JP3452055B2 - Power output device and internal combustion engine control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To overcome the problem of a prior art such that a shock has occurred in a transitory step when a loaded operation for power generation is shifted to an unloaded operation for idling or motoring and the like in a hybrid automobile. SOLUTION: In a power-output device of a hybrid type wherein a generator is mechanically connected to an engine, output torque of the generator is controlled so as not to rapidly change in a transitory step when a loaded operation is shifted to an unloaded operation. As one of methods, the minimum number of revolutions of an internal-combustion engine in a state of a loaded operation is set larger than that of an unloaded operation with about 200 rpm. Thereby, the number of revolutions of the engine in a state of the loaded operation is allowed to smoothly change to the number of revolutions of the engine in a state of the unloaded operation. Thanks to this change, a rapid change of torque of a generator PI-controlled based on the number of revolutions of the engine can be suppressed, and then, a shock caused by the rapid change of the torque can be also reduced.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power output device and an internal combustion engine control device having an internal combustion engine and a motor generator mechanically coupled to the internal combustion engine and capable of applying a significant load to the internal combustion engine.

[0002]

2. Description of the Related Art In recent years, as a power output device in which a motor generator capable of giving a significant load torque to an internal combustion engine is mechanically coupled, a hybrid power output device including an internal combustion engine and a motor generator has been proposed. Has been done. Hybrid power output devices are roughly classified into series hybrid power output devices and parallel hybrid power output devices. In the series / hybrid power output device, the power of the internal combustion engine is not directly transmitted to the drive shaft,
That is, the power output from the internal combustion engine is generated by a motor generator mechanically coupled to the internal combustion engine and extracted in the form of electric power. The parallel hybrid type power output device transmits both the power of the internal combustion engine and the power of the electric motor to the drive shaft. The parallel hybrid type power output device divides the power output from the internal combustion engine into the power transmitted to the drive shaft and the power transmitted to the motor generator, and outputs the power generated by the motor generator. There is one that outputs the required power to the drive shaft by driving the second electric motor connected to the drive shaft by using the drive motor.

In such a hybrid type power output device, the operating state of the internal combustion engine is controlled not only by parameters specific to the internal combustion engine, such as the fuel supply amount, but also by the load torque and rotation speed of the electric motor connected to the internal combustion engine. To be done. Also, since the power of the motor generator can be output from the drive shaft, even when there is an output request from the drive shaft,
The internal combustion engine is stopped, is in a so-called idle operation, or is in a motoring state in which it is forcibly rotated by a motor generator.

[0004]

However, when such a hybrid type power output device is operated in various states, the internal combustion engine is loaded with a motor generator and is operated under no load without the load. In the transitional period in which the operating state is entered, a shocking vibration, that is, a shock, may occur for a relatively short time. Such a shock may be felt by an occupant when a hybrid power output device is installed in a vehicle, and may impair the so-called riding comfort.

Further, in a parallel hybrid type power output device using a gear as a mechanism for distributing power, gear rattle (hereinafter referred to as rattling noise) may occur in the gear portion during the above-described transition period. . Since the hybrid type power output device has been proposed relatively recently, such a problem has not been pointed out in the past.

The present invention has been made to solve at least a part of the above-mentioned problems, and a shock in a transition period in which an internal combustion engine shifts from a load operating state in which a load is applied by a motor generator to a no-load operating state without the load, An object of the present invention is to provide a hybrid type power output device and an internal combustion engine control device that prevent noise.

[0007]

Means for Solving the Problems and Their Actions / Effects In order to solve at least some of the above problems, the present invention has the following configurations. The power output apparatus of the present invention includes an internal combustion engine, a motor generator that is mechanically coupled to the internal combustion engine and can apply a significant load to the internal combustion engine, a drive shaft for outputting power, and the drive shaft. It is also possible to have a second motor / generator coupled thereto and use only the second motor / generator as a drive source, or use both the internal combustion engine and the second motor / generator as a drive source. A power output device capable of changing the rate of change of the output torque of the motor generator during a transition period in which the internal combustion engine in a load operating state under load by the motor generator shifts to a no-load operating state without the load. The gist of the present invention is to provide a torque fluctuation suppressing unit that suppresses the internal combustion engine and the motor generator to a predetermined value or less by controlling them.

According to this power output apparatus, the torque fluctuation suppressing means causes the output torque of the motor generator mechanically coupled to the internal combustion engine when the internal combustion engine shifts from the load operating state to the no load operating state. Can be suppressed, and the shock can be reduced. In order to make such an invention, it was necessary to clarify the cause of the shock that occurred when the internal combustion engine transitioned from the load operating state to the no-load operating state in the conventional hybrid power output device.

In the hybrid power output device, the rotation speed of the internal combustion engine is controlled by controlling the load of the motor generator mechanically coupled to the internal combustion engine. That is, when the internal combustion engine of the hybrid power output device is in the load operating state, a negative torque is output by the motor generator so that the internal combustion engine rotates at a predetermined rotation speed, and the engine is in the no-load operating state. On the contrary, in some cases, a value 0 or positive torque is output by the motor generator. The output torque of the motor generator is controlled by so-called feedback control so that the rotation speed of the internal combustion engine becomes a predetermined rotation speed. On the other hand, the internal combustion engine is controlled in fuel injection amount and other parameters so as to output the required power.

Now, consider a transition period in which the internal combustion engine shifts from a load operating state to a no-load operating state. In the load operating state, the internal combustion engine is required to output a predetermined power, but when shifting to the no-load operating state, the required power to the internal combustion engine is reduced. At this time, since the motor generator is feedback-controlled, the output torque does not change even if the required power of the internal combustion engine changes, and the output torque in the load operating state, that is, the negative torque is output. continuing. Therefore, the rotational speed of the internal combustion engine is reduced by the negative torque generated by the motor generator. When the reduced rotation speed becomes lower than the target rotation speed in the no-load operation state, the motor generator outputs a positive torque by the feedback control to try to increase the rotation speed of the internal combustion engine. As a result, the output torque of the motor generator fluctuates greatly from a negative value to a value 0 or a positive torque value. Since the hybrid power output device has a larger motor generator than the conventional power output device that uses only the internal combustion engine as a power source, such torque fluctuation causes a shock. The above phenomenon is prominent when the power output device is operating in a load operating state at a rotational speed close to the target rotational speed in a no-load operating state.

