JP3494008B2 - Power output device and control method thereof - Google Patents

Abstract

PROBLEM TO BE SOLVED: To efficiently transmit output power from a prime mover to a drive shaft by an arrangement wherein the rotary shaft of a second motor coupled with the drive shaft can be coupled with the output shaft of the prime mover and the drive shaft or can be uncoupled therefrom. SOLUTION: The rotary shaft of a rotor 41 in a motor MG2 is coupled mechanically which a crankshaft 56 or uncoupled therefrom through a first clutch 45 which is disposed between a planetary gear 200 and a motor MG1. Furthermore, it is coupled mechanically with the ring gear shaft 227 of the planetary gear 200 through a second clutch 46. Consequently, the occurrence of power circulation can be avoided, and the overall efficiency of the apparatus can be enhanced.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power output device and a control method thereof, and more particularly to a power output device that efficiently outputs power output from a prime mover to a drive shaft and a control method thereof.

[0002]

2. Description of the Related Art Conventionally, as a power output device of this type,
A device mounted on a vehicle has been proposed in which an output shaft of a prime mover and a drive shaft connected to a rotor of an electric motor are electromagnetically coupled by an electromagnetic coupling to output power of the prime mover to the drive shaft. (For example, JP-A-53-133814). In this power output device, the electric motor starts running the vehicle, and when the rotational speed of the electric motor reaches a predetermined rotational speed, an exciting current is applied to the electromagnetic coupling to crank the prime mover and supply fuel to the prime mover and spark ignition. To start the prime mover. After the prime mover is started, the power from the prime mover is output to the drive shaft by the electromagnetic coupling of the electromagnetic coupling to drive the vehicle. The electric motor is driven when the power output to the drive shaft by the electromagnetic coupling is insufficient for the power required for the drive shaft, and compensates for this shortage. When outputting power to the drive shaft, the electromagnetic coupling regenerates electric power according to slippage of the electromagnetic coupling. This regenerated electric power is stored in a battery as electric power used at the start of traveling,
It is used as the power of the electric motor to make up for the lack of power of the drive shaft.

[0003]

However, such a conventional power output device has a problem in that the efficiency of the entire device may decrease when the rotation speed of the drive shaft increases. In the above-described power output device, if it is attempted to output power to the drive shaft by the electromagnetic coupling even when the rotation speed of the drive shaft increases, the rotation speed of the prime mover must be equal to or higher than the rotation speed of the drive shaft. Since the range of the efficient operating point of the prime mover is usually defined by its rotational speed and load torque, when the drive shaft is rotating at a rotational speed exceeding that range, the prime mover is efficient. Have to drive outside the good driving points of
As a result, the efficiency of the entire device is reduced.

As one of the solutions to such a problem, the applicant of the present invention discloses, in Japanese Patent Laid-Open No. 9-308012, a generator having a generator and a rotating shaft of the generator, an output shaft of a prime mover, and a motor instead of the electromagnetic coupling. A device using a planetary gear connected to the shaft is proposed. This was requested by dividing the power output from the prime mover into two by the planetary gear, converting a part of it into electric power by the generator, and then using this electric power to power the electric motor provided on the drive shaft. Power is output from the drive shaft. When the rotation speed of the drive shaft increases, conversely, the generator is used as a motor to perform power running, the characteristics of the planetary gears are used to increase the rotation speed of the drive shaft, and the prime mover is operated at a rotation speed lower than the rotation speed of the drive shaft. It is possible to drive. At this time, the electric power required to power the generator is supplied by causing the electric motor to function as a generator.

However, the proposed device has a problem that when the rotational speed of the drive shaft becomes higher than the rotational speed of the prime mover, the operating efficiency becomes low, if not as much as the conventional device. As described above, when the rotation speed of the drive shaft becomes higher than the rotation speed of the prime mover, the generator is powered by using the electric power regenerated by the electric motor coaxially coupled. Part of the power output coaxially from the generator is regenerated as electric power by the electric motor. That is, some power circulates between the generator and the electric motor. Generally, in the conversion of mechanical power and electric power, loss occurs due to the conversion efficiency of the device. Therefore, the existence of the circulating power described above reduces the operating efficiency of the device.

A power output device and a control method thereof according to the present invention solves these problems and proposes a device for more efficiently outputting power output from a prime mover to a drive shaft and a control method for such a device. One of Further, the power output apparatus and the control method thereof of the present invention propose an apparatus and a control method of the apparatus, which efficiently output power to the drive shaft even when the rotation speed of the drive shaft becomes larger than the rotation speed of the prime mover. Is one of the purposes.

[0007]

MEANS FOR SOLVING THE PROBLEMS AND ACTIONS AND EFFECTS THEREOF The power output apparatus of the present invention has taken the following means in order to achieve at least a part of the above objects.

A power output device of the present invention is a power output device for outputting power to a drive shaft, the prime mover having an output shaft, a first shaft coupled to the output shaft, and a drive shaft coupled to the drive shaft. And a third shaft different from the first shaft and the second shaft, and when the power input to and output from two of these shafts is determined, one of the remaining shafts is A power transmission unit that determines the power input to and output from the shaft, a first electric motor coupled to the third shaft, and a rotary shaft that is different from the output shaft and the drive shaft. A second electric motor for exchanging motive power via a first connecting means for mechanically connecting and disconnecting the rotary shaft and the output shaft, and the rotary shaft and the drive shaft. The gist of the present invention is to provide a second connection means for mechanically connecting and disconnecting the connection.

In the power output apparatus of the present invention, the rotary shaft of the second electric motor can be connected to and disconnected from the output shaft of the prime mover, and can be connected to and disconnected from the drive shaft. As a result, it is possible to avoid the occurrence of the power circulation described above, and it is possible to improve the efficiency of the entire device. The power output apparatus of the present invention, when the second electric motor is connected to the output shaft of the prime mover, has an operation mode in which the electric power regenerated by the first electric motor is supplied to the second electric motor and the electric power is regenerated by the second electric motor. An operation mode in which electric power is supplied to the first electric motor can be adopted. Also, the second
Even when the electric motor of (1) is coaxially coupled, two operation modes can be similarly adopted. As described above, the power output apparatus of the present invention can adopt a total of four operation modes. Therefore, by selecting an operation mode in which power circulation does not occur from these operation modes, it becomes possible to avoid the power circulation and improve the efficiency of the entire apparatus.

In such a power output device of the present invention,
The first connecting means and the second connecting means may both be constituted by clutches. In this way, each connecting means can be realized with a simple structure.

Further, in the power output apparatus of the present invention, the drive shaft and the output shaft may be arranged coaxially, and in this case, the rotary shaft of the second electric motor may be further arranged as described above. It may be arranged coaxially with the drive shaft and the output shaft. This makes it possible to arrange the power output device in an advantageous manner for installation in a space formed on a straight line.

Further, in the power output device in which the drive shaft, the output shaft and the rotary shaft of the second electric motor are coaxially arranged,
The prime mover, the second electric motor, and the first electric motor may be arranged in this order. In this case, the first electric motor may be further provided between the second electric motor and the first electric motor. The connection means and the second connection means may be arranged.

In the state where the second electric motor is connected to the drive shaft, the operation of the prime mover is stopped and the second electric motor is driven only by the power, so that the second electric motor is generally larger than the first electric motor. A device that can output torque is required. Since the torque output of the electric motor is proportional to the axial length of the rotor and proportional to the square of the diameter, the size of the second electric motor is larger than that of the first electric motor. On the other hand, when an internal combustion engine is used as the prime mover, the size required to output the same energy is larger in the prime mover than in the electric motor. Therefore, when the prime mover, the first electric motor, and the second electric motor are arranged in order of size, the prime mover, the second electric motor, and the first electric motor are arranged in this order. By arranging in order of such a size, the power output device can be made cohesive, and the handling and installation space when mounting the power output device on a vehicle, a ship, etc. can be made advantageous.

Further, since the first connecting means and the second connecting means can be constituted by the clutch or the like as described above, their sizes are smaller than those of the first electric motor and the second electric motor. Therefore, the first connecting means and the second connecting means can be arranged in the dead space formed between these large devices, and the entire apparatus can be made more compact.

In the power output device in which the prime mover, the second electric motor, and the first electric motor are arranged in this order, the first connecting means and the second connecting means can be arranged in various ways. As a method of collectively arranging the first connecting means and the second connecting means, the first connecting means and the second connecting means may be arranged between the second electric motor and the first electric motor, or may be arranged between the prime mover and the second electric motor. You may arrange in between. As a method of separately arranging the first connecting means and the second connecting means, the first connecting means may be the prime mover and the second connecting means.
It may be arranged between the second electric motor and the first electric motor while being arranged between the second electric motor and the first electric motor.

Further, in a power output device in which a drive shaft, an output shaft and a rotary shaft are coaxially arranged, the prime mover, the first electric motor and the second electric motor are arranged in this order. You can also As the method of arranging the first connecting means and the second connecting means in this case, various methods can be cited as described above. As described above, the arrangement of the prime mover, the first electric motor, and the second electric motor, and the arrangement of the first connecting means and the second connecting means can be determined depending on the scale of the power output device, the installation space, and the like. Can be arranged.

Further, in the power output apparatus of the present invention, the rotation shaft of the second electric motor may be arranged on a shaft different from the drive shaft and the output shaft. This makes it possible to reduce the axial length of the device as compared with the case where all the axes are coaxial.

Further, in the power output apparatus of the present invention,
The output shaft and the drive shaft may be arranged on different axes. In this case, the second
The rotating shaft of the electric motor may be arranged coaxially with the output shaft, or the rotating shaft of the second electric motor may be arranged coaxially with the drive shaft. Also in these power output devices, the axial length of the device can be made smaller than that in which all the axes are coaxial.

Further, in the power output apparatus of the present invention, the first connecting means may be provided with a speed changing means for speed changing the rotational speed of the rotary shaft of the second electric motor and transmitting the speed to the output shaft. Alternatively, the second connecting means may include a transmission that changes the rotation speed of the rotation shaft of the second electric motor and transmits the rotation speed to the drive shaft. This way
The rotation speed of the rotary shaft can be adjusted. As a result, the second electric motor can be operated at a more efficient point, and the efficiency of the device can be improved.

The power output apparatus of the present invention, including these modifications, is based on the operating state of the prime mover, the first electric motor, the second electric motor, and the drive shaft or a predetermined instruction based on the operating condition. A connection control means for controlling the connection means and the second connection means may be provided. With this configuration, connection and disconnection by the first connecting means and the second connecting means can be performed based on the state of the prime mover, the first electric motor, the second electric motor, and the drive shaft or a predetermined instruction.

In the power output apparatus of the present invention including such connection control means, the connection control means is configured to operate when the rotational speed of the output shaft is higher than the rotational speed of the drive shaft as the operating state. Controlling the first connecting means so that the connection between the rotating shaft of the electric motor and the output shaft is released, and controlling the second connecting means so that the rotating shaft and the drive shaft are connected, When the rotation speed of the output shaft is lower than the rotation speed of the drive shaft in the operating state, the first connecting means is controlled so that the rotation shaft of the second electric motor and the output shaft are connected to each other. At the same time, it may be a means for controlling the second connecting means so that the connection between the rotary shaft and the drive shaft is released.

When the second electric motor is connected to the drive shaft, the power circulation is likely to occur when the rotation speed of the drive shaft is higher than the rotation speed of the output shaft of the prime mover. In the above invention, since the connection state of the second electric motor can be controlled according to the rotation speed of the drive shaft and the rotation speed of the output shaft, the circulation of power can be reduced and the efficiency of the entire device can be improved. .

Further, in the power output apparatus of the present invention provided with connection control means, the connection control means connects the rotary shaft and the drive shaft and connects the rotary shaft and the output shaft. The first connecting means and the second
It can also be a means for controlling the connection means. With this configuration, the output shaft of the prime mover and the drive shaft can be integrally rotated, and the power output from the prime mover can be directly output to the drive shaft at the same rotation speed.

In the power output apparatus of this aspect, the operating state is within a predetermined range in which the prime mover can be efficiently operated when the number of revolutions of the drive shaft is set to the number of revolutions of the output shaft of the prime mover. Can also be This allows the power output from the efficiently operated prime mover to be directly output to the drive shaft at the same rotation speed.

Further, in the power output apparatus of the present invention comprising a connection control means, the connection control means disconnects the rotation shaft of the second electric motor from the drive shaft and releases the connection between the rotation shaft and the output shaft. It may be a means for controlling the first connecting means and the second connecting means so that the connection with the shaft is released. With this configuration, the second electric motor can be placed outside the system that outputs power to the drive shaft.

In the power output apparatus of this aspect, in the operating state, the torque output from the prime mover is in a state in which the torque to be output to the drive shaft can be output without increasing or decreasing the torque by the second electric motor. When is set,
The prime mover may be in a state within a predetermined range in which the prime mover can be efficiently operated. In this way, the power output from the efficiently operated prime mover can be directly output to the drive shaft. Further, the operating state may be a state in which an abnormality of the second electric motor is detected. With this configuration, when the abnormality of the second electric motor is detected, the rotation of the second electric motor can be stopped.

Alternatively, in the power output apparatus of the present invention provided with connection control means, when the rotation shaft is connected to either the output shaft or the drive shaft by the connection control means, output from the prime mover. Drive control means for driving and controlling the first electric motor and the second electric motor so as to convert the generated power into torque and output the torque to the drive shaft may be provided. With this configuration, the power output from the prime mover can be torque-converted into desired power and output to the drive shaft. As a result, if the operating point outputs the same energy, the prime mover can be operated at a more efficient operating point, and the energy efficiency of the entire device can be improved.

Further, in the power output apparatus of the present invention provided with connection control means, charging / discharging of electric power consumed or regenerated at the time of exchanging power by the first electric motor and exchanging power by the second electric motor. Power storage means capable of charging / discharging electric power consumed or regenerated at the time, target power setting means for setting a target power to be output to the drive shaft based on an instruction from an operator, and the target power setting means The target power set by the above-mentioned prime mover so that it is output to the drive shaft by energy consisting of power output from the prime mover and electric power charged and discharged by the storage means.
A drive control means for controlling the drive of the first electric motor and the second electric motor may be provided.

In the power output device of this aspect, the power storage means is
As necessary, charging / discharging of electric power consumed or regenerated when exchanging power by the first electric motor and charging / discharging of electric power consumed or regenerated when exchanging power by the second electric motor are performed. The drive control means, the target power set by the target power setting means as the power to be output to the drive shaft based on the instruction of the operator, is the power output from the prime mover and the electric power charged / discharged by the power storage means. The motor, the first electric motor, and the second electric motor are drive-controlled so that the energy is output to the drive shaft. According to the power output device of this aspect, the energy including the power output from the prime mover and the electric power charged / discharged by the power storage unit can be torque-converted into desired power and output to the drive shaft. Even if a target power larger than the maximum power that can be output is set, this target power can be output to the drive shaft. Therefore, it is possible to use a motor that can output only a power smaller than the maximum target power that can be set as the prime mover. As a result, the entire device can be downsized.

In the power output apparatus of the present invention including the power storage means and the drive control means, the power output state detecting means for detecting the state of the power storage means is provided, and the drive control means is detected by the power storage state detection means. Further, it may be a means for driving and controlling the prime mover, the first electric motor and the second electric motor so that the state of the electric storage means falls within a predetermined range. By doing so, it is possible to keep the power storage means in a state within a predetermined range at all times.

Further, in the power output apparatus of the present invention including the power storage means and the drive control means, the connection control means is
When there is a predetermined instruction from the operator or when the target power set by the target power setting means is within the predetermined range, the connection between the rotary shaft of the second electric motor and the output shaft is released. And controlling the first connecting means so that the rotating shaft and the drive shaft are connected to each other.
Is a means for controlling the connection means, and the drive control means uses the electric power discharged from the power storage means for the second
It may be a means for driving and controlling the electric motor. With this, the drive shaft can be rotationally driven only by the power output from the second electric motor.

Alternatively, in the power output apparatus of the present invention comprising a power storage means and a drive control means, the connection control means is a target power set by an operator's predetermined instruction or by the target power setting means. Is a power in a predetermined range, while controlling the first connecting means so that the rotation shaft of the second electric motor and the output shaft are connected,
It is means for controlling the second connecting means so that the connection between the rotary shaft and the drive shaft is released, and the drive control means uses the electric power discharged from the power storage means for the first connection. Means for controlling the first electric motor so as to output power from the electric motor to the drive shaft, and for controlling the second electric motor so as to cancel the torque acting on the output shaft of the prime mover in accordance with the output of the power. It can also be one.
With this, the drive shaft can be rotationally driven by the power output from the first electric motor.

Further, in the power output apparatus of the present invention comprising a power storage means and a drive control means, the connection control means is a target power set by an operator's predetermined instruction or by the target power setting means. Is a power in a predetermined range, while controlling the first connecting means so that the rotation shaft of the second electric motor and the output shaft are connected,
Means for controlling the second connecting means so that the rotary shaft and the drive shaft are connected, wherein the drive control means stops the control of fuel supply and ignition to the prime mover, and the power storage means. It may be a means for controlling the second electric motor so as to output power to the drive shaft while motoring the prime mover using electric power discharged from the motor. With this configuration, power can be output to the drive shaft by the second electric motor while forcibly rotating the prime mover.

In the power output apparatus of the present invention in which the prime mover is motored, a prime mover start control for controlling fuel supply and ignition to the prime mover in response to the motoring of the prime mover when a predetermined start instruction is given. Means may be provided. With this configuration, the prime mover can be started, and the mode in which power is output from the prime mover and the second electric motor to the drive shaft can be easily changed.

Further, in the power output apparatus of this aspect, the drive control means controls the second electric motor so as to cancel the power output from the prime mover when the prime mover is started by the prime mover start control means. It can also be a means. This makes it possible to reduce or eliminate the fluctuation of the torque output to the drive shaft when starting the prime mover.

Further, in the power output apparatus of the present invention comprising the power storage means and the drive control means, the target power setting means supplies power for rotating the drive shaft in a direction opposite to the rotation direction of the output shaft of the prime mover. It may be a means for setting the target power. With this configuration, the drive shaft can be rotated in the opposite direction to the rotation direction of the output shaft of the prime mover.

Further, in the power output apparatus of the present invention including the connection control means, when a predetermined reverse rotation instruction is given, the connection between the rotation shaft of the second electric motor and the output shaft is performed via the connection control means. The first and second connecting means are controlled so that the rotation shaft and the drive shaft are released and the rotation direction of the output shaft of the prime mover is changed from the second electric motor to the drive shaft. It is also possible to provide a reverse rotation control means for controlling the second electric motor so as to output power that rotates in the opposite direction. With this, the drive shaft can be rotated by the second electric motor in the direction opposite to the rotation direction of the output shaft of the prime mover.

In the power output apparatus of the present invention including the connection control means, when a predetermined reverse rotation instruction is given, the rotation shaft of the second electric motor and the output shaft are connected via the connection control means. The first and second connecting means are controlled so that the connection between the shaft and the drive shaft is released, and a direction opposite to the rotation direction of the output shaft of the prime mover from the first electric motor to the drive shaft. A reverse rotation control means for controlling the second electric motor so as to output the power for rotating the second electric motor, and for controlling the second electric motor so as to cancel the torque acting on the output shaft as a reaction force of the power output to the drive shaft. Can also be provided. With this configuration, the drive shaft can be rotated by the first electric motor in the direction opposite to the rotation direction of the output shaft of the prime mover.

