JP4862687B2 - Internal combustion engine device, power output device, and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress shock that may be generated when fuel injection to an internal combustion engine is restarted. <P>SOLUTION: In restoration from fuel cut, an engine speed Ne of an engine 22, which is restricted within a range of a rate value Nrt2 smaller than a rate value Nrt1 in fuel cut to be a target engine speed Ne*, is set as a control engine speed N* (S160-S180), and motoring of the engine 22 is performed at the set control engine speed N*, and torque commands Tm1*, Tm2* of motors MG1, MG2 are set so that request torque Tr* is output to a ring gear shaft 32a as a drive shaft, and a control is performed (S190-S230). Therefore, a rotational state of the engine 22 is stabilized to restart fuel injection to the engine 22, and shock along with abrupt change in speed of engine 22 that may generated in the restart of the fuel injection is suppressed. <P>COPYRIGHT: (C)2008,JPO&amp;INPIT

Description

  The present invention relates to an internal combustion engine device, a power output device, and a control method thereof, and more particularly, to an internal combustion engine device including an internal combustion engine, a power output device that outputs power to a drive shaft, and control of such an internal combustion engine device and a power output device. Regarding the method.

Conventionally, this type of power output device includes an engine, a power distribution integration mechanism composed of a planetary gear having a carrier connected to the crankshaft of the engine and a ring gear connected to the drive shaft on the axle side, and power distribution integration A motor MG1 connected to the sun gear of the mechanism and a motor MG2 that outputs power to the drive shaft have been proposed (see, for example, Patent Document 1). In this apparatus, a torque upper / lower limit value that can be output from the motor MG1 is set based on the input / output limit of the battery, the required motor power, the required auxiliary power, and the loss, and the torque of the motor MG1 is within the range of the torque upper / lower limit value. By limiting the target engine speed so as to satisfy the above, charging / discharging due to excessive power of the battery is suppressed and torque corresponding to the torque requested by the driver is output.
JP-A-2005-39880

  In a device such as the above-described power output device that can adjust the engine speed by the motor MG1, a fuel cut that temporarily stops fuel injection into the engine is also performed as one of the controls. However, when returning from such a fuel cut, that is, when resuming the fuel injection to the engine that has stopped the fuel injection, the operating state of the engine changes suddenly, which may cause a shock. Such a shock reduces the ride comfort of the occupant in the case of an automobile equipped with a power output device.

  It is an object of the present invention to suppress a shock that may occur when restarting fuel injection into an internal combustion engine.

  The internal combustion engine device, the power output device, and the control method thereof according to the present invention employ the following means in order to achieve the above-described object.

The internal combustion engine device of the present invention is
An internal combustion engine device comprising an internal combustion engine,
A rotational speed adjusting means capable of adjusting the rotational speed of the internal combustion engine;
When the fuel is cut to temporarily stop fuel injection to the internal combustion engine and drive the internal combustion engine, the internal combustion engine is driven toward the target rotational speed at which the internal combustion engine should be operated within a predetermined range of the rotational speed change amount. The internal combustion engine and the rotation speed adjusting means are controlled so that the engine is operated, and after the fuel injection to the internal combustion engine is temporarily stopped, the fuel injection to the internal combustion engine is resumed for a predetermined time. At the time of fuel cut recovery, the internal combustion engine and the rotation speed adjusting means are arranged so that the internal combustion engine is operated toward the target rotation speed within a range of the return rotation amount smaller than the predetermined rotation speed variation. Control means for controlling;
It is a summary to provide.

