JP3412443B2 - Power output device and control method thereof - Google Patents

Abstract

PROBLEM TO BE SOLVED: To output power to a drive shaft at high efficiency by outputting the sum of the prescribed power and the power to be normally outputted to the drive shaft from a second prime mover when the command to stop the fuel supply to the prime mover is given. SOLUTION: A power output device 110 performs the torque conversion of the power to be outputted from an engine 150, and outputs it to a ring gear shaft. The power output device regulates the power to be outputted from the engine 150, the electric energy to be regenerated or consumed by a motor MG1, and the electric energy to be consumed or regenerated by a motor MG2. The excessive electric energy is found to discharge a battery 194, or the insufficient electric energy is supplemented by the power stored in the battery 194. When the fuel supply to the engine 150 is stopped, the power is outputted from the ring gear shaft from the motor MG2 using the power stored in the battery 194 at the prescribed timing.

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 which outputs power to a drive shaft and a control method thereof.

[0002]

2. Description of the Related Art Conventionally, as a power output device that torque-converts power output from a prime mover and outputs the power to a drive shaft, there has been used a power output device in which a torque converter using a fluid and a transmission are combined. The torque converter in this device is arranged between the output shaft of the prime mover and the rotary shaft connected to the transmission, and transmits power between the two shafts through the flow of the enclosed fluid. In such a torque converter, power is transmitted by the flow of fluid, so slippage occurs between both shafts, and energy loss corresponding to this slippage occurs. To be precise, this energy loss is represented by the product of the rotational speed difference between both shafts and the torque transmitted to the output shaft of the power at that time, and is consumed as heat.

[0003]

Therefore, in a vehicle equipped with such a power output device as a power source, when the slip between the two shafts becomes large, for example, when starting or traveling at a low speed on an ascending slope. When a large amount of power is required, there is a problem that energy loss in the torque converter becomes large and energy efficiency becomes low. Further, even during steady running, the power transmission efficiency of the torque converter does not reach 100%, and therefore the fuel consumption is inevitably lower than that of a manual transmission, for example.

An object of the power output device of the present invention is to solve the above-mentioned problems and to provide a device which outputs power output from a prime mover to a drive shaft with high efficiency.

In view of the above-mentioned problems, the applicant does not use a torque converter using a fluid, but includes a prime mover, a planetary gear as three-axis power input / output means, two electric motors, and a battery. It has been proposed that the power output from the vehicle and the electric power stored in the battery be converted into energy by a planetary gear and two electric motors to obtain a desired power, and the desired power is output to the drive shaft (Japanese Patent Laid-Open No. 50).
-30223 publication). Further, in a power output device including such a prime mover, a planetary gear, two electric motors, and a battery, in order to stably output a desired power to the drive shaft, the rotation speeds of the three shafts of the planetary sun gear, the ring gear, and the planetary carrier are set. It has also been proposed to drive and control two electric motors on the basis of these rotation speeds so as to obtain a desired rotation speed (Japanese Patent Application No. 8-274112).

[0006] However, these proposals do not describe the processing at the time of fuel cut to the prime mover which can be executed when the power output from the prime mover is small. Since part of the power output from the prime mover is directly output to the drive shaft via the planetary gear, cutting the fuel to the prime mover also causes the output shaft speed of the prime mover to change as the power output from the prime mover changes suddenly. Change. Such a change in the rotation speed of the output shaft is also reflected on the rotation shafts of the two electric motors via the planetary gears. The two electric motors are feedback-controlled so as to cancel out such a change in the number of revolutions. However, since the change in the power output from the prime mover is faster than the control of the electric motors, a torque shock occurs in the drive shaft. . In addition to this, the torque shock generated on the drive shaft may be that the feedback control of the two electric motors has an integral term in the case of PI control, for example.

Therefore, the purpose of the power output apparatus and the control method thereof of the present invention is to increase the energy efficiency by cutting the fuel to the prime mover. Another object of the power output apparatus and the control method thereof of the present invention is to reduce the torque shock that may occur in the drive shaft when fuel is cut to the prime mover.

[0008]

MEANS FOR SOLVING THE PROBLEMS AND OPERATIONS AND EFFECTS THEREOF The power output apparatus and the control method thereof according to the present invention employ the following means in order to achieve at least a part of the above-mentioned objects.