Conventionally, no such phenomenon has been reported for a hybrid type power output device, and analysis of the above cause has not been made. The present applicant invented the power output device based on the elucidation of the cause. The power output apparatus reduces the shock by suppressing the fluctuation of the output torque of the motor generator when the internal combustion engine shifts from the load operating state to the no-load operating state.

Various means for suppressing the fluctuation of the output torque of the motor generator can be considered. For example, in the transition period, the output torque may be gradually changed according to a given torque change without feedback control of the motor generator, or the torque command value determined by the feed back control is smoothed. Therefore, the fluctuation of the output torque may be suppressed.

Further, in the power output apparatus, the torque fluctuation suppressing means controls the internal combustion engine and the motor generator in the load operating state to determine the minimum rotation speed of the internal combustion engine in the load operating state as described above. A means for maintaining the number of revolutions higher than the target number of revolutions in the unloaded operation state by a predetermined number of revolutions may be used.

In this case, a motor generator control means for feedback controlling the operation of the motor generator is provided,
The predetermined rotation speed in the torque fluctuation suppressing means is
It is desirable that the rotation speed be determined according to the decrease in the rotation speed of the internal combustion engine due to the control time delay of the motor generator.

According to such a power output device, the minimum rotation speed of the internal combustion engine in the load operating state is maintained at a rotation speed higher than the rotation speed in the no-load operating state by a predetermined number of rotations, so that the operation shifts to the no-load operating state. In this case, the required power to the internal combustion engine is reduced, and even after the rotational speed is reduced, the target rotational speed in the no-load operation state will not be greatly reduced. Therefore, it is not necessary to suddenly change the output torque of the motor generator from negative torque to positive torque in order to increase the rotation speed of the internal combustion engine, and the shock is reduced.

Further, the power output device includes a drive shaft for outputting power, and a second drive shaft for applying torque to the drive shaft.
The second motor control means for controlling the torque output from the second electric motor so that the torque output from the drive shaft matches the required torque, and the operation of the motor generator. A motor generator control unit for performing feedback control at a response speed slower than the response speed by the second electric motor control unit may be provided.

According to this power output device, since the torque output from the second electric motor is controlled so that the torque output from the drive shaft matches the required torque, it is mechanically coupled to the internal combustion engine. Even if the output torque of the generated motor generator fluctuates, the fluctuation can be canceled by the second electric motor, and the shock can be reduced. For this purpose, the torque output from the second electric motor needs to change sufficiently in accordance with the torque fluctuation of the motor generator. Therefore, in the above invention, the response speed of the motor generator is changed to that of the second electric motor. By making it slower than the response speed in control, it is possible to cancel the torque fluctuation.

Further, the power output apparatus described above includes a drive shaft for outputting power, a first rotary shaft connected to the output shaft of the internal combustion engine, and a second rotary shaft connected to the drive shaft. And a third rotating shaft coupled to the rotating shaft of the motor generator, and when the number of rotations of any two rotating shafts of the three rotating shafts and the torque input to or output from them are determined. A three-axis power input / output means for determining the rotational speed of the remaining rotary shaft and the torque input to and output from the rotary shaft based on the determined rotational speed and torque, and a third shaft connected to the drive shaft. The torque and the rotational speed output from the motor generator of No. 2 and the internal combustion engine are converted through the exchange of electric power with the motor generator and the second motor generator to obtain the torque and the rotational speed required for the drive shaft. Equipped with control means to output It may be as shall.

In such a power output device, the internal combustion engine, the motor generator, and the second motor generator are all mechanically coupled to the drive shaft via the three-axis power input / output means, and the motor generator Since the torque fluctuation of 1 is easily transmitted directly to the drive shaft, the effect of reducing the shock by suppressing the torque fluctuation is conspicuous. Further, in the mechanically coupled three-axis power input / output means, when a specific condition is satisfied between the torques input to the respective shafts, the three-axis power input / output means are connected between the respective members constituting the three-axis power input / output means. It is empirically known that noise (hereinafter referred to as rattling noise) that is considered to be caused by the collision of the vehicle is generated. Although the mechanism of rattling noise has not been completely clarified, it has been empirically confirmed that a sudden change in the torque input to each axis is one of the causes. Since the present invention can suppress the torque fluctuation of the motor generator, there is an effect that such rattling noise can be reduced.

The internal combustion engine controller according to the present invention outputs the power to the internal combustion engine, the electric motor mechanically coupled to the internal combustion engine to apply a significant load to the internal combustion engine, and the drive shaft other than the internal combustion engine. A device for controlling the operation of an internal combustion engine in a hybrid type power output device including a power source, wherein the minimum rotation speed of the internal combustion engine in a load operating state with a load applied by the electric motor is a no load without the load. The gist of the present invention is to provide means for maintaining a rotational speed that is higher than the rotational speed in the operating state by a predetermined rotational speed.

According to the internal combustion engine control device, the shock can be reduced in the transitional period when the internal combustion engine shifts from the load operating state to the no-load operating state, like the first power output device. Further, according to the same principle, the shock can be reduced even in the transition period when the internal combustion engine shifts from the no-load operation state to the load operation state.

[0022]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below based on Examples. (1) Configuration of Embodiment First, the configuration of the embodiment will be described with reference to FIG. FIG. 1 is an explanatory diagram showing a schematic configuration of a hybrid vehicle equipped with the power output apparatus of this embodiment.

The structure of this hybrid vehicle is
It includes a power system that generates a driving force, a control system for the driving system, a power transmission system that transmits the driving force from the driving source to the driving wheels 116 and 118, and a driving operation unit. In addition, the power system includes a system including the engine 150 and the motor MG.
1 and MG2, and the control system is
An electronic control unit (hereinafter referred to as EFIECU) 170 for mainly controlling the operation of the engine 150, and a control unit 19 for mainly controlling the operation of the motors MG1, MG2.
0, and various sensor units for detecting and inputting / outputting signals necessary for the EFIECU 170 and the control unit 190. Although the internal configurations of the EFIECU 170 and the control unit 190 are not shown, they are one-chip microcomputers each having a CPU, a ROM, a RAM, etc., and the CPU is described below according to a program recorded in the ROM. It is configured to perform the various control processes shown.

The engine 150 sucks a mixture of air sucked from the suction port 200 and gasoline injected from the fuel injection valve 151 into the combustion chamber 152, and cranks the movement of the piston 154 pushed down by the explosion of the mixture. It is converted into the rotational movement of the shaft 156. This explosion occurs when the air-fuel mixture is ignited and burned by the electric spark formed by the ignition plug 162 by the high voltage introduced from the igniter 158 through the distributor 160.
The exhaust gas generated by the combustion is discharged into the atmosphere through the exhaust port 202.