  In the internal combustion engine device according to the present invention, when the fuel is cut to temporarily stop fuel injection into the internal combustion engine to drive the internal combustion engine, the target rotation at which the internal combustion engine should be operated within a predetermined range of the rotational speed change amount. The internal combustion engine and the rotation speed adjusting means are controlled so that the internal combustion engine is operated toward the number, and after the fuel injection to the internal combustion engine is temporarily stopped, the fuel injection to the internal combustion engine is resumed at a predetermined time. At the time of fuel cut recovery, the internal combustion engine and the rotation speed adjusting means are controlled so that the internal combustion engine is operated toward the target rotation speed within a range of the return speed change amount smaller than a predetermined rotation speed change amount. That is, when the fuel cut is restored, the amount of change in the rotational speed of the internal combustion engine is limited as compared with the normal time, thereby restarting the fuel injection with the internal combustion engine in a stable rotational state. Thus, by restarting the fuel injection with the internal combustion engine in a stable rotational state, it is possible to suppress a shock accompanying a sudden change in the rotational speed of the internal combustion engine that may occur when the fuel injection is restarted.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and to input / output power to and from the drive shaft and the output shaft with input / output of power and power Possible power power input / output means;
An electric motor capable of outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Required driving force setting means for setting required driving force required for the drive shaft;
When the fuel is cut to temporarily stop fuel injection to the internal combustion engine and drive the internal combustion engine, the internal combustion engine is driven toward the target rotational speed at which the internal combustion engine should be operated within a predetermined range of the rotational speed change amount. The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that a driving force based on the set required driving force is output to the drive shaft while the engine is operated, and fuel to the internal combustion engine At the time of fuel cut recovery for a predetermined time when fuel injection to the internal combustion engine is resumed after temporarily stopping injection, the internal combustion engine is within the range of the change amount at the time of return smaller than the predetermined rotational speed change amount. The internal combustion engine, the power power input / output means, and the electric motor are controlled so that the engine is operated toward the target rotational speed and a driving force based on the set required driving force is output to the driving shaft. And control means,
It is a summary to provide.

  In the power output apparatus of the present invention, when the fuel is cut to temporarily stop the fuel injection to the internal combustion engine and drive the internal combustion engine, the target rotation at which the internal combustion engine should be operated within a predetermined range of the rotational speed change amount. The internal combustion engine, the electric power drive input / output means, and the electric motor are controlled so that the drive force based on the required drive force required for the drive shaft is output to the drive shaft and the internal combustion engine is operated toward the internal combustion engine. When the fuel cut is restored for a predetermined time when the fuel injection to the internal combustion engine is resumed after temporarily stopping the fuel injection of the engine, the internal combustion engine is within a range of the change amount at the time of return smaller than the predetermined change amount of the rotational speed. Is operated toward the target rotational speed, and the internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the drive force based on the required drive force is output to the drive shaft. That is, when the fuel cut is restored, the amount of change in the rotational speed of the internal combustion engine is limited as compared with the normal time, thereby restarting the fuel injection with the internal combustion engine in a stable rotational state. Thus, by restarting the fuel injection with the internal combustion engine in a stable rotational state, it is possible to suppress a shock accompanying a sudden change in the rotational speed of the internal combustion engine that may occur when the fuel injection is restarted. Of course, the driving force based on the required driving force can be output to the drive shaft.

  In such a power output apparatus of the present invention, it is provided with a rotation speed detection means for detecting an engine rotation speed which is the rotation speed of the internal combustion engine, and the control means is within the range of the predetermined rotation speed change amount at the normal time. The engine speed obtained by changing the detected engine speed in the direction of the target engine speed is set as the control engine speed, and the internal combustion engine rotates at the set control engine speed and is set as described above. The internal combustion engine, the electric power drive input / output means and the electric motor are controlled so that a driving force based on the requested driving force is output to the drive shaft, and when the fuel cut is returned, the change amount at the time of return is within the range of the return. The engine speed obtained by changing the detected engine speed in the direction of the target engine speed is set as the control engine speed, and the internal combustion engine rotates at the set control engine speed. Wherein said internal combustion engine so that the driving force based on the set required driving force is outputted to the drive shaft and the electric power-mechanical power input output means is means for controlling the electric motor may be a thing.

  In the power output apparatus of the present invention, the power / power input / output means is connected to three axes including a generator for inputting / outputting power, the drive shaft, the output shaft, and a rotating shaft of the generator. It is also possible to provide means including three-axis power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from any two of the shafts.

  The vehicle of the present invention is the power output device of the present invention according to any one of the above-described aspects, that is, basically a power output device that outputs power to the drive shaft, and is connected to the internal combustion engine and the drive shaft. And is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and is capable of inputting / outputting power to / from the drive shaft and the output shaft together with input / output of electric power and power. Output means, electric motor capable of outputting power to the drive shaft, power power input / output means, power storage means capable of exchanging power with the motor, and a request to set a required drive force required for the drive shaft A driving force setting means and a target speed at which the internal combustion engine is to be operated within a predetermined range of a change in rotational speed when the fuel is cut to temporarily stop fuel injection to the internal combustion engine and drive the internal combustion engine; The internal combustion engine is operated toward the number And controlling the internal combustion engine, the electric power input / output means and the electric motor so that a driving force based on the set required driving force is output to the drive shaft, and temporarily injecting fuel into the internal combustion engine. When the fuel cut is resumed for a predetermined time when the fuel injection to the internal combustion engine is restarted after the stop, the internal combustion engine is within the range of the change amount at the time of return smaller than the predetermined change amount of the rotational speed. Control means for controlling the internal combustion engine, the power drive input / output means, and the electric motor so that a driving force based on the set required driving force is output to the drive shaft. The gist of the present invention is that the power output device is provided, and the axle is connected to the drive shaft.