The power output apparatus of the present invention includes a prime mover having an output shaft, a first electric motor having a rotary shaft for inputting and outputting power to and from the rotary shaft, and a second electric motor for inputting and outputting power to and from the drive shaft. An electric motor, and three shafts that are respectively coupled to the drive shaft, the output shaft, and the rotary shaft, and when power is input to or output from any two of the three shafts, the input and output power 3-axis power input / output means for inputting / outputting the power determined based on the following to the remaining one axis, target power setting means for setting the target power output to the drive shaft, and the set target power is used for driving the drive. A drive output unit that outputs drive power to the drive shaft, comprising a drive control unit that drives and controls the prime mover, the first electric motor, and the second electric motor so that the drive shaft is output to the drive shaft. Is the target rotation speed of the output shaft based on the target power. A target speed setting means for constant,
Electric motor control means for driving and controlling the first electric motor and the second electric motor so that the output shaft rotates at the set target rotational speed, and a counter for measuring an elapsed time from the start of fuel cut to the prime mover. And a storage unit that stores a map in which the elapsed time, the rotation speed of the output shaft, and the cancel torque are associated with each other, and output shaft rotation speed estimation that estimates the rotation speed of the output shaft from the target rotation speed of the output shaft. Means, a cancel torque obtaining means for obtaining the cancel torque from the map using the elapsed time measured by the counter, and the estimated output shaft speed, and a fuel stop instruction to the prime mover. At this time, the timing set based on the rotation speed of the output shaft is set regardless of the drive control of the second electric motor by the electric motor control means. In grayed, a power which is calculated as a power to be output from said second electric motor by said motor control means, the power based on the obtained canceled torque
And a fuel stop time control means for driving and controlling the second electric motor so that the sum of the motive power is output.

The power output apparatus of the present invention is connected to a drive shaft for inputting / outputting power by the second electric motor, an output shaft for the prime mover, and a rotary shaft for inputting / outputting power by the first electric motor. When the power is input to or output from any two of the three shafts, the three-axis power input / output means having the three shafts is input to the remaining one shaft based on the input / output power. Output. The drive control means drives and controls the prime mover, the first electric motor and the second electric motor so that the target power output to the drive shaft set by the target power setting means is output to the drive shaft. The electric motor control means included in the drive control means drives and controls the first electric motor and the second electric motor so that the output shaft of the prime mover rotates at the target rotation speed set by the target rotation speed setting means based on the target power. The counter provided in the drive control means measures the elapsed time from the start of fuel cut to the prime mover. The output speed estimating means is
Estimating the rotation speed of the output shaft from the target rotation speed of the output shaft, the cancel torque acquisition means, using the elapsed time measured by the counter, and the estimated output shaft rotation speed,
The cancel torque is acquired from the map in which the elapsed time, the rotation speed of the output shaft, and the cancel torque are associated with each other.
The fuel stop control means controls the electric motor at a timing set based on the rotation speed of the output shaft, regardless of the drive control of the second electric motor by the electric motor control means when a fuel stop instruction is given to the prime mover. a power which is calculated as a power to be output from the second motor by means drives and controls the second electric motor so that the power of the sum of the power based on the obtained canceled torque is outputted.

According to such a power output device of the present invention,
When the instruction to stop the fuel is given to the prime mover, at the timing set based on the rotation speed of the output shaft, the power of the sum of the power based on the acquired cancellation torque and the power to be normally output is the second motor. Since it is output from the drive shaft to the drive shaft, it is possible to cancel the torque shock at the time of fuel cut to the prime mover with more accurate timing and more accurate power. Here, the timing set based on the rotation speed of the output shaft is the timing at which the torque shock occurs, and the power set based on the rotation speed of the output shaft is the power in the direction of canceling the torque shock.

The power output apparatus of the present invention includes a prime mover having an output shaft, a first electric motor having a rotary shaft for inputting and outputting power to and from the rotary shaft, and a second electric motor for inputting and outputting power to and from the drive shaft. An electric motor, and three shafts that are respectively coupled to the drive shaft, the output shaft, and the rotary shaft, and when power is input to or output from any two of the three shafts, the input and output power 3-axis power input / output means for inputting / outputting the power determined based on the following to the remaining one axis, target power setting means for setting the target power output to the drive shaft, and the set target power is used for driving the drive. A drive output unit that outputs drive power to the drive shaft, comprising a drive control unit that drives and controls the prime mover, the first electric motor, and the second electric motor so that the drive shaft is output to the drive shaft. Is the target rotation speed of the output shaft based on the target power. A target speed setting means for constant,
Electric motor control means for driving and controlling the first electric motor and the second electric motor so that the output shaft rotates at the set target rotational speed, and a counter for measuring an elapsed time from the start of fuel cut to the prime mover. And an output timing determination means for advancing the output timing of the cancel torque when the rotation speed of the output shaft is large, and delaying the output timing of the cancel torque when the rotation speed of the output shaft is small, and timing by the counter. Cancel torque calculating means for calculating the cancel torque from the elapsed time and the number of revolutions of the output shaft, and when a command to stop the fuel to the prime mover is given, the electric motor control means controls the second electric motor. Regardless of drive control, at the determined output timing, the second control is performed by the electric motor control means. A power which is calculated as a power to be output from the electric motor, the cancel torque the calculated
Fuel stop time control means for driving and controlling the second electric motor so that the sum of the motive power and the second motive power is output. Since the power output device of the present invention is provided with the output timing determination means that advances the output timing of the cancel torque when the rotation speed of the output shaft is large and delays the output timing of the cancel torque when the rotation speed of the output shaft is small. It is possible to appropriately reduce the torque shock that occurs at an early timing when the rotation speed of the output shaft is large and the torque shock that occurs at a late timing when the rotation speed of the output shaft is small.

