JPH10159613A - Power output apparatus and method for controlling same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To speedily turn a motor into an operating state in which a distributed load is outputted without deteriorating emission or operating characteristics in a power output apparatus for distributing required torque to the motor and an electric motor by outputting it to a drive shaft. SOLUTION: A maximum load change quantity Lmax of an engine is calculated based on a temperature WT of cooling water for the engine, an operation lapse time T, a property learning value F of fuel and a deposit learning value D of an intake system (step S110). A load change quantity L of the engine determined according to a pedaling quantity of an acceleration pedal is limited to not greater than the maximum load change quantity Lmax (step S114). An opening degree ST of a throttle valve is regulated according to the limited load change quantity L (step S116). Consequently, in the engine, an air-fuel ratio of mixture air to be supplied can be prevented from becoming markedly different from a target value, so that a load of the engine can be increased, thereby preventing deterioration of emission or operating characteristics.

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 including a motor and an electric motor capable of outputting torque 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 hybrid vehicle that uses both an engine and a motor as a power source, and when a required torque required for a drive shaft changes, a change in torque corresponding to the engine is determined by a change in torque corresponding to the motor. While controlling the torque distribution of the engine and motor to make it smaller,
Japanese Patent Application Laid-Open No. Hei 6-233411 proposes a technique that corrects the torque distribution ratio between an engine and a motor in accordance with the amount of deviation of an actual air-fuel ratio obtained from an air-fuel ratio sensor provided in an exhaust system from a target air-fuel ratio. Issue publication). In this device, feedback control is performed so that the combined torque output from the engine and the motor becomes the required torque. In this feedback control, the control gain of the torque corresponding to the engine is smaller than the control gain of the torque corresponding to the motor. By doing so, the change in torque required by the engine with respect to the change in required torque is made smaller than the change in torque required by the motor. Further, when the actual air-fuel ratio detected by the air-fuel ratio sensor deviates from the target air-fuel ratio despite the torque distribution control, the actual air-fuel ratio is further reduced by reducing the torque control gain of the engine burden in the feedback control. The fuel ratio is set to the target air-fuel ratio to prevent an increase in hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NOx) in the exhaust gas, and to prevent a decrease in the driving performance of the vehicle. ing.

[0003]

However, in the above-described conventional power output device, when the driver suddenly depresses the accelerator pedal to suddenly change the required torque, the actual air-fuel ratio greatly deviates from the target air-fuel ratio, and the emission is reduced. And the driving characteristics are deteriorated due to backfire and the like. In the conventional power output device, the actual air-fuel ratio is detected and the control gain of the torque corresponding to the engine burden in the feedback control is adjusted.
Since the actual air-fuel ratio is detected by the air-fuel ratio sensor provided in the exhaust system, a time lag occurs before the detection of the air-fuel ratio. The sudden change in the required torque is a phenomenon in such a short time that there is no time to wait for such a time lag, and thus causes the above-mentioned problem until the control gain of the torque corresponding to the engine load is adjusted. Further, in the conventional power output device, when the engine is not sufficiently warmed up or when the fuel supplied to the engine is heavy, the same problem may occur even if the amount of change in the required torque is relatively small.

In order to avoid such a problem, it is conceivable to make the control gain of the torque shared by the engine significantly smaller than the control gain of the torque shared by the motor. However, in this case, since the engine is close to the state of constant operation, a change in the required torque is responded to by a change in the torque of the motor, so that a motor having a large capacity is required and a battery for supplying electric power to the motor is required. Also increases in capacity.

[0005] A power output device and a control method thereof according to the present invention are intended to quickly shift the operation state of a prime mover to an operation state in which a load calculated based on a required torque is output without deteriorating emissions and operation characteristics. One of Another object of the power output apparatus and the control method thereof according to the present invention is to shift the operation state of the prime mover in consideration of the state of the prime mover, the properties of fuel supplied to the prime mover, and the like.

Another object of the power output apparatus and control method of the present invention is to output a required torque to a drive shaft even when the operation state of the prime mover is shifted.

