JP3454038B2 - Control device and power output device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To quickly change the operating state of an internal combustion engine into a state in which targeted power is outputted when very large targeted power is set in comparison with power being outputted by the internal combustion engine. SOLUTION: When an acceleration pedal 64 is stepped on vigorously to quickly increase torque to be outputted to a driving shaft 22, a clutch motor 30 equipped with an outer rotor 32 connected to a crank shaft 56 and an inner rotor 34 connected to the driving shaft 22 is operated as an electric motor for driving a crank shaft 56 with power stored in a battery 94. Because the crank shaft 56 is subjected to torque in the direction to accelerate the revolution, the rpm of the engine 50 reaches the targeted rotational speed immediately. Then, by equalizing the torque to be outputted from the clutch motor 30 with the targeted torque of the engine 50 to let it act as the load torque of the engine 50, the torque to be outputted from the engine 50 is outputted to the driving shaft 22.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device and a power output device for an internal combustion engine. The present invention relates to a power output device.

[0002]

2. Description of the Related Art Conventionally, as a control device for an internal combustion engine of this type, the power output from the internal combustion engine is generated by a generator, the obtained power is used to charge the battery, and the power stored in the battery is used. A device mounted on a so-called hybrid vehicle, which operates by supplying a drive shaft connected to wheels to an electric motor that rotates, when a target value of power output from the internal combustion engine is changed. By setting the opening degree of the throttle valve provided in the intake pipe according to the target value and controlling the fuel injection amount according to the intake air amount, the internal combustion engine is brought into an operating state in which power of the target value is output. Things have been proposed. In this device, the opening state of the throttle valve and the fuel injection amount are controlled to break the balance state between the torque output from the internal combustion engine and the load torque, thereby outputting the power of a target value as the operating state of the internal combustion engine. To the operating state.

[0003]

However, in the above-mentioned device, the operating state of the internal combustion engine is output by breaking the balanced state between the torque output from the internal combustion engine and the load torque. However, there is a problem in that the internal combustion engine cannot be quickly brought into an operating state in which the power of the target value is output. Such a problem becomes prominent when the power of the target value is extremely large as compared with the power output from the internal combustion engine.

To address these problems, the applicant has determined that when the target value of the power output from the internal combustion engine is changed, the opening degree of the throttle valve provided in the intake pipe of the internal combustion engine depends on the target value. At the same time, the load torque of the internal combustion engine is reduced by reducing the torque of the generator attached to the rotary shaft of the internal combustion engine, and the rotational speed of the rotary shaft of the internal combustion engine is quickly set to the target speed. There has been proposed a device that shifts the operating state of the internal combustion engine to an operating state in which the power of the target value is quickly output by setting the torque of the generator to the torque of the target value (JP-A-5-141290). However, in this device as well, the internal combustion engine has friction of the internal combustion engine itself and inertia of the generator that acts as a load. Therefore, when the power of the target value is extremely large compared to the power output from the internal combustion engine, It takes a certain amount of time for the engine to reach the operating state in which it outputs the power of the target value.

The control device and the power output device for an internal combustion engine according to the present invention solve the above-mentioned problems, and quickly operate the internal combustion engine even when the target value of the power is extremely large compared to the power output from the internal combustion engine. The purpose is to bring the operating state into an operating state in which power of a target value is output.

[0006]

A control device for an internal combustion engine according to the present invention is a control device for an internal combustion engine, which has a rotary shaft and controls the fuel injection amount according to the intake air amount. The opening area adjusting means for adjusting the opening area of the intake pipe of the internal combustion engine, the torque output means capable of outputting torque to the rotating shaft of the internal combustion engine, and the target value of the power output from the internal combustion engine are changed. At this time, the opening area adjusting means is controlled so that the opening area of the intake pipe becomes an opening area based on the target value, and the rotation speed of the rotation shaft of the internal combustion engine becomes the rotation speed based on the target value. Control means for controlling the torque output means , and further the control means
When the change of the target value involves the increase of power,
Outputs torque that acts in the direction of rotation of the rotary shaft of the internal combustion engine
The gist is to control the torque output means so that

In the control device for an internal combustion engine according to the present invention, when the target value of the power output from the internal combustion engine is changed, the control means causes the opening area of the intake pipe of the internal combustion engine to be based on the target value. The opening area adjusting means for adjusting the opening area of the intake pipe of the internal combustion engine is controlled so that the torque output means capable of outputting torque to the rotating shaft of the internal combustion engine is controlled.

According to the control apparatus for an internal combustion engine of the present invention, the operation of shifting the operating state of the internal combustion engine by the torque output means is added to the operation of shifting the operating state of the internal combustion engine due to the increase or decrease in the output of the internal combustion engine itself. It is possible to quickly bring the operating state of the internal combustion engine into an operating state in which power of a target value is output.

Moreover, in the control device for the internal combustion engine of the present invention ,
The control means controls the torque output means so as to output the torque acting in the rotation direction of the rotation shaft of the internal combustion engine when the change of the target value accompanies an increase in power .
Et al., The power target value as compared to the power that is output from the internal combustion engine even when very large, it is possible to the operating state that outputs power quickly target operating state of the internal combustion engine.

In such a control device for an internal combustion engine according to the present invention, the torque output means may be an electric motor capable of generating electricity.

Further, in the control device for an internal combustion engine according to the present invention, the torque output means is connected to a first rotor connected to a rotation shaft of the internal combustion engine and a drive shaft which is an output shaft of power. A second rotor rotatable relative to the first rotor, and exchanging power between the rotary shaft of the internal combustion engine and the drive shaft via electromagnetic coupling between the two rotors. It can also be an electric motor that operates. In this way, the power output from the internal combustion engine can be output to the drive shaft by the electromagnetic coupling between the two rotors of the electric motor, and the electric power of the target value can be output quickly by the electric motor. It can be set to the operating state.

Alternatively, in the control device for an internal combustion engine of the present invention, the internal combustion engine has a rotary shaft, a drive shaft serving as a power output shaft, and three shafts respectively coupled to the torque output means. When the power input / output to or from any two of the three axes is determined, the remaining 1 is calculated based on the determined power.
The torque output means may be a three-axis power input / output means for determining the power input / output to / from the shaft, and the torque output means may be a motor capable of generating electricity. With this configuration, the power output from the internal combustion engine can be output to the drive shaft via the three-axis power input / output means, and the internal combustion engine can be operated by the electric motor coupled to the three-axis power input / output means. The state can be quickly set to an operating state in which the power of the target value is output.

The power output device of the present invention is a power output device for outputting power to the drive shaft, and has an output shaft and an opening area adjusting means for adjusting the opening area of the intake pipe, and the power output device adjusts according to the intake air amount. An internal combustion engine that controls the amount of fuel injection by means of an internal combustion engine; a first rotary shaft that is coupled to the output shaft of the internal combustion engine; and a second rotary shaft that is coupled to the drive shaft. Energy adjusting means for adjusting the energy deviation between the power input and output to and from the power input to and output from the second rotary shaft by inputting and outputting the corresponding electrical energy; and an electric motor that exchanges power with the drive shaft. When the input / output electric energy in the energy adjusting means can be discharged and stored, and the power storage means that can supply electric power to the electric motor and the target value of the power output to the drive shaft are changed, The opening area of the intake pipe is The opening area adjusting means of the internal combustion engine is controlled so that the opening area is based on the value, and the energy adjusting means is controlled so that the rotation speed of the output shaft of the internal combustion engine is the rotation speed based on the target value. And a control means for driving and controlling the electric motor so that power close to the target value is output to the drive shaft, and the control means further comprises:
When the change of the target value involves an increase in power,
Outputs torque that acts in the direction of rotation of the rotary shaft of a fuel engine
The gist is to control the energy adjusting means as described above.

The power output apparatus of the present invention has an output shaft and opening area adjusting means for adjusting the opening area of the intake pipe, and is connected to the output shaft of the internal combustion engine for controlling the fuel injection amount according to the intake air amount. Energy adjusting means having a first rotating shaft and a second rotating shaft coupled to the drive shaft are input to and output from the first rotating shaft and the second rotating shaft. The energy deviation from the power is adjusted by inputting and outputting the corresponding electric energy. The electric motor exchanges power with the drive shaft, and the power storage means discharges the electric energy input / output in the energy adjusting means to discharge the electric power and supplies the electric power to the electric motor. The control means controls the opening area adjusting means of the internal combustion engine so that the opening area of the intake pipe of the internal combustion engine becomes the opening area based on the target value when the target value of the power output to the drive shaft is changed. The energy adjusting means is controlled so that the rotation speed of the output shaft becomes a rotation speed based on the target value, and the electric motor is drive-controlled so that power close to the power of the target value is output to the drive shaft.

According to such a power output device of the present invention,
It is possible to quickly shift the operating state of the internal combustion engine to the operating state according to the target value of the power output to the drive shaft. Moreover, even during that time, power close to the power of the target value can be output to the drive shaft. Moreover , the internal combustion engine of the present invention
In the control device, when the change of the target value is accompanied by the increase of power,
Is the torque acting in the direction of rotation of the rotary shaft of the internal combustion engine.
Since the energy adjusting means is controlled to output
The target power is more polar than the power output from the engine.
Quickly target the operating state of the internal combustion engine, even when it is extremely large
It can be in an operating state that outputs power of value.

In the power output apparatus of the present invention, the energy adjusting means is connected to the first rotor and the first rotor, and the second rotor is connected to the second rotor. A second rotor that is relatively rotatable with respect to each other, and exchanges power between the two rotating shafts through electromagnetic coupling between the two rotors, and also electromagnetically couples between the two rotors. And a pair-rotor electric motor that inputs and outputs electric energy based on the rotational speed difference between the two rotors.

The pair-rotor electric motor in this power output apparatus includes a first rotor coupled to the first rotation shaft and a first rotor coupled to the second rotation shaft and rotatable relative to the first rotor. 2 rotors, and exchanges power between both rotary shafts through electromagnetic coupling between the two rotors, and electromagnetic coupling between the two rotors and rotation speed difference between the two rotors. The electric energy is input and output based on the. In this way, by controlling the degree of electromagnetic coupling between the first rotor and the second rotor of the pair-rotor electric motor, desired power of the power output from the internal combustion engine is output to the drive shaft. At the same time, the remaining power can be used as electric energy, or the power output from the internal combustion engine can be added to the power based on the electric energy and output to the drive shaft.

In the power output apparatus of the present invention provided with a pair-rotor electric motor as the energy adjusting means, the electric motor comprises a second rotor of the pair-rotor electric motor and a stator capable of rotating the second rotor. Can also be In this case, the second rotor of the pair-rotor motor also serves as the rotor of the motor, so that the power output device can be made smaller.

Further, in the power output apparatus of the present invention, the energy adjusting means has a third rotating shaft different from the first rotating shaft and the second rotating shaft, and among the three rotating shafts. A three-axis power input / output means for determining the power input / output to / from any two rotary shafts, and the power input / output to / from the remaining rotary shafts is determined based on the determined power. It may be composed of a rotary shaft electric motor for exchanging power with the rotary shaft of No. 3.

The three-axis power input / output means in this power output device has a third rotating shaft different from the first rotating shaft and the second rotating shaft, and any two of the three rotating shafts are provided.
When the power input / output to / from one rotary shaft is determined, the power determined based on the determined power is input / output to / from the remaining rotary shafts. The rotary shaft electric motor exchanges power with the third rotary shaft of the triaxial power input / output unit. In this way, by controlling the exchange of power by the rotary shaft motor, the desired power of the power output from the internal combustion engine is output to the drive shaft and the remaining power is used as electrical energy or output from the internal combustion engine. It is possible to add the power based on the electric energy to the generated power and output the power to the drive shaft.

[0021]

BEST MODE FOR CARRYING OUT THE INVENTION 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 20 as a first embodiment of the present invention, FIG.
FIG. 2 is a configuration diagram showing a schematic configuration of a vehicle incorporating the power output device 20 of FIG. 1. For convenience of description, first, the configuration of the entire vehicle will be described with reference to FIG.

As shown in FIG. 2, this vehicle is equipped with a gasoline engine driven by gasoline as an engine 50 which is a power source. This engine 50
Sucks a mixture of air sucked from the intake system via the throttle valve 66 and gasoline injected from the fuel injection valve 51 into the combustion chamber 52, and cranks the movement of the piston 54 pushed down by the explosion of the mixture. Shaft 56
Convert to the rotational motion of. Here, the throttle valve 66
Is opened and closed by an actuator 68. The spark plug 62 is provided from the igniter 58 to the distributor 60.
An electric spark is formed by the high voltage introduced via the, and the air-fuel mixture is ignited by the electric spark and explodes and burns.

The operation of the engine 50 is controlled by an electronic control unit (hereinafter referred to as EFIECU) 70. Various sensors indicating the operating state of the engine 50 are connected to the EFIECU 70. For example, a throttle valve position sensor 67 that detects the opening (position) of the throttle valve 66, an intake pipe negative pressure sensor 72 that detects the load of the engine 50, a water temperature sensor 74 that detects the water temperature of the engine 50, and a distributor 60.
A rotation speed sensor 76 and a rotation angle sensor 78, which are provided in the crankshaft 56 and detect the rotation speed and the rotation angle of the crankshaft 56. In addition to the above, the EFIECU 70 is also connected to a starter switch 79 for detecting the state ST of the ignition key.
Illustration of switches and the like is omitted.