In the power output apparatus of the present invention including the connection control means, when a predetermined start instruction is given, the rotation shaft of the second electric motor and the output shaft are connected via the connection control means. Controlling the first and second connection means so that the connection between the shaft and the drive shaft is released, and controlling the second electric motor so as to motor the prime mover, and with the motoring of the prime mover. It is also possible to provide a prime mover start control means for controlling fuel supply and ignition to the prime mover. In this way, the second motor can be used without separately providing an electric motor for starting the prime mover.
The motor can start the prime mover.

In the power output apparatus of the present invention including the connection control means, when a predetermined start instruction is given, the connection between the rotary shaft of the second electric motor and the output shaft is released via the connection control means. Controlling the first and second connecting means so that the rotary shaft and the drive shaft are connected to each other, controlling the second electric motor so that the rotary shaft does not rotate, and motoring the prime mover. A prime mover start control means for controlling the first electric motor and further controlling fuel supply and ignition to the prime mover in association with motoring of the prime mover may be provided. This way
The prime mover can be started by the first electric motor and the second electric motor without separately providing an electric motor for starting the prime mover.

In the power output apparatus of the present invention including the connection control means, the rotation shaft of the second electric motor is disconnected from the output shaft, and the rotation shaft and the drive shaft are connected to each other. When a predetermined start instruction is given while power is being output from the second electric motor to the drive shaft, the first electric motor is controlled so as to motor the prime mover, and the motoring of the prime mover is accompanied. A prime mover start control means for controlling fuel supply and ignition to the prime mover may be provided. With this, the prime mover can be started even while the drive shaft is being driven by the second electric motor. Of course, it is not necessary to separately provide an electric motor for starting the prime mover.

In the power output apparatus of this aspect, the prime mover starting means cancels the torque output from the first electric motor to the drive shaft as a reaction force of the torque required for the motoring of the prime mover. It may also be a means for controlling the electric motor. This way
It is possible to further reduce the torque fluctuation that occurs in the drive shaft.

In the power output apparatus of the present invention comprising the connection control means, the rotating shaft of the second electric motor is connected to the output shaft, and the rotating shaft and the drive shaft are disconnected from each other. The second electric motor is configured to motor the prime mover when a predetermined start instruction is issued while fixing the output shaft by the second electric motor and outputting power from the first electric motor to the drive shaft. It is also possible to provide a prime mover start control means for controlling the motor and controlling the fuel supply and ignition to the prime mover in association with the motoring of the prime mover. With this, the prime mover can be started even while the drive shaft is being driven by the first electric motor. Of course, it is not necessary to separately provide an electric motor for starting the prime mover.

In the power output apparatus of this aspect, the prime mover starting means is means for controlling the first electric motor so as to cancel the torque output to the drive shaft as a reaction force of the torque required for the motoring of the prime mover. It can also be. This makes it possible to further reduce the torque fluctuation occurring in the drive shaft.

The first power output apparatus control method of the present invention comprises a prime mover having an output shaft, a first shaft connected to the output shaft, and a second shaft connected to the drive shaft. A third shaft different from the first shaft and the second shaft is provided, and when the power input / output to / from two of these shafts is determined, the power input / output to / from one of the remaining shafts is determined. The determined power transmission means, the first electric motor coupled to the third shaft, and the output shaft and the drive shaft have different rotary shafts, and the power is exchanged through the rotary shafts. A second electric motor,
First connection means for mechanically connecting and disconnecting the rotary shaft and the output shaft, and mechanical connection between the rotary shaft and the drive shaft and disconnecting the connection A method of controlling a power output device that outputs power to the drive shaft, the rotation of the second electric motor when the rotation speed of the output shaft is higher than the rotation speed of the drive shaft. The first shaft so that the connection between the shaft and the output shaft is released.
And controlling the second connecting means so that the rotary shaft and the drive shaft are connected to each other, and when the rotation speed of the output shaft is lower than the rotation speed of the drive shaft,
Controlling the first connecting means so that the rotating shaft and the output shaft are connected and controlling the second connecting means so that the connection between the rotating shaft and the drive shaft is released. And

A second power output apparatus control method according to the present invention comprises a prime mover having an output shaft, a first shaft connected to the output shaft, and a second shaft connected to the drive shaft. A third shaft different from the first shaft and the second shaft is provided, and when the power input / output to / from two of the shafts is determined, the power input / output to / from the remaining one shaft is determined. The power transmission means to be determined, the first electric motor coupled to the third shaft, and the output shaft and the drive shaft have different rotary shafts, and power is exchanged through the rotary shafts. A second electric motor,
First connection means for mechanically connecting and disconnecting the rotary shaft and the output shaft, and mechanical connection between the rotary shaft and the drive shaft and disconnecting the connection A method of controlling a power output device that outputs power to the drive shaft, comprising: two connecting means, wherein the drive shaft can be operated efficiently when the rotation speed of the drive shaft is the rotation speed of the output shaft of the prime mover. The first connecting means and the second connecting means are arranged so that when the rotational speed of the second electric motor is within a predetermined range, the rotary shaft of the second electric motor is connected to the drive shaft and the rotary shaft is connected to the output shaft. The gist is to control the connection means.

In the above first or second power output device control method, the power output device is configured to charge and discharge electric power consumed or regenerated when power is exchanged by the first electric motor, and the second power output device. The method for controlling the power output device further includes a power storage unit capable of charging and discharging electric power consumed or regenerated when power is exchanged by the electric motor, and further outputs to the drive shaft based on an instruction from an operator. A target power setting step of setting a target power to be performed, and the set target power is output to the drive shaft by energy composed of power output from the prime mover and electric power charged and discharged by the power storage unit. So said prime mover, said first
Drive control step for controlling the drive of the electric motor and the second electric motor.

According to the control method of this aspect, the energy composed of the power output from the prime mover and the electric power charged and discharged by the power storage means can be torque-converted into desired power and output to the drive shaft. Even if a target power larger than the maximum power that can be output from the prime mover is set, this target power can be output to the drive shaft. Therefore, it is possible to use a motor that can output only a power smaller than the maximum target power that can be set as the prime mover.
In such a control method, the drive control step further includes detecting the state of the power storage means and setting the state of the power storage means to be within a predetermined range.
It may be a step of driving and controlling the electric motor and the second electric motor. By doing so, it is possible to keep the power storage means in a state within a predetermined range at all times.

A third control method for a power output device of the present invention is a prime mover having an output shaft, a first shaft connected to the output shaft, and a second shaft connected to the drive shaft. A third shaft different from the first shaft and the second shaft is provided, and when the power input / output to / from two of the shafts is determined, the power input / output to / from the remaining one shaft is determined. The power transmission means to be determined, the first electric motor coupled to the third shaft, and the output shaft and the drive shaft have different rotary shafts, and power is exchanged through the rotary shafts. A second electric motor,
First connection means for mechanically connecting and disconnecting the rotary shaft and the output shaft, and mechanical connection between the rotary shaft and the drive shaft and disconnecting the connection A method for controlling a power output device, comprising two connecting means, for outputting power to the drive shaft, wherein one of the connection by the first connecting means and the connection by the second connecting means is performed. And controlling the first connecting means and the second connecting means to drive the first electric motor and the second electric motor so that the power output from the prime mover is converted into torque and output to the drive shaft. The point is to control.

[0050]

BEST MODE FOR CARRYING OUT THE INVENTION A. Configuration Hereinafter, embodiments of the present invention will be described 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. As shown,
This vehicle is equipped with a gasoline engine driven by gasoline as an engine 50 that is a power source. The engine 50 sucks a mixture of air sucked from an intake system and gasoline injected from a fuel injection valve 51 into a combustion chamber 52, and the movement of a piston 54 pushed down by the explosion of the mixture is caused by a crankshaft 56. Convert to rotary motion. The spark plug 62 forms an electric spark by the high voltage guided from the igniter 58 via the distributor 60, 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 that detects the opening (position) of the throttle valve, an intake pipe negative pressure sensor that detects the load on the engine 50, a water temperature sensor that detects the water temperature of the engine 50, and a crankshaft 56 provided on the distributor 60. A rotation speed sensor 76 and a rotation angle sensor 78 for detecting the rotation speed and the rotation angle. In addition,
In addition to this, a starter switch 79 for detecting the state ST of the ignition key is also connected to the EFIECU 70, but other sensors and switches are not shown.

The drive shaft 22 is coupled to the crankshaft 56 of the engine 50 via motors MG1 and MG2, a planetary gear 220 and the like, which will be described later. The drive shaft 22 is coupled to the differential gear 24, and the torque from the power output device 20 is finally transmitted to the left and right drive wheels 26 and 28. This motor MG1, MG
2 is controlled by the control device 80. Control device 8
Although the configuration of 0 will be described in detail later, a control CPU is provided inside, and a shift position sensor 84 provided on the shift lever 82, an accelerator pedal position sensor 64a provided on the accelerator pedal 64, and a brake pedal 65 are provided. Brake pedal position sensor 65 provided in
a and the like 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.

The power output device 20 includes a mechanical engine 50, a motor MG1, a planetary gear 200 connected to the motor MG1 and the drive shaft 22, a first clutch 45 and a second clutch 46, and a mechanical mechanism for the crankshaft 56 or the drive shaft 22. The motor MG2, to which the rotor 41 is connected, and the controller 80 that controls the operation of the motor MG2.

The planetary gear 200 includes a sun gear 221 that rotates at the center, a ring gear 222 that is arranged concentrically with the sun gear 221 and that rotates around the sun gear 221, and a planetary pinion gear that revolves while rotating between the sun gear 221 and the ring gear 222. 223 and the planetary carrier 223. Sun gear 221
The sun gear shaft 225 coupled to is coupled to the rotor 31 of the motor MG1. The ring gear shaft 227 is coupled to the drive shaft 22 via the power extraction gear 228 and the power transmission belt 229, and can be coupled to the rotor of the motor MG2 by the second clutch 46. The planetary carrier shaft 226 is connected to the crankshaft 45 and can be connected to the rotor of the motor MG2 by the first clutch 45.

As shown in FIG. 1, the motor MG1 is provided with eight permanent magnets on the outer peripheral surface of the rotor 31, and the stator 33.
It is configured as a synchronous motor in which a three-phase coil is wound around 12 slots formed in the. The main bodies of the stator 33 and the rotor 31 are each configured by laminating thin sheets of non-oriented electrical steel sheets. The permanent magnets attached to the rotor 31 are arranged so that N poles and S poles alternately appear on the outer peripheral surface. When a three-phase alternating current is applied to the coil of the stator 33, a rotating magnetic field is generated. The motor MG1 rotates due to the interaction between this rotating magnetic field and the next time formed by the permanent magnet attached to the rotor 31. Further, the motor MG1 also functions as a generator that generates electric power by using the electromotive force generated in the coil of the stator 33 by the rotation of the rotor 31.

The motor MG2 is also composed of a stator 43 and a rotor 42 having the same structure as the motor MG1. The motor MG2 also rotates due to the interaction between the rotating magnetic field generated by the coil of the stator 43 and the magnetic field formed by the permanent magnet attached to the rotor 41, and also functions as a generator. The rotation shaft of the rotor 41 of the motor MG2 is mechanically connected to or disconnected from the crankshaft 56 by the first clutch 45 arranged between the planetary gear 200 and the motor MG1. Further, the second clutch 46 mechanically connects or disconnects the ring gear shaft 227 of the planetary gear 200. The first clutch 45 and the second clutch 46 are operated by a hydraulic circuit (not shown).

Although not shown in FIG. 1, the drive shaft 2
2. The rotor rotation shaft 38 and the crankshaft 56 are provided with resolvers for detecting their rotation angles θd, θr, and θe. Rotation angle θ of crankshaft 56
The resolver that detects e can also be used as the rotation angle sensor 78 provided in the distributor 60.

The motors MG1 and MG2 may be arranged from the engine 50 side to the motor MG2 and the motor MG1 as will be described later. However, like the power output device 20 of the embodiment, the motor MG1 is replaced with the engine 50 and the motor MG2. Since the vehicle is driven only by the motor MG2 as will be described later, it is arranged in the middle of the motor M as compared with the motor MG1.
Since G2 becomes large, the power output device 2 is provided by placing the large motor MG2 adjacent to the larger engine 50.
This is to make 0 cohesive. Also, the first
The clutch 45 and the second clutch 46 can be arranged variously as will be described later, but the power output device 2 of the embodiment is used.
0 is arranged between the motor MG1 and the motor MG2 because both the clutches 45 and 46 are relatively small, so that the power output device 20 is inserted further into the gap generated between the motor MG1 and the motor MG2. This is to make it compact.

Next, the control device 80 will be described. The control device 80 includes a first drive circuit 91 that drives the motor MG1 and a second drive circuit 92 that drives the motor MG2.
And a control CP for controlling both drive circuits 91, 92 and drivingly controlling the first clutch 45 and the second clutch 46.
It is composed of a U90 and a battery 94 which is a secondary battery. The control CPU 90 is a one-chip microprocessor and has a work RAM, a ROM storing a processing program, an input / output port, and an E (not shown).
A serial communication port for communicating with the FIECU 70 is provided. The rotation angle θd of the drive shaft 22, the rotation angle θr of the rotor 41 of the motor MG2, and the rotation angle θe of the engine 50 are input to the control CPU 90 from the respective resolvers. In addition, the accelerator pedal position sensor 6
4a accelerator pedal position (accelerator pedal depression amount) AP, brake pedal position sensor 65
Brake pedal position from a (Brake pedal 6
5 stepping amount) BP, shift position SP from shift position sensor 84, on / off signals of both clutches from first clutch 45 and second clutch 46, and values Iuc and Ivc of current flowing in first drive circuit 91. , Iua, Iva of the current flowing through the second drive circuit, and the remaining capacity BRM from the remaining capacity detector 99 for detecting the remaining capacity of the battery 94 are input through the input port. 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, control signals for driving six transistors which are switching elements provided in the first drive circuit 91, and six control signals provided as switching elements in the second drive circuit 92 are provided. A control signal for driving the first clutch 45 and a drive signal for driving the first clutch 45 and the second clutch 46 are output. The six transistors in the first drive circuit 91 form a transistor inverter, and two transistors are arranged in pairs so as to be on the source side and the sink side with respect to each pair of power supply lines, and the connection points thereof are connected. Motor MG1 three-phase coil (U
VW) are each connected. The power supply lines are connected to the positive side and the negative side of the battery 94, respectively. The control CPU 90 sequentially controls the ratio of the on-time of the paired transistors to control the current flowing through each coil by PW.
When a pseudo sine wave is generated by M control, a rotating magnetic field is formed by the three-phase coil. The six transistors of the second drive circuit 92 also form a transistor inverter and can similarly generate a rotating magnetic field.

B. Operation Principle The operation of the power output device 20 of the embodiment having the above-described configuration will be described. In the following description, it is assumed that the power transmission efficiency of the device is 100%. First, the basic operation of the planetary gear 200 will be described. As is well known in the mechanics, the planetary gear 200 has a sun gear shaft 225, a ring gear shaft 227, and
When the power of two of the three rotary shafts of the planetary carrier shaft 226 is determined, the power of the remaining one rotary shaft is determined. The relationship between the rotation speed and the torque of each rotating shaft is expressed by the following equation (1).

[0062] Nr = (1 + ρ) Nc−ρNs; Nc = (Nr + ρNs) / (1 + ρ); Ns = (Nc−Nr) / ρ + Nc; Ts = ρ / (1 + ρ) × Tc; Tr = 1 / (1 + ρ) × Tc (1)

Here, Ns and Ts are the rotational speed and torque of the sun gear shaft 225, Nr and Tr are the rotational speed and torque of the ring gear shaft 227, and Nc and Tc are the rotational speed and torque of the planetary carrier shaft 226. is there.
Further, ρ is a gear ratio of the sun gear 221 and the ring gear 222 as expressed by the following equation. ρ = number of teeth of sun gear 221 / number of teeth of ring gear 222

When the first clutch 45 is turned off and the second clutch 46 is turned on (hereinafter referred to as underdrive connection), when the first clutch 45 is turned on and the second clutch 46 is turned off (hereinafter , Called overdrive coupling). The former corresponds to a configuration in which the motor MG2 is attached to the ring gear 222, that is, the drive shaft 22, as shown in the schematic view of FIG. As for the latter, as shown in the schematic view of FIG.
It corresponds to the configuration attached to.

First, the operation of the former case (when the first clutch 45 is off and the second clutch 46 is on) will be described. The operating principle in this case, especially the principle of torque conversion, is as follows. FIG. 4 shows how the torque is converted. The engine 50 is operated at a point corresponding to P0 in FIG. 4, that is, the rotational speed Ne and the torque Te, and from the drive shaft 22, a point corresponding to P1 in FIG. 4, that is, a power having the rotational speed Nd1 and the torque Td1 is output. It has been done. Nd
1 <Ne and Td1> Te. Moreover, the magnitude of power is the same for both. That is, Nd1 × Td1 =
Ne × Te.

Ring gear shaft 22 coupled to drive shaft 22
When 7 is rotating at the rotation speed Nd1, the sun gear shaft 225 rotates at the rotation speed Ns and the torque Ts obtained by the above equation (1) when the above-described power is output from the engine 50. Further, the torque Tr similarly obtained by the above equation (1) is output from the ring gear shaft 227. Naturally, the torque Tr is smaller than the torque Te output from the engine 50.

The rotation of the sun gear shaft 225 causes the motor MG to rotate.
When the control CPU 90 of the control device 80 outputs a control signal to switch the transistor of the drive circuit 91 because the rotor 31 of No. 1 is rotating, the motor MG1 functions as a generator. Electric power corresponding to Ns × Ts is regenerated in the motor MG1. On the other hand, power is supplied to the motor MG
When 2 is performed, torque can be applied to the ring gear shaft 227. If the amount of electric power supplied to the motor MG2 is controlled, the torque Tr output from the engine 50 to the ring gear shaft 227 and the torque Td to be output from the drive shaft 22.
A torque corresponding to the difference from 1 can be added by the motor MG2. At this time, the electric power to be supplied to the motor MG2 is calculated by the above equation (1) and Nd1 × Td1 = Ne × Te.
It can be easily calculated based on the relationship. The value becomes equal to the electric power Ns × Ts regenerated by the motor MG1.

That is, by supplying the electric power regenerated by the motor MG1 to the motor MG2, the power output from the engine 50 is converted from the rotational speed and the torque without changing its magnitude and output from the drive shaft 22. can do.

Next, the engine 50 is operated at the above-mentioned operating point P0, and the power corresponding to the point P2 in FIG. 4 from the drive shaft 22, that is, the rotational speed Nd larger than the rotational speed Ne.
2. Consider a case in which power having a torque Td2 smaller than the torque Te is output. At this time, in order to rotate the ring gear shaft 227 at a higher rotation speed than the engine 50, electric power is supplied to the motor MG1 and the motor M1 is rotated.
Powering G1 will speed up. On the other hand, at the operating point P2, it is sufficient to output a torque lower than the torque Te output from the engine 50. As a result of the power running of the motor MG1 to accelerate the rotation of the ring gear shaft 227, a torque higher than the required torque Td2 is output from the ring gear shaft 227. Therefore, electric power is generated by the motor MG2 and the surplus torque is regenerated as electric power. This electric power is used for the power running of the motor MG1. Point P from drive shaft 22
Similar to the case of outputting the power equivalent to 1, if the above formula (1) is considered, the electric power regenerated by the motor MG2 and the electric power supplied to the motor MG1 are equal. Since a part of the power output by the power running of the motor MG1 is regenerated by the motor MG2 again, the power circulation occurs at this time.

