clutch motor 230 so that the engine 250 rotates at the target rotation speed Ne * (steps S394 and S396), and sets the drive shaft from the clutch motor 230 to the drive shaft. Counter C instead of the process of setting the torque command value Ta * of the assist motor 240 so as to cancel the torque output to 222 (step S398).
Is subtracted from the torque command value Td *, which is expected to be output from the engine EG, which is obtained based on the target rotation speed Ne * and the torque command value Tm3.
* The point at which the processing for calculating * is performed (step S598) and the step at which the clutch CL is disengaged (OFF) after the processing of steps S588 to S602 are repeated the number of times Cset (step S606). 30 is the same as the engine stop control routine of FIG. 30 executed by the power output device 220 of the second embodiment except for the above. Therefore, no further description of the engine stop control routine of FIG. 39 is required. A timing chart when the operation of the engine EG of such a modification is stopped is shown in FIG.
An example is shown below.

As described above, the power output device 310 of the modified example has the same engine start control (FIGS. 35 and 36) as the power output device 110 of the first embodiment and the power output device 220 of the second embodiment. Engine stop control (Fig. 39)
Can be performed. Therefore, the power output device 11 of the first embodiment can also be provided by the power output device 310 of the modified example.
0 and the same effects as the effects of the power output device 220 of the second embodiment can be obtained.

The embodiments of the present invention have been described above. However, the present invention is not limited to these embodiments. For example, instead of mounting a power output device on a vehicle, a ship, an aircraft, etc. It is needless to say that the present invention can be implemented in various forms without departing from the gist of the present invention, such as a configuration mounted on transportation means and other various industrial machines.

[Brief description of the drawings]

FIG. 1 shows a power output device 110 according to an embodiment of the present invention.
1 is a configuration diagram illustrating a schematic configuration of FIG.

FIG. 2 is a partially enlarged view of a power output device 110 according to the embodiment.

FIG. 3 is a configuration diagram illustrating a schematic configuration of a vehicle incorporating the power output device 110 of the embodiment.

FIG. 4 is a graph for explaining the operation principle of the power output apparatus 110 according to the embodiment.

FIG. 5 is a nomographic chart showing a relationship between a rotation speed and a torque of three shafts coupled to the planetary gear 120 in the embodiment.

FIG. 6 is a collinear diagram showing a relationship between a rotation speed and a torque of three shafts coupled to the planetary gear 120 in the embodiment.

FIG. 7 is a flowchart illustrating an output energy calculation routine executed by the control device 180 according to the embodiment.

FIG. 8 is a flowchart illustrating the first half of an engine start control routine executed by the control device 180 of the embodiment.

FIG. 9 is a flowchart illustrating a second half of an engine start control routine executed by the control device 180 according to the embodiment.

FIG. 10 is a diagram illustrating a power output device 110 according to the embodiment;
FIG. 7 is an alignment chart in an operation state in which the motor is driven only by the torque Tm2 output from the motor.

FIG. 11 is a graph illustrating a relationship between an opening degree SVP of a throttle valve 166 and a torque Te output from an engine 150.

FIG. 12 is a graph illustrating a relationship between an ignition advance angle FT and a torque Te output from an engine 150.

FIG. 13 is an explanatory diagram illustrating the relationship between the cycle of the engine 150 and the valve lift of the combustion chamber 154.

FIG. 14 is a graph illustrating a relationship between an opening / closing timing VT of an intake valve 152 and an intake air amount;

FIG. 15 is a flowchart illustrating a control routine of the motor MG1 executed by the control device 180 of the embodiment.

FIG. 16 is a flowchart illustrating a control routine of the motor MG2 executed by the control device 180 of the embodiment.

FIG. 17 is a timing chart illustrating a state when the engine 150 is started.

FIG. 18 is a flowchart illustrating an engine stop control routine executed by the control device 180 of the embodiment.

FIG. 19 is a timing chart illustrating a state when the operation of engine 150 is stopped.