The drive shaft 22 is coupled to the crankshaft 56 of the engine 50 via a clutch motor 30 and an assist motor 40, which will be described later. Drive shaft 22
Is coupled to the differential gear 24, and the torque from the power output device 20 finally receives the left and right drive wheels 2.
6 and 28. The clutch motor 30 and the assist motor 40 are controlled by the control device 80. Although the configuration of the control device 80 will be described later in detail, a control CPU is provided inside, and the shift position sensor 84 provided on the shift lever 82 and the accelerator pedal 6 are provided.
The accelerator pedal position sensor 65 and the like provided on the No. 4 are also connected. Further, the control device 80 exchanges various information with the above-mentioned EFIECU 70 by communication. Control including exchange of these pieces of information will be described later.

As shown in FIG. 1, in the power output apparatus 20 of the embodiment, roughly, an engine 50, an outer rotor 32 is connected to a crankshaft 56 of the engine 50, and an inner rotor 34 is connected to a drive shaft 22. The clutch motor 30 includes an assist motor 40 having a rotor 42 coupled to the drive shaft 22, and a control device 80 for driving and controlling the clutch motor 30 and the assist motor 40.

As shown in FIG. 1, the clutch motor 30 has a permanent magnet 35 on the inner peripheral surface of the outer rotor 32.
It is configured as a synchronous motor in which a three-phase coil 36 is wound around a slot formed in the inner rotor 34. Electric power to the three-phase coil 36 is supplied via the slip ring 38. Three-phase coil 3 in the inner rotor 34
The slots and teeth for 6 are formed by laminating thin non-oriented electrical steel sheets.
Although the resolver 39 for detecting the rotation angle θe is provided on the crankshaft 56, the resolver 39 can also be used as the rotation angle sensor 78 provided on the distributor 60.

On the other hand, although the assist motor 40 is also configured as a synchronous motor, the three-phase coil 44 that forms the rotating magnetic field is wound around the stator 43 fixed to the case 45. The stator 43 is also formed by stacking thin non-oriented electrical steel sheets. A plurality of permanent magnets 46 are provided on the outer peripheral surface of the rotor 42. In the assist motor 40, the rotor 42 is rotated by the interaction between the magnetic field formed by the permanent magnet 46 and the magnetic field formed by the three-phase coil 44. The shaft to which the rotor 42 is mechanically coupled is the drive shaft 2 that is the torque output shaft of the power output device 20.
The drive shaft 22 is provided with a resolver 48 that detects the rotation angle θd. In addition, the drive shaft 22
Are rotatably supported by bearings 49 provided on the case 45.

In the clutch motor 30 and the assist motor 40, the inner rotor 34 of the clutch motor 30 is mechanically coupled to the rotor 42 of the assist motor 40, and further to the drive shaft 22. Therefore, in short, the relationship between the engine 50 and both motors 30 and 40 is that the shaft torque output from the engine 50 to the crankshaft 56 is output to the drive shaft 22 via the outer rotor 32 and the inner rotor 34 of the clutch motor 30. That is, the torque from the assist motor 40 is added to or subtracted from the torque.

Although the assist motor 40 is constructed as a normal permanent magnet type three-phase synchronous motor, the clutch motor 30 rotates both the outer rotor 32 having the permanent magnet 35 and the inner rotor 34 having the three-phase coil 36. Is configured to. Therefore, the details of the configuration of the clutch motor 30 will be further described. It has already been described that the outer rotor 32 of the clutch motor 30 is connected to the crankshaft 56, the inner rotor 34 is connected to the drive shaft 22, and the outer rotor 32 is provided with the permanent magnet 35. Four permanent magnets 35 are provided in the embodiment and are attached to the inner peripheral surface of the outer rotor 32. The magnetization direction is a direction toward the axial center of the clutch motor 30, and every other magnetic pole is in the opposite direction. The three-phase coil 36 of the inner rotor 34, which faces the permanent magnet 35 with a slight gap, is wound around a total of 24 slots (not shown) provided in the inner rotor 34. Form a magnetic flux through the teeth that separate the two. When a three-phase alternating current is applied to each coil, this magnetic field rotates. Each of the three-phase coils 36 is connected to receive power from the slip ring 38. This slip ring 38 is
It is composed of a rotating ring 38a and a brush 38b which are fixed to each other. The slip ring 38 is provided with a rotating ring 38a for three phases and a brush 38b for exchanging currents of three phases (U, V, W phases).

Due to the interaction between the magnetic field formed by a pair of adjacent permanent magnets 35 and the rotating magnetic field formed by the three-phase coil 36 provided on the inner rotor 34, the outer rotor 3
2 and the inner rotor 34 exhibit various behaviors. Normally, the frequency of the three-phase alternating current flowing through the three-phase coil 36 is the frequency of the deviation between the rotation speed of the outer rotor 32 directly connected to the crankshaft 56 and the rotation speed of the inner rotor 34.

Next, the control device 80 for driving and controlling the clutch motor 30 and the assist motor 40 will be described. The control device 80 includes a first drive circuit 91 that drives the clutch motor 30, a second drive circuit 92 that drives the assist motor 40, a control CPU 90 that controls both drive circuits 91 and 92, and a secondary battery. It is composed of a certain battery 94. The control CPU 90 is a one-chip microprocessor, and internally has a work RAM 90a,
A ROM 90b storing a processing program, an input / output port (not shown), and a serial communication port (not shown) for communicating with the EFIECU 70 are provided. This control CP
U90 is the rotation angle θe of the engine 50 from the resolver 39, and the rotation angle θ of the drive shaft 22 from the resolver 48.
d, accelerator pedal position (accelerator pedal depression amount) AP from the accelerator pedal position sensor 65,
The shift position S from the shift position sensor 84
P, clutch current values Iuc, Ivc from two current detectors 95, 96 provided in the first drive circuit 91, second
Of the assist current values Iua and Iva from the two current detectors 97 and 98 provided in the drive circuit of FIG. It has been entered. The remaining capacity detector 99 detects the remaining capacity by measuring the specific gravity of the electrolytic solution of the battery 94 or the total weight of the battery 94, or the remaining capacity by calculating the charging / discharging current value and time. There are known ones that detect the remaining capacity, such as a method in which the terminals of the battery are momentarily short-circuited and a current is passed to measure the internal resistance to detect the remaining capacity.

Further, from the control CPU 90, a control signal SW for driving the six transistors Tr1 to Tr6 which are switching elements provided in the first drive circuit 91.
1 and six transistors Tr11 to Tr16 as switching elements provided in the second drive circuit 92.
And a control signal SW2 for driving Six transistors Tr1 to Tr in the first drive circuit 91
Reference numeral 6 denotes a transistor inverter, which is arranged in pairs so as to be on the source side and the sink side with respect to the pair of power supply lines L1 and L2, respectively. Each of the coils (UVW) 36 is connected via a slip ring 38.
The power supply lines L1 and L2 are connected to the positive side and the negative side of the battery 94, respectively.
When the control signals SW1 sequentially control the on-time ratios of the transistors Tr1 to Tr6 forming a pair by 90, and the current flowing in each coil 36 is converted into a pseudo sine wave by PWM control, the three-phase coil 36 causes the rotating magnetic field to flow. Is formed.

On the other hand, the six transistors Tr11 to Tr16 of the second drive circuit 92 also constitute a transistor inverter, and are arranged in the same manner as the first drive circuit 91, respectively. The connection point is connected to each of the three-phase coils 44 of the assist motor 40. Therefore, when the control CPU 90 sequentially controls the on-time of the pair of transistors Tr11 to Tr16 by the control signal SW2 and the current flowing through each coil 44 is converted into a pseudo sine wave by the PWM control, the three-phase coil 44 causes the rotation. A magnetic field is created.

The operation of the power output apparatus 20 of the embodiment having the above-described structure will be described. Power output device 2 of the embodiment
The operating principle of 0, in particular, the principle of torque conversion is as follows. The engine 50 is driven by the EFIECU 70,
It is assumed that the rotation speed Ne of the engine 50 is rotating at a predetermined rotation speed N1. At this time, if the control device 80 does not pass any current through the slip ring 38 to the three-phase coil 36 of the clutch motor 30, that is, the transistors Tr1 to Tr6 of the first drive circuit 91 are always off. For example, since no current flows through the three-phase coil 36, the outer rotor 32 and the inner rotor 34 of the clutch motor 30 are not electromagnetically coupled to each other, and the crankshaft 56 of the engine 50 is idling. Becomes In this state, the transistor Tr1
Or because Tr6 is off, the three-phase coil 36
Regeneration from is also not performed. That is, the engine 50 is idling.

When the control CPU 90 of the controller 80 outputs the control signal SW1 to control the on / off of the transistor,
Depending on the deviation between the rotational speed Ne of the crankshaft 56 of the engine 50 and the rotational speed Nd of the drive shaft 22 (in other words, the rotational speed difference Nc (Ne-Nd) between the outer rotor 32 and the inner rotor 34 of the clutch motor 30), the clutch A constant current flows through the three-phase coil 36 of the motor 30, the clutch motor 30 functions as a generator, the current is regenerated through the first drive circuit 91, and the battery 94 is charged. At this time, the outer rotor 32 and the inner rotor 34
Are in a coupled state in which there is a certain slip, and the inner rotor 34 rotates at a rotation speed Nd lower than the rotation speed Ne of the engine 50 (the rotation speed of the crankshaft 56). In this state, the control CPU 9 causes the assist motor 40 to consume energy equal to the regenerated electric energy.
When 0 controls the second drive circuit 92, current flows through the three-phase coil 44 of the assist motor 40, and the assist motor 4
At 0, torque is generated.

Referring to FIG. 3, the engine 50 has a rotational speed N
1, while operating at the operating point P1 of the torque T1, the clutch motor 30 transmits the torque T1 to the drive shaft 22 and regenerates the energy represented by the region G1.
By supplying the regenerated energy to the assist motor 40 as the energy represented by the region G2, the drive shaft 22 is rotated at the rotational speed N2 and the operating point P2 at the torque T2.
It can be rotated with.

Next, consider a case where the engine 50 is operated at a rotation speed Ne of a predetermined rotation speed N2 and a torque Te of a torque T2, and the drive shaft 22 is rotating at a rotation speed N1 larger than the rotation speed N2. . In this state, the inner rotor 34 of the clutch motor 30 rotates in the rotational direction of the drive shaft 22 at the rotational speed indicated by the absolute value of the rotational speed difference Nc (Ne-Nd) with respect to the outer rotor 32, so that the clutch motor 30 , Function as a normal motor, battery 94
Rotational energy is given to the drive shaft 22 by the electric power from.
On the other hand, when the control CPU 90 controls the second drive circuit 92 to regenerate electric power by the assist motor 40,
A slip between the rotor 42 and the stator 43 of the assist motor 40 causes a regenerative current to flow in the three-phase coil 44. Here, if the control CPU 90 controls the first and second drive circuits 91 and 92 so that the electric power regenerated by the assist motor 40 is consumed by the clutch motor 30,
The clutch motor 30 can be driven without using the electric power stored in the battery 94.

Referring to FIG. 3, when the crankshaft 56 is operating at the rotational speed N2 and the torque T2, the region G
The energy represented by the sum of 1 and the region G3 is supplied to the clutch motor 30 to output the torque T2 to the drive shaft 22, and the energy supplied to the clutch motor 30 is represented by the sum of the region G2 and the region G3. By regenerating from the assist motor 40 and covering it,
The drive shaft 22 is operated at the operating point P of the rotational speed N1 and the torque T1.
It can be rotated by 2.

In the power output device 20 of the embodiment, in addition to the operation of converting all of the power output from the engine 50 into torque and outputting the torque to the drive shaft 22, the power output from the engine 50 (torque Te Of the electric power regenerated or consumed by the clutch motor 30 and the electric energy consumed or regenerated by the assist motor 40 to find the surplus electric energy, and the battery 94. It is also possible to perform various operations such as an operation of discharging the electric current, or an operation of supplementing the insufficient electric energy with the electric power stored in the battery 94.

Next, the specific basics of torque conversion executed by the power output apparatus 20 of the embodiment will be described based on the torque control routine illustrated in FIG. This routine is performed at a predetermined time interval (for example, 8 mse) after the engine 50 is started.
It is repeatedly executed every c). When this routine is executed, the control CPU 90 of the control device 80 first sets the drive shaft 2
A process of reading the rotational speed Nd of 2 and the rotational speed Ne of the engine 50 is performed (step S100). The rotation speed Nd of the drive shaft 22 is the rotation angle θd of the drive shaft 22 read from the resolver 48, and the rotation speed Ne of the engine 50 is the rotation angle θ of the crankshaft 56 read from the resolver 39.
It can be obtained from e. The rotation speed Ne of the engine 50 can also be directly detected by the rotation speed sensor 76 provided in the distributor 60. In this case, the EFIECU connected to the rotation speed sensor 76
The information on the rotation speed Ne is received from 70 by communication.