The operation of the engine 150 is performed by the EFIECU1.
It is controlled by 70. The control of the engine 150 performed by the EFIECU 170 includes ignition timing control of the spark plug 162 according to the rotation speed of the engine 150, fuel injection amount control according to the intake air amount, and the like. Engine 150
In order to enable the above control, various sensors indicating the operating state of the engine 150 are connected to the EFIECU 170. For example, a rotation speed sensor 176 and a rotation angle sensor 178 provided on the distributor 160 for detecting the rotation speed and the rotation angle of the crankshaft 156. In addition to this, the EFIECU 170 is also connected to a starter switch 179 for detecting the state ST of the ignition key, but other sensors and switches are not shown.

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

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

These motors MG1 and MG2 are electrically connected to the battery 194 and the control unit 190 via the first and second drive circuits 191 and 192 containing a plurality of switching transistors. From the control unit 190, the first and second drive circuits 1
Control signals for driving the six transistors, which are switching elements provided in 91 and 192, are output. The six transistors in each of the drive circuits 191 and 192 constitute a transistor inverter by arranging two transistors in pairs so as to be on the source side and the sink side. When the control unit 190 sequentially controls the ON time ratio of the source side and sink side transistors by a control signal and the current flowing in each phase of the three-phase coil is converted into a pseudo sine wave by PWM control, the three-phase coil causes , A rotating magnetic field is formed, and these motors MG1 and MG2 are driven.

Various sensors and switches are electrically connected to the control unit 190 in order to enable control of the operating state of the hybrid vehicle including control of the motors MG1 and MG2. The sensors and switches connected to the control unit 190 include an accelerator pedal position sensor 164a, a brake pedal position sensor 165a, a shift position sensor 184, a water temperature sensor 174, and a remaining capacity detector 199 of the battery 194. The control unit 190 inputs various signals from the driving operation unit and the remaining capacity of the battery 194 through these sensors, and also controls the engine 150.
Various information is exchanged with the IECU 170 by communication. As various signals from the operation unit,
Specifically, the accelerator pedal position sensor 164a
Accelerator pedal position (accelerator pedal depression amount) AP, brake pedal position sensor 165a
From the shift position sensor 184 and the shift position SP from the shift position sensor 184. The remaining capacity of the battery 194 is detected by the remaining capacity detector 199. The remaining capacity detector 199 detects the remaining capacity by measuring the specific gravity of the electrolytic solution of the battery 194 or the weight of the entire battery 194, or calculates the remaining current capacity by calculating the charging / discharging current value and time. There are known ones that detect the remaining capacity, one that detects the remaining capacity by instantaneously short-circuiting the terminals of the battery 194 and flowing a current to measure the internal resistance.

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

A power take-out gear 128 for taking out power is provided in the ring gear 122, the ring gear 122 and the motor MG.
It is connected at a position between 1 and 1. This power take-out gear 1
28 is a power transmission gear 11 by a chain belt 129.
The power is transmitted between the power take-out gear 128 and the power transmission gear 111. The power transmission gear 111 is connected to the left and right drive wheels 116 and 118 via a differential gear 114 so that power can be transmitted to them.

Here, the crankshaft 156 and the planetary carrier shaft 1 are combined with the structure of the planetary gear 120.
27, the sun gear shaft 125, which is the rotation shaft of the motor MG1,
The coupling of ring gear shaft 126, which is the rotation shaft of MG2, will be described. The planetary gear 120 is the sun gear 12.
1, two coaxial gears, the ring gear 122, and a plurality of planetary pinion gears 123 arranged between the sun gear 121 and the ring gear 122 and revolving around the outer periphery of the sun gear 121 while revolving. The sun gear 121 is connected to the motor MG1 via a hollow sun gear shaft 125 which is penetrated by the planetary carrier shaft 127 at the center thereof.
Is coupled to the rotor 132 of the motor MG2, and the ring gear 122 is coupled to the rotor 142 of the motor MG2 via the ring gear shaft 126. In addition, the planetary pinion gear 123
Is coupled to a planetary carrier shaft 127 via a planetary carrier 124 that rotatably supports the rotation shaft, and the planetary carrier shaft 127 is coupled to a crankshaft 156. As is well known in the mechanics, the planetary gear 120 includes the sun gear shaft 125 and the ring gear shaft 1 described above.
26 and planetary carrier shaft 127, the rotational speed of any two shafts and the torque input / output to / from these shafts are determined, and the rotational speed of the remaining one shaft and input / output to / from the rotary shaft. It has the property that the torque is determined.

(2) General Operation Next, a general operation of the hybrid vehicle of this embodiment will be briefly described. The hybrid vehicle having the above-described configuration outputs the power corresponding to the required power to be output to the drive shaft 112 from the engine 150 during normal traveling, and the output power is torque converted as follows to the drive shaft 112. It is transmitted. For torque conversion, for example, drive shaft 1
When the crankshaft 156 of the engine 150 is rotating at a high rotation speed and a low torque with respect to the required rotation speed and the required torque to be output from the engine 12,
A part of the power output by 0 is recovered as electric power by the motor MG1, and the motor MG2 is driven by the electric power. Specifically, first, the power output from the engine 150 is transmitted from the planetary gear 120 to the sun gear shaft 125.
The power transmitted to the motor MG1 coupled to the motor MG1 and the power transmitted to the drive shaft 112 via the ring gear shaft 126 are distributed. This power distribution is performed under the condition that the rotation speed of the ring gear shaft 126 matches the required rotation speed. The power transmitted to the sun gear shaft 125 is the motor MG.
It is regenerated as electric power by 1. On the other hand, torque is applied to the ring gear shaft 126 by driving the motor MG2 coupled to the ring gear shaft 126 using this electric power. This torque addition is performed so that the required torque is output to the drive shaft 112. Thus, by adjusting the power exchanged in the form of electric power via the motors MG1 and MG2, the power output from the engine 150 can be output from the drive shaft 112 as a desired rotation speed and torque.

On the contrary, when the crankshaft 156 of the engine 150 is rotating at a low rotational speed and a high torque with respect to the required rotational speed and the required torque to be output from the drive shaft 112, the engine 150 outputs it. The electric power is recovered by the motor MG2 for a part of the motive power, and the electric motor drives the motor MG1.