In the power output apparatus of the present invention, instead of the fuel stop control means, when the fuel stop instruction is given to the prime mover, regardless of the drive control of the first electric motor by the electric motor control means. The fuel to the prime mover
It is also possible to provide a means for driving and controlling the first electric motor so that a torque having an approximate value of 0 is output from the rotary shaft at a predetermined timing after the start . Alternatively, instead of the fuel stop control means, when a fuel stop instruction is given to the prime mover , regardless of the drive control of the first electric motor by the electric motor control means , the fuel to the prime mover is controlled.
A means for driving and controlling the first electric motor may be provided so that a torque having a value of 0 is output from the rotary shaft at a predetermined timing after the material is cut . In this mode, since the rotary shaft coupled to one of the three shafts of the three-shaft power output means is free, the torque shock at the time of fuel cut to the prime mover can be extracted to the free rotary shaft. The torque shock to the drive shaft can be reduced. In this aspect, the drive control means may include timing setting means for setting the predetermined timing based on the rotation speed of the output shaft. With this configuration, the rotary shaft can be freed at a more accurate timing according to the rotation speed of the prime mover, and the torque shock can be reduced at a more accurate timing.

Further, in the power output apparatus of the present invention, instead of the fuel stop control means, the fuel is output from the output shaft.
After the torque becomes almost 0 , the fuel for the prime mover is cooled.
It is also possible to provide a prime mover control means for operating. Alternatively, instead of the fuel stop control means, the
After the torque output from the output shaft becomes 0, the original
Having a prime mover control means for cutting fuel to the motive
Can also be According to this aspect, the output of the prime mover
After the torque output from the shaft is reduced, the fuel
Since bets is Ru performed, it is possible to prevent the torque shock to the drive shaft occurs.

The control method of the power output apparatus of the present invention includes a prime mover having an output shaft, a first electric motor having a rotary shaft for inputting / outputting power to / from the rotary shaft, and inputting / outputting power to / from the drive shaft. A second electric motor, and three shafts respectively coupled to the drive shaft, the output shaft, and the rotary shaft, and when power is input to or output from any two of the three shafts, the input / output A power output device control method comprising: a three-axis type power input / output means for inputting / outputting power determined based on the generated power to the remaining one axis; (a) setting a target power output to the drive shaft And (b) setting a target rotation speed of the output shaft based on the set target power, and (c) setting the first motor and the first motor so that the output shaft rotates at the set target rotation speed. Drive control of the second electric motor, and (d) fuel stop instruction to the prime mover. (D-1) measuring the elapsed time from the start of fuel cut to the prime mover, (d-2) estimating the rotation speed of the output shaft from the target rotation speed of the output shaft, and (d) -3) Using the measured elapsed time and the estimated output shaft speed, the cancel torque is acquired from a map in which the elapsed time, the output shaft speed, and the cancel torque are associated with each other, d-4) Regardless of the drive control of the second electric motor in step (c), the acquired cancel torque is set at the timing set based on the rotation speed of the output shaft.
The gist is to drive and control the second electric motor so that the sum of the power based on the power and the power calculated as the power to be output from the second electric motor in step (c) is output.

According to the control method of the power output apparatus of the present invention, when a fuel stop instruction is given to the prime mover, at a timing set based on the rotation speed of the output shaft,
Since the power of the sum of the power based on the acquired cancel torque and the power to be normally output is output from the second electric motor to the drive shaft, it is possible to reduce the torque shock at the time of fuel cut to the prime mover. Here, the timing set based on the rotation speed of the output shaft is a timing at which a torque shock occurs, and the power set based on the rotation speed of the output shaft is power in a direction of canceling the torque shock.