[0007]

Means for Solving the Problems and Functions / Effects of the Means The power output apparatus and the control method thereof according to the present invention employ the following means in order to at least partially solve the above-mentioned object.

A power output device according to the present invention is a power output device including a prime mover for outputting power to a drive shaft and an electric motor, wherein required torque detection means for detecting a required torque required for the drive shaft; Motor target load calculating means for calculating a target motor load, which is a target value of the load borne by the motor based on the detected required torque, and a target load change calculation for calculating a change in the calculated target load of the motor Means, factor state detecting means for detecting a state of a factor affecting an operation state when the operation of the prime mover is changed, and a maximum change amount of the load allowed by the prime mover based on the state of the detected factor. A maximum load change amount calculating means for calculating a maximum load change amount, which is a value, and the prime mover detects the prime mover based on the calculated maximum load change amount and the change amount of the prime mover target load. And summarized in that and a motor control means for controlling the prime mover to shift to the operating state of outputting the load.

In the power output apparatus according to the present invention, the motor target load calculating means is a motor target load which is a target value of a load borne by the motor based on a required torque required for the drive shaft detected by the required torque detecting means. Is calculated, and the target load change amount calculation means calculates the calculated change amount of the prime mover target load. The maximum load change amount calculating means is a maximum load which is a maximum value of a load change amount permitted by the prime mover based on a state of a factor affecting an operation state at the time of operation change of the prime mover detected by the factor state detection means. Calculate the amount of change. The prime mover control means controls the prime mover based on the calculated maximum load variation and the variation in the prime mover target load such that the prime mover shifts to an operation state in which the prime mover outputs the prime mover target load. Here, factors that affect the operation state when the operation of the prime mover is changed include the temperature of the prime mover, the time elapsed since the start of operation of the prime mover, the properties of fuel supplied to the prime mover, and the intake system of the prime mover. This includes a learning value of a foreign substance adhering to the camera. With respect to the state of such factors, the maximum load change amount calculating means may be a means for calculating with a positive correlation with the temperature of the prime mover, or a positive correlation with the time elapsed since the start of the operation of the prime mover. Or a means for calculating with a correlation in which the maximum load change increases as the properties of the fuel supplied to the prime mover become lighter, and there are many foreign substances adhering to the intake system of the prime mover. And the means for calculating with a correlation such that the maximum load change amount becomes smaller as the learning is performed.

According to the power output apparatus of the present invention, the prime mover is controlled based on the maximum load variation and the prime mover target load variation, so that the air-fuel ratio greatly deviates from the target air-fuel ratio and the emission deteriorates. In addition, it is possible to avoid inconveniences such as running of the motor and deteriorating the driving characteristics, and promptly shift to a state in which the prime mover outputs a target load.

In the power output device of the present invention,
Motor target load calculating means for calculating a motor target load which is a target value of a load borne by the motor based on the load output from the motor and the required torque under the control of the motor control means; And a motor control means for controlling the motor so as to output the obtained motor target load.

In the power output apparatus according to this aspect, the motor target load calculating means is a motor having a target value of a load to be borne by the motor based on a load output from the prime mover under the control of the prime mover control means and a required torque. The target load is calculated, and the motor control means controls the motor to output the calculated motor target load. In this way, the required torque can be output to the drive shaft even when the operation state of the prime mover is in the process of shifting to the state of outputting the target load.

[0013] A method of controlling a power output device according to the present invention is a method of controlling a power output device including a motor and an electric motor for outputting power to a drive shaft, wherein the control method is based on a required torque required for the drive shaft. A motor target load, which is a target value of the load borne by the motor, and a change amount of the motor target load are calculated, and the motor is controlled based on a state of a factor that affects an operation state when the operation of the motor is changed. A maximum load change amount that is a maximum value of the allowable load change amount is calculated, and the prime mover outputs the prime mover target load based on the calculated maximum load change amount and the change amount of the prime mover target load. The gist of the present invention is to control the prime mover so as to shift to an operating state in which the operation is performed.