Based on such an operating principle, the hybrid vehicle can run using only the motor MG2 as a drive source, or can run using both the engine 150 and the motor MG2 as a drive source. Specifically, the hybrid vehicle stops the operation of the engine 150 and travels only by the motor MG2 when the engine power is not required during deceleration or downhill, and during initial acceleration. During normal driving, the motor M is used while the engine 150 is the main drive source.
It also runs using the power of G2. When traveling with both the engine 150 and the motor MG2 as driving sources, the engine 150 can be driven at an efficient operating point according to the required torque and the torque that can be generated by the motor MG2, and therefore only the engine 150 is driven. It excels in resource saving and exhaust gas purification compared to the source vehicle. On the other hand, since the rotation of the crankshaft 156 can be transmitted to the motor MG1 via the planetary carrier shaft 127 and the sun gear shaft 125, it is possible to travel while generating power by the motor MG1 by operating the engine 150.

In the hybrid vehicle of this embodiment,
Planetary gear 12 used in the torque conversion
Due to the mechanical limitation on the rotational speed of 0, the operable rotational speed of the engine 150 is limited according to the vehicle speed, as shown in FIG. The reason why such limitation exists is as follows. Regarding planetary gear 120, sun gear 1
21 and the gear ratio of the ring gear 122 (the number of teeth of the sun gear / the number of teeth of the ring gear) are ρ, the rotation speed Ns of the sun gear shaft 125, the rotation speed Nc of the planetary carrier shaft 127,
It is generally known that the relationship of the following expression (1) is established between the rotation speeds Nr of the ring gear shaft 126. In this embodiment, the rotation speed Nr of the ring gear shaft 126 is a parameter equivalent to the vehicle speed, and the rotation speed Nc of the planetary carrier shaft 127 is a parameter equivalent to the rotation speed of the engine 150.

Since the rotation speed of the sun gear shaft 125 has a mechanical limit value, the maximum rotation speed Nc of the planetary carrier shaft 127 is below this limit value.
Changes depending on the rotation speed Nr, and is smallest when the rotation speed Nr is 0, and increases as the rotation speed Nr increases. For this reason, the rotation speed limit value of the engine 150 changes according to the vehicle speed. As shown in FIG. 2, the upper limit value of the usable range of the engine speed gradually increases according to the vehicle speed. On the other hand, above a certain vehicle speed, the lower limit value of the engine speed appears for the same reason as above.

(3) Torque Control Processing Next, the torque control processing in this embodiment will be described. The torque control process is performed so that power having the required torque and rotational speed is output from the drive shaft 112.
This refers to the process of controlling engine 150 and motors MG1 and MG2. FIG. 3 shows a flowchart of the torque control process in this embodiment. This routine is repeatedly executed by the CPU (hereinafter simply referred to as CPU) in the control unit 190 at predetermined time intervals by a timer interrupt.

When the torque control processing routine is started,
The CPU executes the process of setting the required power of the engine 150 (step S100). This process will be described with reference to the flowchart shown in FIG.

In the engine required power setting processing routine,
The CPU calculates the required power Pe of the engine 150 from the sum of the power spacc required for traveling, the power spchg required for charging / discharging, and the power spac required for the auxiliary machine (step S105). The power spacc required for traveling is determined by the speed of the vehicle and the amount of accelerator depression. Power spch required for charging and discharging
g is determined by the remaining capacity of the battery 194. The power spac required by the auxiliary equipment is, for example, the power required to use an air conditioner or the like. In addition,
Although not shown in the flow chart, in order to calculate each of these powers, the CPU calculates the vehicle speed and the accelerator position A.
P and the like are read by the various sensors shown in FIG.

After the required power of the engine 150 is set in this way, the CPU determines whether or not there is a request for starting the engine 150 (step S110). As described above, the hybrid vehicle of the present embodiment can travel even when the engine 150 is stopped. The start request is a request for shifting from the state in which the engine 150 is stopped to the operating state, that is, the state in which the injected fuel is burned to output power. In the hybrid vehicle of this embodiment, when the vehicle is running at a relatively low speed at the beginning, the engine 150 is stopped and the motor MG2 is started.
Since the vehicle is traveling with the output torque of, the request for starting the engine 150 is issued, for example, when the vehicle speed increases and the operation of the engine 150 becomes necessary. If there is an engine start request here, the engine 1 in the stopped state
This includes both a case where there is a request to shift 50 to the operating state and a case where the engine 150 is under start control.

If there is no request to start the engine 150, it is next determined whether or not there is a power generation request (step S).
115). A power generation request is made by using the power of the engine 150 when the remaining capacity of the battery 194 decreases.
Generated at 1 and issued to charge battery 194. Note that the case where there is a power generation request includes both a case where it is necessary to start power generation due to a decrease in the remaining capacity of the battery 194, and a case where power generation that has already started is continued.

When there is no power generation request, the engine 150
Means that it does not need to output power,
The value 0 is substituted for the required power Pe. In this case, for example, the power spacc required for traveling is supplied from the battery 194 in the form of electric power.

On the other hand, when there is one of the request for starting the engine 150 (step S110) and the request for power generation (step S115), the value of the required power Pe calculated in step S105 is used as it is in the subsequent processing. To be done. However, when the required power Pe is equal to or less than the value 1, the value 1 is substituted and the minimum value of the required power Pe is corrected to be larger than 1 (step S125). In the hybrid vehicle of this embodiment, the lower limit value is set in the engine control process (step S70 in FIG. 3) described later.
In 0), when the required power Pe of the engine 150 is equal to or less than the value 1, it is set to perform the control to stop the engine 150 because it is not necessary to continue the operation of the engine 150, and this is avoided. Only because it is necessary. If it is determined that the engine 150 is stopped under another condition, it is not necessary to set the lower limit value of the required power Pe.

The engine 15 set by the above processing
For the required power of 0, the CPU executes a gradual change process (step S130). In order to stably operate the engine 150, the change in the required power Pe is EFIEC
This is because the control of the engine 150 by U170 needs to be changed within a range that can be followed. In the slow change process,
The CPU reads the required power value at the time of executing this routine in the previous cycle from the memory in the control unit 190, and makes a request so that the difference from the required power value Pe set in the current cycle falls within a predetermined range. A process of correcting the power value Pe is executed.

After setting the required power of the engine 150 in this way, the CPU determines the target rotational speed neta of the engine 150.
g is set (step S200 in FIG. 3). This process will be described with reference to the flowchart shown in FIG.