In the power output device control method of the present invention, instead of step (d), when a fuel stop instruction is given to the prime mover, the drive control of the first electric motor is performed by step (c). Regardless, the fuel for the prime mover is covered.
After turning on, a step of driving and controlling the first electric motor may be provided so that a torque having an approximate value of 0 is output from the rotary shaft at a predetermined timing. Alternatively, instead of the step (d), when a fuel stop instruction is given to the prime mover , regardless of the drive control of the first electric motor by the step (c) , the fuel to the prime mover is controlled.
After the material is cut, a step of driving and controlling the first electric motor may be provided so that a torque having a value of 0 is output from the rotary shaft at a predetermined timing. By doing so, the rotary shaft connected to one of the three shafts of the three-shaft power output means is freed, and therefore the torque shock at the time of fuel cut to the prime mover can be extracted to the free rotary shaft. The torque shock to the drive shaft can be reduced.

Further, in the control method of the power output apparatus of the present invention, instead of the step (d), the output from the output shaft is performed.
Fuel to the prime mover after the generated torque becomes almost zero.
May be provided with a step of cutting . Alternatively, the above
Instead of step (d), the output from the output shaft
Cut fuel to the prime mover after Luk becomes 0
May be provided with a step. This way, the output of the prime mover
After the torque output from the shaft is reduced, the fuel
Since bets is Ru performed, it is possible to prevent the torque shock to the drive shaft occurs.

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below based on Examples. FIG. 1 is a configuration diagram showing a schematic configuration of a power output device 110 as an embodiment of the present invention, FIG. 2 is a partially enlarged view of the power output device 110 of the embodiment, and FIG. 3 incorporates the power output device 110 of the embodiment. It is a block diagram which shows schematic structure of a vehicle. For convenience of explanation, first, referring to FIG.
The configuration of the entire vehicle will be described.

As shown in FIG. 3, this vehicle includes an engine 150 that outputs power by using gasoline as fuel.
This engine 150 has a throttle valve 1 from the intake system.
A mixture of air sucked through 66 and gasoline injected from the fuel injection valve 151 is sucked into the combustion chamber 152, and the movement of the piston 154 pushed down by the explosion of the mixture is converted into the rotational movement of the crankshaft 156. To do.
Here, the throttle valve 166 is the actuator 16
It is driven to open and close by 8. The spark plug 162 forms an electric spark by the high voltage introduced from the igniter 158 through the distributor 160, and the air-fuel mixture is ignited by the electric spark and explodes and burns.

The operation of the engine 150 is controlled by an electronic control unit (hereinafter referred to as EFIECU) 170. The EFIECU 170 has an engine 150
Various sensors indicating the operating state of are connected. For example, a throttle valve position sensor 167 that detects the opening of the throttle valve 166, an intake pipe negative pressure sensor 172 that detects the load of the engine 150,
A water temperature sensor 174 for detecting the water temperature of the engine 150, a crankshaft 1 provided in the distributor 160
Rotation speed sensor 176 for detecting the rotation speed and rotation angle of 56
And a rotation angle sensor 178. In addition, EFIE
In addition to the above, a starter switch 179 for detecting the state ST of the ignition key is also connected to the CU 170, but other sensors and switches are not shown.

Crankshaft 156 of engine 150
Is mechanically coupled to a power transmission gear 111 having a drive shaft 112 as a rotation shaft via a planetary gear 120 and a motor MG1 and a motor MG2 which will be described later. The power transmission gear 111 is gear-coupled to a differential gear 114. There is. Therefore, the power output from the power output device 110 is finally transmitted to the left and right drive wheels 116 and 118. The motor MG1 and the motor MG2 are electrically connected to the control device 180.
The drive is controlled by 80. Although the configuration of the control device 180 will be described later in detail, a control CPU is provided inside, and a shift position sensor 184 provided on the shift lever 182, an accelerator pedal position sensor 164a provided on the accelerator pedal 164, and a brake. Brake pedal position sensor 1 provided on the pedal 165
65a etc. are also connected. In addition, the control device 180
Communicates with the above-mentioned EFIECU 170 to exchange various information. Control including exchange of these pieces of information will be described later.

As shown in FIG. 1, the power output apparatus 110 of the embodiment is roughly classified into an engine 150 and an engine 150.
On the crankshaft 156 of the planetary carrier 124
Is mechanically coupled to the planetary gear 120, and the motor MG is coupled to the sun gear 121 of the planetary gear 120.
1. The motor MG2 coupled to the ring gear 122 of the planetary gear 120 and the control device 180 for driving and controlling the motors MG1 and MG2.