To summarize the above operation, in the underdrive coupling, the power output device 20 regenerates the motor MG1 in the first operation mode and power-operates the motor MG2 to generate the power output from the engine 50. ,
The rotation speed can be converted into a low torque state and a high torque state can be converted and output from the drive shaft 22. Further, as the second operation mode, the motor MG1 is power-operated and the motor MG2 is regeneratively operated, so that the power output from the engine 50 is converted into a state in which the rotation speed is high and the torque is low and is output from the drive shaft 22. be able to. Power circulation does not occur in the first operation mode, and power circulation occurs in the second operation mode.

On the other hand, the operating principle (principle of torque conversion) in the overdrive coupling (schematic diagram of FIG. 3) is as follows. Now, the engine 50 has a rotational speed Ne and a torque T.
It is assumed that the vehicle is operated at the operation point P0 of e and the drive shaft 22 is rotating in a state corresponding to the point P1. If torque is output from the motor MG2 attached to the crankshaft 56 to the crankshaft 56, the torque of the planetary carrier shaft 226 becomes larger than the output torque Te from the engine 50. By controlling the magnitude of this additional torque, the magnitude of the torque output from the ring gear shaft 227 can be controlled to be the required torque Td1 based on the above equation (1). On the other hand, at this time, a part of the power input from the planetary carrier shaft 226 is distributed by the planetary gear 200, and the sun gear shaft 2
25, the power can be regenerated as electric power by the motor MG1. This electric power is the motor M
Used for G2 powering. As in the case of underdrive coupling, the electric powers of both are equal. Since a part of the power output by the power running of the motor MG2 is regenerated as electric power by the motor MG1, the power circulation occurs at this time.

Next, consider a case where the engine 50 is operated at the operation point P0 and the power corresponding to the point P2 is output from the drive shaft 22. At this time, the required power is smaller than the power Te output from the engine 50. Therefore,
The motor MG2 is regeneratively operated, and the planetary carrier shaft 22
By applying a load to No. 6, the required power Td2 can be output from the ring gear shaft 227. On the other hand, the motor MG1 needs to perform power running in order to increase the rotation speed of the ring gear shaft 227. The electric power regenerated by the motor MG2 is used for the power running of the motor MG1. As in the case of underdrive coupling, the electric powers of both are equal.

To summarize the above operation, in the overdrive coupling, the power output device 20 is set as the first operation mode.
Represents the power output from the engine 50 when the motor MG1 is regeneratively operated and the motor MG2 is powered.
It can be converted to a high rotational speed and low torque state and output from the drive shaft 22. In the second operation mode, the motor MG1 is power-operated and the motor MG2 is regeneratively operated, so that the power output from the engine 50 is converted into a low rotational speed and high torque state and output from the drive shaft 22. be able to. Power circulation occurs in the first operation mode, and power circulation does not occur in the second operation mode.

The power output device 20 performs the torque conversion of all the power output from the engine 50 and outputs the power to the drive shaft 22 as described above.
Power output from (product of torque Te and rotation speed Ne)
And the electric energy regenerated or consumed by the motors MG1 and MG2 are adjusted to charge the battery 94 with surplus power or to supply the insufficient power to the battery 94.
It is also possible to perform various operations such as the operation of supplying from.

C. Operation Control (1) Setting of Operation Mode Next, the operation control of the power output apparatus 20 thus configured will be described based on the operation control routine illustrated in FIG. The driving control routine is repeatedly executed every predetermined time (for example, every 8 msec) after the instruction to start traveling of the vehicle is given. When the operation control routine is executed, the control CPU 90 of the control device 80 firstly drives the drive shaft 22.
A process for inputting the rotation speed Nd of is performed (step S10).
0). The rotation speed Nd of the drive shaft 22 can be obtained from the rotation angle θd of the drive shaft 22 read from the resolver. Next, the accelerator pedal position AP detected by the accelerator pedal position sensor 64a is read (step S102). Since the accelerator pedal 64 is depressed when the driver feels that the output torque is insufficient, the accelerator pedal position AP corresponds to the output torque desired by the driver (that is, the torque to be output to the drive shaft 22). Becomes

Subsequently, a process for deriving a torque command value Td * which is a target value of the torque to be output to the drive shaft 22 is performed based on the read accelerator pedal position AP and the rotational speed Nd of the drive shaft 22 ( Step S104).
In the embodiment, a map showing the relationship between the torque command value Td *, the rotation speed Nd of the drive shaft 22 and the accelerator pedal position AP is stored in advance in the ROM of the control CPU 90.
When the accelerator pedal position AP is read, the torque command value Td corresponding to the map, the read accelerator pedal position AP, and the rotation speed Nd of the drive shaft 22.
The value of * should be derived. An example of this map is shown in FIG.
Shown in.

Next, the drive shaft 22 is calculated from the derived torque command value Td * and the read rotation speed Nd of the drive shaft 22.
Calculate the energy Pd to be output to (Pd = Td * × N
The value is obtained by (d) (step S106). Then, the remaining capacity B of the battery 94 detected by the remaining capacity detector 99.
The process of reading the RM is performed to determine the operation mode (step S110). This operation mode determination processing is performed by the operation mode determination processing routine illustrated in FIG. 7. In the operation mode determination processing routine, the more appropriate operation mode of the power output apparatus 20 at that time is determined using the data read in or calculated in steps S100 to S108 of the operation control routine. Here, the description of the operation control routine of FIG. 5 is once interrupted, and the operation mode determination processing will be described first based on the operation mode determination processing routine of FIG. 7.

When the operation mode determination processing routine is executed, the control CPU 90 of the control device 80 determines whether the remaining capacity BRM of the battery 94 is within the range represented by the threshold value BL and the threshold value BH (step S130). If it is not within this range, it is determined that charging / discharging of the battery 94 is necessary, and the charging / discharging mode is set as the operation mode of the power output device 20 (step S132). Here, the threshold value BL and the threshold value BH indicate the lower limit value and the upper limit value of the remaining capacity BRM of the battery 94, and in the embodiment, the threshold value BL.
Is set to a value equal to or more than the amount of electric power required for continuously driving for a predetermined time, such as driving by only the motor MG2 in the motor driving mode described later and addition of power by discharging power from the battery 94 in the power assist mode. The threshold value BH is the remaining capacity BRM when the battery 94 is fully charged.
From the motor MG when stopping the vehicle in the normal running state from
1 or less than the value obtained by subtracting the amount of electric power regenerated by the motor MG2.

When the remaining capacity BRM of the battery 94 is within the range represented by the threshold value BL and the threshold value BH in step S130, the energy Pd to be output to the drive shaft 22 exceeds the maximum energy Pemax that can be output from the engine 50. It is determined whether or not there is (step S134). When the energy Pd exceeds the maximum energy Pemax, the maximum energy Pem output from the engine 50
It is determined that the energy stored in the battery 94 must cover the energy shortage in the ax, and the power output device 20
The power assist mode is set as the driving mode (step S136).

On the other hand, the energy P to be output to the drive shaft 22
d is the maximum energy Pema that can be output from the engine 50
When x or less, it is determined whether the torque command value Td * and the rotation speed Nd are within a predetermined range (step S13).
8) When it is within the predetermined range, the first clutch 45 and the second clutch 4 are set as the operation mode of the power output device 20.
The direct output mode in which both 6 are turned on is set (step S140). Here, the predetermined range is a range in which the engine 50 can be efficiently operated with both clutches 45 and 46 turned on. Specifically, the engine 5
Of the 0 operating points, a range suitable for controlling in the direct output mode is stored in advance in the ROM as a map, and whether the operating point represented by the torque command value Td * and the rotation speed Nd is within the appropriate range. Will be determined. FIG. 8 shows an example of an appropriate range when controlling the engine 50 in the direct output mode. In the figure, a region PE is a region where the engine 50 can be operated, and a region PA is a proper range when controlling in the direct output mode. The proper range PA is determined by the efficiency and emission of the engine 50, and can be set in advance by experiments or the like.

When the torque command value Td * and the rotation speed Nd of the drive shaft 22 are not within the predetermined range in step S138, the energy Pd to be output to the drive shaft 22 is smaller than the predetermined energy PML, and the drive shaft 22 is It is determined whether the rotation speed Nd is smaller than the predetermined rotation speed NML (step S142), and when both are smaller, the motor drive mode of driving only the motor MG2 is set as the operation mode of the power output device 20 (step S144). . The predetermined energy PML and the predetermined rotation speed NML are used to set the range based on the fact that the engine 50 has low efficiency at low rotation speed and low torque, and the operating range of the engine 50 is less than the predetermined efficiency. The energy Pd and the rotation speed Nd are set. The specific value is determined by the characteristics of the engine 50 and the like. Step S142
When the energy Pd is equal to or higher than the predetermined energy PML or the rotation speed Nd is equal to or higher than the predetermined rotation speed NML, it is determined that the normal operation is performed, and the normal operation mode is set as the operation mode of the power output device 20 (step S14
6).

Step S11 of the operation control routine of FIG.
Returning to 0, based on the result of the operation mode determination processing routine, when the normal operation mode is set as the operation mode, the normal operation torque control processing (step S112) is executed.
When the charge / discharge mode is set, the charge / discharge torque control processing (step S114) is performed, when the power assist mode is set, the power assist torque control processing (step S116) is performed, and when the direct output mode is set, the direct output torque control is performed. When the motor drive mode is set, the process (step S118) is executed, and the motor drive torque control process (step S120) is executed. In addition, in the embodiment, for convenience of illustration, each of these torque control processes is described as a step of the operation control routine.
In each torque control process, when the operation mode is set by the operation mode determination process routine, the torque control routine of the set operation mode is independent of the operation control routine and at a different timing from the operation control routine at predetermined time intervals ( It is repeatedly executed every 4 msec, for example. Less than,
Each torque control process will be described.

(2) Normal operation torque control process Normal operation torque control process (step S112 in FIG. 5)
Is performed by the normal operation torque control routine illustrated in FIGS. 9 and 10. When this routine is executed, the control CPU 90 of the control device 80 first executes a process of reading the rotation speed Nd of the drive shaft 22 and the rotation speed Ne of the engine 50 (steps S150, S152). Engine 5
The rotational speed Ne of 0 can be obtained from the rotational angle θe of the crankshaft 56 detected by the resolver provided on the crankshaft 56, or can be directly detected by the rotational speed sensor 76 provided on the distributor 60. . When the rotation speed sensor 76 is used, the information on the rotation speed Ne is received from the EFI ECU 70 connected to the rotation speed sensor 76 by communication.
Then, from the rotational speed Nd of the drive shaft 22 and the rotational speed Ne of the engine 50 thus read, the rotational speed difference Nc between the two shafts
Is calculated (Nc = Ne−Nd) (step S
154).

Subsequently, the energy Pd calculated in step S106 of the operation control routine of FIG. 5 is compared with the energy Pd used when the routine was last started (referred to as the previous energy Pd) (step S156). Here, “previously” refers to the time immediately before the normal operation torque control process of step S112 is continuously executed in the operation control routine of FIG. Energy P
When d is different from the previous energy Pd, the target torque Te * of the engine 50, the target rotation speed Ne *, and the torque command value Tc * of the motor MG1 are set by the processing of steps S170 to S188 shown in FIG. Is the same as the previous energy Pd, the torque command value Tc * of the motor MG1 is set by the processing of steps S158 and S160 shown in FIG. First, the process when the energy Pd and the previous energy Pd are different will be described, and then the process when the energy is the same will be described.

When the energy Pd and the previous energy Pd are different from each other, first, a process for setting the target torque Te * and the target rotation speed Ne * of the engine 50 is performed based on the energy Pd to be output to the drive shaft 22 ( Step S1
70). Here, the energy Pd to be output to the drive shaft 22
If all of the above are supplied by the engine 50, the energy output from the engine 50 is
Since it is equal to the product of the torque Te of 0 and the rotation speed Ne, the relationship between the output energy Pd and the target torque Te * and the target rotation speed Ne * of the engine 50 is 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 engine 50 is operated in the most efficient state for each energy Pd,
In addition, the target torque Te * and the target rotational speed N at which the operating state of the engine 50 changes smoothly with respect to the change in the energy Pd.
The combination with e * is obtained by experiments, etc.
The map is stored in the OM as a map, and the combination of the target torque Te * and the target rotation speed Ne * corresponding to the energy Pd is derived from this map. This map will be further described.

FIG. 11 is a graph showing the relationship between the operating points of the engine 50 and the efficiency of the engine 50. Curve B in the figure indicates the boundary of the operable region of the engine 50.
In the drivable region of the engine 50, isoefficiency lines such as curves α1 to α6 showing operating points with the same efficiency can be drawn according to the characteristics. Also, the engine 5
In the drivable region of 0, a curve having a constant energy represented by the product of the torque Te and the rotation speed Ne, for example, the curve C1
-C1 to C3-C3 can be drawn. Curves C1-C1 to C3 in which the energy Pe thus drawn is constant
The efficiency of each operating point along the −C3 is represented by the graph of FIG. 12 with the rotation speed Ne of the engine 50 as the horizontal axis.

As shown in the figure, even if the energy Pe output from the engine 50 is the same, the efficiency of the engine 50 differs greatly depending on the operating point. For example, on the curve C1-C1 where the energy is constant, the engine 50 is operated at the operating point A1 (torque Te1, rotation speed Ne).
By operating in 1), the efficiency can be maximized. The operating points with the highest efficiency are operating points A2 and A on the curves C2-C2 and C3-C3 where the output energy Pe is constant.
The energy Pe exists on each curve where the energy Pe is constant so that 3 corresponds. A curve A in FIG. 11 is a series of connecting operating points at which the efficiency of the engine 50 is as high as possible for each energy Pe output from the engine 50 based on these. In the embodiment, the engine 50 is used by using the map of the relationship between each operating point (torque Te, rotational speed Ne) on the curve A and the energy Pe.
The target torque Te * and the target rotation speed Ne * of are set.

Here, the curve A is connected by a continuous curve. When the operating point of the engine 50 is determined by a discontinuous curve with respect to the change in the energy Pe, the energy Pe changes across the discontinuous operating points. This is because the operating state of the engine 50 suddenly changes during the operation, and depending on the degree of the change, the target operating state may not be smoothly changed, and knocking or stopping may occur. Therefore, when the curve A is connected by a continuous curve in this way, each operating point on the curve A may not be the most efficient operating point on the curve where the energy Pe is constant.

When the target torque Te * of the engine 50 and the target rotation speed Ne * are set, the control CPU 90 compares the set target rotation speed Ne * with the rotation speed Nd of the drive shaft 22 (step S172). Then, the target rotation speed Ne *
Is greater than the rotational speed Nd of the drive shaft 22, the first clutch 45 and the second clutch 46 are operated so that the first clutch 45 is off and the second clutch 46 is on (the configuration of the schematic diagram of FIG. 2). (Steps S174 to S17
7), the torque command value Tc * of the motor MG1 is set to the engine 5
The torque calculated by the above equation (1) is set based on the target torque Te * of 0 (step S178). To operate the first clutch 45 and the second clutch 46, first, the states of both clutches 45 and 46 are detected, and it is checked whether or not they are in the state of being set (step S174).
When it is not in the setting state, both clutches 45 and 46 are both turned off (step S17).
6) After that, the second clutch 46 is turned on (step S177). The reason why both the clutches 45 and 46 are once turned off in this way is to facilitate control of the motor MG2 and the like when the clutches are engaged. The torque command value Tc * of the motor MG1 is set to a load torque required to stably operate the engine 50 at a driving point represented by the target torque Te * and the target rotation speed Ne *. Become.

When the target rotational speed Ne * of the engine 50 is smaller than the rotational speed Nd of the drive shaft 22 in step S170, the first clutch 45 is turned on and the second clutch 46 is turned off (the configuration of the schematic diagram of FIG. 3). As described above, the first clutch 45 and the second clutch 46 are operated (steps S184 to S187) to substitute the torque command value Tc * of the motor MG1 into the torque command value Td * to be output to the drive shaft 22, The torque set based on (1) is set (step S188). First clutch 45 and second
The target rotation speed Ne * is set to the rotation speed Nd when the clutch 46 is operated.
First, both clutches 45, 46
Is detected and whether or not it is in the setting state is checked (step S184). When it is not in the setting state, both clutches 45,
Both 46 are turned off (step S186), and then the first
The clutch 45 is turned on (step S187).

Here, the target speed Ne * of the engine 50
Is greater than the rotational speed Nd of the drive shaft 22, both power clutches 45 and 46 are operated so that the power output device 20 of the embodiment is under-drive engaged (see FIG. 2), and the target rotational speed Ne * is greater than the rotational speed Nd. When the clutches are small, both clutches 45, 4 are used so that overdrive connection (see FIG. 3) is established.
The reason for operating 6 is as follows. As described above, in the underdrive coupling, power circulation does not occur in the first operation mode in which the power output from the engine 50 is converted into power with a lower rotational speed and then output. On the other hand, in the overdrive coupling, the power output from the engine 50 is converted into power with a higher rotational speed and then output.
Power circulation does not occur in the operation mode. Therefore,
The rotational speed Nd of the drive shaft 22 is the target rotational speed N of the engine 50.
When the underdrive is lower than e *, the clutches 45, 46 are operated so that the underdrive connection is realized, and in the opposite case, the overdrive connection is realized by operating the clutches 45, 46. The operating efficiency of can be increased. The operation of the clutch described above is based on this reason.

On the other hand, when the energy Pd is the same as the previous energy Pd in step S156, the engine speed Ne is subtracted from the target engine speed Ne * of the engine 50 to obtain the engine speed deviation ΔN.
e is calculated (step S158). Then, Tc * is calculated by the following equation (2) using the calculated rotation speed deviation ΔNe, and the calculated value is used as the torque command value Tc * for the motor MG1.
(Step S160). Here, the second term on the right side in the equation (2) is the target rotation speed Ne * of the rotation speed Ne.
Is a proportional term for canceling the deviation from, 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 motor MG1 is in the steady state (the rotation speed Ne.
When the rotation deviation ΔNe from the target rotation speed Ne * is 0, the previous torque command value Tc * is set. Note that Kc1 and Kc2 in equation (2) are proportional constants. By setting the torque command value Tc * of the motor MG1 in this manner, the engine 50 can be stabilized at the operating points of the target torque Te * and the target rotation speed Ne *.

[0093]

[Equation 1]

Next, the torque command value Tc * of the motor MG1
The torque output from the drive shaft 22 according to the above equation (1)
It is calculated based on. Then, torque command value Ta * of motor MG2 is set so that the required torque is output from the drive shaft (step S164).

Thus, the target torque Te of the engine 50 is
*, Target rotation speed Ne *, motor MG1 and motor MG
When the torque command values Tc * and Ta * of 2 are set, the motor MG1 and the motor MG2 are operated so that the motor MG1 and the motor MG2 and the engine 50 operate at the set values.
And control the engine 50 (step S166).
Through S169). In the embodiment, for convenience of illustration, the respective controls of the motor MG1, the motor MG2, and the engine 50 are described as separate steps of this routine. To be done. For example, the control CPU 90 uses the interrupt process to execute the control of the motor MG1 and the motor MG2 in parallel with each other at a timing different from this routine, and transmits an instruction to the EFIECU 70 by communication to
The FIECU 70 also controls the engine 50 in parallel.