In the target speed setting processing routine of the engine 150, the CPU first requests the required power P of the engine 150.
e is read (step S205). This value is a value set by the engine required power setting processing routine (FIG. 4) described above.

Next, it is determined whether the engine 150 is in the idling operation state (step S210). Here, the idling operation state refers to a state in which the engine 150 is rotating without outputting significant power or being driven by the power of the motor MG1 or the like. Such an operating state occurs, for example, when the engine 150 needs to be warmed up. Note that step S210
Then, it is determined whether or not a condition for operating the engine 150 in an idling state is satisfied. When this condition is satisfied, it means that the engine 150 is already operating at idling, and thereafter it shifts to an idling state. Includes when to do it.

When the engine 150 is not in the idling operation state, the CPU determines whether the engine 150 is in the motoring state (step S215). The motoring state refers to the case where the crankshaft 156 of the engine 150 is forcibly rotated by the torque of the motor MG1 or the motor MG2. In such an operating state, for example, when the battery 194 may be overcharged and power is consumed by motoring the engine 150, or when the engine 150 is warmed up by pre-motoring before starting the engine 150. Etc. The idling operation state and the motoring state both correspond to an operation state in which no load is applied to the engine 150, and hence both are collectively referred to as a no-load operation state. On the other hand, in other operating states, some load is applied to the engine 150, and thus it is called a load operating state.

When the engine is in the no-load operation state, that is, in either the idling operation state (step S210) or the motoring state (step S215), the CPU sets the target rotational speed netag of the engine 150 to 1000 rpm ( Step S225). The target rotation speed of 1000 rpm is a value determined based on the minimum rotation speed at which the engine 150 can stably operate.

On the other hand, when none of the above operating conditions is met, that is, when the operating condition is under load, the CPU refers to the target rotational speed setting table on the basis of the required power Pe, and thereby the target rotational speed of the engine 150. Netag is set (step S220). FIG. 6 shows the engine 15
It is a graph showing an example of the relation between 0 required power Pe (kW) and target number of rotations (rpm). Actually, since this graph is made into a table and stored in the ROM in the control unit 190, in step S220, the required power P
The target rotation speed ne of the engine 150 is read by reading out the table based on e and performing interpolation calculation as necessary.
The tag is set.

Now, the graph of FIG. 6 will be described. As is clear from FIG. 6, the required power is 1 to 9 in this embodiment.
Until then, the target rotation speed is set to a constant value of 1200 rpm. This value is the target rotation speed in the idling operation state and the motoring operation state, which is 1000.
Greater than rpm. In the region where the required power is 9 or more, the target rotation speed is set to increase according to the required power. In this portion, as described below, it is set by selecting a driving point at which the driving efficiency of the engine 150 is maximized.

FIG. 7 shows the relationship between the operating points of the engine 150 and the operating efficiency. Curve B in the figure indicates the engine 150.
Shows the limit values of the rotational speed and the torque that can be operated. Curves shown by α1%, α2%, etc. in FIG.
Each is an iso-efficiency line in which the efficiency of the engine 150 is constant, and shows that the efficiency decreases in the order of α1% and α2%. As shown in FIG. 7, the engine 150 has high efficiency at a relatively limited operating point, and the efficiency gradually decreases at operating points around the engine 150.

In FIG. 7, the curves indicated by C1-C1, C2-C2, and C3-C3 are curves in which the power output from the engine 150 is constant, and the operating point of the engine 150 is the required power. Depending on these curves will be selected. C1-C1, C2-C2, C3-C3
The required power is low in this order. For example, when the required rotation speed Nr and the required torque Tr are plotted on the curve C1-C1, the operating point of the engine 150 is A1 where the operating efficiency is highest on the curve C1-C1.
You will be choosing to a point. Similarly, the operating point is selected at the A2 point on the C2-C2 curve and at the A3 point on the C3-C3 curve. FIG. 8 shows the relationship between the rotation speed of the engine 150 and the operating efficiency on each curve. Note that the curves C1-C1 and the like exemplify the three lines in FIG. 7 for convenience of explanation, but are curves that can be drawn innumerably according to the required output, such as the operating point A1 of the engine 150. Are also innumerable. Engine 1
A curve drawn by connecting points 50 having high operation efficiency is curve A in FIG. 7, which is called an operation curve. Figure 6
In the graph of (1), a part of this operation curve is plotted on the horizontal axis of the required power and the vertical axis of the target rotation speed.

As is apparent from FIG. 7, when the engine 150 is operated at a driving point where the driving efficiency is high, if the required power is low, the target rotation speed is correspondingly low. In the case of the engine 150 of this embodiment, the minimum rotational speed at which stable operation is possible is 1000 rpm as described above,
If the operating efficiency of the engine 150 is prioritized, the required power Pe
The target rotation speed netag can also be set to include 1000 rpm, and becomes like L1 shown by the broken line in FIG. On the other hand, in this embodiment, the rotation speed is 1200 rpm as the lower limit, as indicated by L2 in FIG.

In FIG. 7, Ne3 = 1000 rpm,
Ne2 = 1200 rpm. When power equivalent to the curve C3-C3 is requested, if the target rotation speed of the engine 150 is 1000 rpm, the engine will be operated at point A3 in FIG. 7, and if the target rotation speed is 1200 rpm, it will be as shown in FIG. Since the vehicle will be operated at point A4, the lower limit of the target speed of the engine 150 is set to 12 as shown in FIG.
It can be seen that the setting of 00 rpm is disadvantageous in terms of the operating efficiency of the engine 150. The significance of intentionally making such a setting in this embodiment will be described later together with the effect of this embodiment.

Through the above processing, the target rotational speed netag is set according to the operating state of the engine 150. Next, the CPU executes a rotation speed limiting process for the target rotation speed netag (step S230). There are two types of rotation speed limiting processing.

The first limitation is that the engine 15 shown in FIG.
This is a rotation speed limit of 0. That is, as described above, the limit is generated according to the rotation speed of the ring gear shaft 126 based on the crankshaft 156 of the engine 150 being connected to the planetary gear 120. When the set target rotation speed netaa exceeds the limit value of FIG. 2, the CPU sets the target rotation speed netag so as to enter the limit.
Correct the value of.

The second limitation is the limitation by the rate of change of the target rotational speed netag. The limitation is provided because in order to stably operate the engine 150, the change in the target rotation speed needs to be changed within a range that the control of the engine 150 by the EFIECU 170 can follow. In the gradual change process, the CPU reads the target rotation speed when executing this routine in the previous cycle from the memory in the control unit 190, and the difference from the target rotation speed netag set in the current cycle falls within a predetermined range. A process of correcting the target rotation speed netag is executed so that the target rotation speed is settled.