Planetary gear 120 and motor MG
The configurations of 1 and MG2 will be described with reference to FIG. The planetary gear 120 includes a sun gear 121 connected to a hollow sun gear shaft 125 that penetrates the crankshaft 156 through the axial center, a ring gear 122 connected to a ring gear shaft 126 coaxial with the crankshaft 156, a sun gear 121, and a ring gear 122. And a plurality of planetary pinion gears 123 that are revolved around the outer periphery of the sun gear 121 while rotating around the sun gear 121, and a planetary carrier 124 that is coupled to the end of the crankshaft 156 and pivotally supports the rotation shaft of each planetary pinion gear 123. There is. In this planetary gear 120, the sun gear 121,
The sun gear shaft 125 and the ring gear shaft 12 which are respectively coupled to the ring gear 122 and the planetary carrier 124.
6 and the crankshaft 156 are used as power input / output shafts, and when the power input / output to any two of the three shafts is determined, the power input / output to the remaining one shaft is determined. It is determined based on the power input and output to the two axes. The details of input and output of power to and from the three axes of this planetary gear 120 will be described later.

A power take-out gear 128 for taking out the power is coupled to the ring gear 122. The power take-out gear 128 is connected to the power transmission gear 111 by a chain belt 129, and power is transmitted between the power take-out gear 128 and the power transmission gear 111.

The motor MG1 is configured as a synchronous motor generator and includes a rotor 132 having a plurality of permanent magnets 135 on its outer peripheral surface, and a stator 133 around which a three-phase coil 134 that forms a rotating magnetic field is wound. The rotor 132 is
It is coupled to a sun gear shaft 125 that is coupled to the sun gear 121 of the planetary gear 120. The stator 133 is
It is formed by stacking thin non-oriented electrical steel sheets and is fixed to the case 119. The motor MG1 operates as an electric motor that rotationally drives the rotor 132 by the interaction between the magnetic field generated by the permanent magnet 135 and the magnetic field formed by the three-phase coil 134, and the interaction between the magnetic field generated by the permanent magnet 135 and the rotation of the rotor 132. By three-phase coil 1
It operates as a generator that generates electromotive force at both ends of 34. The sun gear shaft 125 is provided with a resolver 139 that detects the rotation angle θs thereof.

Like the motor MG1, the motor MG2 is also configured as a synchronous motor generator, and has a rotor 142 having a plurality of permanent magnets 145 on the outer peripheral surface thereof, and a stator having a three-phase coil 144 forming a rotating magnetic field wound thereon. And 143. The rotor 142 is coupled to the ring gear shaft 126 coupled to the ring gear 122 of the planetary gear 120, and the stator 143 is fixed to the case 119. The stator 143 of the motor MG2 is also formed by stacking thin non-oriented electrical steel sheets. Like the motor MG1, the motor MG2 also operates as an electric motor or a generator. The ring gear shaft 126 is provided with a resolver 149 that detects the rotation angle θr.

Next, the control device 180 for driving and controlling the motors MG1 and MG2 will be described. As shown in FIG. 1, the control device 180 controls the first drive circuit 191 that drives the motor MG1, the second drive circuit 192 that drives the motor MG2, and the control C that controls both drive circuits 191 and 192.
It includes a PU 190 and a battery 194 that is a secondary battery. The control CPU 190 is a one-chip microprocessor, and internally has a work RAM 190a, a ROM 190b storing a processing program, an input / output port (not shown), and a serial communication port (not shown) for communicating with the EFIECU 170. . This control C
The PU 190 includes the sun gear shaft 12 from the resolver 139.
5, a rotation angle θr of the ring gear shaft 126 from the resolver 149, an accelerator pedal position (accelerator pedal depression amount) AP from the accelerator pedal position sensor 164a, and a brake pedal position (brake pedal) from the brake pedal position sensor 165a. Depression amount) BP, shift position sensor 184
Shift position SP, current values Iu1 and Iv2 from the two current detectors 195 and 196 provided in the first drive circuit 191, and two current detectors 197 and 198 provided in the second drive circuit 192. Current value Iu2 from
Iv2, the remaining capacity BRM from the remaining capacity detector 199 which detects the remaining capacity of the battery 194, etc. are input through the input port. The remaining capacity detector 199 measures the specific gravity of the electrolytic solution of the battery 194 or the weight of the entire battery 194 to detect the remaining capacity, and the remaining capacity by calculating the charging / discharging current value and time. There are known ones such as those for detecting, and those for detecting the remaining capacity by instantaneously shorting the terminals of the battery and passing a current to measure the internal resistance.

Further, from the control CPU 190, a control signal SW1 for driving the six transistors Tr1 to Tr6, which are switching elements provided in the first drive circuit 191, and a switching signal provided in the second drive circuit 192 are provided. Six transistors Tr11 to T as elements
A control signal SW2 for driving r16 is output.
The six transistors Tr1 to Tr6 in the first drive circuit 191 constitute a transistor inverter, and each pair of two transistors is a source side and a sink side with respect to the pair of power supply lines L1 and L2. Placed,
At the connection point, the three-phase coil (UVW) 3 of the motor MG1
Each of the four is connected. The power supply lines L1 and L2 are
Since they are connected to the positive side and the negative side of the battery 194, respectively, the control CPU 190 sequentially controls the ON time ratios of the paired transistors Tr1 to Tr6 by the control signal SW1 and flows to the coils of the three-phase coil 134. When the electric current is made into a pseudo sine wave by PWM control, a rotating magnetic field is formed by the three-phase coil 134.