FIG. 20 is a configuration diagram showing a schematic configuration of a vehicle incorporating a power output device 110B as a specific example when the power output device 110 of the embodiment is applied to a four-wheel drive vehicle.

FIG. 21 is a power output device 2 according to a second embodiment of the present invention.
FIG. 2 is a configuration diagram illustrating a schematic configuration of a second embodiment.

FIG. 22 is a configuration diagram illustrating a schematic configuration of a vehicle incorporating the power output device 220 of the second embodiment.

FIG. 23 is a graph for explaining the operation principle of the power output device 220 of the second embodiment.

FIG. 24 is a flowchart illustrating an output energy calculation routine executed by the control device 280 of the second embodiment.

FIG. 25 is a flowchart illustrating the first half of an engine start control routine executed by the control device 280 of the second embodiment.

FIG. 26 is a flowchart illustrating the second half of the engine start control routine executed by the control device 280 of the second embodiment.

FIG. 27 is a flowchart illustrating a clutch motor control routine executed by the control device 280 of the second embodiment.

FIG. 28 is a flowchart illustrating an assist motor control routine executed by the control device 280 of the second embodiment.

FIG. 29 is a timing chart illustrating a state at the time of starting the engine 250 according to the second embodiment.

FIG. 30 is a flowchart illustrating an engine stop control routine executed by the control device 280 of the second embodiment.

FIG. 31 is a timing chart illustrating a state when the operation of the engine 250 is stopped in the second embodiment.

FIG. 32 shows a power output device 220A according to a modification of the second embodiment.
1 is a configuration diagram illustrating a schematic configuration of FIG.

FIG. 33 shows a power output device 220B as a specific example when the power output device 220 of the second embodiment is applied to a four-wheel drive vehicle.
FIG. 1 is a configuration diagram illustrating a schematic configuration of a vehicle incorporating a vehicle.

FIG. 34 is a configuration diagram illustrating a schematic configuration of a power output device 310 of a modified example.

FIG. 35 is a flowchart illustrating the first half of an engine start control routine executed by a power output device 310 according to a modification.

FIG. 36 is a flowchart illustrating the second half of the engine start control routine executed by the power output device 310 of the modified example.

FIG. 37 is a graph showing an example of a relationship between a counter C and a torque Te output from an engine EG.

FIG. 38 is a timing chart illustrating a state when starting engine EG in power output device 310 of the modification.

FIG. 39 is a flowchart illustrating an engine stop control routine executed by a power output device according to a modification.

FIG. 40 is a timing chart illustrating a state when operation of engine EG is stopped in power output device 310 of the modification.

[Explanation of symbols]