After the target speed netag is set in this way, the CPU calculates the target torque of the engine 150 (step S300 in FIG. 3). The target torque Te is calculated by Te = Pe / netag using the previously set required power Pe and the target rotation speed netag. Through this process, the operating point of the engine 150, that is, the target rotation speed netag and the target torque Te are set.

Next, the target speed of the engine 150 net
The target rotation speed Ns of the sun gear shaft 125 is calculated based on ag (step S400). Planetary gear 12
Regarding 0, the rotation speed Nr of the ring gear shaft 126 is obtained from the required rotation speed of the drive shaft 112, and the rotation speed Nc of the planetary carrier shaft 127 is the target rotation speed netag of the engine 150. ) By substituting these various values into), the rotation speed Ns of the sun gear shaft
Is calculated by the following equation (2). Ns = netag + (netag−Nr) / ρ (2)

The control processing of the motor MG1 is performed based on the target rotation speed Ns of the sun gear shaft thus obtained (step S500). The control of the motor MG1 is performed by so-called PI control, and the target torque of the motor MG1 is set according to the deviation between the set target rotation speed Ns and the actual rotation speed of the sun gear shaft. When the target rotation speed Ns is higher than the actual rotation speed of the sun gear shaft, the target torque of the motor MG1 has a positive value, and when it is low, it has a negative value. Since a method of controlling the synchronous motor according to the set target torque and rotation speed is well known, its description is omitted here.

Similarly, the motor MG2 is also controlled by PI control (step S600). The rotation speed of the motor MG2 is determined by the required rotation speed of the drive shaft 112. Motor M
Similar to the case of G1, the target torque is set based on the target rotation speed and the actual rotation speed.

Next, the control process of the engine 150 is executed (step S700). The control process for operating the engine 150 at the set operation point is well known, and therefore the description thereof is omitted here. However, the engine 1 is actually
It is the EFIECU 170 that controls 50. Therefore, in the processing in step S700 in the torque control routine, the control unit 190 causes the EFIECU 170 to be operated.
A process of transmitting necessary information such as the operating point of the engine 150 is performed.

According to the power output apparatus described above, the sudden change of the output torque of the motor MG1 is suppressed in the transition period when the engine 150 shifts from the load operating state to the no-load operating state, and the shock in the transition period is reduced. be able to. Moreover, for this reason, it is not necessary to change the content of the torque control process depending on whether the operating state of the engine 150 is in the transition period. This state is shown in FIG.

FIG. 9 shows that the engine 150 undergoes a transitional period (section D2) from a load operating state (section D1 in FIG. 9).
Motor MG when shifting to the no-load operation state (section D3)
It is explanatory drawing which showed the mode of the change of the torque command value of 1, the engine speed, and engine required power. As shown in FIG. 6, the engine speed can take various values according to the required power Pe, but in FIG. 9, when the influence of the shock due to the torque fluctuation of the motor MG1 is significant, the engine 150 is in the load operating state. The case where the engine is operating at the minimum speed is shown. The solid line indicating changes in the torque command value and the engine speed (L3, L5) is the result according to the present embodiment, and the broken lines (L4, L6) are 1000 rpm for the minimum speed of the engine 150 under the load operating condition. In this case (L1 in FIG. 6), the change is shown.

As shown in FIG. 9, when the engine 150 is in the load operating state (section D1), the motor MG1 is in the power generating state and its output torque has a negative value. When the minimum rotation speed of engine 150 is 1000 rpm (L4 in FIG. 9), it is necessary to suppress the rotation speed of engine 150 as compared with the case where the minimum rotation speed is 1200 rpm, so the output torque of motor MG1 is Smaller (larger in absolute value).

When the load operating state is changed to the no-load operating state (section D3), the output torque of the motor MG1 becomes a positive value, but in the transition period (section D2), the torque command value in this embodiment is smooth. While it changes to
When the minimum rotation speed is 1000 rpm, it changes very rapidly and overshoot occurs (OS portion in FIG. 9).

The cause of such a phenomenon will be described based on a change in engine speed and a change in required engine power. The control of the motor MG1 is performed by the PI as described above.
Since it is controlled, the minimum speed is 1000r.
If it is pm, it means that it matches the target rotation speed during no-load operation (section D3), and the motor MG1 tries to maintain the torque at that time. Therefore, when the required engine power decreases (section D2), the rotational speed of the engine 150 decreases due to the negative torque of the motor MG1. When the rotation speed of the engine 150 decreases, the motor MG1 outputs a positive torque to increase the rotation speed to the target rotation speed, so that the torque rises rapidly.

On the other hand, in the present embodiment, the rotation speed of the engine 150 in the loaded operation state is higher than the target rotation speed in the unloaded operation state. Therefore, in the transition period, the motor M
Even if the rotational speed of the engine 150 decreases due to the negative torque of G1, it does not fall below the target rotational speed.
No sudden change in the torque of 1 occurs.

As described above, according to the power output apparatus of this embodiment, since the torque of the motor MG1 does not change suddenly during the transition period, the torque fluctuation is not transmitted to the drive shaft, and the hybrid vehicle is driven. You can improve your comfort. In particular, when the engine 150 is in a load operation state and the engine speed is low as shown in FIG. 9, the hybrid vehicle is stopped or is traveling at a low speed, and the occupant is likely to experience a slight shock. Since the vehicle is in the state, the effect of improving the riding comfort by reducing the shock is great.

Also, in this embodiment, the planetary gear 120 is used.
There is also an effect of reducing gear rattle between gears, that is, rattling noise. Since the cause of the rattling sound itself has not been completely clarified, the reason for producing such an effect is not completely clear, but it is presumed that it is largely due to the following reason.

Planetary gear 12 used in this embodiment
Of course, 0 has a play called "play" between each gear, and when the gears are rotating steadily to some extent, the tooth flanks of the other gears are attached to the tooth flanks of the other gears. It is rotating in the state. From this state, for example, when torque fluctuation occurs in the motor MG1, the meshing state of the gears changes, and the tooth flanks of the gears collide with each other. L4 in FIG.
When the torque variation of the motor MG1 is large as shown in FIG. 6 and overshoot occurs as in the OS of FIG. 9, the gears collide violently many times, which may cause rattle noise. On the other hand, in the present embodiment, the torque fluctuations of the motor MG1 are gentle, and the gears can rotate while maintaining the state in which the tooth flanks of the gears that are combined are stuffed with the tooth flanks of the other gear. No gear noise occurs because the gears do not collide with each other, or if they do occur, they will be gentle.