  Since the vehicle according to the present invention is equipped with the power output device of the present invention according to any one of the aspects described above, the effects of the power output device of the present invention, for example, the rotation of the internal combustion engine that can occur when fuel injection is resumed. It is possible to achieve the same effects as the effect of suppressing the shock accompanying the sudden change in the number, the effect of outputting the driving force based on the required driving force to the drive shaft, and the like.

The control method of the internal combustion engine device of the present invention includes:
A control method for an internal combustion engine device, comprising: an internal combustion engine; and a rotation speed adjusting means capable of adjusting a rotation speed of the internal combustion engine,
When the fuel is cut to temporarily stop fuel injection to the internal combustion engine and drive the internal combustion engine, the internal combustion engine is driven toward the target rotational speed at which the internal combustion engine should be operated within a predetermined range of the rotational speed change amount. The internal combustion engine and the rotation speed adjusting means are controlled so that the engine is operated, and after the fuel injection to the internal combustion engine is temporarily stopped, the fuel injection to the internal combustion engine is resumed for a predetermined time. At the time of fuel cut recovery, the internal combustion engine and the rotation speed adjusting means are arranged so that the internal combustion engine is operated toward the target rotation speed within a range of the return rotation amount smaller than the predetermined rotation speed variation. Control,
It is characterized by that.

  In the control method for an internal combustion engine device according to the present invention, the internal combustion engine is operated within a predetermined range of the rotational speed change when the fuel is cut to temporarily stop fuel injection into the internal combustion engine and drive the internal combustion engine. When the internal combustion engine and the rotational speed adjusting means are controlled so that the internal combustion engine is operated toward the target rotational speed, the fuel injection to the internal combustion engine is temporarily stopped and then the fuel injection to the internal combustion engine is resumed. At the time of fuel cut recovery for a predetermined time, the internal combustion engine and the rotation speed adjusting means are controlled so that the internal combustion engine is operated toward the target rotation speed within a range of the return speed change amount smaller than a predetermined rotation speed change amount. To do. That is, when the fuel cut is restored, the amount of change in the rotational speed of the internal combustion engine is limited as compared with the normal time, thereby restarting the fuel injection with the internal combustion engine in a stable rotational state. Thus, by restarting the fuel injection with the internal combustion engine in a stable rotational state, it is possible to suppress a shock accompanying a sudden change in the rotational speed of the internal combustion engine that may occur when the fuel injection is restarted.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine is connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and power is supplied to the drive shaft and the output shaft with input and output of electric power and power. Control of a power output device comprising: power power input / output means capable of input / output; electric motor capable of outputting power to the drive shaft; and power storage means capable of exchanging power with the power power input / output means and the motor. A method,
When the fuel is cut to temporarily stop fuel injection to the internal combustion engine and drive the internal combustion engine, the internal combustion engine is driven toward the target rotational speed at which the internal combustion engine should be operated within a predetermined range of the rotational speed change amount. Controlling the internal combustion engine, the power drive input / output means, and the electric motor so that a driving force based on a required driving force required for the drive shaft is output to the drive shaft while the engine is operated; At the time of fuel cut recovery for a predetermined time when the fuel injection to the internal combustion engine is resumed after temporarily stopping the fuel injection to the internal combustion engine, within a range of the change amount at the time of return smaller than the predetermined rotational speed change amount. The internal combustion engine, the electric power drive input / output means, and the electric motor are controlled so that the internal combustion engine is operated toward the target rotational speed and a driving force based on the required driving force is output to the driving shaft.
It is characterized by that.

