JPH1155810A - Power output device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the excessive temperature rise of an electric motor and Its drive circuit, by detecting the temperature of a load torque imparting means, and operating a prime mover in an operational condition to reduce the temperature rise of the load torque imparting means when the detected temperature is not less than a prescribed value. SOLUTION: A temperature of a motor MG1 to be detected by a temperature sensor 133t provided on the motor MG1 is read by a control unit 190. The control unit 190 calculates the limit value of the output torque of an engine 150 based on the temperature of the motor MG1. When the temperature of the motor MG1 is not more than the prescribed value, the output of the engine 150 is increased up to the maximum value. When the temperature of the motor MG1 is not less than the prescribed value, the output torque of the engine 150 is limited according to the temperature of the motor MG1. The output torque of the engine 150 is limited to the tongue lower than the target value, and the overheat of the motor MG1 and a drive circuit 191 can be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power output apparatus having a prime mover and a load torque applying means for electrically applying a predetermined load torque to an output shaft of the prime mover. The present invention relates to a power output device that prevents an excessive rise in temperature.

[0002]

2. Description of the Related Art A power output apparatus having a motor and a load torque applying means for electrically applying a predetermined load torque to an output shaft of the motor is provided with a motor generator as the load torque applying means. The output from the motor is used for driving the motor generator (so-called series hybrid type power output device), and the output from the prime mover is used for driving the motor generator and other uses, for example, driving a vehicle. (A so-called parallel hybrid type power output device).

In a series hybrid type power output device, an output shaft of a prime mover is mechanically connected to a rotating shaft of a motor generator, and there is no mechanical connection with a drive shaft. The drive shaft is driven by a separately provided electric motor. In this power output device, electric power is generated because the motor generator is driven by the operation of the prime mover. At this time, the torque of the prime mover is equal to the power generation load generated by the generator. Since the power generation load is proportional to the electromotive force generated in the motor generator, when the output torque of the prime mover is large, the electromotive force generated in the motor generator also increases, and the current flowing through the motor generator and its drive circuit increases.

[0004] Depending on the power distribution system, a so-called mechanical distribution system (for example, see Japanese Patent Application No. 8-148677) and an electric distribution system (for example, Japanese Patent Application No. 7-145575) are available for the parallel hybrid power output device. Reference). These power output devices are different from the series hybrid type power output devices in that they have a configuration for transmitting the power of the prime mover to the drive shaft.However, in each power output device, the output shaft of the prime mover is used. A common point is that a predetermined load torque is applied to the prime mover by a motor generator mechanically coupled to the motor. Since this load torque changes according to the output torque of the prime mover, the load torque increases as the output torque of the prime mover increases. Therefore, also in the power output device of the parallel hybrid type, the electromotive force generated in the motor generator according to the output torque of the prime mover increases, and the current flowing through the motor generator and its drive circuit increases.

[0005]

As described above, in both the series hybrid power output device and the parallel hybrid power output device, when the output torque of the prime mover is large, the current flowing through the motor generator and the drive circuit thereof And these temperatures rise. Originally,
The motor generator and its driving circuit are designed with a sufficient rating in consideration of such temperature rise, and a sufficient cooling device is also prepared.

However, if the state in which high torque is output from the prime mover continues for a long period of time, or if the cooling capacity of the cooling device is reduced due to a failure or the like, the temperature of the above circuit may be excessively increased. . In general, the efficiency of the motor generator and its drive circuit decreases as the temperature rises. If such a rise in temperature is left unchecked, the efficiency of the entire apparatus will decrease. The present invention has been made to solve the above-described problem, and has as its object to provide a power output device that prevents the temperatures of a motor generator and the like and a drive circuit thereof from excessively rising.

[0007]

A power output apparatus according to the present invention has an output shaft and operates in an operation state corresponding to a required output, and a power output device electrically connected to the output shaft. A power output device having load torque applying means for applying a predetermined load torque, wherein the temperature detecting means detects a temperature of the load torque applying means, and the temperature detected by the temperature detecting means is equal to or higher than a predetermined temperature. In some cases, the gist is to include a motor driving means for operating the motor in an operation state for reducing a rise in temperature of the load torque applying means.

[0008] According to this power output apparatus, the prime mover is operated with a predetermined load being electrically applied by the load torque applying means. Further, when the temperature of the load torque applying means is equal to or higher than a predetermined temperature, the prime mover can be operated in an operation state for reducing the temperature rise.
Therefore, it is possible to prevent the temperature of the load torque applying means from rising abnormally.

The load applied by the load torque applying means may be applied directly to the output shaft of the prime mover, or may be transmitted via a transmission system that mechanically couples the load torque applying means and the prime mover. May be provided indirectly. Further, in the present specification, in the case of "applying a load torque", when a reverse torque is positively applied in a direction in which the output shaft of the prime mover is rotated in a direction opposite to the original rotation direction, and when the reverse torque is positively applied. This includes both cases where the output shaft of the prime mover becomes a resistance when rotating, if not necessarily.

In the above power output apparatus, the operating state of the motor operating means is such that the output torque of the motor is an output torque limited to a predetermined value, and the rotation speed of the motor is limited to the limited value. It is desirable to set the rotation speed higher than the current rotation speed according to the output torque.

When the temperature of the load torque applying means has risen due to the high torque being output from the prime mover, the torque output from the prime mover is limited to thereby increase the load torque applying means. Temperature rise can be prevented. According to the power output apparatus including the motor driving means, the torque output from the motor can be limited, and the motor can be operated at a speed higher than the current speed in accordance with the limited output torque. . Since the power output from the prime mover is represented by the product of the torque and the rotation speed, such a power output device can prevent a temperature rise of the load torque applying means while outputting a predetermined required power. it can.

On the other hand, in the above power output device, the operating state of the motor operating means is such that the output torque of the motor is an output torque limited to a predetermined value,
In addition, it is desirable that the rotation speed of the prime mover be a rotation speed at which the prime mover can be operated with a predetermined operating efficiency at the limited output torque.

According to such a power output apparatus, by limiting the torque output from the prime mover, it is possible to prevent the temperature of the load torque applying means from rising, and to operate the prime mover with a predetermined operating efficiency. As a result, the operating efficiency of the power output device is not significantly reduced.

In the above power output device, the load torque applying means has a rotating shaft, and the rotating shaft is mechanically coupled to an output shaft of a prime mover; And a drive circuit for exchanging electric energy between the motor and the motor, and the temperature detecting means may be means for detecting at least one of a temperature of the motor generator and a temperature of the drive circuit.

According to this configuration, it is possible to detect the temperature of at least one of the motor generator and the drive circuit that constitute the above-described electric load torque applying means.
It is possible to prevent the temperature of the electric load torque applying means from rising. That is, in the case where the temperature of one of the motor generator and the drive circuit tends to increase, the temperature of the element that easily increases can be detected by detecting the temperature of the electric load torque applying means with a simple configuration. Ascent can be prevented.
Further, when a predetermined relationship exists between the temperature rise of the motor generator and the drive circuit, one of the temperatures is detected, and both temperatures are obtained based on the relationship to obtain an electric load torque. It is also possible to prevent a rise in the temperature of the applying means.