As described above, in the power output apparatus of this embodiment, the minimum rotation speed when the engine 150 is in the load operation state is set higher than the target rotation speed in the no-load operation state by a predetermined amount. The torque fluctuation of the motor MG1 is moderated. This predetermined amount is 2 in this embodiment.
Although it is set to 00 rpm, it needs to be experimentally set because it is a value closely related to the response of the PI control of the motor MG1 and the negative torque value output by the motor MG1 in the load operating state. . From the viewpoint of reducing the torque fluctuation of the motor MG1 in the transitional period, it is desirable to set the minimum rotation speed in the load operating state to be high, but if the minimum rotation speed is increased, the engine 150 of the engine 150 will be operated as described above. Motor MG1 because it is disadvantageous in terms of operating efficiency
It is desirable to set the rotational speed as low as possible within a range in which the torque fluctuation can be moderated.

In the above embodiment, the engine 150
The torque control routine does not have to be selectively used depending on whether or not the engine is in the transitional period, and the easiest method for suppressing the torque fluctuation of the motor MG1 is to limit the minimum rotation speed of the engine 150 in the load operating state. Although adopted, the torque fluctuation of the motor MG1 may be suppressed by other means. Various aspects are shown below.

First, as a first mode, there is a method of removing the control of the motor MG1 in the transition period from the PI control. Since it is clear from FIG. 9 that the output torque of the motor MG1 shifts from a negative value to a positive value in the transition period, in the transition period, a shock due to torque fluctuation does not occur regardless of the rotation speed of the engine 150. The control is such that the output torque of the motor MG1 is gradually increased at a predetermined rate within the range. In the transitional period, the torque of the motor MG1 is gradually increased by the above-described control, and the engine 1
The control of the motor MG1 may be returned to the PI control again when the rotational speed of 50 approaches the target rotational speed within a predetermined range.

As a second mode, there is a method of smoothing the torque command value of the motor MG1 in the transition period. The smoothing process is a process of correcting the torque command value of the motor MG1 set by the PI control so that the temporal change amount falls within a predetermined value or less. Specifically, there is a method of multiplying the torque command value in the previous cycle and the torque command value in the current cycle by weighting factors and taking the average. If the torque fluctuation of the motor MG1 is suppressed within the range of a predetermined change rate by such processing, the shock can be reduced.

As a third mode, the PI of the motor MG1
A method of making the control response slower than the PI control response of the motor MG2 can be considered. As described above, in the hybrid vehicle including the motors MG1 and MG2 as in the above embodiment, the torque command value of the motor MG2 is set so that the torque output from the drive shaft 112 matches the required torque. . Therefore, if the control of the motor MG2 can sufficiently follow the torque fluctuation of the motor MG1, a shock due to the torque fluctuation should not occur originally. However, in reality, the responsiveness of the two controls is about the same, and the motor MG2 responds to the torque fluctuation of the motor MG1 by
Since it follows after a predetermined time delay, a shock is generated due to torque fluctuation. According to the above aspect, since the control response of the motor MG1 is slower than the response of the motor MG2, the motor MG2 can sufficiently follow the torque fluctuation of the motor MG1, and the shock is resolved. As described above, various methods are conceivable for making the control response of the motor MG1 slower than the response of the motor MG2, such as changing the gain for calculating the torque command value of the motor MG1 or changing the torque command value. The smoothing process may be performed, or the cycle of controlling the motor MG1 may be delayed from the cycle of controlling the motor MG2.

When each of the above modes is used, there is an advantage that the engine 150 can be operated in an efficient operating state under a load operating state. In each of the above-described modes, the rotation speed of the engine 150 is delayed from the target rotation speed as compared with the embodiment described above, but the rotation speed of the engine 150 in the no-load operation state needs to be controlled so strictly. Since it does not exist, it does not seem to cause much trouble.

In the power output device described above,
The torque control processing routine for suppressing the abrupt change in the torque of the motor MG1 in the transition period when the engine 150 shifts from the load operating state to the no-load operating state has been described, but conversely, the engine 150 shifts from the no-load operating state to the load operating state. It can also be applied during transitional transitions. That is, similar to FIG. 6, if the minimum rotation speed in the load operating state is set to be higher than the rotation speed in the no-load operating state, the torque of the motor MG1 in the transitional period in which the loadless operating state shifts to the load operating state. A sudden change can be suppressed and a shock can be avoided.

The expectation of such an effect is apparent when FIG. 9 is viewed in the order of sections D3, D2 and D1. When the engine 150 shifts from the no-load operating state (section D3) to the loaded operating state (section D1), the required power of the engine 150 increases as shown in FIG. On the other hand, in the no-load operation state, the motor MG1 outputs a predetermined positive torque, and therefore works in the direction of increasing the rotation speed of the engine 150. Therefore, when the target rotation speed in the loaded operation state is higher than the rotation speed in the no-load operation state, it smoothly changes as shown in FIG. 9 and the sudden change in the torque of the motor MG1 does not occur.

Although the embodiment of the present invention has been described in detail above, various parts other than the present embodiment can be applied to each part constituting the starting device of the present embodiment. For example, in the present embodiment, the PM type (Permanent Magnet type) synchronous motor is used for the motor MG1 and the motor MG2. However, as long as both regenerative operation and power running operation are possible, VR Shape (variable reluctance shape; Variab
le Reluctance type) Synchronous motors, vernier motors, DC motors, induction motors, superconducting motors, step motors, etc. can also be used.

The hybrid vehicle to which the above embodiments are applied may have various configurations. Although FIG. 1 shows the configuration of a hybrid vehicle that transmits the driving forces of engine 150 and motor MG2 to drive wheels 116 and 118 via planetary gear 120, engine 150 and motors MG1 and MG1
Regarding G2, the connection via the planetary gear 120 is shown in FIG.
0 and various forms shown in FIG. For example, in the configuration shown in FIG. 1, 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 coupled to the ring gear 122. The ring gear shaft 126A may be extended to take out the power, as in the configuration shown as. Further, as in the configuration shown as a modified example in FIG. 11, the planetary gear 1 is arranged from the engine 150 side.
20B, the motor MG2, and the motor MG1 may be arranged in this order. In this case, the sun gear shaft 125B does not have to be hollow, and the ring gear shaft 126B needs to be a hollow shaft. With this configuration, the power output to ring gear shaft 126B can be extracted from between engine 150 and motor MG2. Further, although not shown in FIG.
It is also possible to replace the motor MG2 and the motor MG1 with each other.