Subsequently, a process of reading the accelerator pedal position AP which is the depression amount of the accelerator pedal 64 detected by the accelerator pedal position sensor 65 is performed (step S102). The accelerator pedal 64 is depressed when the driver feels that the output torque is insufficient. Therefore, the accelerator pedal position AP
The value of corresponds to the output torque desired by the driver (that is, the torque to be output to the drive shaft 22). Subsequently, a target value of the output torque according to the read accelerator pedal position AP (a target value of the torque to be output to the drive shaft 22 (hereinafter, also referred to as “torque command value”)) Td
A process of deriving * is performed (step S104). In the embodiment, the output torque command value Td * corresponding to each accelerator pedal position AP is determined and stored in advance in the ROM 90b as a map. When the accelerator pedal position AP is read, the map stored in the ROM 90b is stored. The output torque command value Td * corresponding to the accelerator pedal position AP read by reference is derived.

Next, the derived output torque command value Td
The energy Pd to be output to the drive shaft 22 is calculated from * and the read rotation speed Nd of the drive shaft 22 (Pd = Td *
× Nd) is performed (step S10)
6). Then, based on the obtained output energy Pd, the target torque Te * of the engine 50 and the target rotation speed Ne
A process of setting * is performed (step S108). If all the energy Pd to be output to the drive shaft 22 is supplied by the engine 50, the energy output from the engine 50 is equal to the product of the torque Te of the engine 50 and the rotation speed Ne, and therefore the output energy Pd. And the target torque Te * and the target rotation speed Ne * of the engine 50 are Pd = Te * × Ne *. However, there are countless combinations of the target torque Te * of the engine 50 and the target rotation speed Ne * that satisfy the relationship. Therefore, in the embodiment, the combination of the target torque Te * of the engine 50 and the target rotation speed Ne * is set so that the engine 50 operates in the most efficient state.

Next, using the accelerator pedal position AP read in step S102 and the accelerator pedal position AP read in the same step S102 when the torque control routine was executed last time, the accelerator pedal position is calculated by the following equation (1). The stepping speed VAP of 64 is calculated (step S110). Here, dt on the right side of the equation (1) is an interval time during which this routine is repeatedly executed.

[0044] VAP = (AP-previous AP) / dt (1)

Then, a process (steps S112 to S122) for determining whether or not the energy Pe to be output from the engine 50 (energy Pd to be output to the drive shaft 22) is suddenly increased is executed. In the process of determining whether the energy Pe to be output from the engine 50 has suddenly increased, first, the accelerator pedal position AP is set to a threshold value APref.
Then, the depression speed VAP is compared with the threshold value VAPref to determine whether the accelerator pedal position AP is equal to or greater than the threshold value APref and the depression speed VAP is equal to or greater than the threshold value VAPref (step S112). Since the accelerator pedal position AP corresponds to the torque Td to be output to the drive shaft 22 as described above, the determination in step S112 should output a torque equal to or greater than the torque corresponding to the threshold value APref to the drive shaft 22. In this state, it is determined whether or not the torque change is urgent, that is, whether or not sudden acceleration is required. The threshold APref
The threshold VAPref is determined by the performance of the engine 50 and the like.

When rapid acceleration is required, the rotation speed Nd of the drive shaft 22 is compared with the threshold value Ndref to determine whether or not the vehicle is in a relatively low speed running state (step S114). Here, the determination value is changed depending on the traveling speed of the vehicle because the energy consumption amount of the assist motor 40 in the control of the clutch motor 30 and the assist motor 40 when the energy Pe to be output from the engine 50 described later is rapidly increasing. If the vehicle is in the high speed traveling state is larger than that in the relatively low speed traveling state, and the same processing as in the low speed traveling state is performed in the high speed traveling state, Is excessively discharged, which may damage the battery 94 or shorten the life of the battery 94. Therefore, the threshold value Ndref is determined by the capacity of the battery 94. In the embodiment, the drive shaft 22
Although the rotation speed Nd is compared with the threshold value Ndref, the vehicle speed V may be detected and the detected speed V may be compared with a predetermined threshold value.

When the vehicle is running at a relatively low speed, the rotational speed Ne of the engine 50 read is subtracted from the target rotational speed Ne * of the engine 50 set in step S108 to calculate the rotational deviation ΔNe (step S116). ),
The calculated rotation deviation ΔNe is compared with the threshold Neref (step S118). When the rotation deviation ΔNe is equal to or greater than the threshold Neref, the energy Pe to be output from the engine 50 is rapidly increasing, and it is determined that a process for quickly setting the energy Pe output from the engine 50 to a target value is necessary. The value 1 is set to the rapid increase process determination flag F (step S120).

On the other hand, in step S112, it is determined that the sudden acceleration is not required, in step S114 it is determined that the vehicle is not in a relatively low speed running state, and in step S118, the rotation deviation ΔNe is less than the threshold Neref. If it is determined that the rapid increase processing of the energy Pe to be output from the engine 50 is unnecessary, the value 0 is set to the rapid increase processing determination flag F (step S122). Therefore, all of the conditions of steps S112, S114, and S118 are met, and it is determined that the rapid increase process of the energy Pe to be output from the engine 50 is necessary, and the rapid increase process determination flag F is determined.
Even if the value 1 is set to, the rapid increase process is determined to be unnecessary and the rapid increase process determination flag F is determined when any of the conditions does not match while the routine is repeatedly executed.
Will be set to the value 0.

In this way, when the rapid increase process determination flag F is set, the clutch motor 30, the assist motor 40, and the engine 50 of the clutch motor 30, the assist motor 40, and the engine 50 are set based on the set rapid increase process determination flag F and the target torque Te * and the target rotation speed Ne * of the engine 50. After performing each control (step S124), this routine is finished. In the embodiment, for convenience of illustration, the clutch motor 30, the assist motor 40, and the engine 50.
Although each control of 1 is described as one step of this routine, actually, these controls are performed independently and comprehensively from this routine. For example, the control CPU 90 uses the interrupt process to simultaneously control the clutch motor 30 and the assist motor 40 in parallel with each other at a timing different from this routine, and communicates with the EFIECU7.
0 is transmitted to control the engine 50 in parallel by the EFIECU 70.

The control of the clutch motor 30 (step S124 in FIG. 4) is performed by the clutch motor control routine illustrated in FIGS. 5 and 6. When this routine is executed, the control CPU 90 of the control device 80 first checks the value of the rapid increase process determination flag F (step S13).
0). When the rapid increase process determination flag F is 0, it is determined that the rapid increase process of the energy Pe to be output from the engine 50 is not necessary, the rotational speed Ne of the engine 50 is read from the resolver 39 (step S132), and the target of the engine 50 is set. The read rotation speed Ne is subtracted from the rotation speed Ne * to calculate the rotation deviation ΔNe (step S134), and the torque command value Tc * of the clutch motor 30 is calculated and set by the following equation (2) (step S136). . Here, the formula (2)
The second term on the right side is a proportional term for canceling the rotation deviation ΔNe, and the third term on the right side is an integral term for eliminating the steady deviation. Therefore, the torque command value Tc * of the clutch motor 30 is
In the steady state (when the rotation deviation ΔNe is substantially 0), the target torque Te * of the engine 50 is set to be equal. Thus, the torque command value Tc of the clutch motor 30
The torque Te of the engine 50 is set equal to the target torque Te * of the engine 50 by setting the torque Te of the engine 50 to the clutch motor 30.
This is in order to make the rotational speed Ne of the engine 50 substantially constant at the target rotational speed Ne * by equalizing the torque Tc of Eq.

[0051]

[Equation 1]

On the other hand, when the rapid increase process determination flag F has the value 1, it is determined that the rapid increase process of the energy Pe to be output from the engine 50 is necessary, and the torque command value Tc * of the clutch motor 30 is given a negative predetermined value Ts1. Set (Step S
138). In the embodiment, the torque T of the clutch motor 30
The sign of c is the drive shaft 22 when the vehicle is moving forward.
When the positive torque acts in the direction of rotation, it is defined as positive. Therefore, the torque command value T of the clutch motor 30
Setting a negative torque to c * causes a braking force to act on the vehicle moving forward, while a torque as a reaction force is applied to the crankshaft 56 of the engine 50 via the outer rotor 32. It will be output. Therefore, the rotation speed of the engine 50 is increased by the control of the engine 50, which will be described later, in addition to the clutch motor 3
It will be motored by 0 and will accelerate.

When the torque command value Tc * of the clutch motor 30 is set in this manner, the rotation angle θd of the drive shaft 22 is changed from the resolver 48 to the crankshaft 5 of the engine 50.
The rotation angle θe of No. 6 is input from the resolver 39 (steps S140 and S142), and the relative angle θc of both axes is obtained (step S144). That is, θc = θe−θd is calculated.

Next, the current detectors 95 and 96 detect the currents Iuc and Ivc flowing in the U-phase and V-phase of the three-phase coil 36 of the clutch motor 30 (step S146). The currents flow in the three phases U, V and W, but the total sum is zero, so it is sufficient to measure the currents flowing in the two phases. Coordinate conversion (three-phase-two-phase conversion) is performed using the three-phase currents thus obtained (step S14).
8). The coordinate conversion is performed by d-axis, q of a permanent magnet type synchronous motor.
This is conversion into the current value of the shaft, which is performed by calculating the following expression (3). The coordinate conversion is performed here because in the permanent magnet synchronous motor, the d-axis and q-axis currents are essential amounts for controlling the torque. Of course, it is also possible to control the three phases as they are.

[0055]

[Equation 2]

Next, after the current values of the two axes are converted, the current command values Idc *, Iqc * of each axis obtained from the torque command value Tc * of the clutch motor 30 and the currents Idc, Iqc actually flowing in each axis. And a deviation are obtained, and a process for obtaining the voltage command values Vdc and Vqc of each axis is performed (step S1).
50). That is, first, the following formula (4) is calculated, and then the following formula (5) is calculated. Where Kp
1, 2 and Ki1, 2 are coefficients respectively. These coefficients are adjusted to suit the characteristics of the applied motor. The voltage command values Vdc and Vqc are the current command values I
The portion proportional to the deviation ΔI from * (the first term on the right side of equation (5))
And the deviation ΔI accumulated i times in the past (the second term on the right side).

[0057]

[Equation 3]

[0058]

[Equation 4]

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 S138 (step S142).
The voltages Vuc, Vvc, which are actually applied to the three-phase coil 36,
The process of obtaining Vwc is performed. Each voltage is calculated by the following equation (6).

[0060]

[Equation 5]

Since the actual voltage control is performed by the on / off time of the transistors Tr1 to Tr6 of the first drive circuit 91, the on time of each of the transistors Tr1 to Tr6 is adjusted so that each voltage command value obtained by the equation (6) is obtained. Is PWM controlled (step S144).

Even if the torque command value Tc * having a positive value is set, the engine 5 is controlled by controlling the clutch motor 30 as described above.
When the rotational speed Ne of 0 is greater than the rotational speed Nd of the drive shaft 22 (when a positive rotational speed difference Nc (Ne-Nd) occurs), a regenerative current is generated according to the rotational speed difference Nc. When control is performed and the rotation speed Ne is smaller than the rotation speed Nd (when a negative rotation speed difference Nc (Ne−Nd) occurs), the absolute rotation speed difference Nc relative to the crankshaft 56 is absolute. Power running control is performed to rotate in the rotation direction of the drive shaft 22 at the rotation speed indicated by the value. Clutch motor 3
When the torque command value Tc * is a positive value, the regenerative control and the power running control of 0 are both performed by the permanent magnet 35 attached to the outer rotor 32 and the rotating magnetic field generated by the current flowing in the three-phase coil 36 of the inner rotor 34. Since the transistors Tr1 to Tr6 of the first drive circuit 91 are controlled so that a positive torque acts on the drive shaft 22, the same switching control is performed. That is, if the torque command values Tc * have the same sign, the clutch motor 3
The same switching control is performed regardless of whether the control of 0 is regenerative control or power running control. Therefore, FIG. 5 and FIG.
Both the regenerative control and the power running control can be performed by the clutch motor control routine of. Also, the torque command value Tc
When * is a negative value, that is, when the drive shaft 22 is being braked or the vehicle is moving backward, step S14
Since the direction of change of the relative angle θc of 4 is opposite, control at this time can also be performed by the clutch motor control routine of FIGS. 5 and 6. When the rapid increase determination flag F is determined to be 1 and the negative torque command value Tc * of the clutch motor 30 is set to the negative predetermined value Ts1 in step S130, the rotational speed Ne of the engine 50 is set to the drive shaft 22. When the rotational speed Ne is higher than the rotational speed Nd, the power running control is performed. When the rotational speed Ne is lower than the rotational speed Nd, the regenerative control is performed.
Since the rapid increase processing of the energy Pe to be output from the engine 50 by 14 is performed when the vehicle is in a relatively low speed traveling state, the regenerative control is performed when the rotation speed Ne of the engine 50 is smaller than the rotation speed Nd of the drive shaft 22. Hardly ever done

Next, the control of the assist motor 40 (step S124 in FIG. 4) will be described based on the assist motor control routine illustrated in FIGS. 7 and 8. When this routine is executed, the control CPU 90 of the control device 80
First, similarly to the clutch motor control routine, the value of the sudden increase process determination flag F is checked (step S160).
When the rapid increase determination flag F is 0, the engine 50
It is determined that the rapid increase process of the energy Pe to be output from is not necessary, and the rotation speed Nd of the drive shaft 22 is input from the resolver 48 and the rotation speed Ne of the engine 50 is input from the resolver 39 (step S162), and the input rotation speed is input. The rotational speed difference Nc is calculated by subtracting the rotational speed Nd from the number Ne (step S
164), after calculating the electric power Pc regenerated or consumed by the clutch motor 30 by the following formula (7) using the rotational speed difference Nc and the torque command value Tc * of the clutch motor 30 (step S166), The torque command value Ta * of the assist motor 40 is calculated by (8) (step S168). Here, Ksc in the equation (7) is the efficiency of the clutch motor 30, and Ksa in the equation (8) is the efficiency of the assist motor 40.