In the power output apparatus according to the present invention, when the load torque applying means is the electric load torque applying means, a drive shaft different from the output shaft and the rotation shaft and an output from the drive shaft are further provided. Means for setting a required torque and a required number of rotations to be performed, and three axes respectively coupled to the output shaft, the rotation shaft, and the drive shaft, and input / output to any two of the three axes When determining the power to be
Three-axis power input / output means for determining the power input / output to the remaining one shaft based on the determined power, an electric motor coupled to the drive shaft, and an operation state of the prime mover, It is desirable that the motor generator and the motor be controlled so that the required torque and the required rotation speed are output from the drive shaft.

According to this structure, the load torque can be indirectly applied from the motor generator to the prime mover through the above-mentioned three-axis power input / output means, and the operation of the prime mover can be controlled. The temperature rise of the motor generator can be prevented. A motor is also coupled to the three-axis power input / output device, in addition to the prime mover and the motor generator, and the required torque and the required rotational speed are output from the drive shaft according to the operating state of the prime mover. Means for controlling the motor generator and the motor are also provided. Therefore, according to this power output device, it is possible to prevent the temperature of the motor generator from rising and to output the required torque and the required rotation speed from the drive shaft.

[0018]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described based on examples. (1) Configuration of the Embodiment First, the configuration of the embodiment will be described with reference to FIGS. FIG. 1 is an enlarged view mainly showing a drive circuit unit of the power output device of the present embodiment, FIG. 2 is an explanatory diagram showing a schematic configuration of a vehicle equipped with the power output device of the present embodiment, and FIG. It is an explanatory view showing a schematic structure of a cooling system of a power output device.

First, referring to FIG. 2, the overall configuration of a vehicle equipped with the power output device of the present embodiment will be described. The configuration of this hybrid vehicle is roughly divided into a power system that generates driving force, a control system and a cooling system thereof, a power transmission system that transmits driving force from a driving source to driving wheels 116 and 118, a driving operation unit, and the like. Consists of Further, the power system includes the system including the engine 150 and the motors MG1 and MG1.
The control system includes an electronic control unit (hereinafter, referred to as EFIECU) 170 for mainly controlling the operation of the engine 150, and a motor MG.
1, a control unit 190 for mainly controlling the operation of MG2
And various sensor units for detecting and inputting / outputting signals necessary for the EFIECU 170 and the control unit 190. Although the internal configurations of the EFIECU 170 and the control unit 190 are not shown, these are one-chip microcomputers each having a CPU, a ROM, a RAM, and the like therein. It is configured to perform the various control processes shown.

The engine 150 sucks a mixture of air sucked from the inlet 200 and gasoline injected from the fuel injection valve 151 into the combustion chamber 152, and cranks the movement of the piston 154 depressed by the explosion of the mixture. This is converted into a rotational movement of the shaft 156. This explosion is caused by the mixture being ignited and burned by an electric spark formed by the spark plug 162 by the high voltage guided from the igniter 158 via the distributor 160.
Exhaust generated by the combustion is exhausted to the atmosphere through an exhaust port 202.

The operation of the engine 150 is controlled by the EFIECU 1
70. The control of the engine 150 performed by the EFIECU 170 includes ignition timing control of the ignition plug 162 according to the rotation speed of the engine 150, fuel injection amount control according to the intake air amount, and the like. Engine 150
Various sensors indicating the operating state of the engine 150 are connected to the EFIECU 170 in order to enable the control described above. For example, a rotation speed sensor 176 and a rotation angle sensor 178 provided in the distributor 160 for detecting the rotation speed and the rotation angle of the crankshaft 156 are provided. The EFIECU 170 is also connected to a starter switch 179 for detecting, for example, an ignition key state ST, but illustration of other sensors and switches is omitted.

The motor MG1 is configured as a synchronous motor generator, and has a rotor 13 having a plurality of permanent magnets on the outer peripheral surface.
2 and a stator 133 around which a three-phase coil forming a rotating magnetic field is wound. The stator 133 is formed by laminating thin sheets of non-oriented electrical steel sheets.
It is fixed to. This motor MG1 has a rotor 132
Operates as an electric motor that rotates the rotor 132 by the interaction between the magnetic field generated by the permanent magnets provided in the stator 133 and the magnetic field formed by the three-phase coil provided in the stator 133.
It also operates as a generator that generates an electromotive force at both ends of the three-phase coil provided in 33.

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

The motors MG1 and MG2 have a drive circuit 19 having a plurality of built-in transistors for switching.
1, and 192 are electrically connected to the battery 194 and the control unit 190. Control unit 190
, Various other sensors and switches are electrically connected. The sensors and switches connected to the control unit 190 include an accelerator pedal position sensor 164a and a brake pedal position sensor 1
65a, shift position sensor 184, battery 19
4 remaining capacity detector 199 and the like.

In order to enable control of the operating state of the hybrid vehicle including control of the motors MG1 and MG2, various signals from the operation unit, the remaining capacity of the battery 194, and the like are input to the control unit 190. Further, various information is exchanged with the EFI ECU 170 that controls the engine 150 by communication. Various signals from the operation unit include, specifically, an accelerator pedal position (accelerator pedal depression amount) AP from an accelerator pedal position sensor 164a, and a brake pedal position (brake pedal depression amount) from a brake pedal position sensor 165a. ) BP, shift position SP from shift position sensor 184. Also,
The remaining capacity of the battery 194 is detected by a remaining capacity detector 199. The remaining capacity detector 199 detects the remaining capacity by measuring the specific gravity of the electrolyte of the battery 194 or the total weight of the battery 194, or calculates the current value and time of charging / discharging to determine the remaining capacity. What to detect, battery 194
Are known in which the terminals are short-circuited instantaneously, a current is supplied, and the internal resistance is measured to detect the remaining capacity.

The driving force from the driving source is applied to the driving wheels 116, 11
The configuration of the power transmission system that transmits the power to the motor 8 is as follows. A crankshaft 156 and a planetary carrier shaft 127 for transmitting the power of the engine 150;
G1, a rotating shaft 125 transmitting the rotation of the motor MG2, 1
26 is mechanically coupled to a power transmission gear 111 via a planetary gear 120 described later. The power transmission gear 111 is connected to left and right drive wheels 116 and 118 via a differential gear 114.