Control of Motor MG1 (Step S1 of FIG. 9)
62) is performed by the clutch motor control routine illustrated in FIG. When this routine is executed, the control CPU 90 of the control device 80 first performs a process of inputting the rotation angle θd of the rotation axis of the rotor 31 from the resolver (step S190), and sets the electrical angle θc of the motor MG1 for both axes. A process for obtaining from the rotation angle θd is performed (step S
194). In the embodiment, since the 4-pole pair synchronous motor is used as the motor MG1, θc = 4θd is calculated.

Next, by the current detectors 95 and 96, the current I flowing in the U phase and V phase of the three-phase coil of the motor MG1.
Processing for detecting uc and Ivc is performed (step S19).
6). 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 S198). The coordinate conversion is conversion into d-axis and q-axis current values of the permanent magnet type synchronous motor, and is performed by calculating the following equation (3). Here, in the permanent magnet type synchronous motor, the coordinate conversion is performed so that the d-axis and q-axis currents are
This is because it is an essential amount for controlling the torque. Of course, it is also possible to control the three phases as they are.

[0098]

[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 motor MG1 and the currents Idc, Iqc actually flowing in each axis are obtained. Deviation is calculated and the voltage command value Vd of each axis
Processing for obtaining c and Vqc is performed (step S20).
0). That is, first, the following formula (4) is calculated, and then the following formula (5) is calculated. Where Kp1,
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 proportional to the deviation ΔI from the current command value I * (the first term on the right side of the equation (5)) and the accumulated amount of the deviation ΔI for the past i times (the second side on the right side). Term) and.

[0100]

[Equation 3]

[0101]

[Equation 4]

Thereafter, the voltage command value thus obtained is subjected to coordinate conversion (two-phase / three-phase conversion) corresponding to the inverse conversion of the conversion performed in step S198 (step S202),
The voltages Vuc, Vvc, Vw actually applied to the three-phase coil
A process for obtaining c is performed. Each voltage is calculated by the following equation (6).

[0103]

[Equation 5]

Since the actual voltage control is performed by the on / off time of the transistor of the first drive circuit 91, the on time of each transistor is PWM-controlled so that each voltage command value obtained by the equation (6) is obtained (step S20
4). Control of motor MG2 (step S168 in FIG. 9)
Is the same processing.

Next, the control of the engine 50 (step S169 in FIG. 9) will be described. The engine 50 is shown in FIG.
Target torque T set in step S170 of 0
The torque Te and the rotation speed Ne are controlled so that a steady operation state is achieved at the operation points of e * and the target rotation speed Ne *. Specifically, the engine 50 is operated at operating points of the target torque Te * and the target rotation speed Ne *,
The EFI ECU 70, which has received the target torque Te * and the target rotation speed Ne * from the control CPU 90 through communication, performs throttle valve opening control, fuel injection control from the fuel injection valve 51, and ignition control by the ignition plug 62, and a control device. The control CPU 90 of 80 controls the torque Tc of the motor MG1 as the load torque of the engine 50. In the engine 50, the output torque Te and the rotation speed Ne change depending on the load torque of the engine 50.
It is not possible to operate at the operation points of the target torque Te * and the target rotation speed Ne * only by the control by the FIECU 70, and the torque Tc of the motor MG1 that applies the load torque.
This is because control of is also required. The control of the torque Tc of the motor MG1 has been described in the control of the motor MG1 described above.

According to the normal operation torque control process described above, when the engine speed Ne of the engine 50 is higher than the engine speed Nd of the drive shaft 22, the underdrive coupling (see FIG. 2) is performed.
(Structure of schematic diagram of 1), power circulation can be reduced and energy efficiency of the power output device 20 as a whole can be increased. Further, when the rotation speed Ne of the engine 50 is smaller than the rotation speed Nd of the drive shaft 22, the overdrive coupling (the configuration of the schematic view of FIG. 3) is performed,
Again, the circulation of power can be reduced, and the energy efficiency of the power output device 20 as a whole can be increased. Therefore, the energy efficiency can be improved as compared with the case where the structure is fixed to the schematic diagram of FIGS. 2 and 3.

According to the normal operation torque control process,
The target torque Te * and the target rotation speed Ne * of the engine 50 are set so that the engine 50 has the highest possible efficiency if the energy Pe output from the engine 50 is the same. Energy efficiency of can be made higher. In addition, the motor MG1
If the efficiency Ksc, Ksa of the motor MG2 is considered to be a value 1, the power represented by the target torque Te * and the target rotation speed Ne * output from the engine 50 is used as the motor MG1.
The motor MG2 converts the torque into power represented by the torque command value Td * and the rotation speed Nd, and the drive shaft 2
2 can be output. Moreover, the torque (torque command value Td *) to be output to the drive shaft 22 depends on the amount of depression of the accelerator pedal 64 by the driver, and the target torque Te * and the target rotational speed Ne * of the engine 50 are Since it is determined based on the torque command value Td *, the power desired by the driver can be output to the drive shaft 22.

(3) Charge / Discharge Torque Control Processing Next, charge / discharge torque control processing (step S11 in FIG. 5).
4) will be described based on the charge / discharge torque control routine of FIGS. 14 and 15. As described above, this routine is performed by the battery 9 in steps S130 and S132 of FIG.
When the remaining capacity BRM of No. 4 is outside the range represented by the threshold value BL and the threshold value BH and it is determined that the battery 94 needs to be charged / discharged, the charge / discharge mode is set and executed.

When this routine is executed, the control CPU 9
0 first compares the remaining capacity BRM of the battery 94 with the threshold value BL and the threshold value BH (step S220). Threshold BL
The threshold value BH has been described in step S130 of FIG. When the remaining capacity BRM of the battery 94 is less than the threshold value BL, it is determined that the battery 94 needs to be charged, and a process of setting the energy Pd in consideration of the energy required to charge the battery 94 (charging energy Pbi) ( Steps S222 to S228) are performed and the battery 9
When the remaining capacity BRM of 4 is larger than the threshold value BH, it is determined that the battery 94 needs to be discharged, and the energy Pd in consideration of the energy discharged from the battery 94 (charging energy Pbo) is set (steps S232 to S238). ).

In the process of setting the energy Pd in consideration of the charging energy Pbi required to charge the battery 94 (steps S222 to 228), the controller 80 is set.
First, the control CPU 90 of the
A process of setting the charging energy Pbi is performed based on (step S222). In this way, the charging energy Pbi is set based on the remaining capacity BRM of the battery 94, because the chargeable electric power (energy) of the battery 94 is changed by the remaining capacity BRM, and the appropriate charging voltage and charging current are also the remaining capacity. It depends on the BRM. FIG. 16 shows an example of the relationship between the remaining capacity BRM of the battery 94 and the chargeable electric power. In the embodiment, the optimum charging energy Pbi is calculated for each remaining capacity BRM of the battery 94 by experiments.
This is stored in advance in the ROM as a map, and the charging energy Pbi corresponding to the remaining capacity BRM of the battery 94 is derived. Subsequently, the energy Pd is reset by adding the derived charging energy Pbi to the energy Pd to be output to the drive shaft 22 (step S224). And
It is checked whether or not the reset energy Pd exceeds the maximum energy Pemax that can be output from the engine 50 (step S226). If it exceeds, the energy Pd is limited to the maximum energy Pemax.
The maximum energy Pemax is set to the energy Pd (step S228).

In the process of setting the energy Pd in consideration of the energy required to discharge the battery 94 (charging energy Pbo) (steps S232 to S238),
The control CPU 90 of the control device 80 first determines the battery 94.
A process of setting the discharge energy Pbo is performed based on the remaining capacity BRM of (step S232). Thus, the reason why the discharge energy Pbo is set based on the remaining capacity BRM of the battery 94 is that the dischargeable electric power (energy) of the battery 94 may differ depending on the remaining capacity BRM. In the embodiment, the optimum discharge energy Pbo is obtained by an experiment or the like for each remaining capacity BRM of the battery 94 used.
This is stored in advance in the ROM as a map (not shown), and the discharge energy Pbo corresponding to the remaining capacity BRM of the battery 94 is derived. Then, the discharge energy Pb derived from the energy Pd to be output to the drive shaft 22.
o is subtracted and the energy Pd is reset (step S23).
4). Then, the reset energy Pd is applied to the engine 5
It is checked whether it is less than the minimum energy Pemin that can be output from 0 (step S236), and the minimum energy Pemin is determined.
If less than, the energy Pd is set to the minimum energy Pemi.
As a process of limiting to n, the minimum energy P is added to the energy Pd.
emin is set (step S218).

When the energy Pd to be output to the drive shaft 22 is reset in consideration of the charging energy Pbi or the discharging energy Pbo, the reset energy P is set.
The target torque Te * and the target rotation speed Ne * of the engine 50 are set based on d (step S240). The setting process of the target torque Te * and the target rotation speed Ne * is shown in FIG.
This is the same as the process of step S170.

Next, a process of reading the rotation speed Nd of the drive shaft 22 is performed (step S242), and the set target rotation speed Ne * of the engine 50 is compared with the read rotation speed Nd of the drive shaft 22 (step S244). ). The target rotation speed Ne * of the engine 50 is the rotation speed N of the drive shaft 22.
When it is greater than d, the first clutch 45 is off and the second clutch
The first clutch 45 and the second clutch 46 are operated so that the clutch 46 is turned on (the configuration of the schematic view of FIG. 2) (steps S250 to S254). The process of operating the first clutch 45 and the second clutch 46 (the processes of steps S250 to S254) so that the power output apparatus 20 of the embodiment has the configuration shown in the schematic view of FIG.
The process is the same as the process of steps S174 to S177 in the normal operation torque control routines of FIGS. 9 and 10, including the reason why both the clutches 45 and 46 are once turned off when the state in which the clutches 5 and 46 are not set. .

On the other hand, when the target rotational speed Ne * of the engine 50 is smaller than the rotational speed Nd of the drive shaft 22, the first clutch 45 is turned on and the second clutch 46 is turned off (the configuration of the schematic diagram of FIG. 3). The first clutch 45 and the second clutch 46 are operated (steps S260 to S26).
4). The process of operating the first clutch 45 and the second clutch 46 so that the power output apparatus 20 of the embodiment has the configuration shown in the schematic view of FIG. 3 (steps S250 to S25).
Step 4) in the normal operation torque control routine of FIGS. 9 and 10 including the reason why both the clutches 45 and 46 are once turned off when the both clutches 45 and 46 are not in the setting state. Or S
This is the same as the processing of 187.

After connecting the clutch, the engine 50
The torque command value Tc * of the motor MG1 is set so as to achieve the target torque Te * of (step S266), and the torque command value of the motor MG2 is controlled so that the torque command value Td * to be output to the drive shaft 22 is achieved. The value Ta * is set (step S268). These values are calculated based on the above equation (1).

Thus, the target engine speed Ne of the engine 50 is
* And both clutches 45 depending on the rotation speed Nd of the drive shaft 22,
46 and the torque command value Tc of the motor MG1.
When * and the torque command value Ta * of the motor MG2 are set, the motor MG1, the motor MG2, and the engine 50 are controlled using these set values (steps S270 to S274). Since these respective controls are the same as the respective controls of steps S166 to S169 in the normal operation torque control routine of FIGS. 9 and 10, description thereof will be omitted here. Although the control of each of the motor MG1, the motor MG2, and the engine 50 is also performed in each routine of other torque control processing, unless otherwise specified, steps S166 to S166 in the normal operation torque control routine of FIGS. 9 and 10 are performed.
Since it is the same as each control of 169, the description thereof will be omitted.

Next, how the battery 94 is charged and how the battery 94 is discharged by the charge / discharge torque control process will be described. Step S220
When the remaining capacity BRM of the battery 94 is smaller than the threshold value BL, the energy Pd is reset by adding the charging energy Pbi to the energy Pd, and the reset energy Pd is set.
The target torque Te * and the target rotational speed Ne * of the engine 50 are set based on the above. On the other hand, the torque command value Tc * of the motor MG1 and the torque command value Ta * of the motor MG2 are the target rotation speed Ne * of the engine 50 and the rotation speed N of the drive shaft 22.
The torque command value Td * is set to be output to the drive shaft 22 regardless of whether or not d. Therefore, the energy Pe output from the engine 50 is larger than the energy Pd output to the drive shaft 22. As a result, when the target rotational speed Ne * of the engine 50 is smaller than the rotational speed Nd of the drive shaft 22 in the configuration of the schematic diagram of FIG. 2, the electric power regenerated by the motor MG1 becomes larger than the electric power consumed by the motor MG2, The target rotational speed Ne * of the engine 50 is the drive shaft 2
When the configuration of the schematic diagram of FIG. 3 is larger than the rotation speed Nd of 2, the electric power regenerated by the motor MG2 is generated by the motor MG1.
The power consumption is larger than the power consumption due to, and surplus power is generated in any of the schematic diagrams. In the embodiment, this surplus power charges the battery 94.

On the other hand, when the remaining capacity BRM of the battery 94 is larger than the threshold value BL in step S220, the energy P
The energy Pd is reset by subtracting the discharge energy Pbo from d, and the target torque Te * and the target rotation speed Ne * of the engine 50 are set based on the reset energy Pd. On the other hand, the torque command value Tc * of the motor MG1 and the torque command value Ta * of the motor MG2 are the torque command value Td * for the drive shaft 22 regardless of the target rotation speed Ne * of the engine 50 and the rotation speed Nd of the drive shaft 22. Is set to be output. Therefore, the energy Pe output from the engine 50 becomes smaller than the energy Pd output to the drive shaft 22. As a result, the target speed Ne * of the engine 50
2 is smaller than the rotational speed Nd of the drive shaft 22, the electric power regenerated by the motor MG1 is smaller than the electric power consumed by the motor MG2, and the target rotational speed Ne * of the engine 50 is the drive shaft. 22 rpm Nd
When the configuration of the larger schematic diagram of FIG.
The electric power regenerated by 2 becomes smaller than the electric power consumed by the motor MG1, and the electric power is insufficient in any of the schematic diagram configurations. In the embodiment, this shortage of electric power is covered by the discharge from the battery 94.

According to the charge / discharge torque control process described above, the remaining capacity BRM of the battery 94 can be set within a desired range. As a result, over-discharging or over-charging of the battery 94 can be avoided. In addition, the energy Pe output from the engine 50 and the electric power charged and discharged by the battery 94 are converted into desired power by driving the drive shaft 22.
Can be output to. Of course, the first clutch 45 and the second clutch 46 are operated based on the rotation speed Ne of the engine 50 and the rotation speed Nd of the drive shaft 22 to obtain the configuration of the schematic diagram of FIG. 2 and the configuration of the schematic diagram of FIG. As a result, the energy loss due to the motors MG1 and MG2 can be reduced, and the energy efficiency of the entire device can be increased. Further, the operating point of the engine 50 may be any operating point as long as it outputs the set energy Pd, so that the engine 50 can be operated at a more efficient operating point. As a result, the energy efficiency of the entire device can be increased.

In the power output device 20 of the embodiment, the charging energy Pbi is calculated based on the remaining capacity BRM of the battery 94.
The discharge energy Pbo is set, but the charging energy Pb
The i and the discharge energy Pbo may be set to predetermined values.

(4) Power Assist Torque Control Processing Next, the power assist torque control processing (step S116 in FIG. 5) will be described based on the power assist torque control routine in FIG. This routine is executed when the energy Pd to be output to the drive shaft 22 in steps S134 and S136 of FIG. 7 exceeds the maximum energy Pemax that can be output from the engine 50.

When this routine is executed, the controller 80
First, the control CPU 90 executes the process of setting the target torque Te * and the target rotation speed Ne * of the engine 50 based on the maximum energy Pemax that can be output from the engine 50 (step S280). Engine 50
The energy Pe output from the maximum energy Pemax
This is because the energy Pd to be output to the drive shaft 22 in step S134 of the operation mode determination processing routine of FIG. 7 is larger than the maximum energy Pemax. This is to cover as much energy as possible with the energy output from the engine 50.

Next, the maximum energy Pe that can be output from the engine 50 from the energy Pd to be output to the drive shaft 22.
By subtracting max, the energy insufficient by the energy Pe output from the engine 50 is calculated as the assist power Pas (step S282). Then, the battery 9
The maximum discharge energy Pbmax which is the maximum value of the energy that can be discharged from the battery 94 is derived based on the remaining capacity BRM of 4 (step S284), and it is determined whether the calculated assist power Pas is larger than the derived maximum discharge energy Pbmax. The determination is made (step S286). Here, the maximum discharge energy Pbmax is defined as the remaining capacity BRM of the battery 94.
The reason for setting based on is that the dischargeable electric power (energy) of the battery 94 may differ depending on the remaining capacity BRM. In the embodiment, the maximum discharge energy Pbma is determined for each remaining capacity BRM of the battery 94 used by experiments or the like.
It is assumed that x is obtained, stored in advance in the ROM as a map (not shown), and the maximum discharge energy Pbmax corresponding to the remaining capacity BRM of the battery 94 is derived. When the assist power Pas is greater than the maximum discharge energy Pbmax, the assist power Pas is set to the maximum discharge energy Pbmax (step S288) so that the assist power Pas does not exceed the maximum discharge energy Pbmax.

Next, a process of reading the rotation speed Nd of the drive shaft 22 is performed (step S290), and the target rotation speed Ne * of the engine 50 is compared with the rotation speed Nd of the drive shaft 22 (step S292). Then, when the target rotation speed Ne * of the engine 50 is larger than the rotation speed Nd of the drive shaft 22, the first clutch 45 is turned off and the second clutch 46 is turned on (the configuration of the schematic diagram of FIG. 2). 45 and the second clutch 46 are operated (steps S294 to S298). This process is a process for operating the first clutch 45 and the second clutch 46 in the normal operation torque control routine of FIGS. 9 and 10 already described (the processes of steps S174 to S177 and step S18).
4 to the processing of S187).

When the target rotation speed Ne * of the engine 50 is smaller than the rotation speed Nd of the drive shaft 22, the first clutch 4
5 is turned on and the second clutch 46 is turned off (the configuration of the schematic view of FIG. 3) so that the first clutch 45 and the second clutch 4 are turned on.
6 is operated (steps S304 to S308). The process is the same as the process of operating the first clutch 45 and the second clutch 46 in the normal operation torque control routine of FIGS. 9 and 10 (the process of steps S174 to S177 and the process of steps S184 to S187).

After connecting the clutch, the engine 50
The torque command value Tc * of the motor MG1 is set so as to achieve the target torque Te * of (step S266), and the torque command value of the motor MG2 is controlled so that the torque command value Td * to be output to the drive shaft 22 is achieved. The value Ta * is set (step S268). These values are calculated based on the above equation (1).

Thus, the target speed Ne * of the engine 50 is
And both clutches 45, 4 depending on the rotation speed Nd of the drive shaft 22
6 and the torque command value Tc * of the motor MG1
And the torque command value Ta * of the motor MG2 are set,
Using these set values, the motor MG1, the motor MG2, and the engine 50 are controlled (steps S314 to S318).