Pc = Ksc × Nc × Tc * (7) Ta * ← Ksa × Pc / Nd (8)

On the other hand, when the rapid increase process determination flag F has the value 1, it is determined that the rapid increase process of the energy Pe to be output from the engine 50 is necessary, and the output torque command value Td * is added to the torque command value Ta * of the assist motor 40. To a predetermined negative value Ts set to the torque command value Tc * of the clutch motor 30
A value obtained by subtracting 1 is set (step S169), and the set torque command value Ta * is the maximum torque Tamax that can be set.
Is exceeded (step S170), and when it is exceeded, the torque command value Ta * is set to the maximum torque Ta.
A process of limiting to max (step S171) is executed.

When the torque command value Ta * of the assist motor 40 is set in this way, next, the rotation angle θ of the drive shaft 22 is set.
d is detected using the resolver 48 (step S
172), each phase current of the assist motor 40 is detected using the current detectors 97 and 98 (step S174). After that, the same coordinate conversion as that of the clutch motor 30 (step S176) and the calculation of the voltage command values Vda and Vqa are performed (step S178), and further the inverse coordinate conversion of the voltage command value (step S180) is performed, and the assist motor 4 is executed.
The ON / OFF control time of the transistors Tr11 to Tr16 of the second drive circuit 92 of 0 is obtained and PWM control is performed (step S182). Steps S174 to S1
The process of 82 is the same as that performed for the clutch motor 30.

Here, the torque command value Ta * of the assist motor 40 when the sudden increase determination flag F is 0 is shown in FIG.
Rotation speed difference Nc due to steps S166 and S168 of
And the torque command value Tc *, the rotational speed Ne of the engine 50 is the rotational speed Ne of the engine 50 if the drive shaft 22 rotates in the rotation direction of the crankshaft 56.
When the rotational speed Nd is larger than the rotational speed Nd (when the rotational speed difference Nc is positive), the torque command value Ta * is set to a positive value to perform power running control, and the rotational speed Ne of the engine 50 is set to the drive shaft 22.
When the rotational speed Nd is smaller than the rotational speed Nd (when the rotational speed difference Nc is negative), the torque command value Ta * is set to a negative value and regenerative control is performed. However, the power running control and the regenerative control of the assist motor 40 are similar to the control of the clutch motor 30.
Both can be performed by the assist motor control process of FIG. 7.

Next, the control of the engine 50 (step S124 in FIG. 4) will be described. The engine 50 is shown in FIG.
The torque Te and the rotation speed Ne are controlled so that the steady operation state is achieved at the operation points of the target torque Te * and the target rotation speed Ne * set in step S108 of the torque control routine. Specifically, the EFIE that has received the target torque Te * and the target rotation speed Ne * from the control CPU 90 through communication so that the engine 50 is operated at the operation points of the target torque Te * and the target rotation speed Ne *.
The CU 70 controls the opening of the throttle valve 66, the fuel injection control from the fuel injection valve 51, and the spark plug 62.
Control of the controller 80 while performing ignition control by
The PU 90 controls the torque Tc of the clutch motor 30 as the load torque of the engine 50. Since the output torque Te and the rotation speed Ne change depending on the load torque of the engine 50, the engine 50 cannot be operated at the operation points of the target torque Te * and the target rotation speed Ne * only by the control by the EFI ECU 70, and the load torque is reduced. This is because it is also necessary to control the torque Tc of the applied clutch motor 30. The torque Tc of the clutch motor 30
The control of 1 has been described in the control of the clutch motor 30 described above.

According to the control described above, when the driver depresses the accelerator pedal 64 vigorously, the engine 5
It is possible to quickly set 0 to the driving state of the driving point of the target torque Te * and the target rotation speed Ne * corresponding to the depression amount of the accelerator pedal 64. As an example of such operation,
FIG. 9 shows the operation when the accelerator pedal 64 is stepped on vigorously while the engine 50 is in the idling state. When the accelerator pedal 64 is depressed at time t1, the torque control routine of FIG. 4 sets the target torque Te * and the target rotation speed Ne * of the engine 50 according to the accelerator pedal position AP which is the depression amount of the accelerator pedal 64. (Step S108), engine 5
It is determined that the sudden increase process of the energy Pe to be output from 0 is necessary, and the rapid increase process determination flag F is set to the value 1 (steps S112 to S120). Therefore, in FIG.
Clutch motor control routine of the clutch motor 3
The torque command value Tc * of 0 is set to a negative predetermined value Ts1 (step S138), and the crankshaft 56 is
The clutch motor 30 accelerates in the positive rotation direction.
Therefore, the rotation speed Ne of the engine 50 increases with the opening control of the throttle valve 66 and the clutch motor 30.
The target rotation speed Ne * is reached in a short time (time t2) due to the acceleration due to.

On the other hand, the torque command value Ta * of the assist motor 40 has a torque calculated by the assist motor control routine of FIG. 7 (Ta * = Td * -Ts1) or when the torque exceeds the maximum torque Tamax. The maximum torque Tamax is set, and immediately the assist motor 40 outputs a torque corresponding to the torque command value Ta * to the drive shaft 22. At this time, the drive shaft 22 has
Since the torque represented by the sum of the torque Ta output from the assist motor 40 and the torque Tc output from the clutch motor 30 is output, calculation (Ta * = Td *-
The torque calculated by Ts1) is the assist motor 4
When it is output from 0, the output torque command value Td
* Will be output. Normally, the accelerator pedal 64
When the vehicle is stepping on vigorously, the assist motor 40
Since the torque Ta output from is often set to the maximum torque Tamax, the torque command value Ta is shown in FIG.
The case where * is set to the maximum torque Tamax is shown.

The engine speed Ne of the engine 50 is the target engine speed N.
When e * is reached (time t2), the torque command value Tc * of the clutch motor 30 becomes the target torque Te * according to the above equation (2).
The torque command value Ta * of the assist motor 40 is set so as to consume or regenerate the electric power regenerated or consumed by the clutch motor 30, and thereafter, the drive shaft 22 outputs the output torque command value Ta *. Td
The torque corresponding to * is output.

In FIG. 9, the alternate long and short dash line represents the operation of a comparative example in which the torque command value Tc * of the clutch motor 30 is set to a value of 0 when the energy Pe to be output from the engine 50 is rapidly increased. is there. In this operation, the rotation speed Ne of the engine 50 is not increased by the clutch motor 30, but only increased by controlling the opening degree of the throttle valve 66. Therefore, the engine speed Ne of the engine 50 is
It takes a longer time than in the above-described embodiment until the target rotation speed Ne * reaches the target rotation speed Ne *. The torque command value Tc * of the clutch motor 30 is set to 0 on the drive shaft 22 to output the torque command value T of the assist motor 40.
Only the torque corresponding to a * is output. Therefore,
Immediately after depressing the throttle valve 66, a large torque can be output to the drive shaft 22 as compared with the embodiment. However, in the comparative example, since it takes a long time to bring the engine 50 into the target operating state, after time t2, the torque output to the drive shaft 22 is smaller than that in the embodiment, and the drive shaft 22 as a whole. The torque that can be output to the motor is larger in the embodiment.

According to the power output apparatus 20 of the embodiment described above, when the energy Pe to be output from the engine 50 suddenly increases, the engine 5 is driven by the clutch motor 30.
Since the rotational speed Ne of 0 is accelerated, the engine 50 can be promptly operated in the target operating state. Therefore, the power output from the engine 50 can be rapidly increased, and the power output to the drive shaft 22 can be increased. Further, according to the power output apparatus 20 of the embodiment, the torque of the assist motor 40 is controlled so that the output torque command value Td * is output to the drive shaft 22 during the process of rapidly increasing the energy Pe to be output from the engine 50. Command value Ta
Drive axis 22 is set by setting * or by limiting the maximum value.
When the output torque command value Td * is not output to the torque command value Ta * of the assist motor 40, the maximum torque T
Since amax is set, a torque closer to the output torque command value Td * can be output to the drive shaft 22.

Naturally, the power output from the engine 50 can be converted into a desired power by torque and output to the drive shaft 22. Further, since the torque command value Tc * of the clutch motor 30 is PI-controlled so as to become the target torque Te *, the engine 50 can be stably operated at the operating point represented by the target torque Te * and the target rotation speed Ne *. it can.

In the power output apparatus 20 of the embodiment, when the energy Pe to be output from the engine 50 is suddenly increased,
Although the torque command value Tc * of the clutch motor 30 is set to the predetermined negative value Ts1, the maximum negative value that can be output from the clutch motor 30 may be set. By doing so, the rotation speed Ne of the engine 50 can be set to the target rotation speed Ne * earlier. Also, instead of the predetermined value Ts1, the accelerator pedal position AP and the stepping speed VA
The torque command value Tc * of the clutch motor 30 may be set to a value that changes according to the rotation deviation Ne between the rotation speed Nd of the drive shaft 22 and the target rotation speed Ne * or the rotation speed Ne.

In the power output device 20 of the embodiment, when the energy Pe to be output from the engine 50 is suddenly increased,
The torque command value Ta * of the assist motor 40 is set so that the output torque command value Td * is output to the drive shaft 22,
Alternatively, when the output torque command value Td * is not output to the drive shaft 22 due to the limitation of the maximum value, the assist motor 4
Although the maximum torque Tamax is set to the torque command value Ta * of 0, the torque command value Ta * of the assist motor 40 may be set to a value obtained by subtracting the target torque Te * of the engine 50 from the output torque command value Td *. Good.

Further, in the power output apparatus 20 of the embodiment, it is determined whether or not the processing when the energy Pe to be output from the engine 50 suddenly increases is determined by the accelerator pedal position AP, the stepping speed VAP, and the drive shaft 22. Although the rotation speed Nd and the rotation deviation ΔNe are all used, it is not necessary to use all of them, and a part of them may be combined to make the determination.

In the power output apparatus 20 of the embodiment, since all the energy Pe output from the engine 50 is converted into torque and output to the drive shaft 22, the energy Pe to be output from the engine 50 is set to the accelerator pedal position. The energy Pd to be output to the drive shaft 22 determined according to AP is set equal, but the energy Pe to be output from the engine 50 is not set equal to the energy Pd to be output to the drive shaft 22, that is, the accelerator pedal position AP. It may not be set according to only. For example, the energy Pe to be output from the engine 50 may be set according to the accelerator pedal position AP and the remaining capacity of the battery 94. In this case, in order to keep the remaining capacity of the battery 94 within a predetermined range,
When the remaining capacity of the battery 94 is less than this predetermined range, the battery 9 has energy Pd to be output to the drive shaft 22.
The energy Pbi for charging 4 is set as the energy Pe to be output from the engine 50, and when the remaining capacity of the battery 94 exceeds this predetermined range,
From the energy Pd to be output to the drive shaft 22, the battery 94
The energy Pe to be discharged may be set as the energy Pe to be output from the engine 50. By doing so, the remaining capacity of the battery 94 can be kept within a predetermined range.

In the power output device 20 of the above-described embodiment, the clutch motor 30 and the assist motor 40 are separately attached to the drive shaft 22, but the power output device 20A is a modified example illustrated in FIG. In addition, the clutch motor and the assist motor may be integrated. The configuration of the power output device 20A will be briefly described below. As shown, this power output device 20
The clutch motor 30A of A includes an inner rotor 34A connected to the crankshaft 56 and an outer rotor 32A connected to the drive shaft 22.
A three-phase coil 36A is attached to A, and a permanent magnet 35A is fitted to the outer rotor 32A so that the magnetic pole on the outer peripheral surface side and the magnetic pole on the inner peripheral surface side are different from each other. 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 35A. On the other hand, the assist motor 40A
Is the outer rotor 32A of this clutch motor 30A.
And a stator 43 to which the three-phase coil 44 is attached. That is, the outer rotor 32A of the clutch motor 30A also serves as the rotor of the assist motor 40A. Further, since the three-phase coil 36A is attached to the inner rotor 34A coupled to the crankshaft 56, the slip ring 38 that supplies electric power to the three-phase coil 36A of the clutch motor 30A is attached to the crankshaft 56.