Here, the crankshaft 156 and the planetary carrier shaft 1 are combined with the configuration of the planetary gear 120.
27, rotating shaft 125 of motor MG1, rotating shaft 1 of MG2
26 will be described. Planetary gear 120
Is composed of three coaxial gears, a sun gear 121 and a ring gear 122, and a plurality of planetary pinion gears 123 disposed between the sun gear 121 and the ring gear 122 and revolving around the sun gear 121 while rotating. The sun gear 121 is coupled to a rotor 132 of the motor MG1 via a hollow sun gear shaft 125 having a shaft center penetrated by a planetary carrier shaft 127, and
2 is connected to the rotor 142 of the motor MG2 via the ring gear shaft 126. Further, the planetary pinion gear 123 is coupled to a planetary carrier shaft 127 via a planetary carrier 124 that supports the rotation shaft, and the planetary carrier shaft 127 is connected to the crankshaft 1.
56. As is well known in mechanics,
When the power to be input to or output from any two of the three shafts of the sun gear shaft 125, the ring gear shaft 126, and the crank shaft 156 is determined,
It has the property that the power input / output to the remaining one axis is determined.

The ring gear 122 has a power take-out gear 128 for taking out power, and the ring gear 122 and the motor M
It is connected at a position between G1. The power takeoff gear 128 is connected to the power transmission gear 1 by a chain belt 129.
The power is transmitted between the power take-out gear 128 and the power transmission gear 111. Based on the configuration described above and the properties of the planetary gear 120, the hybrid vehicle can run using only the motor MG2 as a drive source, or can run using both the engine 150 and the motor MG2 as a drive source. Specifically, when the hybrid vehicle does not require engine power such as when decelerating or descending a slope, and during initial acceleration, the operation of engine 150 is stopped and the vehicle runs only with motor MG2.
During normal running, while using the engine 150 as the main drive source,
The vehicle travels using the power of the motor MG2. Engine 150
When the vehicle travels using both the motor MG2 and the drive source as the drive source, the engine 150 can be operated at an efficient operation point according to the required torque and the torque that can be generated by the motor MG2. It excels in resource saving and exhaust purification compared to vehicles that do.
On the other hand, the rotation of the crankshaft 156 can be transmitted to the motor MG1 via the planetary carrier shaft 127 and the sun gear shaft 125, so that the engine 150 can run while generating power with the motor MG1.

Next, the motors MG1, MG1 will be described with reference to FIG.
A control device for controlling the drive of the control unit 2 will be described. As shown in FIG. 1, the motor MG1 is connected to the control unit 190 via a first drive circuit 191 and the motor MG2 is connected to the control unit 190 via a second drive circuit 192. Although not shown in FIG. 2, the motor MG1
The resolver 139 for detecting the rotation angle is provided on the sun gear shaft 125 which is the rotation shaft of the motor, and the resolver 149 is also provided on the ring gear shaft 126 which is the rotation shaft of the motor MG2. In addition to the various signals described with reference to FIG. 2, the control unit 190 outputs the rotation angle θs of the sun gear shaft 125 from the resolver 139,
Rotation angle θ of ring gear shaft 126 from resolver 149
r, the current values Iu1 and Iv1 from the two current detectors 195 and 196 provided in the first drive circuit 191; the two current detectors 197 and 197 provided in the second drive circuit 192;
The current values Iu2 and Iv2 from 198, the remaining capacity from the remaining capacity detector 199 for detecting the remaining capacity of the battery 194, and the like are input via the input port.

The control unit 190 outputs a signal from a switching element 6 provided in the first drive circuit 191.
A control signal SW1 for driving the transistors T11 to T16 and six transistors T21 to T21 as switching elements provided in the second drive circuit 192.
26 is output. Six transistors T11 to T16 in the first drive circuit 191 constitute a transistor inverter,
Two pairs of the power supply lines L1 and L2 are arranged on the source side and the sink side so as to be on the source side and the sink side, respectively, and the connection point is connected to each of the three-phase coils (UVW) of the motor MG1. Since the power supply lines L1 and L2 are connected to the plus side and the minus side of the battery 194, respectively, the control unit 190 determines the ratio of the on-time of the pair of transistors T11 to T16 to the control signal S.
When the current flowing in each phase of the three-phase coil is changed to a pseudo sine wave by PWM control, a rotating magnetic field is formed by the three-phase coil.

On the other hand, the six transistors T21 to T26 of the second drive circuit 192 also constitute a transistor inverter, and are each arranged in the same manner as the first drive circuit 191 and have a pair of transistors. The connection point is connected to each of the three-phase coils of motor MG2. Accordingly, the on time of the pair of transistors T21 to T26 is determined by the control unit 190 as the control signal S.
When the current flowing in each phase of each coil is changed to a pseudo sine wave by PWM control, a rotating magnetic field is formed by the three-phase coil.

Engine 150, motor MG1 and its driving circuit 191, motor MG2 and its driving circuit 19
FIG. 3 shows a cooling system for cooling a power system composed of two or the like.
It will be described based on. In this embodiment, the cooling system employs a so-called water-cooling system using cooling water. However, the cooling system of the engine 150 and the cooling systems of the motors MG1, MG2 and their driving circuits are configured as independent ones. I have.

The cooling system of the engine 150 is the engine 1
It has basically the same configuration as that employed in a conventional vehicle using only 50 as a drive source. The engine 150 and the radiator 250 are connected by a hose 254, and the cooling water is circulated through the water by a water pump 260. The cooling water absorbs heat of the engine 150 by a water jacket 173 provided on the engine 150, and the radiator 2
The engine 150 is cooled by dissipating heat at 50. The radiator 250 is provided with a cooling fan 252 to help radiate cooling water. Further, a water temperature sensor 174 provided in the water jacket 173 is provided.
By detecting the temperature of the cooling water, the control unit 190 senses the cooling state of the engine 150.

On the other hand, the cooling system of the motors MG1, MG2 and their drive circuits 191 and 192 has the following configuration. As shown in FIG. 3, the motors MG1 and MG2 are provided with a water jacket 2 so as to surround the outer periphery of the case 119.
58, 259 are provided. Drive circuits 191, 19
Numeral 2 is in contact with a heat sink 256 through which cooling water passes through a substrate Bd on which elements constituting a transistor inverter are mounted. Water jackets 258, 259 and heat sink 2
56 is connected to a radiator 251 separate from the radiator 250 of the engine 150 by a hose 255, respectively, and cooling water is circulated in the cooling water by a water pump 261. With such a configuration, the drive circuit 191,
The heat generated in 192 is absorbed by the cooling water passing inside the heat sink 256, and the heat generated in the motors MG1, MG2 is absorbed by the cooling water passing through the water jackets 258, 259. The cooling water radiates the heat with the radiator 251. The radiator 251 has
A cooling fan 253 is provided to assist heat radiation of the cooling water.

The drive circuits 191 and 192 are provided with temperature sensors 191t and 192t adjacent to the same substrate. Further, the motors MG1 and MG2 are provided with temperature sensors 133t and 143t in coil portions wound around the stators 133 and 143 of each motor. The control unit 190 controls the driving circuits 191 and 192 and the motors MG1 and MG1 based on the temperatures detected by these temperature sensors.
The cooling state of MG2 is sensed.