According to the power assist torque control process described above, it is possible to output energy equal to or higher than the maximum energy Pemax of the engine 50 to the drive shaft 22. As a result, even an engine having a maximum rated energy lower than the energy Pd to be output to the drive shaft 22 and having a low rated capacity can be adopted in the power output device 20, and the overall size and energy saving of the device can be achieved. it can. Of course, the first clutch 45 and the second clutch 46 are operated based on the rotation speed Ne of the engine 50 and the rotation speed Nd of the drive shaft 22 to obtain the configuration of the schematic diagram of FIG. 2 and the configuration of the schematic diagram of FIG. As a result, the energy loss due to the motors MG1 and MG2 can be reduced, and the energy efficiency of the entire device can be increased. Further, the operating point of the engine 50 may be any operating point as long as it outputs the set energy Pd, so that the engine 50 can be operated at a more efficient operating point. As a result, the energy efficiency of the entire device can be increased.

(5) Direct Output Torque Control Processing Next, direct output torque control processing (step S11 in FIG. 5)
8) will be described based on the direct output torque control routine of FIG. In this routine, the torque command value Td in step S138 of FIG. 7 is set to a range that can be output without increasing or decreasing the torque by the motor MG2 when the engine 50 is operated in a range that can be efficiently operated (area PA of FIG. 8).
It is executed when there is * and the rotation speed Nd of the drive shaft 22.
When this routine is executed, the control CPU of the control device 80
First, the process 90 reads the rotation speed Nd of the drive shaft 22 (step S320). Next, the target torque Te * and the target rotation speed Ne * of the engine 50 are set respectively (step S322). The rotation speed Nd of the drive shaft 22 is set as the target rotation speed Ne *. Further, the torque command value Td * of the drive shaft 22 is set as the target torque Te *.

Subsequently, it is checked whether the first clutch 45 and the second clutch 46 are both on (step S
324), when both the clutches 45 and 46 are not turned on, both the clutches 45 and 46 are turned on (step S326). By operating the first clutch 45 and the second clutch 46 in this way, the power output apparatus 20 has a configuration in which the crankshaft 56 and the drive shaft 22 are directly coupled. As a result, the planetary gear 20
When 0, the power distribution function is not achieved.

Next, the torque command value Tc * of the motor MG1
And the torque command value Ta * of the motor MG2 are both set to 0 (steps S328 and S330), and the motor MG
1, each control of the motor MG2 and the engine 50 is performed (steps S332 to S336). Here, the control of the motors MG1 and MG2 when the torque command value Ta * is set to 0 can be performed by the motor control routine of FIG. 13, but in the embodiment, the motor M is controlled.
Since all the currents of the respective phases of G1 and MG2 may be set to 0, all the transistors of the drive circuits 91 and 92 are turned off.

According to the direct output torque control process described above, by turning on both the first clutch 45 and the second clutch 46, the power output from the engine 50 is not directly converted into torque, but the direct drive shaft 22 Can be output to. Therefore, the motor MG1 and the motor M
The energy loss due to G2 can be made zero. Moreover, this direct output torque control process is performed when the torque (torque command value Td *) to be output to the drive shaft 22 and the rotation speed Nd of the drive shaft 22 are within the range in which the engine 50 can be efficiently operated. Power can be more efficiently output to the drive shaft 22.

In the power output apparatus 20 of the embodiment, both the torque command value Tc * of the motor MG1 and the torque command value Ta * of the motor MG2 are set to the value 0, and the motor MG1 and the motor MG2 are not provided. However, the electric power discharged from the battery 94 is used to drive the motor MG.
Power may be output from the drive shaft 22 to the drive shaft 22, or electric power may be regenerated from the drive shaft 22 by the motor MG2 to charge the battery 94. In this way, the torque (torque command value Td *) to be output to the drive shaft 22 in the direct output torque control process and the rotation speed Nd of the drive shaft 22 can efficiently drive the engine 50 (area PA in FIG. 8). Is not limited to when the engine speed is Nd
Can be executed if it is in a range where it can be operated efficiently. Hereinafter, such direct output torque control processing will be briefly described based on the direct output torque control routine of FIG.

When the direct output torque control routine of FIG. 20 is executed, the control CPU 90 of the control device 80 first
The rotational speed Nd of the drive shaft 22 is read (step S34
0), the read rotation speed Nd of the drive shaft 22 is set to the engine 5
The target rotation speed Ne * of 0 is set (step S34).
2) and the first clutch 45 and the second clutch 4
It is checked whether both 6 are on (step S344). If both clutches 45 and 46 are not on, both clutches 45 and 46 are both on (step S34).
6). Next, a process of reading the minimum torque T1 and the maximum torque T2 within the range (area PA in FIG. 8) in which the engine 50 can be efficiently operated at the rotation speed Nd of the drive shaft 22 is performed (step S348), and the torque command value Td is obtained. * Is compared with the read minimum torque T1 and maximum torque T2 (step S350). In the embodiment, the minimum torque T1 and the maximum torque T2 are read by the drive shaft 2
The minimum torque T1 and the maximum torque T2 within the range in which the engine 50 can be efficiently operated with respect to each rotation speed Nd of 2 are stored in the ROM in advance by being obtained by experiments or the like.
When the rotation speed Nd is read, the minimum torque T1 and the maximum torque T2 are derived from the rotation speed Nd and the map.

If the torque command value Td * is not less than the minimum torque T1 and not more than the maximum torque T2, the torque command value Td * is set to the target torque Te * of the engine 50 (step S
354), when the torque command value Td * is less than the minimum torque T1, the minimum torque T1 is set to the target torque Te * (step S352), and when the torque command value Td * is greater than the maximum torque T2, the maximum torque is set to the target torque Te *. T2 is set (step S356). By setting in this way, the operating point of the target torque Te * and the target rotational speed Ne * of the engine 50 is the engine 5 described above.
0 is within the range where the operation can be performed efficiently (area PA in FIG. 8).

Subsequently, the torque command value Tc of the motor MG1 is
The value 0 is set to * (step S358), and the torque command value Td * minus the target torque Te * of the engine 50 is set to the torque command value Ta * of the motor MG2 (step S360). In this way, the target torque Te * of the engine 50, the target rotation speed Ne *, the torque command value Tc * of the motor MG1 and the torque command value T of the motor MG2.
When a * is set, the motor MG is used with these set values.
1, control of motor MG2 and engine 50 (steps S362 to S366) is performed.

FIG. 21 is an explanatory diagram illustrating the manner in which power is output to the drive shaft 22 when the direct output torque control routine of FIG. 20 is executed. Now the drive shaft 22
Is rotating at the rotation speed Nd1 and the torque command value Td * determined according to the depression amount of the accelerator pedal 64 is the value Td1, that is, the drive shaft 22 is desired to be operated at the operation point Pd1. The rotation speed Nd1 is within the range PA in which the engine 50 can be efficiently operated, but the torque command value Td * is in a state of greatly exceeding the upper limit of this range PA. At this time, the target torque Te * of the engine 50 is the upper limit torque (value Te of the range PA in the rotational speed Nd1).
1) is set as the maximum torque T2 (step S35).
6), the target engine speed Ne * of the engine 50 is the engine speed Nd
Since 1 is set as it is (step S342), the engine 50 is operated at the operation point Pe1 represented by the torque Te1 and the rotation speed Nd1.
The torque command value Ta * of the motor MG2 is the torque command value T
Target torque Te * of the engine 50 from d * (value Td1)
Since the torque (value Ta1) is obtained by subtracting (value Te1) (step S360), the energy applied to the drive shaft 22 is generated by the engine 50 when the first clutch 45 and the second clutch 46 are both turned on. Energy (Td1 * Nd1) directly output from the motor MG2 to the drive shaft 22 (Ta1 * Nd1) to the energy (Td1 * Nd1) directly output from the motor MG2 to the drive shaft 22.
It becomes 1). The energy output from the motor MG2 to the drive shaft 22 is covered by the electric power discharged from the battery 94.

Next, when the drive shaft 22 is rotating at the rotation speed Nd2 and the output torque command value Td * is the value Td2,
That is, consider a case where the drive shaft 22 is desired to be driven at the driving point Pd2 in FIG. The engine speed 50 is the engine speed Nd2.
Is in the range PA in which the torque can be efficiently operated, but the torque command value Td * is below the lower limit of this range PA. At this time, the target torque Te * of the engine 50 is set to the rotation speed N.
The lower limit torque (value Te2) of the range PA in d2 is set as the minimum torque T1 (step S352).
Since the engine speed Nd2 is set as it is as the target engine speed Ne * of the engine 50 (step S342), the engine 50 is driven at the operation point Pe2 represented by the torque Te2 and the engine speed Nd2. Motor MG2
The torque command value Ta * of the torque is a torque obtained by subtracting the target torque Te * of the engine 50 from the torque command value Td * (a negative value T
a2) (step S360), the energy applied to the drive shaft 22 is the energy output from the engine 50 directly to the drive shaft 22 when both the first clutch 45 and the second clutch 46 are turned on. (T
The energy (Td2 × Nd2) is obtained by subtracting the energy (Ta2 × Nd2) corresponding to the electric power regenerated by the motor MG2 from e2 × Nd2). The electric power regenerated by the motor MG2 is used to charge the battery 94.

As described above, when the direct output torque control routine of the modified example shown in FIG. 20 is executed by the power output apparatus 20 of the embodiment, the torque (torque command value Td *) to be output to the drive shaft 22 is determined. Even if the engine 50 is not within the range in which the engine 50 can be efficiently operated (area PA in FIG. 8), if the rotation speed Nd of the drive shaft 22 is within this range, the output torque control process can be directly performed. Moreover, since the motor MG2 is driven by the torque having the deviation between the target torque Te * of the engine 50 and the torque command value Td * by charging / discharging the battery 94, a desired torque can be applied to the drive shaft 22.

(6) Motor Drive Torque Control Processing Next, the motor drive torque control processing (step S1 in FIG. 5)
20) will be described based on the motor drive torque control routine of FIG. This routine is performed in step S1 of FIG.
42 and S144, the energy Pd to be output to the drive shaft 22 is smaller than the predetermined energy PML, and the drive shaft 2
This is executed when it is determined that the rotation speed Nd of 2 is smaller than the predetermined rotation speed NML.

When this routine is executed, the controller 80
First, the control CPU 90 checks whether or not an instruction to stop the operation of the engine 50 is output (step S37).
0), when a command to stop the operation of the engine 50 is output, a signal to stop the operation of the engine 50 is output by EFIE.
It transmits to CU70 (step S372), and engine 50
When the operation stop command is not output, the EFIECU 70 sends a signal to put the engine 50 into the idle operation state.
(Step S374). Where engine 5
The operation stop command of 0 is output from the EFIECU 70 according to the operating state of the engine 50, the state of a catalyst device (not shown) provided in the exhaust pipe of the engine 50, and the like. It may be output by turning on a switch for instructing stop. Note that, for convenience of illustration, the control of the engine 50 is represented as step S390 in FIG. 22, but as described above, the control of the engine 50 is performed independently of such a torque control routine, and thus the control device 80 is controlled. When the control CPU 90 transmits a signal for stopping the operation of the engine 50 or a signal for setting the engine 50 to the idle operation state to the EFIECU 70, the EFIECU 70 immediately starts the control of the engine 50 so as to stop the engine 50 or enter the idle operation state. To do. The control of the engine 50 is a control of stopping the fuel injection from the fuel injection valve 51 and stopping the application of the voltage to the ignition plug 62 when a stop command of the operation of the engine 50 is output.
When the engine 50 is in an idle operation state, the throttle valve is fully closed and the idle valve (not shown) provided in a communication pipe for idle control (not shown) that bypasses the throttle valve so that the engine 50 operates at an idle speed. It controls the opening of the speed control valve and the fuel injection amount.

Next, it is checked whether or not the first clutch 45 is off and the second clutch 46 is on (the configuration of the schematic diagram of FIG. 2) (step S376), and both clutches 45 and 46 are about to set. If not, both clutches 4
Both 5 and 46 are once turned off (step S378),
Then, the second clutch 46 is turned on (step S38).
0). Then, the torque command value Ta * of the motor MG2 is the torque command value Td * which is the torque to be output to the drive shaft 22.
Is set (step S382), a value corresponding to the reaction force torque is set in the torque command value Tc * of the motor MG1 (step S384), and each control of the motor MG1, the motor MG2, and the engine 50 is performed (step S386).
Through S390).

According to the motor drive torque control process described above, the first clutch 45 is turned off and the second clutch 46 is turned off.
2 is turned on and the power output device 20 is configured as shown in the schematic diagram of FIG. 2, and the reaction force torque of the motor MG2 is supported by the motor MG1, so that the vehicle can be driven only by the power output from the motor MG2. Moreover, such a motor drive torque control process is performed when the energy Pd to be output to the drive shaft 22 becomes the operating point where the efficiency of the engine 50 is low, and the operation of the engine 50 is stopped or the engine 50 is set to the idle operation state. Therefore, it is possible to avoid a decrease in energy efficiency caused by operating the engine 50 at a low efficiency operation point.

In the motor drive torque control process of the embodiment,
The first clutch 45 is turned off, the second clutch 46 is turned on, and the power output device 20 is configured as shown in the schematic diagram of FIG. 2 to output power from the motor MG2 to the drive shaft 22, but the first clutch 45 is turned on. Then, the second clutch 46 is turned off and the power output device 20 has the configuration shown in the schematic view of FIG.
Power may be output to the drive shaft 22 by the motor MG1 and the motor MG2. Such a motor drive torque control process is performed by, for example, a motor drive torque control routine of a modified example illustrated in FIG. Hereinafter, the motor drive torque control processing of this modification will be briefly described.

In the routine of this modification, the engine 50
After the signal for stopping the operation of the engine or the signal for setting the engine 50 in the idle operation state is transmitted to the EFIECU 70 (steps S400 to S404), the first clutch 45 is on and the second clutch 46 is off (the configuration of the schematic diagram of FIG. 3). ) Is checked (step S406), and when both clutches 45 and 46 are not in a state to be set, both clutches 45 and 46 are once turned off (step S406).
408), and then the first clutch 45 is turned on (step S410). Then, torque command value Tc * of motor MG1 (step S412) and torque command value Ta * of motor MG2 are set. Both values are the drive shaft 22
Is set based on the above equation (1) so that a desired torque is output from Each control of the motor MG1, the motor MG2, and the engine 50 is performed according to the torque command value thus set (steps S416 to S419).
By setting the torque command values Tc * and Ta * in this manner, the torque command value T is transmitted from the motor MG1 to the drive shaft 22.
A torque corresponding to d * can be output. In addition,
When the engine 50 is stopped, the motor MG
2 may be locked up. Further, when the engine 50 is in the idle operation state, the motor MG
The torque command value Ta * of 2 may be feedback-controlled so that the rotation speed Ne of the crankshaft 56 becomes the idle rotation speed.

In the motor drive torque control process of the embodiment, the first clutch 45 is turned off and the second clutch 46 is turned on to set the power output device 20 to the configuration shown in the schematic diagram of FIG. Although the power is output, both the clutches 45 and 46 may be turned on to drive the drive shaft 22 by the motor MG2. Such a motor drive torque control process is performed, for example, by a motor drive torque control routine of a modified example illustrated in FIG. Hereinafter, the motor drive torque control processing of this modification will be briefly described.

When the routine of this modified example is executed, the control CPU 90 of the control device 80 first transmits a signal for stopping the operation of the engine 50 to the EFIECU 70 (step S420). Upon receiving the signal for stopping the operation of the engine 50, the EFIECU 70 stops the fuel injection and ignition to the engine 50 to stop the operation of the engine 50. Then, it is checked whether both the first clutch 45 and the second clutch 46 are on (step S421),
When both the clutches 45 and 46 are not on, both the clutches 45 and 46 are turned off (step S422). Then, the torque command value Tc of the motor MG1
The value 0 is set to * (step S423). Next, the rotation speed Ne of the crankshaft 56 of the engine 50 is read (step S424), and the friction torque Tef of the engine 50 is derived based on the read rotation speed Ne (step S425). Here, the friction torque Tef is the rotational speed N of the engine 50 that is stopped.
The torque required to rotate at e, and in the embodiment,
The relationship between the rotational speed Ne of the engine 50 and the friction torque Tef is obtained in advance by experiments or the like and RO is used as a map.
When the rotation speed Ne is stored in M, the friction torque Tef corresponding to the read rotation speed Ne is derived using this map. Then, a value obtained by adding the derived friction torque Tef and the torque (torque command value) Td * to be output to the drive shaft 22 is set as the torque command value Ta * of the motor MG2 (step S
426), the motor MG1 and the motor MG2 are controlled so that the motor MG1 and the motor MG2 operate with the set value (steps S427 and S428).

In this way, according to the motor drive torque control processing of the modified example, by setting the value obtained by adding the friction torque Tef and the torque command value Td * to the torque command value Ta * of the motor MG2, both clutches 45, It is possible to output a torque (value Td *) corresponding to the depression amount of the accelerator pedal 64 to the drive shaft 22 while motoring the engine 50 with both 46 turned on. In this modification, the friction torque Tef of the engine 50 is derived based on the rotation speed Ne of the engine 50.
Since both clutches 45 and 46 are both turned on and the crankshaft 56 and the drive shaft 22 are mechanically connected,
Of course, it may be derived based on the rotation speed Nd of the drive shaft 22.

According to the driving control described above, the power desired by the driver can be output to the drive shaft 22. Moreover, since a more efficient operation mode is selected according to the power (energy Pd) desired by the driver, the remaining capacity BRM of the battery 94, and the rotational speed Nd of the drive shaft 22, the energy efficiency of the entire device is further increased. be able to. Further, in each operating mode, the power output from the engine 50 is torqued by operating the first clutch 45 and the second clutch 46 according to the target rotation speed Ne * of the engine 50 and the rotation speed Nd of the drive shaft 22. The energy loss of the motor MG1 and the motor MG2 at the time of conversion can be reduced. As a result, the energy efficiency of the entire device can be increased.

In the operation control of the embodiment, the normal operation torque control process and the charge / discharge torque control process are performed according to the power (energy Pd) desired by the driver, the remaining capacity BRM of the battery 94, and the rotation speed Nd of the drive shaft 22. Although the power assist torque control process, the direct output torque control process, and the motor drive torque control process are selected and executed, some of these processes may not be executed.

In the operation control of the embodiment, the drive shaft 22
Although the torque command value Td *, which is the torque to be output to the engine, and the rotation speed Nd of the drive shaft 22 are within the range in which the engine 50 can be efficiently operated (area PA in FIG. 8), the direct output torque control processing is performed. , Target speed Ne of the engine 50
Directly when * and the rotation speed Nd of the drive shaft 22 are within a predetermined range, or when the rotation speed difference Nc that is the deviation between the rotation speed Ne of the engine 50 and the rotation speed Nd of the drive shaft 22 is within the predetermined range. The output torque control process may be performed.
Normally, a motor is most efficient when it is operating near its rated value, and it is less efficient when it is operating far away from it. The rotation speed of the motor MG1 is the rotation speed Ne of the engine 50 and the rotation speed N of the drive shaft 22.
The rotation speed difference Nc is a deviation from d, and is a deviation between the target rotation speed Ne * of the engine 50 and the rotation speed Nd of the drive shaft 22 in a steady state. Therefore, when this deviation is small, the motor MG1 has a small rotation speed. Will be driven in
Its efficiency is also low. Therefore, as described above, if the output torque control processing is directly performed when the rotation speed of the motor MG1 is small, both the first clutch 45 and the second clutch 46 are turned on to mechanically operate the crankshaft 56 and the drive shaft 22. By connecting to, it is possible to prevent a decrease in energy efficiency of the entire device due to a decrease in efficiency of the motor MG1. When the deviation between the target rotation speed Ne * of the engine 50 and the rotation speed Nd of the drive shaft 22 is small, the deviation between the target torque Te * of the engine 50 and the torque (torque command value Td *) to be output to the drive shaft 22. Since it also becomes smaller, it usually applies when the engine 50 is in a range in which the engine 50 can be efficiently operated (area PA in FIG. 8).