In the power output device 20A of this modified example, the three-phase coil 3 of the inner rotor 34A is set to the magnetic pole on the inner peripheral surface side of the permanent magnet 35A fitted in the outer rotor 32A.
By controlling the voltage applied to 6A, the clutch motor 30 and the assist motor 40 operate in the same manner as the clutch motor 30 of the power output device 20 of the above-described embodiment in which the drive shaft 22 is separately mounted. In addition, the outer rotor 32
By controlling the voltage applied to the three-phase coil 44 of the stator 43 with respect to the magnetic pole on the outer peripheral surface side of the permanent magnet 35A fitted in A, the same operation as the assist motor 40 of the power output apparatus 20 of the embodiment is performed. Therefore, the power output apparatus 20A of the modified example is the power output apparatus 2 of the above-described embodiment.
The same applies to all operations performed by 0.

According to the power output apparatus 20A of such a modified example, the outer rotor 32A serves as one of the rotor of the clutch motor 30A and the rotor of the assist motor 40A, so that the size and weight of the power output apparatus can be reduced. .

The power output apparatus 20 of the embodiment is applied to a FR type or FF type two-wheel drive vehicle, but as shown in a power output apparatus 20B which is a modification of FIG. 11, four-wheel drive is used. It may be applied to the vehicle. In this configuration, the assist motor 40, which is mechanically coupled to the drive shaft 22, is separated from the drive shaft 22 and independently arranged at the rear wheel portion of the vehicle, and the assist motor 40 drives the drive wheel at the rear wheel portion. 27 and 29 are driven. On the other hand, the drive shaft 22
Of the differential gear 24 through the gear 23
The drive shaft 22 drives the drive wheels 26, 28 of the front wheel portion. Even with such a configuration, it is possible to realize the above-described embodiment.

By the way, in the power output apparatus 20 of the embodiment, the slip ring 38 consisting of the rotating ring 38a and the brush 38b is used as a means for transmitting the electric power to the clutch motor 30, but the rotating ring-mercury contact, magnetic energy semiconductor. A coupling, a rotary transformer, etc. can also be used.

Next, a power output device 110 as a second embodiment of the present invention will be described. 12 is a configuration diagram showing a schematic configuration of a power output device 110 as a second embodiment, FIG. 13 is a partially enlarged view of the power output device 110 of FIG. 12, and FIG.
4 is a configuration diagram showing a schematic configuration of a vehicle incorporating the power output device 110 of FIG.

In the vehicle incorporating the power output device 110 of the second embodiment, as shown in FIG. 14, instead of the clutch motor 30 and the assist motor 40 being mounted on the crankshaft 156, the planetary gear 120 and the motor MG1 are provided. The structure is the same as that of the vehicle (FIG. 3) in which the power output device 20 of the first embodiment is incorporated, except that the motor MG2 is attached. Therefore, in the configuration of the power output apparatus 110 of the second embodiment, the value 100 is the same as the configuration of the power output apparatus 20 of the first embodiment.
Is added and the description thereof is omitted. The second
Also in the description of the power output device 110 of the embodiment, the reference numerals used in the description of the power output device 20 of the first embodiment are used with the same meanings unless otherwise specified.

As shown in FIG. 12, the power output device 110
In general, the engine 150, the planetary gear 120 in which the planetary carrier 124 is mechanically coupled to the crankshaft 156 of the engine 150, the motor MG1 coupled to the sun gear 121 of the planetary gear 120, and the motor coupled to the ring gear 122 of the planetary gear 120 are used. The control unit 180 is configured to drive and control the MG2 and the motors MG1 and MG2.

As shown in FIG. 13, the planetary gear 12
0 is a sun gear 121 which is coupled to a hollow sun gear shaft 125 which is penetrated by the crankshaft 156 in the axial center thereof,
A plurality of planetary pinion gears 1 that are arranged between the ring gear 122 coupled to the ring gear shaft 126 coaxial with the crankshaft 156 and the sun gear 121 and revolve around the outer periphery of the sun gear 121 while revolving.
23, and a planetary carrier 124 that is coupled to the end of the crankshaft 156 and pivotally supports the rotation shaft of each planetary pinion gear 123. In this planetary gear 120, the sun gear 121 and the ring gear 12
2 and the planetary carrier 124 are respectively coupled to the sun gear shaft 125, the ring gear shaft 126, and the planetary carrier 124 (crankshaft 156). When the power to be input to and output from the remaining one shaft is determined, the power to be input to and output from the remaining one shaft is determined based on the power input to and output from the determined two shafts. The details of input and output of power to and from the three axes of this planetary gear 120 will be described later.

A power take-out gear 128 for taking out power is coupled to the ring gear 122. The power take-out gear 128 is connected to the power transmission gear 111 by a chain belt 129, and power is transmitted between the power take-out gear 128 and the power transmission gear 111. 14
As shown in, the power transmission gear 111 is gear-coupled to the differential gear 114. Therefore,
The power output from the power output device 110 is finally transmitted to the left and right drive wheels 116 and 118.

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 that forms a rotating magnetic field is wound. The rotor 132 is
It is coupled to a sun gear shaft 125 that is coupled to the sun gear 121 of the planetary gear 120. The stator 133 is
It is formed by stacking thin non-oriented electrical steel sheets and is fixed to the case 113. 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 135 and the magnetic field formed by the three-phase coil 134, and the interaction between the magnetic field generated by the permanent magnet 135 and the rotation of the rotor 132. By three-phase coil 1
It operates as a generator that generates electromotive force at both ends of 34. The sun gear shaft 125 is provided with a resolver 139 that detects the rotation angle θs thereof.

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 145 on the outer peripheral surface thereof, and a stator having a three-phase coil 144 forming a rotating magnetic field wound thereon. And 143. The rotor 142 is coupled to the ring gear shaft 126 coupled to the ring gear 122 of the planetary gear 120, and the stator 143 is fixed to the case 113. The stator 143 of the motor MG2 is also formed by stacking thin non-oriented electrical steel sheets. Like the motor MG1, the motor MG2 also operates as an electric motor or a generator. The ring gear shaft 126 is provided with a resolver 149 that detects the rotation angle θr.

As shown in FIG. 12, the control device 180 included in the power output device 110 of the second embodiment has the same structure as the control device 80 included in the power output device 20 of the first embodiment. That is, the control device 180 controls the motor MG1.
Drive circuit 191, which drives the motor MG2, second drive circuit 192 which drives the motor MG2, both drive circuits 191, 192
And a battery 194 that is a secondary battery. The control CPU 190 internally communicates with a work RAM 190a, a ROM 190b storing a processing program, an input / output port (not shown), and an EFIECU 170. It has a serial communication port (not shown) for performing. The control CPU 190 includes a rotation angle θs of the sun gear shaft 125 from the resolver 139,
Rotation angle θ of the ring gear shaft 126 from the resolver 149
r, accelerator pedal position AP from the accelerator pedal position sensor 165, shift position sensor 1
Shift position SP from 84, first drive circuit 19
1 current values Iu1 and Iv2 from the two current detectors 195 and 196 provided for the first drive circuit 192, and current values Iu from the two current detectors 197 and 198 provided for the second drive circuit 192.
2, Iv2, the remaining capacity BRM from the remaining capacity detector 199 that detects the remaining capacity of the battery 194, etc. are input through the input port.

Further, from the control CPU 190, the control signal SW1 for driving the six transistors Tr1 to Tr6 which are the switching elements provided in the first drive circuit 191 and the switching signal provided in the second drive circuit 192 are provided. Six transistors Tr11 to T as elements
A control signal SW2 for driving r16 is output.
The first drive circuit 191 and the second drive circuit 192
Each of the six transistors Tr1 to Tr6 and the transistors Tr11 to Tr16 in the circuit respectively constitutes a transistor inverter, and two transistors are paired so that they are on the source side and the sink side with respect to the pair of power supply lines L1 and L2. In the first drive circuit 191, each of the three-phase coils 134 of the motor MG1 is connected, and in the second drive circuit 192, each of the three-phase coils 144 of the motor MG2 is connected to the connection point. Power line L1, L
2 are connected to the positive side and the negative side of the battery 194, respectively. Therefore, the control CPU 190 sequentially controls the on-time ratios of the pair of transistors Tr1 to Tr6 and the transistors Tr11 to Tr16 by the control signals SW1 and SW2, and the three-phase coil 13
When the electric currents flowing in 4, 144 are made into a pseudo sine wave by PWM control, the three-phase coils 134, 144 form a rotating magnetic field.

Next, the operation of the power output apparatus 110 of the second embodiment will be described. Power output device 110 of the second embodiment
The principle of operation, especially the principle of torque conversion is as follows. The engine 150 is operated at the operating point P1 of the rotational speed Ne and the torque Te, and the ring gear shaft 1 is operated at the operating point P2 of the same energy as the energy Pe output from the engine 150 but different rotational speed Nr and torque Tr.
26 will be considered, that is, the case where the power output from the engine 150 is torque-converted to act on the ring gear shaft 126. Engine 150 at this time
And the relationship between the rotation speed and the torque of the ring gear shaft 126 are
It is shown in FIG.

The relationship between the rotational speeds and torques of the three axes of the planetary gear 120 (the sun gear shaft 125, the ring gear shaft 126 and the planetary carrier 124) is collinear diagrams illustrated in FIGS. 16 and 17 according to the teaching of mechanics. Can be represented as a diagram called and can be solved geometrically. Note that the relationship between the rotational speeds and torques of the three axes in the planetary gear 120 can be mathematically analyzed by calculating the energy of each axis without using the above collinear chart. In the second embodiment, an alignment chart will be used for ease of explanation.

The vertical axis in FIG. 16 represents the rotational speed axis of the three axes, and the horizontal axis represents the ratio of the positions of the coordinate axes of the three axes. That is, when the coordinate axes S and R of the sun gear shaft 125 and the ring gear shaft 126 are taken at both ends, the planetary carrier 124
The coordinate axis C of is defined as an axis that internally divides the axis S and the axis R into 1: ρ. Here, ρ is the 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 (9).

[0096]

[Equation 6]

Considering now that the engine 150 is operating at the rotational speed Ne and the ring gear shaft 126 is operating at the rotational speed Nr, the planetary carrier 124 to which the crankshaft 156 of the engine 150 is coupled. The rotational speed Ne of the engine 150 is plotted on the coordinate axis C of
The rotation speed Nr can be plotted on the coordinate axis R of the ring gear shaft 126. By drawing a straight line that passes 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 this straight line and the coordinate axis S. Hereinafter, this straight line is referred to as a motion collinear line. The rotation speed Ns is
The rotation speed Ne and the rotation speed Nr can be used to obtain the proportional calculation formula (the following formula (10)). Thus, in the planetary gear 120, the sun gear 121 and the ring gear 1
2 or planetary carrier 124
When one rotation is determined, the remaining one rotation is determined based on the two determined rotations.

[0098]

[Equation 7]

Next, the engine 15 is drawn on the drawn collinear line.
The torque Te of 0 is applied to the coordinate axis C of the planetary carrier 124.
Is applied as a line of action from the bottom to the top in the figure. At this time, the motion collinear line can be treated as a rigid body when a force acting as a vector is applied to the torque. By the method of separating the force, the torque Tes on the coordinate axis S and the torque Ter on the coordinate axis R can be separated. At this time, the magnitudes of the torques Tes and Ter are represented by the following equations (11) and (12).

[0100]

[Equation 8]

In order for the motion collinear line to be stable in this state, the forces of the motion collinear line 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, and on the coordinate axis R, the torque Tr and the torque having the same magnitude as the torque output to the ring gear shaft 126 and opposite direction. A torque Tm2 having the same magnitude but opposite direction with respect to the resultant force with Ter is applied. This torque Tm1 is generated by the motor MG1.
m2 can be operated by the motor MG2. At this time, since the motor MG1 exerts 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 rotation speed Ns is transferred to the sun gear shaft 125. Regenerate from. Since the motor MG2 has the same rotation direction and the same torque direction, the motor MG2 operates as an electric motor and outputs the electric energy Pm2 represented by the product of the torque Tm2 and the rotation speed Nr as power to the ring gear shaft 126. .

Here, if the electric energy Pm1 and the electric energy Pm2 are made equal, all the electric power consumed by the motor MG2 can be regenerated and covered by the motor MG1. For this purpose, all of the input energy may be output. Therefore, the energy Pe output from the engine 150 and the energy Pr output to the ring gear shaft 126 may be equalized. That is, the energy Pe represented by the product of the torque Te and the rotation speed Ne, and
Energy P represented by the product of torque Tr and rotation speed Nr
Make r equal. Referring to FIG. 15, the power represented by the torque Te and the rotational speed Ne output from the engine 150 operating at the operating point P1 is converted into torque, and the energy is the same and the torque Tr and the rotational speed N are the same.
The power represented by r is output to the ring gear shaft 126. As described above, the power output to the ring gear shaft 126 is transmitted to the drive shaft 112 by the power take-out 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 a linear relationship is established between the power output to the ring gear shaft 126 and the power transmitted to the drive wheels 116 and 118, the power transmitted to the drive wheels 116 and 118 is output to the ring gear shaft 126. It can be controlled by controlling the power.