According to the control method of the power output apparatus of the present invention, by controlling the prime mover based on the maximum load change amount and the change amount of the target load of the prime mover, the air-fuel ratio largely deviates from the target air-fuel ratio and the emission is reduced. And inconvenience such as worsening of driving characteristics,
The prime mover can be promptly shifted to a state of outputting a target load.

In the control method for a power output device according to the present invention, a motor target load which is a target value of a load to be borne by the motor is calculated based on the load output from the motor and the required torque by controlling the motor. The method may further include the step of controlling the motor so as to output the calculated motor target load. In this way, the required torque can be output to the drive shaft even when the operation state of the prime mover is in the process of shifting to the state of outputting the target load.

[0016]

Next, embodiments of the present invention will be described based on examples. FIG. 1 is a configuration diagram showing a schematic configuration when a power output device 20 as one embodiment of the present invention is incorporated in a vehicle. As shown, the power output device 20
Is an engine 50 driven by gasoline as a power source, and a motor 30 mounted on the drive shaft 22.
And a control device 90 for controlling the driving of the engine 50 and the motor 30.

The engine 50 sucks into the combustion chamber 52 an air-fuel mixture of air sucked from the intake system via the throttle valve 66 and gasoline injected from the fuel injection valve 51, and a piston depressed by the explosion of the air-fuel mixture. The movement of 54 is converted into a rotational movement of crankshaft 56. Here, the throttle valve 66 is driven to open and close by a throttle valve actuator 68. The ignition plug 62
An electric spark is formed 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 explosively burns. The explosion-combusted exhaust gas is introduced into a catalytic device provided with a three-way catalyst provided in an exhaust system, and is subjected to hydrocarbon (HC) or carbon monoxide (C).
O) and nitrogen oxides (NOx) are treated and released to the atmosphere. The sensors necessary for the operation control of the engine 50 include a throttle valve position sensor 67 for detecting the opening degree ST of the throttle valve 66, an intake pipe negative pressure sensor 72 for detecting a negative pressure of the intake pipe, and a cooling water temperature of the engine 50. Temperature sensor 74 for detecting the rotation speed, a rotation speed sensor 60a provided in the distributor 60 for detecting the rotation speed of the crankshaft 56, and the distributor 6
0, a rotation angle sensor 60b for detecting a rotation angle of the crankshaft 56, an oxygen sensor 78a for detecting oxygen in exhaust gas discharged from the combustion chamber 52, and an oxygen sensor 78a for detecting oxygen in exhaust gas discharged from the catalyst device 76. A sub oxygen sensor 78b and the like for detection are attached, and these sensors are connected to the control device 90 by a signal line.

The crankshaft 56 is connected to the drive shaft 22 via a clutch 57. Therefore, by connecting the crankshaft 56 and the drive shaft 22 by turning on the clutch 57, the power output from the engine 50 is directly output to the drive shaft 22, or the clutch 57 is turned off to drive the crankshaft 56 with the drive shaft 22. By disconnecting the connection with the shaft 22, the engine 50 is connected to the drive shaft 2
2 can be separated. The drive shaft 22 is connected to the drive wheel 2 via a differential gear 24.
6, 28, so that the power output from the engine 50 is transmitted to the drive wheels 26, 28.

The motor 30 mounted on the drive shaft 22
Is configured as a synchronous motor capable of generating power, and is driven and controlled by the motor drive circuit 40 which receives a control signal from the control device 90. Motor drive circuit 40
Is composed of an inverter circuit 42 composed of six transistors and a chargeable / dischargeable battery 48. DC power from the battery 48 is supplied to the inverter circuit 42.
Motor 3 as a three-phase AC power supply by PWM control
0 or conversely, rectify by the inverter circuit 42 using the three-phase electric power regenerated by the motor 30 as a power supply to charge the battery 48. The battery 48 is provided with a remaining capacity detector 49 for detecting the remaining capacity BRM.
The remaining capacity detector 49 detects the remaining capacity BRM by measuring the specific gravity of the electrolyte of the battery 48 or the total weight of the battery 48, or calculates the remaining value by calculating the current value and time of charging / discharging. There are known those which detect the capacity BRM and those which detect the remaining capacity BRM by instantaneously shorting the terminals of the battery, flowing a current and measuring the internal resistance. The remaining capacity detector 49 is connected to the control device 90 by a signal line.