In this embodiment, the cooling system of the engine 150, the motors MG1, MG2 and the drive circuit 19 thereof
Although the cooling systems 1 and 192 are configured as separate and independent systems, they may be configured as a single system by providing a common radiator for both. Also,
Instead of using the cooling water, a so-called air-cooling type cooling system may be configured by providing a cooling fan in each heat generating portion.

(2) General Operation Principle The general operation of the power output apparatus having the above-described configuration will be described. The operating principle of the power output device, in particular, the principle of torque conversion is as follows. It is assumed that the engine 150 is operated in a state of outputting the power P1 including the rotation speed Ne and the torque Te, and the power P2 including the rotation speed Nr and the torque Tr different from the rotation speed and the torque is output from the ring gear shaft 126. However, the power P1 and the power P2 have the same power (product of torque and rotation speed). FIG. 4 shows the relationship between the rotation speed and torque of the engine 150 and the ring gear shaft 126 at this time.

In general, "power" is a scalar quantity which means output energy per unit time, that is, a power, and there is an infinite number of combinations of torque and rotation speed for one value. For convenience, the term "power" is used herein.
In this case, it means a power consisting of a combination of a specific torque and a rotation speed. For example, the motive power P1 and the motive power P2 shown in FIG. 4 have different combinations of torque and rotational speed even if the power is the same. Therefore, both are treated as different powers in this specification.

In order to understand the general operation principle of this embodiment, it is necessary to understand the operation of the planetary gear 120. According to the teaching of the mechanics, the relationship between the rotation speed and the torque on the three axes (the sun gear shaft 125, the ring gear shaft 126, and the planetary carrier shaft 127) of the planetary gear 120 can be represented as a collinear diagram illustrated in FIG. Can be solved geometrically.
The relationship between the rotational speeds and torques of the three axes in the planetary gear 120 can be mathematically analyzed by calculating the energy of each axis without using the above-mentioned alignment chart. In this embodiment, a description will be given using a collinear chart for ease of description.

In FIG. 5, the vertical axis represents three rotation speed axes, and the horizontal axis represents the ratio ρ (ρ = Zs / Zr) of the number of teeth (Zs) of the sun gear 121 to the number of teeth (Zr) of the ring gear 122.
Is a coordinate axis determined based on. In this axes,
Both ends are defined as coordinates S and R of a sun gear shaft 125 and a ring gear shaft 126, and a coordinate C of a planetary carrier shaft 127 is defined as a coordinate which internally divides between the coordinates S and R into 1: ρ.

The rotation speed of each axis of the planetary gear 120 is plotted on the coordinate axes described above. As is apparent from the configuration shown in FIG. 2, since the crankshaft 156 of the engine 150 is connected to the planetary carrier shaft 127, when the engine 150 is operated at the rotational speed Ne, the rotational speed of the planetary carrier shaft 127 is changed. Is also Ne. Therefore, as shown in FIG. 5, the rotation speed of the coordinate C can be plotted as Ne. On the other hand, since the case where the ring gear shaft 126 is operated at the rotation speed Nr is considered, the rotation speed of the coordinate R can be plotted as Nr. By drawing a straight line passing through these two points, the rotation speed Ns of the sun gear shaft 125 can be obtained as the rotation speed on this straight line at the coordinates S. Less than,
This straight line is called an operating collinear line. The rotation speed Ns can also be obtained by a proportional calculation using the rotation speed Ne and the rotation speed Nr, and Ns = ((1 + ρ) Ne−Nr) / ρ
It is expressed as As described above, in the planetary gear 120, when any two rotations of the sun gear 121, the ring gear 122, and the planetary carrier 124 are determined, the remaining one rotation is determined based on the two determined rotations.

Next, the relationship between the torques applied to the three axes is determined using the alignment chart. According to the mechanics, the relationship between torques is equal to the equilibrium relationship between the forces acting on the rigid body by treating the motion collinear as a rigid body and expressing each torque by a force as a vector based on the direction and magnitude of its action. Become. Specifically, the torque Te of the engine 150 is applied from the vertical bottom to the top at the coordinates C of the planetary carrier shaft 127 as shown in FIG. Since the vector representing the torque Te can be treated as a force, the torque Te applied on the coordinate axis C is determined by the method of separating the force to the different lines of action having the same direction. And the torque Ter.
At this time, the magnitude of the torque Tes is Tes = Te / (1+
ρ) and the magnitude of the torque Ter is Ter = Te
Ρ / (1 + ρ). On the other hand, since the torque Tr is output from the ring gear shaft 126, the torque Tr acts on the operating collinear line at the coordinate R from vertically upward to downward.

In order for the operating collinear to be stable in this state, the forces of the operating collinear may be balanced. That is,
On the coordinate axis S, a torque Tm1 having the same magnitude and opposite direction as the torque Tes is applied. On the coordinate axis R, a torque and a torque having the same magnitude as the torque Tr output to the ring gear shaft 126 and having opposite directions are applied. The torque Tm2 having the same magnitude and the opposite direction may be applied to the resultant force with Ter. The torque Tm1 is controlled by the motor MG1 to generate the torque Tm2.
Can be actuated by the motor MG2. At this time, the motor MG1 that exerts a torque in a direction opposite to the direction of rotation operates as a generator, and regenerates the electric power Pm1 represented by the product of the torque Tm1 and the rotation speed Ns from the sun gear shaft 125. The motor MG2 in which the direction of rotation and the direction of torque are the same operates as an electric motor, and the electric power Pm
While consuming 2, the motive power represented by the product of the torque Tm2 and the rotation speed Nr is output to the ring gear shaft 126.

Although the rotational speed Ns of the sun gear shaft 125 is positive in the alignment chart shown in FIG.
Depending on e and the rotation speed Nr of the ring gear shaft 126, the rotation speed may be negative or zero. In these cases, motor MG1 operates as an electric motor and torque Tm
Electric power Pm1 represented by the product of 1 and rotation speed Ns is consumed.

As described above, in the power output apparatus according to the present embodiment, the power output from the engine 150 can be converted into torque and output. Therefore, when the power consisting of the rotation speed Nr and the torque Tr is designated as the required output of the drive shaft 126, the engine 1 is driven under the condition that the power is constant, that is, the product of the rotation speed and the torque is Nr × Tr.
The 50 driving points can be freely selected. The efficiency of the engine 150 varies depending on the operating point,
In the present embodiment, the engine 150 can be operated while selecting the most efficient operating point under the above-described conditions, so that power can be output with high efficiency.

FIG. 6 shows how the operating point of engine 150 is selected. A curve B in the figure indicates a limit value of a rotational speed and a torque at which the engine 150 can operate. FIG.
, The curves indicated by α1%, α2%, etc. are iso-efficiency lines at which the efficiency of the engine 150 is constant, respectively.
This shows that the efficiency decreases in the order of 1% and α2%. As shown in FIG. 6, the efficiency of the engine 150 is high at a relatively limited operating point, and the efficiency gradually decreases at operating points around the engine.