On the other hand, the six transistors Tr11 to Tr16 of the second drive circuit 192 also constitute a transistor inverter, and the first drive circuit 19 is provided in each of them.
1, the connection point of the paired transistors is connected to each of the three-phase coils 144 of the motor MG2. Therefore, when the control CPU 190 sequentially controls the on-time of the pair of transistors Tr11 to Tr16 by the control signal SW2 and the current flowing in each coil 144 is converted into a pseudo sine wave by PWM control, the three-phase coil 144 causes the rotation. A magnetic field is created.

The operation of the power output device 110 of the embodiment having the above-described configuration will be described. The operating principle of the power output apparatus 110 of the embodiment, particularly the principle of torque conversion, is as follows. The engine 150 is operated at the operating point P1 of the rotational speed Ne and the torque Te, and the ring gear shaft 126 is operated at the operating point P2 of the same energy as the energy Pe output from the engine 150 but a different rotational speed Nr and torque Tr. In other words, when the power output from the engine 150 is converted into torque, the ring gear shaft 126
Consider the case of acting on. Engine 1 at this time
FIG. 4 shows the relationship between the rotational speed and the torque of 50 and the ring gear shaft 126.

The relationship between the rotational speeds and torques of the three axes of the planetary gear 120 (the sun gear shaft 125, the ring gear shaft 126 and the planetary carrier 124 (crankshaft 156)) is shown in FIG.
And can be represented as a diagram called a nomogram illustrated in FIG. 6 and can be solved geometrically. Note that the relationship between the rotational speeds and torques of the three axes in the planetary gear 120 can be mathematically analyzed by calculating the energy of each axis without using the above collinear chart. In this embodiment, an alignment chart will be used for ease of explanation.

The vertical axis in FIG. 5 represents the rotational speed axis of the three axes, and the horizontal axis represents the ratio of the positions of the coordinate axes of the three axes. That is, when the coordinate axes S and R of the sun gear shaft 125 and the ring gear shaft 126 are taken at both ends, the planetary carrier 124
The coordinate axis C of is defined as an axis that internally divides the axis S and the axis R into 1: ρ. Here, ρ is the ratio of the number of teeth of the sun gear 121 to the number of teeth of the ring gear 122, and is represented by the following equation (1).

[0034]

[Equation 1]

Now, considering the case where the engine 150 is operating at the rotational speed Ne and the ring gear shaft 126 is operating at the rotational speed Nr, the planetary carrier 124 to which the crankshaft 156 of the engine 150 is coupled. The rotational speed Ne of the engine 150 is plotted on the coordinate axis C of
The rotation speed Nr can be plotted on the coordinate axis R of the ring gear shaft 126. By drawing a straight line that passes through these two points, the rotation speed Ns of the sun gear shaft 125 can be obtained as the rotation speed represented by the intersection of this straight line and the coordinate axis S. Hereinafter, this straight line is referred to as a motion collinear line. The rotation speed Ns is
The rotational speed Ne and the rotational speed Nr can be used to obtain the proportional calculation formula (the following formula (2)). Thus, in the planetary gear 120, the sun gear 121 and the ring gear 12
2 and any two rotations of the planetary carrier 124 are determined, the remaining one rotation is determined
Determined based on one rotation.

[0036]

[Equation 2]

Next, the engine 15 is drawn on the drawn collinear line.
The torque Te of 0 is applied to the coordinate axis C of the planetary carrier 124.
Is applied as a line of action from the bottom to the top in the figure. At this time, the motion collinear line can be treated as a rigid body when a force acting as a vector is applied to the torque. By the method of separating the force, the torque Tes on the coordinate axis S and the torque Ter on the coordinate axis R can be separated. At this time, the magnitudes of the torques Tes and Ter are expressed by the following equations (3) and (4).