FIG. 2 is a block diagram illustrating the electrical connection of the power output device 20 with the control device 90 as a center. As shown in the figure, the control device 90 is a microcomputer mainly composed of a CPU 91, and more specifically, a ROM 92 storing a control program, a RAM 93 storing temporary data, and a backup power supply (not shown). Backup RA that can be retained
M94, a timer 95, an input processing circuit 96 for inputting signals detected from the above-mentioned various sensors and the like, and drive signals to the igniter 58, the fuel injection valve 51, the throttle valve actuator 68, the motor drive circuit 40, and the clutch 57. And an output processing circuit 97 for outputting. The signals input to the input processing circuit 96 include the accelerator pedal position AP detected by the accelerator pedal position sensor 64a and the brake pedal position B detected by the brake pedal position sensor 65a.
P, the shift position SP detected by the shift position sensor 84, and the opening S of the throttle valve 66 detected by the throttle valve position sensor 67.
T, the pressure P of the intake pipe detected by the intake pipe negative pressure sensor 72, the temperature WT of the cooling water of the engine 50 detected by the water temperature sensor 74, the rotation speed Ne of the crankshaft 56 detected by the rotation speed sensor 60a, The rotation angle θe of the crankshaft 56 detected by the rotation angle sensor 60b, the state SS of the ignition key output from the starter switch 79, the oxygen rich signal OR detected by the oxygen sensor 78a and the sub oxygen sensor 78b,
The remaining capacity BRM of the battery 48 detected by the remaining capacity detector 49 and the like. Illustration of other sensors, switches, and the like is omitted.

Next, the power output apparatus 20 constructed as described above
, The torque control when the accelerator pedal 64 is depressed greatly, will be described based on the torque control routine illustrated in FIG. This torque control routine is repeatedly executed at predetermined time intervals (for example, at every 8 msec) after the ignition switch state SS is turned on by the starter switch 79.

When this routine is executed, the control unit 90
First, the CPU 91 performs a process of reading the accelerator pedal position AP, which is the amount of depression of the accelerator pedal 64 detected by the accelerator pedal position sensor 64a (step S100). Since the accelerator pedal 64 is depressed when the driver feels that the output torque is insufficient, the value of the accelerator pedal position AP corresponds to the torque required by the driver for the drive shaft 22. Subsequently, a process of deriving a required torque (a target value of the torque required for the drive shaft 22) Td * according to the read accelerator pedal position AP is performed (step S102). In the embodiment, a required torque Td * corresponding to each accelerator pedal position AP is determined,
This is stored in the ROM 92 in advance as a map, and when the accelerator pedal position AP is read, the ROM 9 is read.
The required torque Td * corresponding to the accelerator pedal position AP read with reference to the map stored in No. 2 is derived.

Next, a process of setting a target load Le * which is a target value of a load to be borne by the engine 50 based on the derived required torque Td * is performed (step S1).
04). The required torque Td * is distributed between the load borne by the engine 50 and the load borne by the motor 30, and the distribution ratio is determined according to the characteristics of the engine 50 and the characteristics of the motor 30. . In the embodiment, a map in which the distribution ratio between the load borne by the engine 50 and the load borne by the motor 30 is previously stored in the ROM 92 for each required torque Td * through experiments or the like, and the required torque Td * is stored. When * is derived, the load borne by the corresponding engine 50 is derived as the target load Le * from this map with this derivation.

When the target load Le * of the engine 50 is derived, the current load Le of the engine 50 is read (step S106), and the load Le is subtracted from the target load Le * to calculate the load change L of the engine 50 (step S106). Step S1
08). Note that the load Le of the engine 50 is
The rotation speed Ne of 0 and its change rate, the previous target load Le *,
It is estimated from the previous target load Lm * of the motor 30 and the like.