In FIG. 6, the curves C1-C1, C2-C2, and C3-C3 are curves in which the power of the engine 150 is constant, and the operating point of the engine 150 depends on the required output. You will select on these curves. For example, when the required rotation speed Nr and the required torque Tr are plotted on the curve C1-C1, the operating point of the engine 150 is selected as the point A1 at which the operating efficiency is highest on the curve C1-C1. Become. Similarly C
A2 point on the 2-C2 curve, A on the C3-C3 curve
The operating point is selected by three points. FIG. 7 shows the relationship between the rotation speed of the engine 150 and the operating efficiency on each curve.
Although the curves such as C1-C1 are illustrated in FIG. 6 for convenience of description, they are curves that can be drawn countlessly in accordance with the required output, and the operating point A1 of the engine 150, etc. Can also be selected innumerably. A curve depicting these countless driving points is a curve A in FIG. Therefore, in the present embodiment, the engine 150 is controlled so as to operate at the operation point on the curve A in FIG. 6 selected according to the required output.

Next, heat generated in motor MG1 and its driving circuit will be described. As described above, in the present embodiment, the motor MG1 outputs power from the drive shaft 126 while applying the predetermined torque Tm1 serving as a load to the engine 150. The magnitude of this torque Tm
1 is represented by Tm1 = Te / (1 + ρ) as described above, and is proportional to the output torque Te of the engine 150. That is, as the torque output from engine 150 increases, the load torque applied by motor MG1 to engine 150 also increases.

The motor MG1 is configured as a synchronous motor, and a sun gear shaft 125 which is a rotation shaft of the motor MG1.
Is proportional to the magnitude of the current flowing through the drive circuit 191 and the three-phase coil. This is the motor MG
The same applies to the case where 1 functions as an electric motor and outputs torque, and the case where 1 functions as a generator and acts as a load on the rotation of the sun gear shaft 125. On the other hand, heat is generated when current flows through the drive circuit 191 and the three-phase coil.
At this time, assuming that the resistance of the entire circuit including the drive circuit 191, the three-phase coil, and the battery 194 is R, and the effective value of the current flowing through the circuit is I, the amount of generated heat Q is approximately Q
= R × I2. As described above, as the output torque Te of the engine 150 increases, the motor MG
1 and the amount of heat generated by the drive circuit 191 also increases. Motor MG2 also generates heat according to the output torque. In this embodiment, the power output device is operated while absorbing and radiating the heat in the cooling system shown in FIG.

(3) Operating Point Correction Routine The above-mentioned "(2) General operating principle" described the power output principle in the hybrid vehicle having the configuration of the present embodiment. Next, an operating point correction routine, which is a characteristic part of the present embodiment, will be described with reference to FIG. This routine is performed when the temperature of the motor generator, the clutch motor and its drive circuit is excessive when the state where high torque is output from the prime mover continues for a long period of time or when the cooling capacity of the cooling device is reduced due to a failure or the like. This is a routine for preventing the rise. The operating point correction routine
When the control unit 190 controls the operation of the engine 150, the control unit 190 is periodically executed at a predetermined time after execution of a routine for setting an operation point of the engine 150 according to a required output.

When the operating point correction routine is executed, control unit 190 reads the temperature of motor MG1 (step S100). This temperature is detected by temperature sensor 133t provided in motor MG1. next,
Control unit 190 calculates a limit value (Tg) of the output torque of engine 150 based on temperature tg of motor MG1 (step S105). Limit value Tg of the output torque of engine 150 is obtained by reading from a limit map set based on the relationship with temperature tg of motor MG1. FIG. 9 shows an example of this restriction map. According to the restriction map of FIG. 9, when the temperature tg of the motor MG1 is equal to or less than the predetermined value tg1, the engine 150 can output up to the maximum value Tmax. If the temperature tg of the motor MG1 is equal to or higher than the predetermined value tg1, the temperature tg
, The output torque of engine 150 is limited, and at a certain temperature, the output torque is limited to zero.

The restriction map shown in FIG.
Can be experimentally set according to the cooling capacity of the cooling device of the above. Although FIG. 9 shows a map in which the torque is linearly limited at the predetermined value tg1 or more, the map may be limited to a curve or may be limited stepwise. Further, since the torque limit map greatly depends on the cooling capacity, a plurality of limit maps may be selectively used depending on whether or not the cooling system has failed. As a method of selectively using the plurality of restriction maps, a method of detecting a temporal change in the temperature tg of the motor MG1 and judging that there is some failure in the cooling system when the temporal change in the temperature tg is small is considered.

In the present embodiment, the restriction map shown in FIG. 9 is used as the control unit 19 as table data for associating the temperature tg of the motor MG1 with the torque limit value of the engine 150.
0 is stored in a ROM provided in the ROM. If the restriction map can be represented by a mathematical expression, the motor MG1
May be calculated as a function of the temperature tg.

Next, the control unit 190 controls the motor MG
The temperature Ti of the first drive circuit 191 is read (step S
110). This temperature is detected by a temperature sensor 191t provided in the drive circuit 191. Control unit 19
0 calculates the limit value Ti of the output torque of the engine 150 based on this temperature (step S115). The limit value Ti of the output torque of the engine 150 is
1 is obtained by reading from a restriction map set based on the relationship with the temperature ti. FIG. 10 shows an example of this restriction map. According to the restriction map of FIG. 10, when the temperature ti of the drive circuit 191 is equal to or less than the predetermined value ti1, the engine 150 can output up to the maximum Tmax. When the temperature ti of the drive circuit 191 is equal to or higher than the predetermined value ti1, the output torque of the engine 150 is limited according to the temperature ti, and the output torque is limited to 0 at a certain temperature.

The limit map shown in FIG. 10 can be experimentally set similarly to the limit map of FIG. 9, and the torque may be limited in a curved shape. Further, a plurality of limit maps may be selectively used depending on whether or not the cooling device has failed. 10 is stored in the ROM provided in the control unit 190 as table data.
It may be calculated as a function of the temperature ti of 91.

Next, the control unit 190 sets the minimum value of the thus obtained limiting torque as the limiting torque TL of the engine 150. That is, the limit torque Tg due to the temperature of the motor MG1 is equal to the limit torque Tg due to the temperature of the drive circuit 191.
If it is smaller than i, the limit torque TL of the engine 150 is set to the limit torque Tg based on the temperature of the motor MG1. In the opposite case, the limit torque TL of the engine 150 is changed to the limit torque Ti based on the temperature of the drive circuit 191.
And

The control unit 190 then proceeds to step S1
The program proceeds to S25, where the thus determined limit torque TL of the engine 150 is compared with the target torque required for the engine 150 (step S125). Here, the target torque refers to a torque selected on the curve A shown in FIG. 6 according to the required output, and is set by the control unit 190 in another routine before executing the operating point correction routine. Torque. If the target torque is larger than the limit torque TL, the target torque is replaced with TL (step S130). That is, the torque that is equal to or greater than the limit torque TL is not output from the engine 150.