In the operation control of the embodiment, the torque (torque command value Td *) to be output to the drive shaft 22 and the rotation speed Nd of the drive shaft 22 are in a range in which the engine 50 can be efficiently operated (area PA in FIG. 8). Or within the torque command value Td
Even if * is not within the range where the engine 50 can be efficiently operated, the direct output torque control process (FIG. 19 or FIG. 20) is performed when the rotation speed Nd of the drive shaft 22 is within this range. Not limited to such a case, for example, when some abnormality occurs in the motor MG1, the first clutch 45 and the second clutch 45
Both clutches 46 may be turned on to output power from the engine 50 and the motor MG2 to the drive shaft 22. In this case, when the vehicle is started or when the vehicle speed is low and the rotation speed Nd of the drive shaft 22 is equal to or lower than the minimum rotation speed of the engine 50, the engine 50
Drive motor 2 with motor MG2 while motoring
Power may be output to 2 to drive the vehicle. When the rotation speed Nd of the drive shaft 22 becomes equal to or higher than the minimum rotation speed of the engine 50, the engine 50 is started to drive the power output from the engine 50 and the power output from the motor MG2. The output may be output to the shaft 22 to drive the vehicle. With this configuration, even when an abnormality occurs in the motor MG1, power can be output to the drive shaft 22 to drive the vehicle.

In the operation control of the embodiment, the energy Pd to be output to the drive shaft 22 is smaller than the predetermined energy PML,
Further, the motor drive torque control process is performed when it is determined that the rotation speed Nd of the drive shaft 22 is smaller than the predetermined rotation speed NML. However, the energy Pd to be output to the drive shaft 22 and the rotation speed of the drive shaft 22 are set. The motor drive torque control process may be executed regardless of Nd. For example, the motor drive torque control process may be executed when the driver turns on a motor drive mode setting switch (not shown).

D. Engine Start Control Next, the engine 50 in the power output apparatus 20 of the embodiment
The starting control process of will be described. In the power output device 20 of the embodiment, when the vehicle is in the stopped state, the engine 50
In addition to the case where the engine 50 is stopped, the vehicle is started to run by the motor drive torque control process described above with the engine 50 stopped, and then the engine 50 is started when switching to another torque control, that is, the vehicle is in the running state. The engine 50 may be started when the vehicle is in First, FIG. 25 shows the starting process of the engine 50 when the vehicle is stopped.
The engine starting process routine will be described first, and then the starting process of the engine 50 when the vehicle is in the traveling state will be described.

The engine start processing routine of FIG. 25 is executed, for example, when the driver turns on the starter switch 79. When this routine is executed, the control CPU 90 of the control device 80 first turns on the first clutch 45 (step S430) and turns off the second clutch 46 (step S432), and then the power output device 20 is turned on. 3 is a schematic diagram. Then, the motor MG
The starter torque TST is set to the torque command value Ta * of 2 (step S434), and the motor MG2 is controlled (step S436). At this time, the planetary gear 20
The torque command value Tc * of the motor MG1 is set so that power is not output to the drive shaft 22 via 0 (step S
435), and controls the motor MG1 (step S4).
36). By operating the clutches 45 and 46 to control the motor MG2 in this manner, the crankshaft 56 of the engine 50 is motored. Here, the starter torque TST is set as a torque that can overcome the friction torque of the engine 50 and rotate the engine 50 at a rotation speed of a predetermined rotation speed NST or higher.

Next, the rotational speed Ne of the engine 50 is read (step S437), and the read rotational speed Ne is compared with the predetermined rotational speed NST (step S438). here,
The predetermined rotation speed NST is set as a rotation speed equal to or higher than the lowest rotation speed at which the engine 50 can be stably and continuously operated. When the engine speed Ne of the engine 50 is smaller than the predetermined engine speed NST, the procedure returns to step S436 and step S436.
The process of 436 to S440 is repeated, and the engine 50
It waits until the number of rotations Ne becomes equal to or higher than the predetermined number of rotations NST. When the rotation speed Ne of the engine 50 becomes equal to or higher than the predetermined rotation speed NST, a signal for starting fuel injection control and ignition control by the EFIECU 70 is transmitted to the EFIECU 70 (step S439), and this routine is ended. The EFIECU 7 that has received the signal for starting the fuel injection control and the ignition control
0 starts the fuel injection control from the fuel injection valve 51 and the ignition control in the spark plug 62 so that the engine 50 operates at the idle speed, and controls the opening degree of the idle speed control valve (not shown) described above. .

According to the engine starting process described above,
The engine 50 can be started while the vehicle is stopped. Moreover, the first clutch 45 is turned on, the second clutch 46 is turned off, and the crankshaft 56 receives the motor M.
With the rotor 41 of G2 connected, the motor MG2
Since the engine 50 is rotated by the above, it is not necessary to separately provide a motor for starting the engine 50. As a result, the entire device can be made compact.

In the engine starting process of the embodiment, the first clutch 45 is turned on, the second clutch 46 is turned off, and the engine 50 is motored by the motor MG2. However, the first clutch 45 is turned off and the second clutch 46 is turned on. In this state, the motor MG1 may be used to motor the engine 50. In this case, the engine start processing routine illustrated in FIG. 26 may be executed. Hereinafter, this process will be briefly described.

When the engine start processing routine of FIG. 26 is executed, the control CPU 90 of the control device 80 first turns off the first clutch 45 and turns on the second clutch 46 to set the power output device 20 in the schematic diagram of FIG. (Steps S440 and S441). And the motor MG1
The starter torque TST is set to the torque command value Tc * of step S442 (step S442), and the current Ia (Iua, Iva, Iw) flowing through each phase of the three-phase coil 44 of the motor MG2 is set.
The predetermined current IST (IuST, IvST, IwST) is set to a) (step S443), and the motor MG1 and the motor M are set.
G2 is controlled (steps S445 and S44).
6). Here, the predetermined current IST is set as a current value that causes the motor MG2 to generate a torque that does not rotate the drive shaft 22 even when the starter torque TST is applied to the crankshaft 56. By controlling the motors MG1 and MG2 in this manner, the drive shaft 22 is fixed with its rotation being restricted by the motor MG2, and the crankshaft 56 of the engine 50 is fixed to the starter torque TST.
Are motored by a motor MG1 that outputs Then, as in the engine start-up processing routine of FIG. 25, after waiting for the rotation speed Ne of the engine 50 to become equal to or higher than the predetermined rotation speed NST (steps S447 and S448), the EFI
A signal for starting fuel injection control and ignition control by the ECU 70 is transmitted to the EFIECU 70 (step S44).
9).

Thus, even in the configuration of the schematic diagram of FIG. 2 in which the first clutch 45 is off and the second clutch 46 is on, the motor MG1 and the motor MG are in a stopped state.
2, the engine 50 can be started. Therefore, even in this case, it is not necessary to separately provide a motor for starting the engine 50, and the entire apparatus can be made compact.

Next, the starting process of the engine 50 when the vehicle is running will be described. The starting process of the engine 50 when the vehicle is in a traveling state is performed by a motor driving engine starting process routine illustrated in FIG. This routine is performed when the driver turns on a switch (not shown) for starting the engine 50 while the motor drive torque control process is performed with the engine 50 stopped, and when the remaining capacity BRM of the battery 94 is equal to the threshold BL. This is executed when an operation mode different from the motor drive mode is set in the operation mode determination processing routine of FIG. 7, such as when it becomes smaller. Note that the motor drive torque control process is a process according to the motor drive torque control routine illustrated in FIG. 22, that is, the first clutch 45 is off and the second clutch 46 is on, and the power output device 20.
2 is configured as shown in the schematic diagram of FIG. 2, and in this state, the torque command value Td * is output from the motor MG2 to the drive shaft 22.

When this routine is executed, the controller 80
The control CPU 90 first sets the starter torque TST to the torque command value Tc * of the motor MG1 (step S450), and adds the starter torque TST to the torque command value Td * to the torque command value Ta * of the motor MG2. Is set (step S452). And the motor MG1
And each control of the motor MG2 (step S45).
4 and S456). This routine is executed when the power output device 20 has the configuration shown in the schematic view of FIG. 2 as described above. In this configuration, when the starter torque TST is output from the motor MG1 to the crankshaft 56, the engine 50
Is motored by this torque. At this time, due to the action of the planetary gear 200, the starter torque TST
Is output to the drive shaft 22 as a reaction force.
Therefore, as in step S384 of the motor drive torque control routine of FIG. 22, the torque command value T of the motor MG2 is set.
If the torque command value Td * is set to a *, a torque smaller than the torque (torque command value Td *) desired by the driver by the amount of the anti-torque output from the motor MG1 to the drive shaft 22 is generated. Will be output, and a torque shock will occur when the engine 50 is started. In the embodiment, as shown in step S452, the torque command value Ta * of the motor MG2 is added to the torque command value Td *.
The torque shock is canceled by setting a value obtained by adding the starter torque TST to.

When the motor MG1 of the engine 50 is thus motored, the engine speed Ne of the engine 50 is equal to the predetermined engine speed N, as in the processes of steps S437 and S438 of the engine start processing routine of FIG.
Wait for ST or more (steps S458 and S4
60), a signal for starting fuel injection control and ignition control by the EFIECU 70 is transmitted to the EFIECU 70 (step S462).

According to the engine start processing routine during motor driving of the embodiment described above, the engine 50 can be started while the vehicle is traveling only by the power output from the motor MG2. Since the engine MG1 is started by the motor MG1, it is not necessary to separately provide a motor for starting the engine 50. Moreover, since the torque output from the motor MG2 to the drive shaft 22 is controlled so as to cancel the torque output from the motor MG1 to the drive shaft 22 during the motoring of the engine 50, the torque shock generated when the engine 50 is started. It can be made smaller or eliminated.

In the motor driving engine starting process routine of the embodiment, the first clutch 45 is turned off and the second clutch 4 is turned on.
6 is turned on and the power output device 20 is configured as shown in the schematic diagram of FIG. 2, and the motor drive torque control routine of FIG. 22 for outputting a desired torque (torque command value Td *) from the motor MG2 to the drive shaft 22 is executed. When the engine 50 is started, the first clutch 45 is turned on, the second clutch 46 is turned off, and the power output device 20 is in the configuration shown in the schematic diagram of FIG. When the motor drive torque control routine of FIG. 23 for fixing torque 56 and outputting the torque command value Td * from the motor MG1 to the drive shaft 22 is being executed,
The engine 50 is started by a control routine similar to the motor drive engine start processing routine illustrated in FIG.

According to this routine, the engine 50 can be started while the vehicle is traveling by the power output by the reaction force output from the motor MG1 by the motor MG2. Since the engine MG50 is started by the motor MG2, it is not necessary to separately provide a motor for starting the engine 50. Moreover, since the torque output from the motor MG1 to the drive shaft 22 does not fluctuate even when the engine 50 is motored, there is no torque shock when the engine 50 is started.

In the motor driving engine starting process routine of the embodiment, the first clutch 45 is turned off and the second clutch 4 is turned on.
6 is turned on and the power output device 20 is configured as shown in the schematic diagram of FIG. 2, and the motor drive torque control routine of FIG. 22 for outputting a desired torque (torque command value Td *) from the motor MG2 to the drive shaft 22 is executed. It is the process of starting the engine 50 when the first clutch 45 and the second clutch
With the clutch 46 both turned on, a desired torque (torque command value Td *) is output to the drive shaft 22 while motoring the engine 50 by the motor MG2.
When the motor drive torque control routine is executed, the engine 50 is started by the motor drive engine start processing routine illustrated in FIG.

When the motor drive engine start processing routine illustrated in FIG. 28 is executed, the control CPU 90 of the controller 80 first executes the same processing as steps S424 to S427 of the motor drive torque control routine of FIG. That is, the rotation speed Ne of the engine 50 is read (step S490), the friction torque Tef of the engine 50 is derived based on the read rotation speed Ne (step S491), and the derived friction torque T is calculated.
The torque command value Td * is added to ef to set the torque command value Ta * of the motor MG2 (step S492), and the motor MG2 is controlled (step S493).

Next, the read rotation speed Ne is compared with the predetermined rotation speed NST (step S438). When the rotation speed Ne is smaller than the predetermined rotation speed NST, the rotation speed at which the engine 50 can be stably operated is determined. If not, the process returns to step S490 and the processes of steps S490 to S494 are repeated until the rotation speed Ne becomes equal to or higher than the predetermined rotation speed NST. The reason for repeating the same processing as steps S424 to S427 of the motor drive torque control routine of FIG. 24 is that this start-up processing routine is executed when the motor MG2 is driving. That is, since the crankshaft 56 and the drive shaft 22 are connected by the first clutch 45 and the second clutch 46, the rotation speed Ne of the engine 50 is changed to the rotation speed N of the drive shaft 22.
This is because control cannot be performed with priority over d.

The engine speed Ne of the engine 50 is the predetermined engine speed N.
When the engine speed is ST or higher, the engine 50 is rotated at no load Ne
Calculates the fuel injection amount when operating in (step S49
5), EFIEC to execute fuel injection control and ignition control for injecting the calculated fuel injection amount from the fuel injection valve 51.
A signal is transmitted to U70 (step S496).
Here, in the embodiment, the fuel injection amount when the engine speed is unloaded and the engine speed is Ne, the engine speed Ne of the engine 50 in the unloaded state and the fuel injection amount at that time are obtained in advance by experiments or the like and stored in a ROM as a map. It was memorized, and when the rotation speed Ne was given, it was obtained by deriving the fuel injection amount corresponding to the rotation speed Ne from this map. Then, the torque command value Ta * of the motor MG2 is set to the torque command value Td * (step S497), the motor MG2 is controlled (step S498), and this routine is ended. The reason why the friction torque Tef of the engine 50 is excluded from the calculation of the setting of the torque command value Ta * of the motor MG2 is that the engine 50 is operated at a rotational speed Ne with no load.

According to the engine start processing routine during motor driving of the modified example described above, the engine 50 can be started while the engine 50 is being rotated by the motor MG2 while the power is being output to the drive shaft 22. . In addition, the fuel injection amount is adjusted so that the engine 50 is operated at no load and the rotation speed Ne, and the torque command value Ta * of the motor MG2 is set to the torque command value Td *. Shock can be reduced. It should be noted that in the engine start processing routine at the time of driving the motor of the modified example, the engine 50 is rotated at the engine speed Ne without any load.
It is assumed that the engine is operated at, but the load torque Te and the rotation speed Ne
You may drive in. In this case, the engine 50
In order to reduce the torque shock at the time of starting, the torque command value Ta * of the motor MG2 is added to the torque command value Td *.
The load torque Te may be subtracted from the load torque Te. Further, in the motor driving engine start processing routine of the modified example, the rotation speed Ne of the engine 50 is changed to the rotation speed N of the drive shaft 22.
Since the control cannot be performed prior to d, the rotation speed Ne of the engine 50 is set to the predetermined rotation speed NST in step S494.
When it is smaller, the processes of steps S490 to S494 are repeated, but the power output device 20 can be freely changed by comparing the rotation speed Nd of the drive shaft 22,
For example, when mounted on a ship or an aircraft, the rotation speed Ne of the engine 50 may be controlled prior to the rotation speed Nd of the drive shaft 22.

E. Reverse control Next, control when the vehicle is moved backward by the power output device 20 according to the embodiment will be described. The reverse control of the vehicle is shown in FIG.
The reverse torque control routine illustrated in FIG. In this routine, when the shift position sensor 84 detects that the driver has set the shift lever 82 to the reverse position, a predetermined time (for example, 8
It is repeatedly executed every msec).

When this routine is executed, the controller 80
The control CPU 90 first checks whether the first clutch 45 is off and the second clutch 46 is on (the state of the configuration of the schematic diagram of FIG. 2) (step S500). After the clutches 45 and 46 are both turned off (step S502), the second clutch 46 is turned on (step S504). Both clutches 45, 4
Both clutches 45, 46 when 6 is not in the state to be set
I explained the reason why both are turned off once. next,
The rotation speed Nd of the drive shaft 22 is read (step S
506), the accelerator pedal position AP detected by the accelerator pedal position sensor 64a is read (step S508), and the torque to be output to the drive shaft 22 based on the read rotational speed Nd of the drive shaft 22 and the accelerator pedal position AP ( The torque command value Td *) is derived. The method of deriving the torque command value Td * is similar to the method described in the process of step S104 of the operation control routine of FIG. 5, but since the shift lever 82 is set to reverse, the torque command value Td * is used here. Td
A negative value is derived as *.

When the torque command value Td * is derived, the remaining capacity BRM of the battery 94 is read (step S512),
The read remaining capacity BRM of the battery 94 is compared with the threshold value BL (step S514). Remaining capacity of battery 94 BRM
Is above the threshold BL, the remaining capacity BRM of the battery 94
Determines that the engine 50 is in a state sufficient for driving the motor MG2, checks whether the engine 50 is operating (step S516), and when the engine 50 is operating, sets the engine 50 in an idle operating state. Signal EF
It is transmitted to the IECU 70 (step S518).

On the other hand, when the remaining capacity BRM of the battery 94 is less than the threshold value BL in step S514, first, the drive shaft 2
2 to calculate the energy Pd to be output to the drive shaft 22 by multiplying the torque (torque command value Td *) to be output to the rotational speed Nd of the drive shaft 22 (step S523), and based on the calculated energy Pd, the engine 50 The target torque Te * and the target rotation speed Ne * are set (step S524).
Here, the method of setting the target torque Te * and the target rotation speed Ne * of the engine 50 is the same as the method described in step S170 in the normal operation torque control of FIGS. 9 and 10. As described above, the torque command value Td
Although * is a negative value, the rotational speed Nd of the drive shaft 22 also has a negative value because it is when the vehicle is moving backward. Therefore, the energy Pd has a positive value as in the case of moving the vehicle forward.

Next, the torque command value Tc * of the motor MG1
Is set to the torque set by the above equation (1) based on the target torque Te * of the engine 50, and the motor MG2
The torque command value Ta * is set to a torque that is the difference between the torque output to the drive shaft 22 and the torque command value Td * according to the target torque Te * of the engine 50 (step S
530), motor MG1, motor MG2, and engine 50 are controlled (step S532). When it is determined in step S514 that the remaining charge BRM of the battery 94 is less than the threshold value BL, the engine 50 is rotating in the positive direction, but the motor MG1 is rotated at a higher rotation speed than the rotation speed of the engine 50. The drive shaft 22 comes to rotate in the reverse direction.

According to the reverse control of the vehicle described above, the vehicle can be moved backward. Remaining capacity B of battery 94
When RM is sufficient, the vehicle can be moved backward by using the electric power discharged from battery 94 to output power from motor MG2. Further, the power output from the engine 50 is torque-converted by the motor MG1 and the motor MG2 into power in a direction opposite to the rotation direction of the engine 50, so that the vehicle can be moved backward. Since the reverse movement by the torque conversion can be performed regardless of the remaining capacity BRM of the battery 94, the vehicle can be moved backward even when the remaining capacity BRM of the battery 94 is insufficient and the battery 94 cannot be discharged. .