The maximum load change L of the engine 50
max is a factor affecting the operating state of the engine 50, the temperature WT of the cooling water of the engine 50 and the engine 50
Is derived based on the elapsed time T from the start of the operation, the fuel property learning value F, the intake system deposit learning value D, and the like (step S110). Here, the maximum load change amount Lmax of the engine 50 is a target air-fuel ratio of the air-fuel ratio of the air-fuel mixture supplied to the engine 50 (for example, a stoichiometric stoichiometric air-fuel ratio, or a value deviated by a predetermined value from the stoichiometric air-fuel ratio toward the lean side). ) Is the maximum amount of load change within a range that does not degrade the emission and operating characteristics. In the embodiment, the maximum load change amount Lmax of the engine 50 has a positive correlation with the cooling water temperature WT of the engine 50 as shown in FIG. 5 has a positive correlation as illustrated in FIG. 5 and a fuel property learning value F has a correlation that becomes smaller as the fuel becomes heavier as illustrated in FIG. As shown in FIG. 7, D is calculated with a correlation such that the larger the deposit learning value D of the intake system, the smaller the value.

Here, the temperature WT of the cooling water of the engine 50
Is detected by the water temperature sensor 74, and the elapsed time T from the start of the operation of the engine 50 is determined by the timer 9 of the control device 90.
5 is measured. The fuel property learning value F is, for example, a correction amount of a fuel injection amount for adjusting an air-fuel ratio of an air-fuel mixture in an idle rotation state immediately after a start (cold start) when the engine 50 is cold, or a cold state. The fuel property learning value F can be estimated based on the ignition timing for adjusting the difference in the combustion speed in the idle rotation state immediately after the start. This is because, immediately after a cold start, the engine 50 and its intake manifold are cooled, so that the air-fuel ratio of the air-fuel mixture supplied to the engine 50 and the combustion speed in the engine 50 are determined by the properties of the fuel. It depends on what is good or bad. The deposit learning value D of the intake system is, for example, a deviation amount of the actual fuel injection amount from the basic fuel injection amount fed back by the oxygen rich signal OR detected by the oxygen sensor 78a provided in the exhaust pipe, or the basic fuel injection amount. The deposit of the intake system is estimated based on the value of the correction value by which the injection amount is multiplied, and this is stored as a learning value.

After calculating the maximum load change amount Lmax of the engine 50, the load change amount L of the engine 50 is compared with the maximum load change amount Lmax (step S112), and the maximum value of the load change amount L is determined by the maximum load change amount Lmax. Is performed (step S114). Then, the increment ΔST of the opening ST of the throttle valve 66 is obtained based on the load change L of the engine 50 (step S115), and the obtained increment ΔST is added to the current opening ST of the throttle valve 66. It is set as a new opening degree ST (step S116). In the embodiment, the engine 50 is tested by an experiment or the like.
The relationship between the load change amount L and the increase amount の ST of the opening ST of the throttle valve 66 is determined in advance in the ROM 92 as a map.
When the load change amount L is given, an increase ΔST of the opening degree ST corresponding to the load change amount L is derived. The current opening ST of the throttle valve 66 can be detected by a throttle valve position sensor 67.

Next, the target load Lm * of the motor 30 is calculated by subtracting the current load Le of the engine 50 and the load estimated to increase with the increase of the opening ST of the throttle valve 66 from the required torque Td *. (Step S118). Here, the opening ST of the throttle valve 66
The load estimated to increase with the increase in the opening degree ST of the throttle valve 66 is obtained based on the increase ΔST of the opening degree ST of the throttle valve 66. It is also based on the blow-up characteristics and the like. In this embodiment, the relationship between the increase ΔST of the opening degree ST of the throttle valve 66 and the estimated load is previously obtained as a map through experiments or the like and stored in the ROM 92. When the increase ΔST is given, this increase The load corresponding to the minute △ ST is derived as an estimated load.