[0038]

[Equation 3]

In order for the motion collinear line to be stable in this state, the forces of the motion collinear line should be balanced. That is,
On the coordinate axis S, a torque Tm1 having the same magnitude and opposite direction as the torque Tes is applied, and on the coordinate axis R, torque and torque having the same magnitude as the torque Tr output to the ring gear shaft 126 but opposite direction. A torque Tm2 having the same magnitude but opposite direction with respect to the resultant force with Ter is applied. This torque Tm1 is generated by the motor MG1.
m2 can be operated by the motor MG2. At this time, since the motor MG1 exerts a torque in the direction opposite to the direction of rotation, the motor MG1 operates as a generator, and the electric energy Pm1 represented by the product of the torque Tm1 and the rotation speed Ns is transferred to the sun gear shaft 125. Regenerate from. Since the motor MG2 has the same rotation direction and the same torque direction, the motor MG2 operates as an electric motor and outputs the electric energy Pm2 represented by the product of the torque Tm2 and the rotation speed Nr as power to the ring gear shaft 126. .

Here, if the electric energy Pm1 and the electric energy Pm2 are made equal, all the electric power consumed by the motor MG2 can be regenerated and covered by the motor MG1. For this purpose, all of the input energy may be output. Therefore, the energy Pe output from the engine 150 and the energy Pr output to the ring gear shaft 126 may be equalized. That is, the energy Pe represented by the product of the torque Te and the rotation speed Ne, and
Energy P represented by the product of torque Tr and rotation speed Nr
Make r equal. Referring to FIG. 4, the power represented by the torque Te and the rotational speed Ne output from the engine 150 operating at the operating point P1 is converted into torque, and the torque Tr and the rotational speed Nr are converted with the same energy.
The power represented by and is output to the ring gear shaft 126. As described above, the power output to the ring gear shaft 126 is transmitted to the drive shaft 112 by the power take-out gear 128 and the power transmission gear 111, and is transmitted to the drive wheels 116 and 118 via the differential gear 114. Therefore, since a linear relationship is established between the power output to the ring gear shaft 126 and the power transmitted to the drive wheels 116 and 118, the power transmitted to the drive wheels 116 and 118 is output to the ring gear shaft 126. It can be controlled by controlling the power.

In the alignment chart shown in FIG. 5, the rotation speed Ns of the sun gear shaft 125 is positive, but the rotation speed N of the engine 150 is N.
Depending on e and the rotation speed Nr of the ring gear shaft 126, there may be a negative value as shown in the alignment chart shown in FIG. At this time, in the motor MG1, the direction of rotation and the direction in which the torque acts are the same, so the motor MG1 operates as an electric motor and consumes the electric energy Pm1 represented by the product of the torque Tm1 and the rotation speed Ns. On the other hand, the motor MG2
Then, since the rotation direction and the torque acting direction are opposite, the motor MG2 operates as a generator and the torque Tm
Electric energy Pm2 represented by the product of 2 and rotation speed Nr
Will be regenerated from the ring gear shaft 126. In this case, if the electric energy Pm1 consumed by the motor MG1 and the electric energy Pm2 regenerated by the motor MG2 are made equal, the electric energy Pm1 consumed by the motor MG1 can be exactly covered by the motor MG2.

The basic torque conversion in the power output apparatus 110 of the embodiment has been described above.
6, the power output from the engine 150 (the product of the torque Te and the rotation speed Ne), and the motor M
Electric energy Pm1 regenerated or consumed by G1
By adjusting the electric energy Pm2 consumed or regenerated by the motor MG2, an excess electric energy is found to discharge the battery 194, or a shortage of electric energy is supplemented by the electric power stored in the battery 194. Various operations such as an operation can be performed. In addition, the electric power stored in the battery 194 in a state where the fuel to the engine 150 is cut is used to drive the motor MG2.
The operation may be such that power is output from the ring gear shaft 126 to the ring gear shaft 126.

In the above operation principle, the power conversion efficiency by the planetary gear 120, the motor MG1, the motor MG2, the transistors Tr1 to Tr16, etc. is set to 1
(100%) has been described. Actually, since the value is less than 1, the energy Pe output from the engine 150 is set to a value slightly larger than the energy Pr output to the ring gear shaft 126, or conversely, the energy Pr output to the ring gear shaft 126 is output from the engine 150. Output energy P
It must be a value slightly smaller than e. For example, the energy Pe output from the engine 150 may be a value calculated by multiplying the energy Pr output to the ring gear shaft 126 by the reciprocal of the conversion efficiency. Further, the torque Tm2 of the motor MG2 is set to the motor MG1 in the state of the alignment chart of FIG.
6 is a value calculated by multiplying the electric power regenerated by the efficiency of both motors. In the state of the alignment chart of FIG.
It may be calculated from the power consumed by G1 divided by the efficiencies of both motors. Although the planetary gear 120 loses energy as heat due to mechanical friction,
The loss amount is extremely small when viewed from the total amount, and the motor M
The efficiency of the synchronous motor used for G1 and MG2 is very close to the value 1. It is also known that the transistors Tr1 to Tr16 have extremely low on-resistance such as GTO. Therefore, the power conversion efficiency is close to the value 1, and therefore, in the following description, the value will be treated as the value 1 (100%), unless otherwise specified, for ease of explanation.