By the above processing, the output torque of the engine 150 is lower than the target torque to be output.
L, the engine 15
0 cannot output as requested. Therefore, the control unit 190 corrects the rotation speed of the engine 150 next. This means that the operating point of the engine 150 is changed from A1 to another operating point on C1-C1 having a lower torque and a higher rotational speed, for example, A1 'in FIG. 7 for the C1-C1 curve shown in FIG. Process.

To perform such processing, the control unit 19
0 reads the required output (Pe) of the engine 150 (step S135). The requested output is the engine 150
Means the power obtained by multiplying the required torque by the rotation speed. Next, the control unit 190 outputs the requested output P
e by the limiting torque TL, the engine 15
A target rotation speed Ne of 0 is calculated (step S140).
Thus, the operating point of the engine 150 is changed to the operating point having the torque TL and the rotation speed Ne while maintaining the required output Pe.

On the other hand, if the target torque is equal to or less than the limit torque TL in step S125, the engine 1
Since there is no need to change the 50 operating points, the control unit 190 temporarily ends the operating point correction routine without performing any processing.

After the operation point correction routine is completed,
The power output device of the present embodiment operates the engine 150 at the target torque and the number of revolutions set by the routine. This operation is performed by the control unit 190 executing a routine separately provided for controlling the operation of the engine 150. Specifically, the control unit 1
From 90, a signal instructing the EFIECU 170 to operate the engine 150 at the target torque and the rotation speed is output. The EFI ECU 170 controls the fuel injection amount and the like of the engine 150 based on this signal,
50 is operated at the target torque and the rotation speed.

If the engine 150 is operated at the target torque and the rotation speed set by the operation point correction routine, the power having the required rotation speed and torque is driven by the torque conversion already described as a general operation principle. It can be output from shaft 126.

By executing the operating point correction routine of this embodiment, the torque output from engine 150 is limited to a torque lower than the originally required target torque. As described above, the torque Tm1 applied to the sun gear shaft 125 by the motor MG1 is
0 is proportional to the output torque. Therefore, by executing the operating point correction routine, Tm1 is also reduced from the original torque, and the motor MG1 and its driving circuit 19
1 is reduced. As a result, overheating of the motor MG1 and its drive circuit 191 can be prevented. In addition, at this time, since the engine 150 maintains the required output, the power output device can output power including the required torque and the required rotation speed to the drive shaft 126.

As shown in FIG. 6, the engine 150
The operation point is set with the highest priority on efficiency. However, when there is a risk that the motor MG1 and its driving circuit may be overheated, the operating point of the engine 150 is set with priority given to the cooling of the motor MG1 and its driving circuit even if the operating efficiency of the engine 150 is slightly sacrificed. There is a need to. Setting such operating points is the function of the operating point correction routine in the present embodiment.

In the above embodiment, the temperatures of the motor MG1 and the drive circuit 191 thereof are detected, and the operating torque of the engine 150 is limited in accordance with the detected temperatures. do not have to. For example, the temperature of the battery 194 may be detected in addition to the motor MG1 and the like, and the output torque of the engine 150 may be limited in consideration of the temperature of the battery 194. With such a configuration, the battery 1
94 can be prevented from overheating. Also, the motor MG
2 and the drive circuit 192 may be detected, and the output torque of the engine 150 may be limited in consideration of the detected temperature.

If one of the motor MG1 and its drive circuit 191 is apt to overheat, only the temperature of the element apt to overheat may be detected. For example, when the temperature rise of the motor MG1 is larger than that of the drive circuit 191, that is, in the operating point correction routine of FIG. 8, the torque limit TL of the engine 150 is set to the torque limit value T based on the temperature of the motor MG1.
If determined by g, only the temperature of the motor MG1 may be detected. Also, when there is a correlation between the temperature rise of both the motor MG1 and the drive circuit 191 thereof,
The temperature of only one of the two may be detected. In this case, the other temperature can be calculated based on the correlation. As described above, if the temperature of either the motor MG1 or the drive circuit 191 can be detected, overheating of the motor MG1 and the like can be prevented with a simple configuration.

The temperature rise of motor MG1 and its drive circuit 191 greatly depends on the torque applied by motor MG1. Therefore, when there is a correlation between the temperature rise and the magnitude and time of the torque applied by the motor MG1, the correlation may be provided as table data, and the configuration may be made without a temperature sensor.

In the operating point correction routine of this embodiment, the engine 150 corrects the target torque and the target engine speed so as to maintain the required output (steps S125 and S140).
e may not be maintained. In principle, by reducing the output torque of the engine 150, the torque applied by the motor MG1 is also reduced.
1 and its drive circuit 191 can be prevented from overheating. Therefore, in the operating point correction routine, only the output torque may be reduced without changing the rotation speed of the engine 150. However, such an operation point setting is desirably limited to a case where the power stored in the battery 194 has a margin. In the case where such an operation point is set, in order to output power including the required torque and the required rotation speed from the drive shaft 126, it is necessary to drive the motor MG2 using the electric power stored in the battery 194. Because.

An operation point correction routine provided in the power output apparatus according to the second embodiment of the present invention based on such a concept will be described with reference to FIG. The overall configuration of the power output device as the second embodiment is the same as that of the first embodiment (FIG. 2). Further, the timing at which the operation point correction routine of this embodiment is executed by the control unit 190 is the same as that of the first embodiment.

When the operating point correction routine of the second embodiment is executed, the control unit 190
Output torque limit value (TL) is calculated (step S1).
50). The calculation of the output torque limit value (TL) is the same processing as the processing from step S100 to step S120 described in FIG. Next, the control unit 190
Compares the target torque to be output by the engine 150 with the control torque TL (step S15).
5). When the target torque is equal to or less than the limit torque TL, the operation point of the engine 150 does not need to be corrected, and thus the control unit 190 temporarily ends the operation point correction routine without performing any processing.

When the target torque is larger than the limit torque TL, the control unit 190 sets the value of the target torque to T
L (step S160), so that the engine 150 does not output torque equal to or greater than the limit torque TL. Next, the control unit 190 outputs the engine required output (P
The engine speed (Np) based on e) is calculated (step S165). This processing corresponds to step S in FIG.
This is the same process as 135 and step S140. That is, by dividing the engine required output Pe read by the control unit 190 by the engine limit torque TL,
Calculate the engine speed (Np).

In the next step, the control unit 190 calculates the minimum engine speed (Nmin) (S17).
0). The engine minimum rotation speed (Nmin) is a rotation speed calculated based on the following concept.

When the output torque of engine 150 is limited to TL and engine 150 is operated at a rotation speed smaller than value Np, engine 150 cannot maintain the required output. 194 of power will be consumed. At this time, the power consumed by battery 194 substantially matches the difference between the required power to be output from drive shaft 126 and the power output from engine 150.