Thus, the opening degree S of the throttle valve 66
When T and the target load Lm * of the motor 30 are set, the engine 50 and the motor 30 are controlled so that the engine 50 and the motor 30 operate at the set values (step S).
120 and S122). In the embodiment, for convenience of illustration,
Although the control of the engine 50 and the control of the motor 30 are described as separate steps of this routine, these controls are actually performed independently and comprehensively from this routine. For example, the CPU 91 executes the control of the engine 50 and the control of the motor 30 in parallel with each other at a different timing from the present routine by using the interrupt processing. The control of the engine 50 is performed by controlling the throttle valve actuator 6 so that the throttle valve 66 has the set opening degree ST.
8 and the opening ST of the throttle valve 66
Control to adjust the fuel injection amount (valve opening time of the fuel injection valve 51) so that the target air-fuel ratio is obtained with respect to the intake air amount that changes in accordance with the change in the timing of the voltage applied to the ignition plug 62. This is a control for adjusting. Motor 3
The control of 0 is control for adjusting the on / off timing of the transistor of the inverter circuit 42 so that the target load Lm * is output from the motor 30.

Next, a description will be given of how the load of the engine 50 and the motor 30 is changed by such a torque control process. FIG. 8 is an explanatory diagram exemplifying how the loads on the engine 50 and the motor 30 change when the accelerator pedal 64 is depressed greatly. In the figure, a solid line A indicates a state of a change in the required torque Td *, and a solid line B indicates a state of a change in the load Le of the engine 50. Therefore, the deviation between the solid line A and the solid line B is the load Lm of the motor 30. When the accelerator pedal 64 is depressed at time t1, the required torque Td * and the target load Le * of the engine 50 are derived in accordance with the depression amount (steps S100 to S104), and the load change L of the engine 50 is calculated. Is performed (step S108). And the engine 5 at that time
The maximum load change amount Lmax is set from the operating state of 0 or the like, and the load change amount L is limited to the maximum load change amount Lmax (steps S110 to S114).

Now, let us consider a case where the fuel property learning value F is different as a factor in obtaining the maximum load change amount Lmax. When the fuel is light as the fuel property learning value F, the maximum load change amount Lmax is obtained as a large value as shown in the correlation illustrated in FIG. Therefore, the increase ΔST in the opening ST of the throttle valve 66 also increases, and the load Le of the engine 50 rapidly increases as indicated by the curve B1 in the figure. At this time, the target load Lm * of the motor 30 is calculated based on the load change amount L of the engine 50 and the increase ΔST of the opening ST of the throttle valve 66, so that the actual load Lm1 of the motor 30 is
As the load Le of 0 rapidly increases, the value rapidly decreases. Then, at time t2 when the load Le of the engine 50 matches the target load Le *, the throttle valve 6
6 is settled, the load Le of the engine 50 is set.
Calm down.

On the other hand, when fuel is heavy as the fuel property learning value F, the maximum load change amount Lmax is set to a small value from the correlation illustrated in FIG. Therefore, the increment ΔST of the opening ST of the throttle valve 66 also decreases, and the load Le of the engine 50 gradually increases as compared with the curve B1, as indicated by the curve B2 in the drawing, and the motor 30
Also decreases as the load Le of the engine 50 gradually increases. Then, a time t3 when the load Le of the engine 50 matches the target load Le *.
Thus, the load Le of the engine 50 calms down.

According to the power output device 20 of the embodiment described above, when the load change L of the engine 50 is larger than the maximum load change Lmax of the engine 50, the throttle valve 66 is determined based on the load change L of the engine 50. , The emission and operating characteristics can be prevented from deteriorating even when the required torque Td * is suddenly changed, and the engine 50 can be promptly shifted to a state in which the target load Le * is output. it can. Moreover,
The maximum load change amount Lmax of the engine 50 is
Of the cooling water temperature WT, the operation elapsed time T, the fuel property learning value F, the intake system deposit learning value D, and the like are used for controlling the opening degree ST of the throttle valve 66.
It is possible to appropriately respond to a transient change without causing a time lag due to feedback observed in feedback control from the exhaust system.