In the alignment chart shown in FIG. 16, the sun gear shaft 125 is
The rotation speed Ns of the engine is positive, but depending on the rotation speed Ne of the engine 150 and the rotation speed Nr of the ring gear shaft 126,
It may be negative as 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 the motor MG1 operates as an electric motor and consumes the electric energy Pm1 represented by the product of the torque Tm1 and the rotation speed Ns. On the other hand, the motor M
In G2, the direction of rotation and the direction of action of torque are opposite, so the motor MG2 operates as a generator and the electric energy P represented by the product of the torque Tm2 and the rotation speed Nr.
m2 is regenerated from the ring gear shaft 126. In this case, if the electric energy Pm1 consumed by the motor MG1 and the electric energy Pm2 regenerated by the motor MG2 are made equal, the electric energy Pm1 consumed by the motor MG1 can be exactly covered by the motor MG2.

Although the basic torque conversion in the power output apparatus 110 of the second embodiment has been described above, the power output apparatus 110 of the second embodiment converts all the power output from the engine 150 into torque. In addition to the operation of outputting to the ring gear shaft 126, the power output from the engine 150 (the product of the torque Te and the rotational speed Ne) and the electric energy P regenerated or consumed by the motor MG1.
By adjusting m1 and the electric energy Pm2 consumed or regenerated by the motor MG2, an excess electric energy is found to discharge the battery 194, or a shortage of electric energy is generated by the electric power stored in the battery 194. Various operations such as a supplementing operation can be performed.

In the explanation of the operating principle of the power output apparatus 110 of the second embodiment, the planetary gear 120 and the motor M will be described.
G1, motor MG2, transistors Tr1 to Tr1
The power conversion efficiency of 6 and the like was set to 1 (100%). In reality, 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 set to the engine 15.
It is necessary to make the value slightly smaller than the energy Pe output from 0. For example, the energy Pe output from the engine 150 may be a value calculated by multiplying the energy Pr output to the ring gear shaft 126 by the reciprocal of the conversion efficiency. Further, the torque Tm2 of the motor MG2 is set to a value calculated by multiplying the electric power regenerated by the motor MG1 by the efficiencies of both motors in the state of the alignment chart of FIG. 16, and in the state of the alignment chart of FIG. It may be calculated from the electric power consumed by the motor MG1 divided by the efficiencies of both motors. In the planetary gear 120, energy is lost as heat due to mechanical friction and the like, but the amount of loss is extremely small in view of the total amount, and the efficiency of the synchronous motor used for the motors MG1 and MG2 is extremely close to the value 1. It is also known that the transistors Tr1 to Tr16 have extremely low on-resistance such as GTO. Therefore, since the power conversion efficiency is close to the value 1, even in the following description,
For ease of explanation, unless otherwise specified, it is treated as a value 1 (100%).

Next, the specific basics of torque conversion executed by the power output apparatus 110 of the second embodiment will be described based on the torque control routine illustrated in FIG. This routine is repeatedly executed every predetermined time (for example, every 8 msec) after the engine 150 is started. When this routine is executed, the control CPU 190 of the control device 180
First, the rotation speed Nr of the ring gear shaft 126 and the sun gear shaft 1
A process of reading the rotational speed Ns of 25 is performed (step S200). The rotation speed Nr of the ring gear shaft 126 is the rotation angle θr of the ring gear shaft 126 read from the resolver 149, and the rotation speed Ns of the sun gear shaft 125 is the resolver 1
It can be obtained from the rotation angle θs of the sun gear shaft 125 read from 39.

Then, the accelerator pedal position AP, which is the depression amount of the accelerator pedal 164 detected by the accelerator pedal position sensor 165, is read (step S202), and the target value of the output torque according to the read accelerator pedal position AP ( Ring gear shaft 12
A process of deriving a target value of torque (hereinafter, also referred to as “torque command value”) Tr * to be output to 6 is performed (step S204). Next, the derived output torque command value Tr * and the read speed Nr of the ring gear shaft 126 are read.
Therefore, the energy Pr to be output to the ring gear shaft 126 is
Is calculated (Pr = Tr * × Nr) (step S206). Then, based on the obtained output energy Pr, the target torque Te of the engine 150
A process of setting * and the target rotation speed Ne * is performed (step S208). The method of deriving the torque command value Tr * according to the accelerator pedal position AP and the method of setting the target torque Te * and the target rotation speed Ne * of the engine 150 are the same as in the first embodiment.

Next, the target rotational speed Ne * of the engine 150 is substituted into the rotational speed Ne of the above-mentioned equation (10) to calculate the target rotational speed Ns * of the sun gear shaft 125 (step S210), and the first embodiment is carried out. Similar to the example, the accelerator pedal position AP and the previous accelerator pedal position A read when this torque control routine was last executed.
The pedaling speed VAP of the accelerator pedal 164 is calculated by the above equation (1) using P and P (step S212).

Then, it is determined whether or not the energy Pe to be output from the engine 150 (energy Pr to be output to the ring gear shaft 126) is rapidly increasing (step S).
214 to S224) are executed. This determination process is
Steps S112 to S of the torque control routine of FIG.
The process is similar to the process of 122. Note that step S2
Rotational speed Nr of 16 ring gear shaft 126 and threshold value Nrre
The comparison with f corresponds to the comparison between the rotation speed Nd of the drive shaft 22 and the threshold value Ndref in step S114 of FIG. Corresponds to the calculation of the rotation deviation ΔNe and the comparison between the rotation deviation ΔNe and the threshold Neref in steps S116 and S118 of FIG. This difference is the ring gear shaft 12 in the second embodiment.
This is because the rotation speed Nr of No. 6 corresponds to the rotation speed Nd of the drive shaft 22 of the first embodiment in that the speed V of the vehicle is reflected, and the rotation speed Ns of the sun gear shaft 125 of the second embodiment is an alignment chart. In order to reflect the rotational speed Ne of the engine 150 from the relationship of the operation collinear line in FIG.
Rotational deviation ΔNe between the target rotational speed Ne * of 0 and the rotational speed Ne
Because it corresponds to.

In this way, when the rapid increase process determination flag F is set, the set rapid increase process determination flag F and the engine 150 are set.
The motor MG1, the motor MG2, and the engine 150 are controlled based on the target torque Te * and the target rotational speed Ne * (step S226), and the routine ends. Also in the second embodiment, the motor MG is illustrated for convenience of illustration.
1, the control of the motor MG2 and the engine 150 are described as one step of this routine, but in reality, these controls are performed independently and comprehensively from this routine. For example, the control CPU 190 executes the control of the motor MG1 and the motor MG2 in parallel with each other at a different timing from this routine at the same time by using the interrupt processing.
By sending an instruction to the EFIECU 170 via communication, the EF
The IECU 170 controls the engine 150 in parallel. Note that the control of the engine 150 in the second embodiment is the same as the control of the engine 50 in the first embodiment, so a description thereof will be omitted.

Control of Motor MG1 (Step S of FIG. 18)
226) is a motor MG illustrated in FIGS. 19 and 20.
1 control routine. When this routine is executed, the control CPU 190 of the control device 180 first checks the value of the sudden increase process determination flag F (step S2).
30). When the rapid increase process determination flag F is 0, it is determined that the rapid increase process of the energy Pe to be output from the engine 150 is unnecessary, and the rotation speed Ns of the sun gear shaft 125 is read from the resolver 139 (step S232), and the sun gear shaft 125 is read. Rotation speed N read from the target rotation speed Ns * of
s is subtracted to calculate the rotation deviation ΔNs (step S23
4), the torque command value Tm1 * of the motor MG1 is calculated by the following equation (1
It is calculated and set by 3) (step S236). Here, the second term on the right side of the equation (13) is a proportional term for canceling the rotation deviation ΔNs, and the third term on the right side is an integral term for eliminating the steady deviation. Therefore, the torque command value Tm1 * of the motor MG1 is in the steady state (when the rotation deviation ΔNs is substantially 0).
Then, the target torque Te * of the engine 150 is set equal to the torque separated by the sun gear shaft 125.

[0112]

[Equation 9]

On the other hand, when the rapid increase process determination flag F has the value 1, it is determined that the rapid increase process of the energy Pe to be output from the engine 150 is necessary, and the torque command value Tm1 * of the motor MG1 is set to a negative predetermined value Ts2. Yes (step S2
38). In the second embodiment, the torque Tm1 of the motor MG1 is
Is the torque Tm shown in FIGS. 16 and 17.
The direction of 1 was made positive. Therefore, setting the negative torque to the torque command value Tm1 * of the motor MG1 causes the rotation speed Ns of the sun gear shaft 125 to increase in the operation collinear line of FIGS. 16 and 17. Therefore, the rotational speed Ne of the engine 150 is accelerated by outputting such torque from the motor MG1. When the above-mentioned torque is output from the motor MG1, the torque calculated by (Ts2 / ρ) as a reaction force acts on the ring gear shaft 126.

Thus, the torque command value Tm of the motor MG1
When 1 * is set, the rotation angle θs of the sun gear shaft 125 is input from the resolver 139 (step S24).
0), the current of each phase of the motor MG1 is detected by the current detectors 195, 1
It is detected using 96 (step S242). afterwards,
Coordinate conversion (step S244), which is the same processing as steps S148 to S152 in the clutch motor control routine of FIGS. 5 and 6 of the first embodiment, calculation of voltage command values Vd1 and Vq1 (step S246), and voltage command value Perform inverse coordinate transformation (step S248),
The transistor T of the first drive circuit 191 of the motor MG1
The on / off control time of r1 to Tr6 is obtained and PWM control is performed (step S250).

Here, the torque command value Tm of the motor MG1
Even if the same positive value is set in 1 *, the direction in which the torque Tm1 acts and the sun gear shaft 1 as in the state of the alignment chart of FIG.
When the direction of rotation of 25 is different, regenerative control is performed, and when the direction is the same as in the state of the alignment chart of FIG. 17, power running control is performed. However, if the torque Tm1 is positive, the rotor 13 performs the power running control and the regenerative control of the motor MG1.
The transistors Tr1 to Tr6 of the first drive circuit 191 are controlled so that a positive torque acts on the sun gear shaft 125 by the permanent magnet 135 attached to the outer peripheral surface of No. 2 and the rotating magnetic field generated by the current flowing in the three-phase coil 134. Therefore, the same switching control is performed. Further, when the torque command value Tm1 * is set to a negative value, the direction of change of the rotation angle θs of the sun gear shaft 125 read in step S240 is only reversed, and therefore the control at this time is also performed in FIG. 19 and FIG. This can be performed by controlling the motor MG1 of 20. Even in this case, the regenerative control or the power running control is performed depending on the sign of the rotation speed Ns of the sun gear shaft 125. However, both controls are the same switching control as when the torque command value Tm1 * is set to a positive value. Become. When it is determined in step S230 that the rapid increase determination flag F is 1 and the torque command value Tm1 * of the motor MG1 is set to the negative predetermined value Ts2,
Since the rotational speed Nr of the ring gear shaft 126 and the rotational speed Ne of the engine 150 are relatively small, and the target rotational speed Ne * of the engine 150 is large, even if the operating collinear line is in the downward left direction, it will be immediately left. As a result, the motor MG1 is in a raised state, and the power running of the motor MG1 is controlled.

Next, regarding the control processing of the motor MG2 (step S226 in FIG. 18), the motor M illustrated in FIG.
A description will be given based on the control routine of G2. When this routine is executed, the control CPU 190 of the control device 180 first calculates the torque command value Tm2 * of the motor MG2 by the following equation (1)
It is calculated and set by 4) (step S260). This equation (14) can be obtained from the balance of the operation collinear lines in the alignment charts of FIGS. 16 and 17.

[0117]

[Equation 10]

Next, the rotation angle θr of the ring gear shaft 126.
Is input from the resolver 149 (step S26
2), the current of each phase of the motor MG2 is detected by the current detector 197, 1
It is detected using 98 (step S268). afterwards,
Step S244 in the control routine of the motor MG1
Through S248, coordinate conversion (step S266), calculation of voltage command values Vd2 and Vq2 (step S268), inverse coordinate conversion of voltage command value (step S270), and second drive of motor MG2. The on / off control time of the transistors Tr11 to Tr16 of the circuit 192 is obtained and PWM control is performed (step S2).
72).

Here, the motor MG2 is also the torque command value Tm.
Depending on the direction of 2 * and the direction of rotation of the ring gear shaft 126, power running control or regenerative control is performed.
Similar to step 1, both the power running control and the regenerative control can be performed by the control processing of the motor MG2 in FIG. The sign of the torque command value Tm2 * of the motor MG2 is such that the direction of the torque Tm2 in the alignment charts of FIGS. 16 and 17 is positive.

By the control described above, when the driver depresses the accelerator pedal 164 with great force, the engine 150 is driven at the driving point of the target torque Te * and the target rotation speed Ne * corresponding to the depression amount of the accelerator pedal 164. The state can be quick. As an example of such an operation, FIG. 22 shows an operation when the accelerator pedal 64 is stepped on vigorously while the engine 50 is in the idling state. Accelerator pedal 1 at time t1
When 64 is depressed, the target torque Te * and the target rotation speed Ne * of the engine 150 are set according to the accelerator pedal position AP which is the depression amount of the accelerator pedal 164 (step S208), and the energy Pe to be output from the engine 150 is set. It is determined that the rapid increase process is required, and the value 1 is set to the rapid increase process determination flag F (steps S214 to S222). Therefore, the torque command value Tm1 * of the motor MG1 is set to a negative predetermined value Ts2 (step S238), and the sun gear shaft 125 is rotated by the motor M.
G1 accelerates in the positive rotation direction. Ring gear shaft 1
Reference numeral 26 denotes a drive wheel 11 via a power take-out gear 128, a power transmission gear 111 and a differential gear 114.
Since it is connected to 6,118, its rotation speed Nr suddenly
Cannot be increased, the operating collinear line goes to the left, and the engine speed Ne of the engine 150 increases due to the opening control of the throttle valve 166 and the motor MG1.
The target rotation speed Ne * is reached in a short time (time t2) due to the acceleration due to the torque associated with the torque Tm1 output from.