Conversely, the lower limit SOC1 of the remaining capacity of the battery 194 that does not hinder the running is set to the battery 1
When there is little room for the remaining capacity SOC of the engine 94, the rotation speed of the engine 150 needs to be the value Np. On the other hand, if the remaining capacity SOC of battery 194 is larger than SOC1, engine 150
Can be set to a value lower than the value Np. The minimum value of the number of revolutions of the engine 150 that can be obtained according to this margin is the engine minimum number of revolutions (Nmin).

The process of calculating the minimum engine speed based on the above concept will be described with reference to FIG. In the process of calculating the engine minimum rotation speed (Nmin), the control unit 190 reads the remaining battery charge SOC detected by the remaining charge detector 199 (step S20).
0). There are various methods for detecting the remaining battery charge, and there are various definitions of the remaining charge. In this routine, the remaining battery charge SOC is treated as a physical quantity having the same unit as the power. Such a physical quantity can be defined as, for example, the maximum value of the power that can be extracted from the battery 194 for a predetermined time.

Next, the control unit 190 compares the detected remaining battery charge SOC with the lower limit SOC1 of the remaining battery charge of the battery 194 that does not hinder the running (step S205). When the remaining battery charge SOC is equal to or less than SOC1, the engine 150 must operate while maintaining the required output. Therefore, the engine speed Np based on the engine required output Pe is substituted for Nmin (step S2).
25), the process exits the engine minimum speed calculation process and returns to the operating point correction routine.

If the remaining battery charge SOC is larger than SOC1, the difference between them is calculated in the next step,
The SOC margin value SOC2 for C1 is calculated (step S210). In the next step, the control unit 190 calculates the margin SOC from the engine required output Pe.
Subtract 2 to calculate Pmin (step S215).
Pmin means the minimum required output that the engine 150 should output. That is, when the power of the battery 194 is consumed by the value SOC2 when the output of the engine 150 is Pmin, the power output device can maintain the required output Pe.

The control unit 190 converts the calculated minimum required output Pmin into an engine torque limit value TL (FIG. 1).
The minimum engine speed Nmin is calculated by dividing by the first step S150) (step S220).
Thus, the engine minimum rotation speed calculation process (step S17)
0) is completed, and the process returns to the operating point correction routine.

Returning to FIG. 11, the continuation of the operating point correction routine will be described. As a result of the engine minimum rotation speed calculation process (step S170), the remaining capacity SOC of the battery 194 is determined.
Is considered, the rotational speed at which the engine 150 can operate is Nm
It is required to be in a range from in to Np.

The control unit 190 calculates the rotational speed (Necon) at which the operating efficiency of the engine 150 is highest within the range of the rotational speed at which the engine 150 can operate (step S175), and sets Ne as the target engine rotational speed Ne.
con is substituted (step S180). Unlike the first embodiment, Necon is not always higher than the target engine speed Ne before executing the assignment process of step S180.

As shown in FIG. 6, the operating efficiency of the engine 150 changes depending on the output torque and the rotation speed. FIG. 13 shows how the operating efficiency changes in the operable range of the engine 150 calculated in step 165.
FIG. 13 shows that the rotation speed is Nmin on a straight line (D1-D1 in FIG. 6) where the torque of engine 150 is constant at TL.
6 is a graph showing a state of a change in the engine operation efficiency in the range from to Np. As shown in FIG. 13, in step S175, the control unit 190 sets the rotational speed of the point B1 at which the operation efficiency of the engine 150 is highest to Ne,
as con.

In the example shown in FIG. 13, the rotation speed Necon of the engine 150 is determined at the point on the curve A in FIG. 6, but depending on the value of the rotation speed Nmin described above, May not be. For example, in FIG. 13, the minimum operable rotational speed is B1 such as Nmin2.
This is the case where the rotation speed is higher than the point. At this time, since the engine 150 cannot be operated at a rotation speed lower than Nmin2, the operation efficiency is highest when the engine 150 is operated at the rotation speed Nmin2,
The rotation speed Necon in step S175 becomes the rotation speed Nmin2. This operating point is not on the curve A in FIG.

According to the operation point correction routine of the second embodiment, under the condition that the output torque of the engine 150 is limited, the operation of the engine 150 is controlled so as to operate at the point where the operation efficiency becomes the highest. It is possible to prevent the efficiency of the power output device from decreasing. As the output torque of engine 150 is limited to TL, it is particularly effective when operating at a high rotational speed of engine 150 so as to maintain the required output, or when operating efficiency of engine 150 is significantly reduced. .

In this case, in order for the power output device to output power consisting of the required torque and the number of revolutions, the battery 1
Although it is necessary to supply power from the power supply 94, the above-described power output device determines the operating range of the engine 150 while considering the margin of the remaining capacity SOC of the battery 194,
There is no danger that running of the vehicle will be hindered due to insufficient remaining capacity of the battery 194.

In the second embodiment, the engine 1
Instead of calculating the rotational speed at which the efficiency becomes highest within the operable range of 50 (steps S165 to S175),
It may be a step of merely adding a limit so that the rotation speed of the engine 150 becomes equal to or less than a predetermined value. In this way, if the operating efficiency of engine 150 is significantly reduced by increasing the rotation speed of engine 150 to a predetermined value or more, it is possible to prevent the operating efficiency from being reduced by a simple control method.

Various configurations are possible for the hybrid vehicle to which the above-described embodiment is applied. FIG. 2 shows a configuration of a hybrid vehicle in which the driving force of engine 150 and motor MG2 is transmitted to drive wheels 116 and 118 via planetary gear 120, but engine 150 and motors MG1 and MG1
The connection of the G2 via the planetary gear 120 is shown in FIG.
4 and various forms shown in FIG. For example, in the configuration shown in FIG. 2, the power output to the ring gear shaft 126 is taken out between the motor MG1 and the motor MG2 via the power take-out gear 128 coupled to the ring gear 122, but FIG. The power may be taken out by extending the ring gear shaft 126A as shown in FIG. Further, as in a configuration shown as a modified example in FIG.
20, the motor MG2, and the motor MG1 may be arranged in this order. In this case, the sun gear shaft 125B need not be hollow, and the ring gear shaft 126B needs to be a hollow shaft. In this configuration, the power output to ring gear shaft 126B can be taken out between engine 150 and motor MG2. Further, although not shown, a configuration in which the motor MG2 and the motor MG1 are replaced in FIG. 15 may be employed.

The above is a modified example using the planetary gear 120. As shown in FIG.
A configuration without using 20 may be adopted. In the configuration shown in FIG. 16, instead of motor MG1 and planetary gear 120 in FIG. 2, both rotor (inner rotor) 234 and stator (outer rotor) 232 are relatively rotatable about the same shaft center and can function as electromagnetic couplings. The clutch motor MG3 is used. Clutch motor MG3
Outer rotor 232 is mechanically coupled to crankshaft 156 of engine 150, and clutch motor MG3
Inner rotor 234 and rotor 14 of motor MG2
2 is connected to the drive shaft 112A. The stator 143 of the motor MG2 is fixed to the case 119.