 110 power output device 111 power transmission gear 112 drive shaft 114 differential gear 115 case 116, 118 drive wheel 117, 119 drive wheel 120 planetary gear 121 sun gear 122 ring gear 123 planetary pinion gear 124 planetary carrier 125 sun gear shaft 126 ring gear shaft 128 power take-off gear 129 chain belt 132 rotor 133 stator 134 three-phase coil 135 permanent magnet 139 resolver 142 rotor 143 stator 144 three-phase coil 145 permanent magnet 149 ... Resolver 150 ... Engine 151 ... Fuel injection valve 152 ... Intake valve 153 ... Opening / closing timing changing mechanism 154 ... Combustion chamber 155 ... Piston 156 ... Crank shaft 158 ... Igniter 160 Distributor 162 Spark plug 164 Accelerator pedal 164a Accelerator pedal position sensor 165 Brake pedal 165a Brake pedal position sensor 166 Throttle valve 167 Throttle valve position sensor 168 Actuator 170 EFI ECU 172 Intake pipe negative pressure sensor 173 camshaft position sensor 174 water temperature sensor 176 rotation speed sensor 178 rotation angle sensor 179 starter switch 180 control device 182 shift lever 184 shift position sensor 190 control CPU 190 a RAM 190 b ROM 191 1 drive circuit 192 ... second drive circuit 194 ... battery 195,196 ... current detector 197,198 ... current detector 1 9 ... Remaining capacity detector 220 ... Power output device 222 ... Drive shaft 223 ... Gear 224 ... Differential gear 226,228 ... Drive wheel 227,229 ... Drive wheel 230 ... Clutch motor 232 ... Outer rotor 234 ... Inner rotor 235 ... Permanent magnet 236 ... Three-phase coil 238 Slip ring 238 a Rotating ring 238 b Brush 239 Resolver 240 Assist motor 242 Rotor 243 Stator 244 Three-phase coil 245 Case 246 Permanent magnet 248 Resolver 249 Bearing 250 Engine 251 Fuel injection valve 252 intake valve 256 crankshaft 260 distributor 262 ignition plug 264 accelerator pedal 265 brake pedal 264a accelerator pedal position sensor 2 5a Brake position sensor 266 Throttle valve 270 EFI ECU 278 Rotation angle sensor 280 Control device 284 Shift position sensor 290 Control CPU 290a RAM 290b ROM 291 First drive circuit 292 Second drive circuit 294 ... Battery 295,296 ... Current detector 297,298 ... Current detector 299 ... Remaining capacity detector 310 ... Power output device AH ... Drive wheel BT ... Battery CC ... Vehicle controller CL ... Clutch CS ... Crankshaft DG ... Differential gear DS: drive shaft EG: engine L1, L2: power supply line MG1: motor MG2: motor MG3: motor Tr1 to Tr6: transistor Tr11 to Tr16: transistor

──────────────────────────────────────────────────続 き Continuation of the front page (72) Inventor Kenichi Nagase 1-1-1, Showa-cho, Kariya-shi, Aichi Pref. Denso Co., Ltd. (56) References JP-A-8-193331 (JP, A) JP-A-8-232817 (JP, A) JP-A 8-28313 (JP, A) JP-A 8-135546 (JP, A) JP-A 5-131858 (JP, A) (58) Fields investigated (Int. Cl. ⁷⁾ , DB name) F02D 29/00-29/06 B60K 6/02 B60L 11/00-11/14 F02N 11/04 F02N 11/08

Claims (12)