On the other hand, the torque command value Tm2 of the motor MG1
Since the torque calculated from the equilibrium relationship of the operation collinear lines is set to *, the torque Tm2 output from the motor MG2 and the torque Tm1 (value Ts2) output from the motor MG1 are set to the ring gear shaft 126. The torque represented by the sum of the accompanying torque (value Ts2 / ρ) is output.
Therefore, from the time t1 when the accelerator pedal 164 is depressed to the time t2 when the engine 150 is operated at the target rotation speed Ne *, a torque smaller than the output torque command value Tr * is output to the ring gear shaft 126, and t
After 2, the output torque command value Tr * is output.

In FIG. 22, the alternate long and short dash line represents the operation of a comparative example in which the torque command value Tm1 * of the motor MG1 is set to a value of 0 when the energy Pe to be output from the engine 150 is rapidly increased. . In this operation, the rotation speed Ne of the engine 150 is not accelerated by the torque output from the motor MG1, and the throttle valve 166 is not operated.
It will only be increased by controlling the opening degree. Therefore, it takes a longer time than the above-described second embodiment until the engine speed Ne of the engine 150 reaches the target engine speed Ne *. The torque command value Tm of the motor MG1 is applied to the ring gear shaft 126.
By setting the value 0 to 1 *, only the torque corresponding to the torque command value Tm2 * output from the motor MG2 is output. Therefore, immediately after depressing the throttle valve 166, a larger torque can be output to the ring gear shaft 126 as compared with the second embodiment. But,
In the comparative example, since it takes a long time to bring the engine 150 into the target operating state, the torque output to the ring gear shaft 126 becomes smaller than that in the example after the time t2.
As a whole, the torque that can be output to the drive shaft 22 is larger in the second embodiment.

The power output apparatus 1 of the second embodiment described above
According to 10, when the energy Pe to be output from the engine 150 suddenly increases, the rotation speed Ne of the engine 150 is accelerated by the motor MG1, so that the engine 150 can be promptly operated in a target operating state.
Therefore, the power output from engine 150 can be rapidly increased, and the power output to ring gear shaft 126 can be increased.

Of course, the power output from the engine 150 is converted into a desired power by torque conversion, and the ring gear shaft 126
Can be output to. Further, the torque command value Tm1 * of the motor MG1 is PI controlled so that the rotation speed Ns of the sun gear shaft 125 becomes the target rotation speed Ns *.
50 can be stably operated at an operation point represented by the target torque Te * and the target rotation speed Ne *.

In the power output apparatus 110 of the second embodiment, the torque command value Tm1 * of the motor MG1 is set to the negative predetermined value Ts2 during the rapid increase process of the energy Pe to be output from the engine 150. The maximum negative value that can be output from the motor MG1 may be set. In this way, the rotation speed Ne of the engine 150 can be set to the target rotation speed Ne * earlier. Further, instead of the predetermined value Ts2, the accelerator pedal position AP and the stepping speed VA
The torque command value Tm1 * of the motor MG1 may be set to a value that changes according to the rotational speed Nr of the P, ring gear shaft 126 or the rotational deviation ΔNs between the target rotational speed Ns * and the rotational speed Ns.

In the power output apparatus 110 according to the second embodiment, the torque command value Tm2 * of the motor MG2 is irrespective of the rapid increase process of the energy Pe to be output from the engine 150.
Although the value calculated by the above equation (14) is set to, the torque command value Tm2 * of the motor MG2 is set so that the output torque command value Tr * is output to the ring gear shaft 126, and the torque command value Tm2 * is output from the motor MG2. When the maximum torque is limited, the maximum torque may be output from the motor MG2. In this way, the torque output to the ring gear shaft 126 can be made as close as possible to the output torque command value Tr *, and the driver's instruction can be followed.

Further, in the power output apparatus 110 of the second embodiment, it is determined whether or not the processing when the energy Pe to be output from the engine 150 suddenly increases is determined by the accelerator pedal position AP, the stepping speed VAP, and the ring gear shaft. Although the rotation speed Nr of 126 and the rotation deviation ΔNs are all used, it is not necessary to use all of them, and a part of them may be combined for determination.

In the power output apparatus 110 of the second embodiment, all the energy Pe output from the engine 150 is converted into torque and output to the ring gear shaft 126, and therefore the energy Pe to be output from the engine 150.
Is set to be equal to the energy Pr to be output to the ring gear shaft 126 determined according to the accelerator pedal position AP, but the energy Pe to be output from the engine 150 is not set to be equal to the energy Pr to be output to the ring gear shaft 126, that is, Accelerator pedal position A
It may not be set according to only P. For example, in order to set the remaining capacity of the battery 194 within a predetermined range, the energy Pe to be output from the engine 150 may be set according to the remaining capacity of the battery 194 in addition to the accelerator pedal position AP. By doing so, the remaining capacity of the battery 94 can be kept within a predetermined range.

In the power output device 110 of the second embodiment, the power output to the ring gear shaft 126 is transferred to the ring gear 122.
Via the power take-off gear 128 coupled to the motor MG1
Although it is taken out from between the motor MG2 and the motor MG2, the ring gear shaft 126 may be extended and taken out from the case 113 as shown in a power output device 110A of a modified example of FIG. Further, the power output device 110B of the modified example of FIG.
As shown in FIG.
The motor 20, 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, the power output to the ring gear shaft 126B can be taken out from between the engine 150 and the motor MG2.

In the power output device 110 of the second embodiment, F
Although the invention is applied to the R-type or FF-type two-wheel drive vehicle, it may be applied to the four-wheel drive vehicle as shown in the power output device 110C of the modified example of FIG.
In this configuration, the motor MG2 coupled to the ring gear shaft 126 is separated from the ring gear shaft 126 and independently arranged in the rear wheel portion of the vehicle, and the drive wheels 117 and 119 of the rear wheel portion are driven by this motor MG2. To do. On the other hand, the ring gear shaft 126 includes the power take-out gear 128 and the power transmission gear 1.
It is connected to the differential gear 114 via 11 and drives the drive wheels 116 and 118 of the front wheel portion. Even with such a configuration, it is possible to realize the second embodiment described above.

In the power output device 110 of the second embodiment, 3
Although the planetary gear 120 is used as the axial power input / output means, a plurality of planetary pinion gears, one pair of which are gear-coupled to one another with the sun gear and the other with the ring gear and are gear-coupled to each other and revolve around the outer circumference of the sun gear while revolving, are provided. A double pinion planetary gear provided may be used. In addition, if the power input / output to / from any two of the three axes is determined, the power input / output to / from the remaining one axis is determined based on the determined power. It is also possible to use a unit such as a differential gear.

The power output apparatus 2 of the first embodiment described above
Although the gasoline output engines are used as the engine 50 and the engine 150 in the power output device 110 of the 0th and 2nd embodiments, various internal combustion engines such as a diesel engine, a turbine engine, and a jet engine can also be used.

In the power output apparatus 20 of the first embodiment and the power output apparatus 110 of the second embodiment, the PM type (permanent magnet type; Permanent Magnet typ) is used for the clutch motor 30, the assist motor 40, the motor MG1 and the motor MG2.
e) A synchronous motor was used, but if it is possible to perform both regenerative operation and power running operation, a VR type (Variable Reluctance type) synchronous motor, a vernier motor, a DC motor, It is also possible to use an induction motor, a superconducting motor, a step motor, or the like.

Alternatively, the power output apparatus 20 of the first embodiment
In the power output device 110 according to the second embodiment, the first drive circuits 91 and 191 and the second drive circuits 92 and 192 are included.
I used a transistor inverter as
IGBT (insulated gate bipolar mode transistor;
Insulated Gate Bipolar mode Transistor), thyristor inverter, voltage PWM (Pulse Width Modulation) inverter, square wave inverter (voltage source inverter, current source inverter),
A resonant inverter or the like can also be used.

As the batteries 94 and 194, P
Although a b battery, a NiMH battery, a Li battery, or the like can be used, a capacitor can be used instead of the battery 194.

Next, a control device 210 for an internal combustion engine as a third embodiment of the present invention will be described. FIG. 26 is a configuration diagram showing a schematic configuration of a vehicle incorporating the control device 210 for the internal combustion engine of the third embodiment. As shown in the figure, the control device 210 for an internal combustion engine of the embodiment includes an engine EG, a generator MG3 that is coupled to a crankshaft CS of the engine EG to generate electric power by power output from the engine EG, and that also operates as a motor. M
Charging of electric power generated by G3 and generator MG3
A battery BT for supplying electric power required for operating the motor as a motor and a vehicle controller CC for driving and controlling the generator MG3. The vehicle including the control device 210 for the internal combustion engine includes the motor MG4 that receives the electric power stored in the battery BT and rotationally drives the drive shaft DS. Drive shaft ds
Are connected to drive wheels AH via a differential gear DG. The motor MG4 is connected to the vehicle controller CC by a signal line and is drive-controlled by the vehicle controller CC. Although not shown in FIG. 26, the generator MG3 is provided with a resolver for detecting the rotation angle of the crankshaft CS.
A resolver that detects the rotation angle of the drive shaft DS is attached to the vehicle, and various sensors such as an accelerator pedal position sensor that detects an accelerator pedal position AP that is the opening of the accelerator pedal are attached to the vehicle.

Next, the operation of the control apparatus 210 for the internal combustion engine of the third embodiment thus configured, that is, the operation of the generator MG3 will be described based on the control routine of the generator MG3 illustrated in FIG. When this routine is executed, the vehicle controller CC first executes a process of inputting the output command value Pe * of the engine EG (step S300). Output command value Pe of engine EG
* Is set according to the remaining capacity of the battery BT, the depression amount of the accelerator pedal, and the like. Then, based on the output command value Pe * of the engine EG, the target torque Te of the engine EG is
* And the target rotation speed Ne * are set (step S30).
2). The method of setting the target torque Te * and the target rotation speed Ne * of the engine EG is the same as that of the first embodiment.

Next, the rotation speed N of the engine EG obtained based on the rotation angle of the crankshaft CS detected by a resolver (not shown) of the generator MG3.
Input e (step S304). Then, the input rotation speed Ne is subtracted from the target rotation speed Ne * of the engine EG to calculate the rotation deviation ΔNe (step S306), and the rotation deviation ΔNe is compared with the threshold Neref (step S3).
08). When the rotation deviation ΔNe is less than the threshold Neref, it is determined that the energy Pe to be output from the engine EG does not change significantly, and the torque command value Tm3 * of the generator MG3 is set to the value calculated by the following equation (15). (Step S310). Here, the equation (15) is the first
This is the same formula as the formula (2) described in the embodiment.

[0139]

[Equation 11]

On the other hand, when the rotation deviation ΔNe is equal to or larger than the threshold Neref, the energy P to be output from the engine EG.
It is determined that e has suddenly increased, and a negative predetermined value Ts3 is set to the torque command value Tm3 * of the generator MG3 (step S312). Here, in the third embodiment, the sign of the torque command value Tm3 * of the generator MG3 is the engine E
The direction of torque when power is generated by the power output from G is positive. Therefore, setting the torque command value Tm3 * to a negative value causes the generator MG3 to operate as an electric motor.

When the torque command value Tm3 * of the generator MG3 is set in this way, although not shown in FIG. 27, the same processing as steps S172 to S182 of the assist motor control routine of FIG. 8 is performed.

The control of the motor MG4 is performed by the motor MG4 control routine illustrated in FIG. When this routine is executed, the vehicle controller CC first inputs the accelerator pedal position AP which is the depression amount of the accelerator pedal detected by an accelerator pedal position sensor (not shown) (step S320). Then, the torque command value Tm4 * of the motor MG4 is derived and set based on the input accelerator pedal position AP (step S322). The derivation of the torque command value Tm4 * based on the accelerator pedal position AP is similar to the derivation of the output torque command value Td * based on the accelerator pedal position AP in the first embodiment. Motor MG4
If the torque command value Tm4 * is set, the step S1 of the assist motor control routine of FIG. 8 is performed, which is not shown in FIG.
The same processing as the processing from 72 to S182 is performed.

By the control described above, when the output command value Pe * of the engine EG suddenly increases, the engine EG can be quickly set to the target operating point. As an example of such an operation, FIG. 29 shows an operation when a large output command value Pe * is output when the engine EG is in the idling state. When the output command value Pe * of the engine EG sharply increases at time t1, the target torque Te * and the target rotation speed Ne * of the engine EG are set based on the output command value Pe * (step S302), and output from the engine EG. It is determined that the power energy Pe has increased rapidly (step S308), and a negative predetermined value Ts3 is set to the torque command value Tm3 * of the generator MG3 (step S312). As a result, since the generator MG3 operates as a motor, the crankshaft CS is accelerated in the positive direction by the generator MG3, and the engine EG
The rotation speed Ne of the target rotation speed Ne * is within a short time (time t2).
Reach Even during the operation of the generator MG3, since the torque command value Tm4 * of the motor MG4 is set to a value corresponding to the accelerator pedal position AP, the torque desired by the driver is output to the drive shaft DS.