  In the control method for the power output apparatus of the present invention, the internal combustion engine is operated within a predetermined range of the rotational speed change when the fuel is cut when the fuel injection to the internal combustion engine is temporarily stopped to drive the internal combustion engine. Controlling the internal combustion engine, the power drive input / output means and the electric motor so that the drive force based on the required drive force required for the drive shaft is output to the drive shaft while the internal combustion engine is operated toward the target rotational speed, At the time of fuel cut recovery for a predetermined time when fuel injection to the internal combustion engine is resumed after temporarily stopping the fuel injection to the internal combustion engine, it is within the range of the change amount at the time of return smaller than a predetermined rotation speed change amount. Thus, the internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the internal combustion engine is operated toward the target rotational speed and a driving force based on the required driving force is output to the drive shaft. That is, when the fuel cut is restored, the amount of change in the rotational speed of the internal combustion engine is limited as compared with the normal time, thereby restarting the fuel injection with the internal combustion engine in a stable rotational state. Thus, by restarting the fuel injection with the internal combustion engine in a stable rotational state, it is possible to suppress a shock accompanying a sudden change in the rotational speed of the internal combustion engine that may occur when the fuel injection is restarted. Of course, the driving force based on the required driving force can be output to the drive shaft.

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

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

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhalation and gasoline are injected from the fuel injection valve 126 to mix the sucked air and gasoline. The mixture is sucked into the fuel chamber through the intake valve 128 and is explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the cooling water temperature from the combustion chamber, the in-cylinder pressure Pin from the pressure sensor 143 installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve Cam position, throttle position from throttle valve position sensor 146 for detecting the position of throttle valve 124, air flow meter signal AF from air flow meter 148 attached to the intake pipe, and temperature sensor also attached to the intake pipe Intake air temperature from 49, the air-fuel ratio AF from an air-fuel ratio sensor 135a, such as oxygen signal from an oxygen sensor 135b is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. . The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

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

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

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

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation at the time of the fuel cut return for restarting the fuel injection after the fuel cut for temporarily stopping the fuel injection to the engine 22 will be described. FIG. 3 shows the motoring executed by the hybrid electronic control unit 70 when the engine 22 is motored with the fuel cut, or when the fuel injection to the engine 22 is resumed during the motoring. It is a flowchart which shows an example of a drive control routine. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the motoring drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotational speed Ne of the engine 22. , A process of inputting data necessary for control, such as the target rotational speed Ne * of the engine 22, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, and the input and output limits Win and Wout of the battery 50, is executed (step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from the crank position sensor 140 and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and input from the battery ECU 52 by communication. Further, the target rotational speed Ne * of the engine 22 is input by the accelerator target opening speed Acc, the vehicle speed V, or the like set by the engine target rotational speed setting process during motoring (not shown).

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. Is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map.

  Subsequently, it is determined whether or not it is at the time of fuel cut return (step S120). Whether or not it is the time of fuel cut return can be determined by whether or not a control signal (fuel cut return signal) for restarting fuel injection to the engine 22 transmitted from the engine ECU 24 has been received. Here, in the embodiment, when the fuel cut is restored, it means that a predetermined time (for example, 100 sec, 200 msec, 300 msec) elapses after the fuel cut return signal is received. In the embodiment, the fuel cut return signal is transmitted before a predetermined time (for example, 50 msec or 100 msec) before restarting fuel injection to the engine 22. Therefore, at the time of fuel cut return, it is from about 50 msec or 100 msec before fuel injection to the engine 22 is resumed until about 100 msec or 200 msec elapses after the fuel injection to the engine 22 is resumed.

  If it is determined that it is not at the time of fuel cut recovery, it is determined whether or not the value obtained by subtracting the target rotational speed Ne * from the input rotational speed Ne of the engine 22 is 0 or more (step S130). When the value obtained by subtracting the target rotational speed Ne * from the number Ne is greater than or equal to 0, the larger one of the target speed Ne * and the value obtained by subtracting the rate value Nr1 from the rotational speed Ne is set as the control rotational speed N *. (Step S140) If the value obtained by subtracting the target rotational speed Ne * from the rotational speed Ne of the engine 22 is less than 0, the smaller of the rotational speed Ne plus the rate value Nr1 and the target rotational speed Ne * This is set as the control rotation speed N * (step S150). This process is a process of setting the engine speed Ne limited to the target engine speed Ne * within the range of the rate value Nrt1 as the control engine speed N *. Here, the rate value Nrt1 is the amount of change in the rotational speed of the engine 22 per time when the motoring drive control routine is activated, and can be determined by the characteristics of the engine 22, the activation interval of this routine, and the like.