In the reverse control of the vehicle of the embodiment, the battery 9 is used.
When the remaining capacity BRM of 4 is less than the threshold BL, the engine 5
All the energy Pe output from 0 is transferred to the motor MG1.
The torque is converted by the motor MG2 and the motor MG2 and output to the drive shaft 22, but the battery 94 is charged by a part of the energy Pe output from the engine 50, or the energy Pd to be output to the drive shaft 22 is used. A part of the above may be covered by discharging from the battery 94. In this case, the target torque Te * and the target rotation speed Ne * of the engine 50 may be set according to the energy Pe having a value larger than the energy Pd to be output to the drive shaft 22 and the energy Pe having a value smaller than the energy Pd.

In the reverse control of the vehicle according to the embodiment, the first clutch 45 is turned off and the second clutch 46 is turned on to set the power output device 20 to the reverse direction as shown in the schematic diagram of FIG. May be turned on and the second clutch 46 may be turned off to set the power output device 20 to the configuration shown in the schematic view of FIG. In this case,
It suffices to execute the reverse torque control routine illustrated in FIG. The reverse torque control routine of FIG. 30 is such that the first clutch 45 is turned on, the second clutch 46 is turned off, and the power output device 20 operates both clutches 45, 46 so as to have the configuration shown in the schematic diagram of FIG. (Steps S540 to S544) is different from the torque command value Tc * of the motor MG1 and the torque command value Ta * of the motor MG2 based on the difference in the on / off states of the clutches 45 and 46. Except for this, it is the same as the reverse torque control routine in FIG.

In the reverse torque control routine shown in FIG. 30, the control CPU 90 of the control unit 80 causes the step S55.
4, when the remaining capacity BRM of the battery 94 is equal to or more than the threshold value BL, the torque that can output the torque command value Td * to the drive shaft 22 is set as the torque command value Tc * of the motor MG1 based on the above equation (1). As torque command value Ta * for motor MG2, a torque corresponding to the anti-torque of motor MG1 is set (step S570). The engine 5
When 0 is in the operation stop state, the motor MG2 may be locked up. Further, when the engine 50 is in the idle operation state, the torque command value Ta * of the motor MG2 may be feedback-controlled so that the rotation speed Ne of the crankshaft 56 becomes the idle rotation speed.

On the other hand, when the remaining capacity BRM of the battery 94 is less than the threshold value BL in step S554, the torque command value Tc * of the motor MG1 is the same as that described above, but the motor MG
The torque command value Ta * of 2 is set to a value obtained by subtracting the target torque Te * of the engine 50 from the torque command value corresponding to the counter torque (step S570).

The vehicle can be moved backward by the reverse control of the modification described above. When the remaining capacity BRM of the battery 94 is sufficient, the electric power discharged from the battery 94 is used to output power from the motor MG1 and the reaction force is received by the motor MG2, whereby the vehicle can be moved backward. Further, the power output from the engine 50 is torque-converted by the motor MG1 and the motor MG2 into power in a direction opposite to the rotation direction of the engine 50, so that the vehicle can be moved backward. Since the reverse movement by the torque conversion can be performed regardless of the remaining capacity BRM of the battery 94, the vehicle can be moved backward even when the remaining capacity BRM of the battery 94 is insufficient and the battery 94 cannot be discharged. .

In the reverse drive control of the modification, when the remaining capacity BRM of the battery 94 is less than the threshold value BL, all the energy Pe output from the engine 50 is torque converted by the motor MG1 and the motor MG2 and output to the drive shaft 22. Energy P output from the engine 50
The battery 94 may be charged by a part of e,
A part of the energy Pd to be output to the drive shaft 22 may be covered by the discharge from the battery 94. In this case, the target torque Te * and the target rotation speed Ne * of the engine 50 may be set according to the energy Pe having a value larger than the energy Pd to be output to the drive shaft 22 and the energy Pe having a value smaller than the energy Pd.

F. Other Operation Control Next, the operation when both clutches 45 and 46 are both off will be described with reference to FIG. When the torque control routine of FIG. 31 is executed, the control CPU 90 of the control device 80 first sets the target torque Te * of the engine 50.
The torque command value T, which is the torque to be output to the drive shaft 22,
Set d * (step S600). Then, it is checked whether both the first clutch 45 and the second clutch 46 are off (step S602). If both the clutches 45 and 46 are not off, both the clutches 45 and 46 are turned off (step S604). . Next, the rotation speed Nd of the drive shaft 22 is read (step S606). And
Torque command value Td, which is the torque to be output to the drive shaft 22
A process of reading the minimum rotation speed N1 and the maximum rotation speed N2 within the range where the engine 50 in * can be efficiently operated (area PA in FIG. 8) is performed (step S608), and the rotation speed Nd of the drive shaft 22 is read. The minimum rotation speed N1 and the maximum rotation speed N2 are compared (step S610). In the embodiment, the minimum rotation speed N1 and the maximum rotation speed N2
For reading, the minimum rotation speed N1 and the maximum rotation speed N2 within a range in which the engine 50 can be efficiently operated for each torque command value Td * are obtained by experiments and stored in the ROM in advance, and the torque command value Td * is Once derived, the minimum rotation speed N1 and the maximum rotation speed N2 are derived from the torque command value Td * and the map.

The rotational speed Nd of the drive shaft 22 is the minimum rotational speed N1.
If the maximum rotation speed N2 or less, the rotation speed determined by the above equation (1) based on the rotation speed Nd of the drive shaft 22 is set as the target rotation speed Ne * of the engine 50 (step S61).
4) If the rotational speed Nd of the drive shaft 22 is less than the minimum rotational speed N1, the target rotational speed Ne * is set to the minimum rotational speed N1 (step S612), and the rotational speed Nd of the drive shaft 22 is greater than the maximum rotational speed N2. Sometimes, the target engine speed Ne * is set to the maximum engine speed N2 (step S616). By setting in this way, the target torque Te of the engine 50 is
The operating points of * and the target rotational speed Ne * are within a range in which the above-described engine 50 can be efficiently operated (area PA in FIG. 8).

Subsequently, the torque command value Tc of the motor MG1
As *, the torque determined by the above equation (1) based on the target torque Te * of the engine 50 is set (step S618), and the torque command value Ta * of the motor MG2 is set to 0 (step S620). Each control of MG1, motor MG2, and engine 50 (step S6
22 to S626).

FIG. 32 is an explanatory view illustrating the manner in which power is output to the drive shaft 22 when the torque control routine of FIG. 31 is executed. Now, when the drive shaft 22 is rotating at the rotation speed Nd1 and the torque command value Td * determined according to the depression amount of the accelerator pedal 64 is the value Td1,
That is, consider a case where the drive shaft 22 is desired to be driven at the driving point Pd1. In the following description, the gear ratio ρ of the planetary gear 200 is set so that the torque output to the drive shaft 22 and the output torque of the engine 50 have the same value. In FIG. 32, the drive shaft 2
The torque Td1 (torque command value Td *) to be output to 2 is within the range PA in which the engine 50 can be efficiently operated, but the rotation speed Nd1 of the drive shaft 22 is significantly below the lower limit of this range PA. At this time, the torque command value Td * (value Td1) is set to the target torque Te * of the engine 50 (step S600), and the target rotation speed Ne * of the engine 50 is the rotation speed of the lower limit value of the range PA in the torque Td1. Since the (value Ne1) is set as the minimum rotation speed N1 (step S612), the engine 50 is operated at the operation point Pe1 represented by the torque Td1 and the rotation speed Ne1. At this time, the motor MG
Since the engine 1 is driven by the rotational speed difference Nc1 (a positive value) between the rotational speed Ne1 of the engine 50 and the rotational speed Nd1 of the drive shaft 22, the electric power (Td corresponding to this rotational speed difference Nc1
1 × Nc1) will be regenerated. This regenerated electric power is used to charge the battery 94.

Next, when the drive shaft 22 is rotating at the rotation speed Nd2 and the output torque command value Td * is the value Td2,
That is, consider a case where the drive shaft 22 is desired to be driven at the driving point Pd2 in FIG. The torque Td2 (torque command value Td *) to be output to the drive shaft 22 is within the range PA in which the engine 50 can be efficiently operated, but the rotation speed Nd2 of the drive shaft 22 is in a state of exceeding the upper limit of this range PA. At this time, the torque command value Td * (value Td2) is set as the target torque Te * of the engine 50 (step S60).
0), the target engine speed Ne * of the engine 50 is the torque Td
Since the rotation speed (value Ne2) of the upper limit value of the range PA in 2 is set as the maximum rotation speed N2 (step S61).
6) The engine 50 is operated at the operation point Pe2 represented by the torque Te2 and the rotation speed Nd2. At this time, the motor MG1 rotates the engine 50 at the rotation speed N.
Rotation speed difference Nc2 between e2 and the rotation speed Nd2 of the drive shaft 22
Since the operation is performed with the (negative value), the electric power (Td2 × Nc2) corresponding to the rotational speed difference Nc2 is consumed. The electric power consumed by this motor MG1 is covered by the discharge from the battery 94.

A range in which the torque to be output to the drive shaft 22 (torque command value Td *) and the rotation speed Nd of the drive shaft 22 can both efficiently drive the engine 50 (area PA in FIG. 32).
When it is, the torque command value Td * is set to the target torque Te * of the engine 50 (step S600),
The target engine speed Ne * of the engine 50 is set to the engine speed Nd of the drive shaft 22 (step S614). Therefore, the engine speed Ne of the engine 50 and the engine speed N of the drive shaft 22 are
d has the same value.

According to the torque control routine described above, even if the rotation speed Nd of the drive shaft 22 is not within the range in which the engine 50 can be efficiently operated (area PA in FIG. 8), the torque to be output to the drive shaft 22 ( If the torque command value Td *) is within this range, the clutches 45 and 46 are both turned off, and the torque corresponding to the torque command value Td * is output to the drive shaft 22 while operating within a range where the engine 50 can be efficiently operated. can do.

Such a torque control routine is not limited to the control when the torque command value Td * is within the range in which the engine 50 can be efficiently operated. For example, when some abnormality occurs in the motor MG2, both the first clutch 45 and the second clutch 46 are turned off, and the power output from the engine 50 is supplied to the drive shaft 2 by the motor MG1.
The number of rotations may be changed to 2 for output.

G. Modified Example In the power output apparatus 20 of the embodiment described above, the first clutch 45 and the second clutch 46 are arranged between the motor MG2 and the motor MG1, but as shown in the power output apparatus 20A of the modified example of FIG. First clutch 45A and second
The clutch 46B is arranged between the engine 50 and the motor MG2, or as shown in the power output device 20B of the modification of FIG. 34, the first clutch 45B is arranged between the engine 50 and the motor MG2. The two-clutch 46B may be arranged between the motor MG2 and the motor MG1. Further, in the power output device 20 of the embodiment, the motor MG
2 was arranged between the engine 50 and the motor MG1,
As shown in the power output device 20C of the modified example of FIG. 35, the motor MG1 may be arranged between the engine 50 and the motor MG2.

Various combinations of the engine, the motors MG1 and MG2 and the planetary gears are possible. For example, in the power output device 20 of the embodiment, the motor MG1 is connected to the sun gear 221 and the engine 50 is connected to the planetary carrier 223. On the other hand, as shown in the power output device of FIG. 36, the motor MG1 may be coupled to the planetary carrier and the engine may be coupled to the sun gear. Of course, various changes in the coupling state with other gears are possible.

In the power output device 20 of the embodiment, the motor M
Although G1 and the motor MG2 are arranged coaxially, they may be arranged on different axes, as shown in the power output device 20E of the modified example of FIG. In the power output device 20E of the modified example, the engine 50, the motor MG1 and the planetary gear 200E are arranged coaxially, and the motor MG
2 are arranged on different axes, and the planetary gear 200
The ring gear shaft of E and the crankshaft are respectively connected to one shaft of clutches 45E and 46E by belts.

Further, as shown in power output device 20F of FIG. 38, engine 50 may be arranged coaxially with motor MG2, and motor MG1 and planetary gear 200F may be arranged on different axes. In such a configuration, the crankshaft of the engine is connected to the ring gear shaft of the planetary gear 200F, and one rotation shaft of the clutch 46F is connected to the planetary carrier by belts. The ring gear is connected to the drive shaft 22 by a belt.

If the motor MG1 and the motor MG2 are arranged on different axes as in these modified examples, the axial length of the device can be greatly shortened. As a result, the device can be advantageously mounted on a front-wheel drive vehicle. Such a motor MG1 and a motor M
Even if the G2 is arranged on a different axis, the first clutch 4
5 and the second clutch 46 and the like have a degree of freedom in arrangement.

Power output device 20E and power output device 20F in which motor MG1 and motor MG2 are arranged on different axes.
Then, the crankshaft 56 of the engine 50 and the drive shaft 2
Although 2 and 2 are on different axes, they may be on the same axis. Further, in the power output apparatus 20E of the modified example, the different shafts are coupled by the belt, but as shown in the power output apparatus 20G of the modified example of FIG. 39, the gear 10 attached to the crankshaft 56 and the drive shaft 22.
2 and the gear 104, and the gear 106 coupled to one rotation shaft of the planetary gear 200G and the clutch 46G.
Alternatively, the gears may be coupled by gear coupling with the gear 108.

In the power output device 20 of the embodiment, the motor M
Although the G2 and the crankshaft 56 or the drive shaft 22 are connected and disconnected by the clutch, they may be connected by switching the gear coupling as shown in the power output device 20H of the modified example of FIG. The configuration of the power output device 20H of the modified example will be briefly described. As illustrated, the rotor rotating shaft 38 of the power output apparatus 20H of the modified example.
In H, the gear 1 attached to the crankshaft 56
The gear 106 that can be gear-coupled with 02 and the gear 104 and the gear 108 that can be gear-coupled to the drive shaft 22 are mounted in an arrangement in which both gear couplings are selectively performed. An actuator 100 for moving the rotor rotation shaft 38H in the axial direction is provided at the end of the rotor rotation shaft 38H to which the gear 108 is attached. Therefore, by driving this actuator 100,
By sliding the rotor rotation shaft 38H in the axial direction, as shown in FIGS. 40 (a) and 40 (b), the gear coupling between the gear 102 and the gear 106 and the gear coupling between the gear 104 and the gear 108 are performed. Can be done selectively.

In the power output device 20 of the embodiment, the rotor rotary shaft 38 and the crankshaft 56 are connected and the rotor rotary shaft 38 and the drive shaft 22 are connected by the first clutch 45 and the second clutch 46. Such connection may be performed by combining the transmission and the clutch. For example, the power output device 20J of the modified example of FIG. 41.
, The crankshaft 56 and the rotor rotation shaft are connected by the transmission 120 and the first clutch 45J,
The drive shaft 22 and the rotor rotation shaft may be connected by the transmission 130 and the second clutch 46J. The transmission 120 includes a pair of belt holding members 122 and 124 attached to the crankshaft 56, a belt 125 held by the two pairs of belt holding members 122 and 124, and a belt 125.
An actuator 126 for changing the diameter of the belt holding member 124. Therefore, in the transmission 120, the rotation speed of the crankshaft 56 can be changed and transmitted to the rotor rotation shaft by changing the circumference radius of the belt 125 of the belt holding member 124 by the actuator 126. The transmission 130 attached to the second clutch 46J side has the same configuration.

According to the power output apparatus 20J of the modified example including the transmission 120 and the transmission 130, the transmission 12
0 or the transmission 130 can adjust the rotation speed of the rotor rotation shaft. As a result, the motor MG2 can be operated at a more efficient operation point. Further, by adjusting the gear ratio with the transmission 120, the clutch 4
5J and 46J can be connected smoothly. As a result, the torque shock that may occur when the first clutch 45J is engaged can be reduced.

In the power output device 20J of the modification, the transmission 12 is connected to both the crankshaft 56 and the rotor rotary shaft 38J and the drive shaft 22 and the rotor rotary shaft 38J.
Although 0 and 130 are provided, they may be provided on only one of them. In the power output device 20J of the modified example, the rotation speed is changed by the method of changing the circumference radius of the belt 125. However, the rotation speed of the rotor rotation shaft 38J is changed and transmitted to the crankshaft 56 and the drive shaft 22. Anything that can be done,
The speed may be changed by a gear coupling such as a planetary gear.

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

For example, the power output device 2 of the above-mentioned embodiment.
In 0, a gasoline engine driven by gasoline was used as the engine 50, but various internal combustion engines or external combustion engines such as a diesel engine, a turbine engine, and a jet engine may also be used.

Further, in the power output device 20 of the embodiment, PM type (Permanent Magnet type) synchronous motors are used as the motors MG1 and MG2, but if regenerative operation and power running operation are performed. , Other, VR type (Variable reluctance type; Variable Rel
It is also possible to use a synchronous motor, a vernier motor, a DC motor, an induction motor, a superconducting motor, a step motor, or the like.

Alternatively, in the power output apparatus 20 of the embodiment, transistor inverters are used as the first and second drive circuits 91 and 92, but in addition, an IGBT (insulated gate bipolar mode transistor; Insulated Ga) is used.
te Bipolar mode Transistor) inverter, thyristor inverter, voltage PWM (pulse width modulation; Pulse Wi)
It is also possible to use a dth modulation inverter, a square wave inverter (voltage source inverter, current source inverter), a resonant inverter, or the like.

As the battery 94, a Pb battery, a NiMH battery, a Li battery or the like can be used, but a capacitor can be used instead of the battery 94.

Further, in the power output apparatus 20 of the embodiment, the case where the power output apparatus is mounted on the vehicle has been described.
The present invention is not limited to this, and can be mounted on transportation means such as ships and aircraft, and various other industrial machines.

[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 schematic diagram showing a configuration of a power output device 20 of an embodiment when a first clutch 45 is turned off and a second clutch 46 is turned on.

FIG. 3 is a schematic diagram showing a configuration of a power output device 20 of an embodiment when a first clutch 45 is turned on and a second clutch 46 is turned off.

FIG. 4 is an explanatory diagram illustrating a state of torque conversion when Ne <Nd in the configuration of the schematic diagram of FIG. 2.

FIG. 5 is a flowchart illustrating an operation control routine executed by a control CPU 90 of the control device 80.

FIG. 6 is an explanatory diagram illustrating a map showing a relationship between a torque command value Td *, a rotation speed Nd, and an accelerator pedal position AP.

FIG. 7 is a flowchart illustrating a driving mode determination processing routine executed by a control CPU 90 of the control device 80.

FIG. 8 is an explanatory diagram showing an example of a range in which the engine 50 can be efficiently operated.

FIG. 9 is a flowchart illustrating a part of a normal operation torque control routine executed by a control CPU 90 of the control device 80.

FIG. 10 is a flowchart illustrating a part of a normal operation torque control routine executed by the control CPU 90 of the control device 80.

FIG. 11 is a graph illustrating the relationship between the operating points of the engine 50 and the efficiency.

FIG. 12 shows the efficiency of the operating point of the engine 50 and the rotational speed Ne of the engine 50 along a curve with a constant energy Pe.
It is a graph which illustrates the relationship with.