(57) [Claims] 1. A power output device comprising an internal combustion engine capable of outputting power to a drive shaft and an electric motor, a required power setting means for setting a required power to be output to the drive shaft, a target power setting means for setting a target power to be output from the internal combustion engine based on the power, when the target power setting means sets the target power of the non-zero value when the internal combustion engine is stopped, the target Movement
The internal combustion engine at a control rotational speed determined according to the set value of the force.
While rotating the engine, the internal combustion engine is started so that the output torque is reduced in a state where torque can be output to the drive shaft, and the internal combustion engine is maintained at the control rotation speed.
And the internal combustion engine operation control means for power output from the internal combustion engine is gradually controls the operation of the internal combustion engine so as to be the target power while the with the starting of the internal combustion engine by said engine operation control means The drive control of the electric motor is performed so as to cancel the fluctuation of the torque output to the drive shaft, and the deviation between the power output from the internal combustion engine and the required power by the operation control of the internal combustion engine by the internal combustion engine operation control means. A motor drive control means for controlling the drive of the motor so that power is output from the motor. 2. The internal combustion engine operation control means adjusts an opening degree of a throttle valve for adjusting an amount of intake air to the internal combustion engine by a predetermined value at which a torque output from the internal combustion engine becomes small when the internal combustion engine is started. 2. The power output device according to claim 1, wherein the power output device is means for controlling the opening to be an opening corresponding to the target power gradually after the internal combustion engine is started. 3. The internal combustion engine operation control means sets the ignition timing of the internal combustion engine to a predetermined ignition timing on the retard side within a flammable range when the internal combustion engine is started, and gradually sets the ignition timing after the internal combustion engine is started. 3. The power output device according to claim 1, wherein the power output device is a means for advancing the ignition timing so that the ignition timing becomes optimum. 4. The internal combustion engine operation control means sets an opening / closing timing of an intake valve of the internal combustion engine to a predetermined opening / closing timing on a retard side within an operable range when the internal combustion engine is started. The power output device according to any one of claims 1 to 3, further comprising a means for gradually advancing the timing so that an optimal opening / closing timing is obtained thereafter. 5. The internal combustion engine operation control means sets an air-fuel ratio of the internal combustion engine to a predetermined ratio on a lean side within a flammable range when the internal combustion engine is started, and gradually optimizes the air-fuel ratio after the internal combustion engine is started. 5. The power output device according to claim 1, wherein the power output device is means for controlling a fuel injection amount so as to obtain an air-fuel ratio. 6. A power output device comprising: an internal combustion engine capable of outputting power to a drive shaft; and an electric motor, a required power setting means for setting a required power to be output to the drive shaft; Target power setting means for setting a target power to be output from the internal combustion engine based on power; and when the target power setting means sets a target power value of 0 while the internal combustion engine is operating, the internal combustion engine Times
While the rotation speed is kept substantially constant, the operation of the internal combustion engine is controlled so that the output torque gradually decreases in a state where the torque can be output to the drive shaft, and the operation state of the internal combustion engine is output. Internal combustion engine operation control means for stopping the operation of the internal combustion engine when the torque of the internal combustion engine reaches a predetermined state where the torque becomes a small value, and output from the internal combustion engine by operation control of the internal combustion engine by the internal combustion engine operation control means The electric motor is drive-controlled so that the power of the difference between the power and the required power is output from the electric motor, and the electric motor is driven so as to cancel the fluctuation of the torque output to the drive shaft with the stop of the internal combustion engine. A power output device comprising: a motor drive control unit for performing drive control. 7. The internal combustion engine operation control means outputs an opening degree of a throttle valve for adjusting an amount of intake air to the internal combustion engine from the opening degree immediately before the target power is set from the internal combustion engine. 7. The power output device according to claim 6, wherein the power output device is means for controlling the opening degree to be a predetermined degree at which the applied torque is reduced. 8. The internal combustion engine operation control means is means for gradually retarding the ignition timing of the internal combustion engine from an optimum ignition timing to a predetermined ignition timing on a retard side within a flammable range. Item 8. The power output device according to Item 6 or 7. 9. The internal combustion engine operation control means for delaying the opening / closing timing of an intake valve of the internal combustion engine from an optimal opening / closing timing to a predetermined opening / closing timing on a retard side within an operable range. The power output device according to any one of claims 6 to 8. 10. The internal combustion engine operation control means is means for controlling a fuel injection amount such that the air-fuel ratio of the internal combustion engine gradually becomes a predetermined ratio on the lean side within a combustible range from an optimum air-fuel ratio. A power output device according to any one of claims 6 to 9. 11. The power output device according to claim 1, wherein a first rotor connected to an output shaft of the internal combustion engine and a first rotor connected to the drive shaft are provided. And a second rotor rotatable relative to each other, and exchanges power between an output shaft of the internal combustion engine and the drive shaft via an electromagnetic coupling between the two rotors. A counter-rotor motor that regenerates or consumes electric power based on a rotation difference between the rotors, wherein the internal combustion engine operation control means controls the counter-rotor motor so that the internal combustion engine is in a rotation state capable of outputting torque to the drive shaft. A power output device comprising a paired rotor motor drive control means for performing drive control. 12. The power output device according to claim 1, further comprising a rotating shaft, wherein the second power output device exchanges power with the rotating shaft.
And three motors respectively coupled to the drive shaft, the output shaft of the internal combustion engine, and the rotary shaft. When power is input / output to any two of the three shafts, Three-axis power input / output means for inputting / outputting power determined based on the output power to the remaining one axis, wherein the internal combustion engine operation control means is configured to rotate the internal combustion engine to output torque to the drive shaft. A power output device comprising second motor drive control means for driving and controlling the second motor so as to be in a state.