  When the control rotational speed N * is thus set, the target rotational speed of the motor MG1 is calculated by the following equation (1) using the control rotational speed N *, the rotational speed Nm2 of the motor MG2, and the gear ratio ρ of the power distribution and integration mechanism 30. The number Nm1 * is calculated, and the feedforward term based on the control rotational speed N *, the calculated target rotational speed Nm1 *, and the input rotational speed Nm1 of the motor MG1 are used to calculate the torque command Tm1 of the motor MG1 according to Equation (2). * Is calculated (step S190). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 5 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30 when the engine 22 is running while being motored. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Equation (2) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (1) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *, the first term on the right side is the feedforward term, the second term on the right side is the proportional term in the feedback term, The third term is an integral term in the feedback term. Then, “k1” in the second term on the right side and “k2” in the third term on the right side are respective gains. Here, in the embodiment, the feedforward term is set as a torque necessary for steadily motoring the fuel-cut engine 22, and the engine speed Ne, the feedforward term, Is obtained in advance by experiments and stored in the ROM 74 as a feedforward term setting map, and a value corresponding to the control rotational speed N * is derived from the map and used. FIG. 6 shows an example of the feedforward term setting map.

Nm1 * = N * ・ (1 + ρ) / ρ-Nm2 / ρ (1)
Tm1 * = f (N *) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  Subsequently, the torque command Tm1 * of the motor MG1 divided by the gear ratio ρ of the power distribution and integration mechanism 30 is added to the required torque Tr *, which is divided by the gear ratio Gr of the reduction gear 35 and output from the motor MG2. A temporary torque Tm2tmp, which is a temporary value of torque, is calculated by the following equation (3) (step S200), and the current rotational speed Nm1 of the motor MG1 is set to the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 *. The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by multiplying by the control rotation speed Nm2 * (4) and Equation (5) are calculated (Step S210), and the calculated temporary torque Tm2tmp is limited by Equation (6). M2min, and limited by Tm2max to set a torque command Tm2 * of the motor MG2 (step S220).

Tm2tmp = (Tr * + Tm1tmp / ρ) / Gr (3)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (5)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (6)

  When the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are thus set, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S230), and the motoring drive control routine is terminated. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. . The engine ECU 24 stops intake air amount control, fuel injection control, and ignition control in order to execute fuel cut. By controlling in this way, it is possible to travel by outputting the required torque Tr * to the ring gear shaft 32a as the drive shaft while motoring the engine 22 in a state where the fuel is cut at a stable rotational speed. Note that outputting the torque corresponding to the torque commands Tm1 * and Tm2 * from the motors MG1 and MG2 outputs the power when multiplied by the rotation speeds Nm1 and Nm2, so the torque output is the output of the power. It is equivalent to.

  If it is determined in step S120 that the fuel cut has been restored, it is determined whether or not the value obtained by subtracting the target rotational speed Ne * from the input rotational speed Ne of the engine 22 is equal to or greater than 0 (step S160). When the value obtained by subtracting the target rotational speed Ne * from the rotational speed Ne is equal to or greater than 0, the larger one of the target rotational speed Ne * and the value obtained by subtracting the rate value Nrt2 smaller than the speed value Nrt1 from the rotational speed Ne The engine speed is set as the engine speed N * (step S170). When the engine speed Ne obtained by subtracting the target engine speed Ne * is less than 0, the engine speed Ne plus the rate value Nrt2 and the target engine speed Ne. * Is set as the control rotational speed N * (step S180), and the set control rotational speed N * is used to perform steps S190 to S220. The torque command Tm1 * of the motor MG1, MG2, set the Tm2 *, the torque command Tm1 * set, sends the Tm2 * to the motor ECU 40 (step S230), and ends the motoring drive control routine. The processing in steps S160 to S180 is processing for setting, as the control rotational speed N *, a value obtained by limiting the rotational speed Ne of the engine 22 to the target rotational speed Ne * within the range of the rate value Nrt2. Here, the rate value Nrt2 is the amount of change in the rotational speed of the engine 22 per time when the motoring drive control routine is started at the time of fuel cut return, and as described above, compared with the rate value Nrt1 at the time of fuel cut. Is set as a small value. For this reason, when the fuel cut is restored, the change in the rotational speed of the engine 22 is suppressed to a small level, so that the fuel injection to the engine 22 can be resumed with the engine 22 in a stable rotational state. Thus, by restarting the fuel injection to the engine 22 with the engine 22 in a stable rotational state, it is possible to suppress a shock accompanying a sudden change in the rotational speed of the engine 22 that may occur when the fuel injection is restarted. As an example, a value about 1/10 of the fuel cut rate value Nrt1 was used as the fuel cut return rate value Nrt2.