Further, since the target load Lm * of the motor 30 is determined according to the change in the operation state of the engine 50, the required torque Td * is maintained even during the transition to the operation state in which the engine 50 outputs the target load Le *. The output can be output to the drive shaft 22.

In the power output device 20 of the embodiment, the maximum load change amount Lmax is determined by the temperature WT of the cooling water of the engine 50 and the elapsed time T, e.g.
Although derived based on the fuel property learning value F of the fuel, the deposit learning value D of the intake system, and the like, it is not necessary to use all of these factors, and it is also possible to derive using some of these factors.

In the power output device 20 of the embodiment, the temperature WT of the cooling water of the engine 50, the elapsed time T from the start of the operation of the engine 50, the fuel property learning value F, and the intake system deposit learning value D Was used as a factor affecting the operating state of the engine 50, but the factors affecting the operating state of the engine 50 are not limited to these. For example, the temperature of the lubricating oil of the engine 50 and the engine 5
Various factors such as an integrated rotation speed of 0, a fuel correction amount in an idle rotation state immediately after a start when the engine 50 is cold (cold start), a temperature of a catalyst for purifying exhaust gas, and a temperature of the outside air are independently set. Alternatively, they may be used in combination.

Further, in the power output device 20 of the embodiment,
Although the motor 30 is attached to the drive shaft 22, the engine 50
Any configuration may be used as long as the device can output power from the motor 30 to the drive shaft 22. For example, a unit that mixes the power output from the engine 50 and the power output from the motor 30 like a planetary gear may be provided.

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

For example, in the power output device 20 of the embodiment,
Although a gasoline engine driven by gasoline is used as the engine 50, various internal combustion or external combustion engines such as a diesel engine, a turbine engine, and a jet engine may be used.

In the power output device 20 of the embodiment, the motor 30 is a PM type (permanent magnet type).
Although a synchronous motor is used, if a regenerative operation and a powering operation are performed, a VR (Variable Reluctance type) synchronous motor, a vernier motor, a DC motor, or an induction motor may be used. Alternatively, a superconducting motor or a step motor can be used.

Further, in the power output device 20 of the embodiment,
Although a transistor inverter was used as the inverter circuit 42, an IGBT (Insulated Gate Bipolar mode Transistor) was also used.
It is also possible to use a sistor inverter, a thyristor inverter, a voltage PWM (Pulse Width Modulation) inverter, a square wave inverter (a voltage type inverter, a current type inverter), a resonance inverter, or the like.

Alternatively, as the battery 48, 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 48.

In the power output device 20 of the embodiment, the case where the power output device is mounted on a vehicle has been described. However, the present invention is not limited to this. It can also be mounted on a machine or the like.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing a schematic configuration when a power output device 20 as one embodiment of the present invention is incorporated in a vehicle.

FIG. 2 is a block diagram illustrating an electrical connection relationship of the power output device 20 with a control device 90 as a center.

FIG. 3 is a flowchart illustrating a torque control routine executed by a control device 90 of the power output device 20;

FIG. 4 is an explanatory diagram illustrating a correlation between a maximum load change amount Lmax of the engine 50 and a temperature WT of cooling water of the engine 50;

FIG. 5 is an explanatory diagram illustrating a correlation between a maximum load change amount Lmax of the engine 50 and an elapsed time T from the start of the operation of the engine 50.

FIG. 6 is an explanatory diagram illustrating a correlation between a maximum load change amount Lmax of an engine 50 and a fuel property learning value F;

FIG. 7 is an explanatory diagram exemplifying a correlation between a maximum load change amount Lmax of an engine 50 and a deposit learning value D of an intake system.

FIG. 8 is an explanatory diagram illustrating a state of a change in load of the engine 50 and the motor 30 when the accelerator pedal 64 is depressed greatly.