In this configuration, energy is distributed by clutch motor MG3 instead of planetary gear 120. The inner rotor 234 and the outer rotor 23 are formed by electric energy input / output to / from the clutch motor MG3.
2 can be controlled to transmit the power of the engine 150 to the drive shaft 112A. The motor M
Since the rotor 132 of G2 is attached to the drive shaft 112A, the motor MG2 can be used as a drive source.
Further, power can be generated by motor MG3 using the power of engine 150. Even in the hybrid vehicle having such a configuration, the clutch motor MG3 is controlled to apply a generated load torque to the engine 150, and
Current flows through the drive circuit 191 of the clutch motor MG3 in proportion to the operating torque of the clutch motor MG3, and the amount of heat generation increases, so that the present invention can be applied.

Further, the hybrid vehicle may have a so-called series type configuration as shown in FIG. In a series hybrid vehicle, the engine 15
The zero output shaft is mechanically coupled to generator G. The motor MG4 is connected to the drive wheels 116 and 118 by the power transmission gear 1.
11 and the like, but the engine 150 is not connected.

With the above configuration, in a series type hybrid vehicle, the power of engine 150 is
6, 118 is used to operate the generator G, and the vehicle is driven by the motor MG4 by the power of the battery 194.
It is driven by moving. The power generation load is proportional to the electromotive force generated in the generator G. When a drive circuit 191 that can control the load generated by the generator G to a desired value is provided, an electromotive force is generated in the generator G in proportion to the operating torque of the engine 150, and the heat generated by the generator G is generated. Since the amount is large, the present invention can be effectively applied.

The embodiments of the present invention and the modifications thereof have been described above. However, the present invention is not limited to these, and various modifications can be made without departing from the gist of the present invention.

[Brief description of the drawings]

FIG. 1 is an enlarged view mainly showing a drive circuit unit of a power output device according to the present embodiment.

FIG. 2 is an explanatory diagram showing a schematic configuration of a vehicle equipped with the power output device of the embodiment.

FIG. 3 is an explanatory diagram illustrating a schematic configuration of a cooling system of the power output device of the present embodiment.

FIG. 4 is an explanatory diagram showing operation points at the time of torque conversion of the power output device of the present embodiment.

FIG. 5 is an alignment chart showing a torque relationship in each gear of the planetary gear.

FIG. 6 is a graph showing the relationship between engine torque and rotation speed and operating efficiency.

FIG. 7 is a graph showing the relationship between the engine speed and the operating efficiency when the engine output is constant.

FIG. 8 is a flowchart of an operating point correction routine according to the first embodiment.

FIG. 9 is a graph showing a torque limit value based on a generator temperature in the first embodiment.

FIG. 10 is a graph showing a torque limit value based on an inverter temperature in the first embodiment.

FIG. 11 is a flowchart of an operating point correction routine according to the second embodiment.

FIG. 12 is a flowchart of a minimum engine speed calculation process in the second embodiment.

FIG. 13 is a graph showing the relationship between the engine speed and the operating efficiency when the output torque of the engine is constant.

FIG. 14 is an explanatory diagram showing a first configuration modification of the mechanical distribution hybrid vehicle.

FIG. 15 is an explanatory diagram showing a second configuration modification of the mechanical distribution hybrid vehicle.

FIG. 16 is an explanatory diagram showing a schematic configuration of an electric distribution hybrid vehicle.

FIG. 17 is an explanatory diagram illustrating a schematic configuration of a series hybrid vehicle.

[Explanation of symbols]

 111: Power transmission gears 112, 112A: Drive shaft 114: Differential gears 116, 118: Drive wheels 119, 119A: Cases 120, 120A, 120B: Planetary gear 121: Sun gear 122: Ring gear 123: Planetary pinion gear 124: Planetary carriers 125, 125A , 125B ... sun gear shafts 126, 126A, 126B ... ring gear shafts 127, 127A, 127B ... planetary carrier shafts 128 ... power take-off gears 129 ... chain belts 132 ... rotors 133 ... stators 133t ... temperature sensors 139 ... resolvers 142 ... rotors 143 ... stators 143t temperature sensor 149 resolver 150 engine 151 fuel injection valve 152 combustion chamber 154 piston 156 crankshaft 158 Igniter 160 Distributor 162 Spark plug 164 Accelerator pedal 164a Accelerator pedal position sensor 165 Brake pedal 165a Brake pedal position sensor 170 EFIECU 173 Water jacket 174 Water temperature sensor 176 Rotation sensor 178 Rotation angle sensor 179 ... Starter switch 182 ... Shift lever 184 ... Shift position sensor 190, 190A, 190B ... Control unit 191 ... First drive circuit 191t ... Temperature sensor 192 ... Second drive circuit 192t ... Temperature sensor 194 ... Battery 195, 196, 197 198 current detector 199 remaining capacity detector 200 suction port 202 exhaust port 232 outer rotor 234 inner rotor 238 rotary transformer 250, 251 ... radiator 252, 253 ... cooling fan 254, 255 ... hose 256 ... heat sink 258, 259 ... water jacket 260, 261 ... water pump G ... generators MG1, MG2, MG4 ... motor MG3 ... clutch motor

Claims (5)

[Claims] 1. A power output apparatus having a motor having an output shaft and operating in an operation state corresponding to a required output, and a load torque applying means for electrically applying a predetermined load torque to the output shaft. And a temperature detecting means for detecting a temperature of the load torque applying means, and when the temperature detected by the temperature detecting means is equal to or higher than a predetermined temperature, the temperature of the load torque applying means is reduced. A power output device comprising: a motor driving means for driving the motor in an operating state. 2. The power output device according to claim 1, wherein the operating state of the motor operating means is an output torque in which an output torque of the motor is limited to a predetermined value, and A power output device in which the rotation speed is higher than the current rotation speed in accordance with the limited output torque. 3. The power output device according to claim 1, wherein the operating state of the motor operating means is an output torque in which the output torque of the motor is limited to a predetermined value, and A power output device wherein the number of revolutions is a number of revolutions at which the prime mover can be operated with a predetermined operating efficiency at the limited output torque. 4. The power output device according to claim 1, wherein the load torque applying means has a rotating shaft, and the rotating shaft is mechanically coupled to an output shaft of a prime mover. Motor generator and
A drive circuit for exchanging electrical energy with the motor generator, wherein the temperature detecting means detects at least one of the temperature of the motor generator and the temperature of the drive circuit. A power output device that is a means. 5. The power output device according to claim 4, wherein
Further, a drive shaft different from the output shaft and the rotation shaft, means for setting a required torque and a required rotation speed to be output from the drive shaft, and each of the output shaft, the rotation shaft, and the drive shaft is coupled to the drive shaft. When the power to be input / output to / from any two of the three axes is determined, the power to be input / output to / from the remaining one axis is determined based on the determined power. A three-axis power input / output unit, a motor coupled to the drive shaft, and the motor generator so that the required torque and the required number of revolutions are output from the drive shaft according to an operation state of the prime mover. Means for controlling the electric motor.