  According to the hybrid vehicle 20 of the embodiment described above, at the time of fuel cut return, the engine uses the rate value Nrt2 that is the amount of change in the rotational speed of the engine 22 per unit time as a value smaller than the rate value Nrt1 at the time of fuel cut. 22 and the motors MG1 and MG2 are controlled so that the engine 22 can be brought into a stable rotational state and fuel injection to the engine 22 can be resumed. This can cause a sudden change in the rotational speed of the engine 22 that can occur when fuel injection is resumed. The accompanying shock can be suppressed. Further, at the time of fuel cut, the engine 22 and the motors MG1, MG2 are controlled using the rate value Nrt1, which is the amount of change in the rotational speed of the engine 22 per unit time, so that the engine 22 can be quickly set to the target rotational speed Ne *. Can be rotated. Of course, it is possible to travel by outputting torque based on the required torque Tr * to the ring gear shaft 32a as the drive shaft.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35. However, the motor MG2 may be directly attached to the ring gear shaft 32a, or Instead, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a 2-speed, 3-speed, or 4-speed.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 7) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

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

  In addition, it is not limited to those applied to such hybrid vehicles, but is incorporated into non-moving equipment such as forms of power output devices mounted on moving bodies such as vehicles other than automobiles, ships, and aircraft, and construction equipment. A power output device may be used. Further, the internal combustion engine apparatus may include an internal combustion engine and a rotational speed adjuster such as an electric motor capable of adjusting the rotational speed of the internal combustion engine. Moreover, it is good also as a form of the control method of such a power output device, and the control method of an internal combustion engine apparatus.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. As a correspondence relationship with the internal combustion engine device of the present invention, in the embodiment, the engine 22 corresponds to an “internal combustion engine”, and the combination of the power distribution and integration mechanism 30, the motor MG 1, and the motor MG 2 becomes the “rotational speed adjusting means”. Correspondingly, at the time of fuel cut, the engine speed Ne limited to the target speed Ne * within the range of the rate value Nrt1 at the time of fuel cut is set as the control speed N *. Motors MG1 and MG2 torque commands Tm1 * and Tm2 * are set and transmitted so that engine 22 is motored at control speed N * and request torque Tr * is output to ring gear shaft 32a as a drive shaft. When the fuel cut is resumed, the engine speed Ne is set to the target speed Ne * so that the rate is smaller than the rate value Nrt1 at the time of fuel cut. A value limited within the range of Nrt2 is set as the control rotational speed N *, and the engine 22 is motored at the set control rotational speed N * and the required torque Tr * is applied to the ring gear shaft 32a as the drive shaft. A hybrid electronic control unit 70 that sets and transmits torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 to be output, and a motor ECU 40 that receives the torque commands Tm1 * and Tm2 * and controls the motors MG1 and MG2 The engine ECU 24 that stops intake air amount control, fuel injection control, and ignition control for fuel cut corresponds to “control means”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “rotational speed adjusting means” is not limited to the combination of the power distribution and integration mechanism 30, the motor MG1 and the motor MG2, but may be an internal combustion engine such as a motor directly or indirectly attached to the crankshaft of the engine. Any number can be used as long as the number of rotations can be adjusted. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. As the “control means”, when the fuel is cut, the engine speed Ne is limited to the target speed Ne * within the range of the rate value Nrt1 at the time of the fuel cut, and is set as the control speed N *. The engine 22 is motored at the set control speed N *, and the motor 22 and the motors MG1, MG2 are controlled so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. When the fuel cut is resumed, the engine speed Ne is set within the range of the rate value Nrt2 smaller than the rate value Nrt1 at the time of the fuel cut toward the target speed Ne * as the control speed N *. The engine 22 is motored at the set control speed N * and the required torque Tr * is a ring gear shaft as a drive shaft. 2a is not limited to controlling the engine 22 and the motors MG1 and MG2, and regardless of the output of the required torque Tr * to the ring gear shaft 32a as the drive shaft, at the time of fuel cut Control is performed so that the engine 22 is motored at a control rotational speed N * that is limited within the range of the rate value Nrt1 at the time of fuel cut so that the rotational speed Ne of the engine 22 is directed toward the target rotational speed Ne *. The engine 22 is controlled so that the engine 22 is motored at a control rotational speed N * that is limited within a range of the rate value Nrt2 smaller than the rate value Nrt1 toward the target rotational speed Ne *. For example, when the fuel is cut to temporarily stop the fuel injection to the internal combustion engine and drive the internal combustion engine, a predetermined speed change The internal combustion engine and the rotational speed adjusting means are controlled so that the internal combustion engine is operated toward the target rotational speed within which the internal combustion engine should be operated, and after the fuel injection to the internal combustion engine is temporarily stopped, the internal combustion engine The internal combustion engine is operated toward the target rotational speed within the range of the amount of change at return smaller than a predetermined amount of change in rotational speed at the time of fuel cut recovery for a predetermined time when restarting fuel injection to the engine. Any device that controls the engine and the rotation speed adjusting means may be used. Further, as a correspondence relationship with the power output apparatus of the present invention, in the embodiment, the engine 22 corresponds to an “internal combustion engine”, and the power distribution and integration mechanism 30 and the motor MG1 correspond to “electric power input / output means”. Step of the accelerator off time control routine of FIG. 5 in which motor MG2 corresponds to “electric motor”, battery 50 corresponds to “power storage means”, and required torque Tr * is set based on accelerator opening Acc and vehicle speed V The hybrid electronic control unit 70 that executes the processing of S110 corresponds to “required driving force setting means”, and at the time of fuel cut, the engine speed 22 is set to the target speed Ne * and the rate value Nrt1 at the time of fuel cut. The control speed N * is set as a value limited within the range, and the engine 22 is motored at the set control speed N * and the requested torque is set. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set and transmitted so that the torque Tr * is output to the ring gear shaft 32a as the drive shaft, and when the fuel cut is restored, the rotational speed Ne of the engine 22 is set to the target rotational speed. A control speed N * that is limited within the range of the rate value Nrt2 smaller than the rate value Nrt1 at the time of fuel cut is set as Ne *, and the engine 22 is motored at the set control speed N *. In addition, the hybrid electronic control unit 70 and the torque command Tm1 * are set and transmitted so that the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are output so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. Motor ECU 40 that receives Tm2 * and controls motors MG1 and MG2 and intake air for fuel cut Control and the fuel injection control, the engine ECU24 for stopping the ignition control corresponds to a "control unit". Further, the motor MG1 corresponds to a “generator”, and the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”. Further, the counter-rotor motor 230 also corresponds to “power power input / output means”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “power / power input / output means” is not limited to a combination of the power distribution and integration mechanism 30 and the motor MG1 or to the rotor motor 230, but is connected to the drive shaft and independent of the drive shaft. As long as it is connected to the output shaft of the internal combustion engine in a rotatable manner and inputs / outputs electric power and power, the power is input / output to / from the drive shaft and the output shaft. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “power storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange electric power with a generator, such as a capacitor. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. As long as the required driving force required for the drive shaft is set, such as those for which the required torque is set based on the travel position on the travel route, such as those for which the travel route is set in advance It doesn't matter. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. As the “control means”, when the fuel is cut, the engine speed Ne is limited to the target speed Ne * within the range of the rate value Nrt1 at the time of the fuel cut, and is set as the control speed N *. The engine 22 is motored at the set control speed N *, and the motor 22 and the motors MG1, MG2 are controlled so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. When the fuel cut is resumed, the engine speed Ne is set within the range of the rate value Nrt2 smaller than the rate value Nrt1 at the time of the fuel cut toward the target speed Ne * as the control speed N *. The engine 22 is motored at the set control speed N * and the required torque Tr * is a ring gear shaft as a drive shaft. 2a is not limited to controlling the engine 22 and the motors MG1 and MG2, and without setting the control rotational speed N *, that is, at the time of fuel cut, the rotational speed Ne of the engine 22 is set. The engine 22 is motored at a rotational speed limited within the range of the rate value Nrt1 when the fuel is cut toward the target rotational speed Ne *, and the required torque Tr * is output to the ring gear shaft 32a as a drive shaft. The engine 22 and the motors MG1, MG2 are controlled, and when the fuel cut is restored, the engine speed Ne is set to the target engine speed Ne * and is limited within the range of the rate value Nrt2 smaller than the rate value Nrt1 at the time of fuel cut. The engine 22 is motored at the rotated speed and the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. For example, the engine 22 and the motors MG1 and MG2 are controlled so that the fuel injection to the internal combustion engine is temporarily stopped to drive the internal combustion engine. The internal combustion engine and the power power input / output so that the driving force based on the required driving force required for the drive shaft is output to the drive shaft while the internal combustion engine is operated toward the target rotational speed within which the internal combustion engine should be operated. When the fuel cut is resumed for a predetermined time when the fuel injection to the internal combustion engine is resumed after the fuel injection to the internal combustion engine is temporarily stopped by controlling the means and the electric motor, The internal combustion engine, the power power input / output means, and the electric motor are operated so that the internal combustion engine is operated toward the target rotational speed within the range of the small change amount at the time of return and the driving force based on the required driving force is output to the drive shaft. Anything can be used as long as it is controlled. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Connected to the three shafts such as the one connected to the shaft or the differential gear, or the like having a different operation from the planetary gear, such as the drive shaft, the output shaft, and the rotating shaft of the generator. As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in an internal combustion engine device, a power output device, a vehicle manufacturing industry, and the like.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. It is a flowchart which shows an example of the drive control routine at the time of motoring performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 when drive | working in the state which is motoring the engine 22. FIG. It is explanatory drawing which shows an example of the map for a feedforward term setting. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20,120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integrated mechanism, 31 sun gear, 32 ring gear, 32a ring gear Shaft, 33 Pinion gear, 34 Carrier, 35 Reduction gear, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51 Temperature sensor, 52 Battery electronic control unit ( Battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 7 6 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 122 air cleaner, 124 throttle valve, 126 fuel injection Valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purification device, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136, Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam Position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, 150 Variable valve Timing mechanism, 230 pair-rotor motor, 232 an inner rotor, 234 outer rotor, MG1, MG2 motor.