[Explanation of symbols]

 Reference Signs List 20 power output device 22 drive shaft 22 direct drive shaft 24 differential gear 26, 28 drive wheel 30 motor 40 motor drive circuit 42 inverter circuit 48 battery 49 residual capacity detector 50 engine 51 Fuel injection valve 52 ... Combustion chamber 54 ... Piston 56 ... Crankshaft 57 ... Clutch 58 ... Igniter 60 ... Distributor 60a ... Revolution speed sensor 60b ... Revolution angle sensor 62 ... Spark plug 64 ... Accelerator pedal 64a ... Accelerator pedal position sensor 65a ... Brake Pedal position sensor 66 ... Throttle valve 67 ... Throttle valve position sensor 68 ... Throttle valve actuator 72 ... Intake pipe negative pressure sensor 74 ... Water temperature sensor 76 ... Catalyst device 78a ... Oxygen sensor 78b ... Sub oxygen sensor Sensor 79 Starter switch 84 Shift position sensor 90 Control device 91 CPU 92 ROM 93 RAM 94 Backup RAM 95 Timer 96 Input processing circuit 97 Output processing circuit

Continued on the front page (51) Int.Cl. ⁶ Identification code FI B60L 15/20 B60L 15/20 K

Claims (8)

[Claims] 1. A power output device comprising a motor and an electric motor for outputting power to a drive shaft, comprising: a required torque detection means for detecting a required torque required for the drive shaft; Motor target load calculating means for calculating a target motor load which is a target value of the load borne by the motor based on the target motor; target load change calculating means for calculating the calculated amount of change in the calculated motor target load; and Factor state detection means for detecting a state of a factor affecting an operation state at the time of operation change; and a maximum load change which is a maximum value of a load change amount permitted by the prime mover based on the detected state of the factor. Maximum load change amount calculating means for calculating the amount, and an operation in which the prime mover outputs the prime mover target load based on the calculated maximum load change amount and the change amount of the prime mover target load. Motor control means for controlling the motor to transition to a state. 2. The power output device according to claim 1, wherein a target value of a load to be borne by the electric motor based on the load output from the prime mover under the control of the prime mover control means and the required torque. A power output device comprising: motor target load calculating means for calculating a motor target load, and motor control means for controlling the motor so as to output the calculated motor target load. 3. The power output apparatus according to claim 1, wherein the state of the factor is a temperature of the prime mover, and the maximum load change amount calculating means has a positive correlation with the temperature of the prime mover. A power output device that is means for calculating with 4. The power output apparatus according to claim 1, wherein the state of the factor is a time that has elapsed since the operation of the prime mover was started, and the maximum load change amount calculating means is A power output device which is means for calculating with a positive correlation with a time elapsed since the start of the operation of the prime mover. 5. The power output device according to claim 1, wherein the state of the factor is a property of fuel to be supplied to the prime mover, and the maximum load change amount calculating unit is configured to transmit the maximum load change amount to the prime mover. A power output device which is means for calculating with a correlation in which the lighter the property of the supplied fuel, the larger the maximum load change amount becomes. 6. The power output device according to claim 1, wherein the state of the factor is a learning value of a foreign object attached to an intake system of the prime mover, and the maximum load change amount calculating means is A power output device for calculating with a correlation that the maximum load change amount decreases as the amount of foreign matter adhering to the intake system of the prime mover is learned. 7. A control method for a power output device including a motor and an electric motor for outputting power to a drive shaft, wherein the target value of a load borne by the motor is based on a required torque required for the drive shaft. A motor target load and a change amount of the target load of the motor are calculated, and a maximum value of a change amount of the load allowed by the motor based on a state of a factor affecting an operation state when the operation of the motor is changed. Calculating the maximum load change amount, and based on the calculated maximum load change amount and the change amount of the motor target load, the prime mover so as to shift to an operation state in which the prime mover outputs the prime mover target load. Control method of the power output device for controlling the power output. 8. The control method for a power output device according to claim 7, wherein a target value of a load borne by the electric motor is set based on a load output from the prime mover under the control of the prime mover and the required torque. A control method for a power output device that calculates a certain motor target load and controls the motor to output the calculated motor target load.