In such various configurations, when the engine 150 is in a load operating state and a load is applied by the motor MG2, a sudden change in the torque of the motor MG2 instead of the motor MG1 is suppressed. The above-mentioned invention can be applied by performing the torque control.

The above is a modification using the planetary gear 120, but as shown in FIG. 12, the planetary gear 1 is used.
A configuration without 20 may be adopted. In the configuration shown in FIG. 12, in place of motor MG1 and planetary gear 120 in FIG. 1, both rotor (inner rotor) 234 and stator (outer rotor) 232 can relatively rotate about the same axis and can act as an electromagnetic coupling. The clutch motor MG3 is used. Clutch motor MG3
Outer rotor 232 is mechanically coupled to the crankshaft 156 of the engine 150, and the clutch motor MG3
Inner rotor 234 and rotor 14 of the motor MG2
2 is connected to the drive shaft 112A. The stator 143 of the motor MG2 is fixed to the case 119.

In the hybrid vehicle having such a structure, since the load is applied to the engine 150 by the motor MG3, the present invention is applied by controlling the torque so as to suppress the sudden change of the torque of the motor MG3. be able to.

In addition, the present invention can be applied to an ordinary vehicle using only the engine 150 as a power source when a large dynamo for power generation is provided.
Although the embodiments of the present invention have been described above, the present invention is not limited to these embodiments.
Needless to say, the present invention can be implemented in various forms without departing from the scope of the present invention.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing a schematic configuration of a vehicle equipped with an engine starter as an embodiment of the present invention.

FIG. 2 is an explanatory diagram showing a rotation speed limitation of an engine 150.

FIG. 3 is a flowchart showing a torque control routine in this embodiment.

FIG. 4 is a flowchart showing an engine required power setting processing routine.

FIG. 5 is a flowchart showing an engine target rotation speed setting processing routine.

FIG. 6 is a graph showing the relationship between engine required power and target speed.

FIG. 7 is an explanatory diagram showing a relationship between engine operating points and operating efficiency.

FIG. 8 is a graph showing the relationship between engine speed and operating efficiency when the required power is constant.

FIG. 9 is a graph showing states of various parameters in a transitional period during which engine load operation is changed to no-load operation.

FIG. 10 is an explanatory diagram showing a first modified configuration example of a mechanical distribution hybrid vehicle.

FIG. 11 is an explanatory diagram showing a second modified configuration example of the mechanical distribution hybrid vehicle.

FIG. 12 is an explanatory diagram showing a configuration example of an electric distribution hybrid vehicle.

[Explanation of symbols]

111 ... Power transmission gear 112, 112A ... Drive shaft 114 ... Differential gear 116, 118 ... Drive wheels 119 ... Case 120, 120A, 120B ... Planetary gear 121 ... Sun gear 122 ... Ring gear 123 ... Planetary pinion gear 124 ... Planetary carrier 125, 125A, 125B ... Sun gear shaft 126, 126A, 126B ... Ring gear shaft 127, 127A, 127B ... Planetary carrier shaft 128 ... Power take-out gear 129 ... Chain belt 130 ... Damper 132 ... rotor 133 ... Stator 142 ... rotor 143 ... Stator 150, 150a ... Engine 151 ... Fuel injection valve 152 ... Combustion chamber 154 ... piston 156 ... crankshaft 158 ... Igniter 160 ... Distributor 162 ... Spark plug 164 ... Accelerator pedal 164a ... Accelerator pedal position sensor 165 ... Brake pedal 165a ... Brake pedal position sensor 170 ... EFIECU 174 ... Water temperature sensor 176 ... Revolution sensor 178 ... Rotation angle sensor 179 ... Starter switch 182 ... shift lever 184 ... Shift position sensor 190, 190A, 190B ... Control unit 191 ... First drive circuit 192 ... Second drive circuit 194 ... Battery 199 ... Remaining capacity detector 200 ... Intake port 202 ... Exhaust port 232 ... Outer rotor 234 ... Inner rotor 238 ... Rotating transformer MG1, MG2, MG3, MG4 ... Motor G ... Generator

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI B60K 17/04 B60K 17/04 G F02D 29/02 F02D 29/02 D 29/06 29/06 G (56) Reference 7-336809 (JP, A) JP 8-98320 (JP, A) JP 4-297330 (JP, A) JP 10-238380 (JP, A) JP 9-156387 (JP , A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60L 11/14 B60K 6/04 B60K 17/04 F02D 29/02 F02D 29/06

Claims (3)

(57) [Claims] 1. An internal combustion engine, and a motor generator that is mechanically coupled to the internal combustion engine and can apply a significant load to the internal combustion engine.
It is also possible to have a drive shaft for outputting power and a second motor / generator coupled to the drive shaft, and use only the second motor / generator as a drive source. A power output device capable of using both of the two motor-generators as drive sources, wherein an internal combustion engine in a load operating state loaded with the motor-generator shifts to a no-load operating state without the load. The change rate of the output torque of the motor generator in the transition period,
A power output device comprising torque fluctuation suppressing means for suppressing the internal combustion engine and the motor-generator to a predetermined value or less. 2. The power output apparatus according to claim 1, wherein a first rotating shaft connected to the output shaft of the internal combustion engine, a second rotating shaft connected to the drive shaft, and the motor generator. When a rotation speed of any two rotation shafts of the three rotation shafts and torques input to or output from the rotation shafts are determined, the rotation speed of the rotation shaft is determined. A three-axis type power input / output means for determining the rotational speed of the remaining rotary shaft and the torque input / output to / from the rotary shaft based on the rotational speed and torque; and the torque and rotational speed output from the internal combustion engine, A power output device comprising: a control unit that converts the electric power to and from the motor generator and the second motor generator by exchanging electric power, and outputs the torque and the rotational speed required for the drive shaft. 3. The power output device according to claim 1, wherein the motor generator is relatively rotatable about the same shaft center.
A pair-rotor type motor generator having two rotors, each of which is coupled to the output shaft and the drive shaft of the internal combustion engine, wherein the torque and the rotational speed output from the internal combustion engine are set to the motor generator and A power output device comprising: a second motor / generator; and a control means for converting the electric power through the exchange of electric power and outputting the torque and the rotational speed required for the drive shaft.