In FIG. 29, the alternate long and short dash line represents the operation of a comparative example in which the torque command value Tm3 * of the generator MG3 is set to the value 0 during the rapid increase process of the energy Pe to be output from the engine EG. . In this operation, the rotation speed Ne of the engine EG is equal to the generator MG3.
There is no acceleration that accompanies the torque output from the engine, but only an increase due to the throttle valve opening control. Therefore, it takes a long time until the engine speed EG of the engine EG reaches the target engine speed Ne * as compared with the third embodiment.

According to the control device 210 for the internal combustion engine of the third embodiment described above, when the energy Pe to be output from the engine EG increases rapidly, the generator MG3 accelerates the rotation speed Ne of the engine EG, so that the engine EG Can be promptly driven in a target driving state. Therefore, the power output from the engine EG can be promptly increased, and the electric power for charging the battery BT can be increased.

The power output apparatus 2 of the first embodiment described above
0, the power output device 110 of the second embodiment, and the control device 210 of the internal combustion engine of the third embodiment, the engine 50, 150,
The processing when the energy Pe to be output from the EG (hereinafter referred to as the “engine 50 or the like”) has been described above has been described, but such processing may be applied when the energy Pe to be output from the engine 50 or the like suddenly decreases. Good.
In this case, the torque command values Tc *, Tm1 *, Tm3 of the clutch motor 30, the motor MG1, and the generator MG3 are given.
The torque for braking the rotation of the engine 50 or the like may be set to *. By doing so, even when the energy Pe to be output from the engine 50 or the like suddenly decreases, the engine 50 or the like can be quickly brought into a target operating state. Of course, the torque command values Tc *, Tm1 *, and Tm3 * of the clutch motor 30, the motor MG1, and the generator MG3 may be set to predetermined values or accelerator pedal position during such a rapid decrease process. It may be a value that changes depending on AP, stepping speed VAP, drive shaft 22, ring gear shaft 126, rotation deviation ΔNe, rotation deviation ΔNs, and the like. By doing so, it is possible to bring the engine 50 and the like into the target operating state earlier.

Although the embodiments of the present invention have been described above, the present invention is not limited to these embodiments. For example, the power output device 20 of the first embodiment and the power output device of the second embodiment are used. The output device 110 or the control device 210 of the internal combustion engine according to the third embodiment is incorporated in transportation means such as a ship or an aircraft, or is incorporated in other various industrial machines or the like without departing from the scope of the present invention. Of course, it can be implemented in various forms.

[Brief description of drawings]

FIG. 1 is a power output device 2 as a first embodiment of the present invention.
It is a block diagram which shows the schematic structure of 0.

FIG. 2 is a configuration diagram showing a schematic configuration of a vehicle incorporating the power output device 20 of FIG.

FIG. 3 is a graph for explaining the operation principle of the power output device 20 of the embodiment.

FIG. 4 is a flowchart illustrating a torque control routine executed by a control CPU 90 of the control device 80.

5 is a flowchart illustrating a first half portion of a clutch motor control routine executed by a control CPU 90 of the control device 80. FIG.

FIG. 6 is a flowchart illustrating a second half of a clutch motor control routine executed by the control CPU 90 of the control device 80.

FIG. 7 is a flowchart illustrating the first half of an assist motor control routine executed by a control CPU 90 of the control device 80.

FIG. 8 is a flowchart illustrating the latter half of the assist motor control routine executed by the control CPU 90 of the control device 80.

FIG. 9 is an explanatory diagram illustrating an operation when the accelerator pedal 64 is stepped on vigorously while the engine 50 is in an idling state.

FIG. 10 is a configuration diagram showing a schematic configuration of a power output device 20A which is a modified example.

FIG. 11 is a configuration diagram showing a schematic configuration of a power output device 20B as a modified example in which the power output device 20 of the embodiment is applied to a four-wheel drive vehicle.

FIG. 12 is a configuration diagram showing a schematic configuration of a power output device 110 as a second embodiment of the present invention.

FIG. 13 is a partially enlarged view of the power output device 110 of the second embodiment.

FIG. 14 is a configuration diagram showing a schematic configuration of a vehicle incorporating the power output apparatus 110 of the second embodiment.

FIG. 15 is a graph for explaining the operation principle of the power output apparatus 110 of the second embodiment.

FIG. 16 is a collinear chart showing the relationship between the rotational speed and torque of the three shafts coupled to the planetary gear 120 included in the power output device 110 of the second embodiment.

FIG. 17 is a collinear chart showing the relationship between the rotational speeds and torques of the three shafts coupled to the planetary gear 120 included in the power output device 110 of the second embodiment.

FIG. 18 is a flowchart illustrating a torque control routine executed by the control device 180 of the second embodiment.

FIG. 19 is a flowchart illustrating a first half portion of a control routine for motor MG1 executed by control device 180 of the second embodiment.

FIG. 20 is a flowchart illustrating a second half of a control routine for motor MG1 executed by control device 180 of the second embodiment.

FIG. 21 is a flow chart illustrating a control routine of motor MG1 executed by control device 180 of the second embodiment.

FIG. 22 is an explanatory diagram illustrating an operation when the accelerator pedal 164 is stepped on vigorously while the engine 150 is in the idling state.

FIG. 23 is a power output device 11 that is a modification of the second embodiment.
It is a block diagram which shows schematic structure of 0A.

FIG. 24 is a power output device 11 that is a modification of the second embodiment.
It is a block diagram which shows schematic structure of 0B.

FIG. 25 is a configuration diagram showing a schematic configuration of a power output device 110C as a modified example in which the power output device 110 of the second embodiment is applied to a four-wheel drive vehicle.

FIG. 26 is a configuration diagram showing a schematic configuration of a vehicle incorporating a control device 210 for an internal combustion engine as a third embodiment of the present invention.

FIG. 27 is a flowchart illustrating a control routine of a generator MG3 executed by the vehicle controller CC of the third embodiment.

FIG. 28 is a flowchart illustrating a control routine for the motor MG4 executed by the vehicle controller CC of the third embodiment.

FIG. 29 is an explanatory diagram illustrating an operation when the output command value Pe * of the engine EG sharply increases while the engine EG is in the idling state.

[Explanation of symbols]

20 ... Power output device 20A, 20B ... Power output device 22 ... Drive shaft 23 ... Gear 24 ... Differential gear 26, 28 ... Drive wheels 27, 29 ... Drive wheels 30, 40 ... Motor 30 ... Clutch motor 32 ... Outer rotor 34 ... Inner rotor 35 ... Permanent magnet 36 ... Three-phase coil 38 ... Slip ring 38a ... rotating ring 38b ... brush 39 ... Resolver 40 ... Assist motor 42 ... rotor 43 ... Stator 44 ... Three-phase coil 45 ... Case 46 ... Permanent magnet 48 ... Resolver 49 ... Bearing 50 ... Engine 51 ... Fuel injection valve 52 ... Combustion chamber 54 ... Piston 56 ... Crank shaft 58 ... Igniter 60 ... Distributor 62 ... Spark plug 64 ... accelerator pedal 65 ... Accelerator pedal position sensor 66 ... Throttle valve 67 ... Throttle valve position sensor 68 ... Actuator 70 ... EFIECU 72 ... Intake pipe negative pressure sensor 74 ... Water temperature sensor 76 ... Revolution sensor 78 ... Rotation angle sensor 79 ... Starter switch 80 ... Control device 82 ... shift lever 84 ... Shift position sensor 90 ... Control CPU 90a ... RAM 90b ... ROM 91 ... First drive circuit 92 ... Second drive circuit 94 ... Battery 95, 96 ... Current detector 97, 98 ... Current detector 99 ... Remaining capacity detector 110 ... Power output device 110A to 110C ... Power output device 111 ... Power transmission gear 112 ... Drive shaft 113 ... Case 114 ... Differential gear 116, 118 ... Drive wheels 117, 119 ... Drive wheels 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-out 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 156 ... crankshaft 164 ... Accelerator pedal 165 ... Accelerator pedal position sensor 166 ... Throttle valve 170 ... EFIECU 180 ... Control device 184 ... Shift position sensor 190 ... Control CPU 190a ... RAM 190b ... ROM 191 ... First drive circuit 192 ... Second drive circuit 194 ... Battery 195, 196 ... Current detector 197, 198 ... Current detector 199 ... Remaining capacity detector 210 ... Control device AH ... Drive wheels BT ... battery CC ... Controller CS ... crankshaft DG ... Differential gear DS ... Drive shaft EG ... engine L1, L2 ... Power line MG1 ... Motor MG2 ... Motor MG3 ... Generator MG4 ... Motor Tr1 to Tr6 ... Transistor Tr11 to Tr16 ... Transistor

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁷ identification code FI F02D 29/02 F02D 29/02 D 41/14 320 41/14 320A (58) Fields investigated (Int.Cl. ⁷ , DB name) ) B60K 6/02-6/04 B60L 11/00-11/18 F02D 29/00-29/06 F02D 41/00-41/40

Claims (8)

(57) [Claims] 1. A control device for an internal combustion engine, which has a rotary shaft and controls a fuel injection amount according to an intake air amount, comprising: an opening area adjusting means for adjusting an opening area of an intake pipe of the internal combustion engine; Torque output means capable of outputting torque to a rotary shaft of an internal combustion engine; and when a target value of power output from the internal combustion engine is changed, an opening area of the intake pipe becomes an opening area based on the target value. While controlling the opening area adjusting means,
Further comprising a control means for the rotation speed of the rotation shaft of the internal combustion engine to control the torque output means such as a rotational speed based on said target value, said control means changes the target value power
Of the internal combustion engine,
The torque output means for outputting the torque acting in the opposite direction
For controlling an internal combustion engine. 2. It said torque output means, power generation is capable motor control device according to claim 1 Symbol placement of an internal combustion engine. 3. The torque output means includes a first rotor coupled to a rotation shaft of the internal combustion engine, and a second rotor coupled to a drive shaft that is a power output shaft and rotatable relative to the first rotor. and a rotor, the control of the internal combustion engine according to claim 1 Symbol mounting a motor to the exchange of power between the rotating shaft and the drive shaft of the internal combustion engine via an electromagnetic coupling between the both rotors apparatus. 4. A control device according to claim 1 Symbol placement of the internal combustion engine has a rotation shaft of the internal combustion engine, a drive shaft is the output shaft of the power, the three axes are each coupled to said torque output means, said A three-axis type power input / output means for determining the power input / output to / from any one of the three axes, and determining the power input / output to / from the remaining one axis based on the determined power The control device for an internal combustion engine, wherein the torque output means is an electric motor capable of generating electricity. 5. A power output device for outputting power to a drive shaft, comprising an output shaft and opening area adjusting means for adjusting an opening area of an intake pipe, and an internal combustion engine for controlling a fuel injection amount according to an intake air amount, 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 the power input to and output from the first rotary shaft and the second rotary shaft. Energy adjusting means for adjusting the energy deviation with respect to the power input / output to / from the rotating shaft by input / output of corresponding electric energy, an electric motor for exchanging power with the drive shaft, and electric power input / output in the energy adjusting means. When a storage unit capable of discharging energy and supplying electric power to the electric motor, and a target value of power output to the drive shaft are changed,
The opening area adjusting means of the internal combustion engine is controlled so that the opening area of the intake pipe of the internal combustion engine becomes the opening area based on the target value, and the rotation speed of the output shaft of the internal combustion engine is set to the rotation speed based on the target value. controls said energy adjustment means so that, further comprising a control means for driving and controlling the electric motor so that power is output closer to the power of the target value to the drive shaft
In addition, the control means increases the power by changing the target value.
When accompanied, it acts in the direction of rotation of the rotary shaft of the internal combustion engine.
Controlling the energy adjusting means to output a torque that
Power output device that. 6. The energy adjusting means includes a first rotor coupled to the first rotation shaft and a second rotor coupled to the second rotation shaft and rotatable relative to the first rotor. Based on the electromagnetic coupling between the two rotors and the rotational speed difference between the two rotors, while exchanging power between the two rotating shafts through the electromagnetic coupling between the two rotors. 5. Symbol mounting the power output apparatus is a pair-rotor motor that inputs and outputs electric energy Te. 7. The electric motor, the pair-rotor motor second rotor and, 6. Symbol mounting the power output apparatus comprising a rotatable stator and the second rotor. 8. The energy adjusting unit has a third rotating shaft different from the first rotating shaft and the second rotating shaft, and outputs power input to and output from any two rotating shafts of the three rotating shafts. When determined, the power input / output to / from the remaining rotary shaft is determined based on the determined power 3
Shaft-type power input output mechanism and the third consists of the rotating shaft and the rotary shaft motor that exchanges power claims 5 Symbol mounting the power output apparatus.