Claims (5)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and to input / output power to and from the drive shaft and the output shaft with input / output of power and power Possible power power input / output means;
An electric motor capable of outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Required driving force setting means for setting required driving force required for the drive shaft;
When the fuel is cut to temporarily stop fuel injection to the internal combustion engine and drive the internal combustion engine, the internal combustion engine is driven toward the target rotational speed at which the internal combustion engine should be operated within a predetermined range of the rotational speed change amount. The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that a driving force based on the set required driving force is output to the drive shaft while the engine is operated, and fuel to the internal combustion engine At the time of fuel cut recovery for a predetermined time when fuel injection to the internal combustion engine is resumed after temporarily stopping injection, the internal combustion engine is within the range of the change amount at the time of return smaller than the predetermined rotational speed change amount. The internal combustion engine, the power power input / output means, and the electric motor are controlled so that the engine is operated toward the target rotational speed and a driving force based on the set required driving force is output to the driving shaft. And control means,
A power output device comprising: The power output device according to claim 1 ,
A rotational speed detection means for detecting an engine rotational speed that is the rotational speed of the internal combustion engine;
The control means uses the engine speed obtained by changing the detected engine speed in the direction of the target engine speed within the range of the predetermined engine speed change amount when the fuel is cut as a control engine speed. The internal combustion engine, the electric power drive input / output means, and the output power so that the internal combustion engine rotates at the set control rotational speed and the driving force based on the set required driving force is output to the drive shaft. The motor is controlled, and at the time of the fuel cut return, the speed obtained by changing the detected engine speed in the direction of the target speed within the range of the return change amount is set as the control speed. The internal combustion engine and the power power input / output means so that the internal combustion engine rotates at the set control rotational speed and a driving force based on the set required driving force is output to the drive shaft. A means for controlling said electric motor,
Power output device. The power motive power input / output means is connected to three axes of a generator for inputting / outputting motive power, the drive shaft, the output shaft, and a rotating shaft of the generator, and enters any two of the three axes. The power output apparatus according to claim 1 or 2 , comprising a three-axis power input / output means for inputting / outputting power to the remaining shaft based on the output power. A vehicle comprising the power output device according to any one of claims 1 to 3 and an axle connected to the drive shaft. An internal combustion engine is connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and power is supplied to the drive shaft and the output shaft with input and output of electric power and power. Control of a power output device comprising: power power input / output means capable of input / output; electric motor capable of outputting power to the drive shaft; and power storage means capable of exchanging power with the power power input / output means and the motor. A method,
When the fuel is cut to temporarily stop fuel injection to the internal combustion engine and drive the internal combustion engine, the internal combustion engine is driven toward the target rotational speed at which the internal combustion engine should be operated within a predetermined range of the rotational speed change amount. Controlling the internal combustion engine, the power drive input / output means, and the electric motor so that a driving force based on a required driving force required for the drive shaft is output to the drive shaft while the engine is operated; At the time of fuel cut recovery for a predetermined time when the fuel injection to the internal combustion engine is resumed after temporarily stopping the fuel injection to the internal combustion engine, within a range of the change amount at the time of return smaller than the predetermined rotational speed change amount. The internal combustion engine, the electric power drive input / output means, and the electric motor are controlled so that the internal combustion engine is operated toward the target rotational speed and a driving force based on the required driving force is output to the driving shaft.
A control method for a power output apparatus.

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