FIG. 13 is a flowchart illustrating a clutch motor control routine executed by a control CPU 90 of the control device 80.

FIG. 14 is a flowchart illustrating a part of a charge / discharge torque control routine executed by a control CPU 90 of the control device 80.

FIG. 15 is a flowchart illustrating a part of a charge / discharge torque control routine executed by a control CPU 90 of the control device 80.

FIG. 16 is a graph showing an example of the relationship between the remaining capacity BRM of the battery 94 and the chargeable electric power.

FIG. 17 is a flowchart illustrating a part of a power assist torque control routine executed by the control CPU 90 of the control device 80.

FIG. 18 is a flowchart illustrating a part of a power assist torque control routine executed by the control CPU 90 of the control device 80.

FIG. 19 is a flowchart illustrating a direct output torque control routine executed by the control CPU 90 of the control device 80.

FIG. 20 is a flowchart illustrating a direct output torque control routine of a modified example.

FIG. 21 is an explanatory diagram illustrating the manner in which power is output to the drive shaft 22 by the direct output torque control routine of the modified example.

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

FIG. 23 is a flowchart illustrating a motor drive torque control routine of a modified example.

FIG. 24 is a flowchart illustrating a motor drive torque control routine of a modified example.

FIG. 25 is a flowchart illustrating an engine start processing routine executed by the control CPU 90 of the control device 80.

FIG. 26 is a flowchart illustrating an engine start processing routine of a modified example.

FIG. 27 is a flowchart illustrating a motor drive engine start processing routine executed by the control CPU 90 of the control device 80.

FIG. 28 is a flowchart illustrating an engine start processing routine at the time of driving a motor according to a modified example.

FIG. 29 is a flow chart illustrating a reverse torque control routine executed by the control CPU 90 of the control device 80.

FIG. 30 is a flowchart illustrating a reverse torque control routine of a modified example.

31 is a flowchart illustrating a torque control routine executed by the control CPU 90 of the control device 80 when the configuration of the schematic diagram of FIG. 10 is adopted.

32 is an explanatory diagram illustrating the manner in which power is output to the drive shaft 22 by the torque control routine of FIG. 31. FIG.

FIG. 33 is a configuration diagram showing a schematic configuration of a power output device 20A of a modified example.

FIG. 34 is a configuration diagram showing a schematic configuration of a power output device 20B of a modified example.

FIG. 35 is a configuration diagram showing a schematic configuration of a power output device 20C of a modified example.

FIG. 36 is a configuration diagram showing a schematic configuration of a power output device 20D of a modified example.

FIG. 37 is a configuration diagram showing a schematic configuration of a power output device 20E of a modified example.

FIG. 38 is a configuration diagram showing a schematic configuration of a power output device 20F of a modified example.

FIG. 39 is a configuration diagram showing a schematic configuration of a power output device 20G of a modified example.

FIG. 40 is a configuration diagram showing a schematic configuration of a power output device 20H of a modified example.

FIG. 41 is a configuration diagram showing a schematic configuration of a power output device 20J of a modified example.

[Explanation of symbols]

20 ... Power output device 20A to 20J ... Power output device 22 ... Drive shaft 24 ... Differential gear 26, 28 ... Drive wheels 31 ... Rotor 33 ... Stator 41 ... rotor 42 ... Permanent magnet 43 ... Stator 44 ... Three-phase coil 45 ... First clutch 46 ... Second clutch 49 ... Case 50 ... Engine 51 ... Fuel injection valve 52 ... Combustion chamber 54 ... Piston 56 ... Crank shaft 58 ... Igniter 60 ... Distributor 62 ... Spark plug 64 ... accelerator pedal 64a ... Accelerator pedal position sensor 65 ... Brake pedal 65a ... Brake 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 100 ... Actuator 102-108 ... Gear 120 ... Transmission 122 ... Belt holding member 124 ... Belt holding member 125 ... Belt 126 ... Actuator 129 ... Connection shaft 130 ... Transmission 200 ... Planetary gear 221 ... Sine gear 222 ... Ring gear 223 ... Planetary pinion gear 223 ... Planetary carrier 225 ... Sun gear shaft 226 ... Ring gear shaft 227 ... Planetary carrier shaft 228 ... Power extraction gear 229 ... Power transmission belt L1, L2 ... Power line Tr1 to Tr6 ... Transistor Tr11 to Tr16 ... Transistor MG1, MG2 ... Motor

Front page continuation (51) Int.Cl. ⁷ identification code FI F02D 29/02 F02D 29/02 D F16D 48/02 F16D 25/14 640K (58) Fields investigated (Int.Cl. ⁷ , DB name) B60L 11/14 B60K 6/04 B60K 41/04 F02D 29/02 F16D 48/02

Claims (41)

(57) [Claims] 1. A power output device for outputting power to a drive shaft, the motor having an output shaft, a first shaft connected to the output shaft, and a second shaft connected to the drive shaft. And a third shaft different from the first shaft and the second shaft, and when the power input / output to / from two of these shafts is determined, the input / output to / from the remaining one shaft. Power transmission means for determining power, a first electric motor coupled to the third shaft, and a rotation shaft different from the output shaft and the drive shaft,
A second electric motor for exchanging power via the rotary shaft; first connecting means for mechanically connecting and disconnecting the rotary shaft and the output shaft; and the rotary shaft and the A second connecting means for mechanically connecting and disconnecting the drive shaft is provided , and the drive shaft includes the first to third power transmission means.
The shaft is in a non-coaxial state with the first connecting means and the second connecting means and the power transmission.
Is provided between the driving means and the second shaft.
A power output device having a power transmission mechanism for transmitting power between the two . 2. The first connecting means and the second connecting means are both constituted by a clutch.
The power output device described. 3. The power output device according to claim 1, wherein the drive shaft and the output shaft are coaxially arranged. 4. The power output device according to claim 3, wherein a rotation shaft of the second electric motor is arranged coaxially with the drive shaft and the output shaft. 5. The power output device according to claim 4, wherein the prime mover, the second electric motor, and the first electric motor are arranged in this order. 6. The power output device according to claim 5, wherein the first connecting means and the second connecting means are arranged between the second electric motor and the first electric motor. 7. The power output device according to claim 3, wherein a rotation shaft of the second electric motor is arranged on a shaft different from the drive shaft and the output shaft. 8. The power output device according to claim 1, wherein the output shaft and the drive shaft are arranged on different shafts. 9. The power output device according to claim 8, wherein a rotation shaft of the second electric motor is arranged coaxially with the output shaft. 10. The power output device according to claim 8, wherein a rotation shaft of the second electric motor is arranged coaxially with the drive shaft. 11. The power output apparatus according to claim 1, wherein the first connecting means includes a speed changing means that changes a rotation speed of a rotation shaft of the second electric motor and transmits the rotation speed to the output shaft. 12. The power output apparatus according to claim 1, wherein the second connecting means includes a transmission that changes a rotation speed of a rotation shaft of the second electric motor and transmits the rotation speed to the drive shaft. 13. A connection for controlling the first connecting means and the second connecting means based on an operating state of the prime mover, the first electric motor, the second electric motor and the drive shaft or a predetermined instruction. 13. The power output device according to claim 1, further comprising a control means. 14. The power output device according to claim 13, wherein the connection control means is configured to, when the rotation speed of the output shaft is higher than the rotation speed of the drive shaft as the operating state, the second control means. Controlling the first connecting means so that the connection between the rotating shaft of the electric motor and the output shaft is released, and controlling the second connecting means so that the rotating shaft and the drive shaft are connected, When the rotation speed of the output shaft is lower than the rotation speed of the drive shaft in the operating state, the first connecting means is controlled so that the rotation shaft of the second electric motor and the output shaft are connected to each other. In addition, the power output device is means for controlling the second connecting means so that the connection between the rotary shaft and the drive shaft is released. 15. The connection control means includes the first connection means and the output shaft so that the rotation shaft of the second electric motor and the drive shaft are connected to each other and the rotation shaft and the output shaft are connected to each other. A means for controlling the second connecting means.
3. The power output device described in 3. 16. The operating state is a state within a predetermined range in which the prime mover can be operated efficiently when the number of revolutions of the drive shaft is set to the number of revolutions of the output shaft of the prime mover.
The power output device described. 17. The first connection control means disconnects the rotary shaft of the second electric motor from the drive shaft and disconnects the rotary shaft from the output shaft.
14. The power output device according to claim 13, which is a means for controlling the connecting means and the second connecting means. 18. The operating state, when the torque output from the prime mover is set to a state in which the torque to be output to the drive shaft can be output without increasing or decreasing the torque by the second electric motor, 18. The power output device according to claim 17, wherein the power output device is in a predetermined range in which the prime mover can be efficiently operated. 19. The power output device according to claim 17, wherein the operating state is a state in which an abnormality of the second electric motor is detected. 20. The connection control means converts torque output from the prime mover when the rotation shaft of the second electric motor is connected to either the output shaft or the drive shaft. 14. The power output apparatus according to claim 13, further comprising drive control means for driving and controlling the first electric motor and the second electric motor so as to output to the drive shaft. 21. The power output device according to claim 13, wherein charging and discharging of electric power consumed or regenerated when power is exchanged by the first electric motor and by the second electric motor. A power storage unit capable of charging / discharging electric power consumed or regenerated when exchanging power, a target power setting unit that sets a target power to be output to the drive shaft based on an instruction from an operator, the target The prime mover, the first electric motor, and the target electric power set by the power setting means are output to the drive shaft by energy composed of power output from the prime mover and electric power charged and discharged by the power storage means. A power output device comprising: a drive control unit that drives and controls the second electric motor. 22. The power output device according to claim 21, further comprising a storage state detection unit that detects a state of the storage unit, wherein the drive control unit includes the storage unit detected by the storage state detection unit. A power output device that is a means for driving and controlling the prime mover, the first electric motor, and the second electric motor so that the state is within a predetermined range. 23. The power output device according to claim 21, wherein the connection control means is a power within a predetermined range when a target power set by the target power setting means is given by an operator. And the first connecting means is controlled so that the connection between the rotation shaft of the second electric motor and the output shaft is released, and the first connection means is connected so that the rotation shaft and the drive shaft are connected. A power output device, which is a means for controlling the second connecting means, wherein the drive control means is a means for controlling the drive of the second electric motor by using the electric power discharged from the power storage means. 24. The power output device according to claim 21, wherein the connection control means is a power within a predetermined range when the target power set by the target power setting means is given by an operator. And the first connecting means is controlled so that the rotation shaft of the second electric motor and the output shaft are connected, and the connection between the rotation shaft and the drive shaft is released. 2 is a means for controlling the connecting means, wherein the drive control means controls the first electric motor so as to output power from the first electric motor to the drive shaft using the electric power discharged from the power storage means. In addition, the power output device is means for controlling the second electric motor so as to cancel the torque acting on the output shaft of the prime mover in accordance with the output of the power. 25. The power output device according to claim 21, wherein the connection control means is a power within a predetermined range when a target power set by the target power setting means is given by an operator. And the first connecting means is controlled so that the rotation shaft of the second electric motor and the output shaft are connected, and the second shaft is connected so that the rotation shaft and the drive shaft are connected. The drive control means stops the fuel supply and ignition control to the prime mover, and drives the motor while motoring the prime mover using electric power discharged from the power storage means. A power output device that is means for controlling the second electric motor so as to output power to the shaft. 26. The power output apparatus according to claim 25, further comprising a prime mover start control means for controlling fuel supply and ignition to the prime mover in accordance with motoring of the prime mover when a predetermined start instruction is given. 27. The drive control means is means for controlling the second electric motor so as to cancel the power output from the prime mover when the prime mover is started by the prime mover start control means. Power output device. 28. The target power setting means is means for setting a power for rotating the drive shaft in a direction opposite to a rotation direction of an output shaft of the prime mover as a target power.
27. The power output device according to any one of 26 to 26. 29. The power output device according to claim 13, wherein, when a predetermined reverse rotation instruction is issued, the connection between the second rotation shaft of the electric motor and the output shaft is released via the connection control means. And controlling the first and second connecting means so that the rotation shaft and the drive shaft are connected, and the rotation direction of the output shaft of the prime mover from the second electric motor to the drive shaft is opposite to that of the rotation direction. To output the power to rotate in the second direction
Power output device having a reverse rotation control means for controlling the electric motor of FIG. 30. The power output device according to claim 13, wherein the rotation shaft of the second electric motor and the output shaft are connected via the connection control means when a predetermined reverse rotation instruction is issued. The first and second connection means are controlled so that the connection between the rotary shaft and the drive shaft is released, and the direction of rotation of the output shaft of the prime mover is reversed from the first electric motor to the drive shaft. To output power to rotate in the first direction
A power output device for controlling the second electric motor so as to cancel the torque acting on the output shaft as a reaction force of the power output to the drive shaft. 31. The power output device according to claim 13, wherein the rotation shaft of the second electric motor and the output shaft are connected to each other via the connection control means when a predetermined start instruction is given. Controlling the first and second connecting means so that the connection between the rotary shaft and the drive shaft is released, and controlling the second electric motor so as to motor the prime mover,
A power output device comprising a prime mover start control means for controlling fuel supply and ignition to the prime mover in association with motoring of the prime mover. 32. The power output device according to claim 13, wherein when a predetermined start instruction is given, the connection between the rotary shaft of the second electric motor and the output shaft is released via the connection control means. The first and second connecting means are controlled so that the rotary shaft and the drive shaft are connected to each other, and the second electric motor is controlled so that the rotary shaft does not rotate to motor the prime mover. The power output apparatus further comprises a prime mover start control means for controlling the first electric motor and further controlling fuel supply and ignition to the prime mover in accordance with motoring of the prime mover. 33. The power output device according to claim 13, wherein the rotation shaft of the second electric motor is disconnected from the output shaft, and the rotation shaft and the drive shaft are connected to each other. When a predetermined start instruction is issued while the power is being output from the second electric motor to the drive shaft, the first electric motor is controlled so as to motor the prime mover, and the motoring of the prime mover is accompanied. A power output device comprising a prime mover start control means for controlling fuel supply and ignition to the prime mover. 34. The prime mover starting means is means for controlling the second electric motor so as to cancel a torque output from the first electric motor to the drive shaft as a reaction force of a torque required for motoring the prime mover. 34. The power output device according to claim 33. 35. The power output device according to claim 13, wherein the rotating shaft of the second electric motor is connected to the output shaft, and the rotating shaft and the drive shaft are disconnected from each other. The output shaft is fixed by a second electric motor, and
When a predetermined start instruction is issued while the motor is outputting power to the drive shaft, the second motor is controlled to motor the prime mover, and the prime mover is driven by the motoring of the prime mover. Power output device including a prime mover start control means for controlling fuel supply and ignition to the engine. 36. The prime mover starting means is means for controlling the first electric motor so as to cancel a torque output to the drive shaft as a reaction force of a torque required for motoring the prime mover. Power output device. 37. A prime mover having an output shaft, a first shaft connected to the output shaft, a second shaft connected to the drive shaft, and the first shaft and the second shaft. Power transmission means having a different third shaft, wherein when the power input / output to / from two of these shafts is determined, the power input / output to / from one of the remaining shafts is determined; A first electric motor coupled to the shaft, and a rotary shaft different from the output shaft and the drive shaft,
A second electric motor for exchanging power via the rotary shaft; first connecting means for mechanically connecting and disconnecting the rotary shaft and the output shaft; and the rotary shaft and the A second connecting means for mechanically connecting and disconnecting the drive shaft is provided, and the drive shaft includes the first to third power transmission means.
The shaft is in a non-coaxial state with the first connecting means and the second connecting means and the power transmission.
Is provided between the driving means and the second shaft.
A method of controlling a power output device having a power transmission mechanism for transmitting power between the drive shaft and the drive shaft, wherein the rotational speed of the output shaft is greater than the rotational speed of the drive shaft. Controlling the first connecting means so as to release the connection between the rotary shaft of the second electric motor and the output shaft, and the second connecting means for connecting the rotary shaft and the drive shaft. When the rotational speed of the output shaft is lower than the rotational speed of the drive shaft, the first connecting means is controlled so that the rotary shaft and the output shaft are connected, and the rotary shaft and the drive are controlled. A method of controlling a power output device, which controls the second connecting means so that the connection with the shaft is released. 38. A prime mover having an output shaft, a first shaft connected to the output shaft, a second shaft connected to the drive shaft, and the first shaft and the second shaft. Power transmission means having a different third shaft, wherein when the power input / output to / from two of these shafts is determined, the power input / output to / from one of the remaining shafts is determined; A first electric motor coupled to the shaft, and a rotary shaft different from the output shaft and the drive shaft,
A second electric motor for exchanging power via the rotary shaft; first connecting means for mechanically connecting and disconnecting the rotary shaft and the output shaft; and the rotary shaft and the A second connecting means for mechanically connecting and disconnecting the drive shaft is provided, and the drive shaft comprises the first to third parts of the power transmission means.
The shaft is in a non-coaxial state with the first connecting means and the second connecting means and the power transmission.
Is provided between the driving means and the second shaft.
A method for controlling a power output device that has a power transmission mechanism for transmitting power between, and is a method for controlling a power output device that outputs power to the drive shaft, wherein the rotation speed of the drive shaft is the rotation speed of the output shaft of the prime mover. Then, when the prime mover is in a state within a predetermined range in which it can be efficiently operated, the rotation shaft of the second electric motor and the drive shaft are connected and the rotation shaft and the output shaft are connected to each other. A method of controlling a power output device for controlling the first connecting means and the second connecting means. 39. The method of controlling a power output device according to claim 37, wherein the power output device charges and discharges electric power consumed or regenerated when power is exchanged by the first electric motor. A power storage unit capable of charging and discharging electric power consumed or regenerated when power is exchanged by the second electric motor, and the method for controlling the power output device further includes: A target power setting step of setting a target power to be output to the drive shaft, and the set target power is the drive shaft with energy composed of power output from the prime mover and electric power charged and discharged by the storage means. A drive control step for controlling the drive of the prime mover, the first electric motor, and the second electric motor so as to be output to the power output device. 40. The drive control step detects the state of the power storage means, and drives the prime mover, the first electric motor and the second electric motor so that the state of the power storage means falls within a predetermined range. 40. The step of controlling
A method for controlling the power output device described. 41. A prime mover having an output shaft, a first shaft connected to the output shaft, a second shaft connected to the drive shaft, and the first shaft and the second shaft. Power transmission means having a different third shaft, wherein when the power input / output to / from two of these shafts is determined, the power input / output to / from one of the remaining shafts is determined; A first electric motor coupled to the shaft, and a rotary shaft different from the output shaft and the drive shaft,
A second electric motor for exchanging power via the rotary shaft; first connecting means for mechanically connecting and disconnecting the rotary shaft and the output shaft; and the rotary shaft and the A second connecting means for mechanically connecting and disconnecting the drive shaft is provided, and the drive shaft includes the first to third power transmission means.
The shaft is in a non-coaxial state with the first connecting means and the second connecting means and the power transmission.
Is provided between the driving means and the second shaft.
A method of controlling a power output device , which has a power transmission mechanism for transmitting power between the drive shaft and outputs power to the drive shaft, wherein the connection is made by the first connecting means or the second connecting means. The first connecting device and the second connecting device are controlled to make either one of the connections, and the first electric motor is configured to convert the power output from the prime mover into torque and output the torque to the drive shaft. And a method for controlling a power output device that drives and controls the second electric motor.