Next, the power output device 11 of such an embodiment
The actual torque control at 0 will be described based on the torque control routine illustrated in FIG. 7. In this routine, after the driver gives an instruction to start driving, for example, the ignition switch is turned on, every predetermined time (for example, 100 ms).
It is repeatedly executed every ec). When this routine is executed, the control CPU 190 of the control device 180 first executes a process of reading the rotation speed Nr of the ring gear shaft 126 (step S100). The rotation speed Nr of the ring gear shaft 126 can be obtained from the rotation angle θr detected by the resolver 149.

Subsequently, a process for inputting the accelerator pedal position AP detected by the accelerator pedal position sensor 164a is performed (step S102). Since the accelerator pedal 164 is depressed when the driver feels that the output torque is insufficient, the accelerator pedal position AP is the output torque desired by the driver (that is, the torque to be output to the drive wheels 116 and 118). ) Will correspond to. When the accelerator pedal position AP is read, a process for deriving a torque command value Tr * that is a target value of the torque to be output to the ring gear shaft 126 is performed based on the read accelerator pedal position AP and the rotational speed Nr of the ring gear shaft 126. (Step S104). Here, the torque to be output to the ring gear shaft 126 is derived without deriving the torque to be output to the drive wheels 116 and 118, because the ring gear shaft 126 has the power take-out gear 128, the power transmission gear 111, and the differential gear 114. Since it is mechanically coupled to the drive wheels 116 and 118 via, the derivation of the torque to be output to the ring gear shaft 126 results in the derivation of the torque to be output to the drive wheels 116 and 118. . In addition,
In the embodiment, a map showing the relationship between the rotation speed Nr of the ring gear shaft 126, the accelerator pedal position AP and the torque command value Tr * is stored in the ROM 190b in advance, and when the accelerator pedal position AP is read, the read accelerator is read. Pedal position AP and ring gear shaft 1
The value of the torque command value Tr * is derived based on the rotation speed Nr of 26 and the map stored in the ROM 190b. An example of this map is shown in FIG.

Next, from the derived torque command value Tr * and the rotation speed Nr of the ring gear shaft 126, the ring gear shaft 12
Calculate the energy Pr to be output to 6 (Pr = Tr * × N
r) is obtained (step S106), and the obtained energy Pr is compared with the threshold value Pref (step S108).
Here, the threshold value Pref is set to the minimum value of energy that can be efficiently output from the engine 150 or a value slightly larger than this, and is determined by the characteristics of the engine 150. In the embodiment, the threshold Pr
The energy output from the engine 150 when the engine 150 is operated at a point Amin displayed in an explanatory diagram of FIG. 9 described later is set in ef.

When the energy Pr to be output to the ring gear shaft 126 is larger than the threshold Pr, the fuel cut flag FFC is set to 0 (step S110).
The cancel torque Tmc is set to 0 (step S
112). Here, the fuel cut flag FFC is a flag for determining whether to supply or stop fuel supply to the engine 150, and the cancel torque Tmc is the engine 15
This torque is set to cancel the torque shock that may occur in the ring gear shaft 126 when the fuel is cut to 0. In step S112, the cancel torque Tmc is set because the fuel cut to the engine 150 is not performed.
Is set to 0.

Next, based on the energy Pr to be output to the ring gear shaft 126, the target rotational speed N of the engine 150 is set.
A process of setting e * and the target torque Te * is performed (step S114). Since the energy Pe output from the engine 150 is equal to the product of the torque Te and the rotation speed Ne, the energy Pr to be output to the ring gear shaft 126 and the target torque Te * and the target rotation speed Ne * of the engine 150. The relationship is Pr = Pe = Ne * × Te *. The target torque T of the engine 150 that satisfies this relationship
There are countless combinations of e * and target rotation speed Ne *. Therefore, in the embodiment, each energy P is set by an experiment or the like.
The engine 150 is operated as efficiently as possible with respect to r, and the operating point at which the operating state of the engine 150 changes smoothly with respect to the change in the energy Pr is the target torque Te * and the target rotational speed Ne *. A combination is obtained, which is stored in advance in the ROM 190b as a map, and the combination of the target torque Te * and the target rotation speed Ne * corresponding to the energy Pr is derived from this map. This map will be further described.

FIG. 9 is a graph showing the relationship between the operating points of engine 150 and the efficiency of engine 150. Curve B in the figure indicates the boundary of the operable region of the engine 150. In the drivable region of the engine 150, it is possible to draw iso-efficiency lines such as curves α1 to α6 indicating operating points with the same efficiency according to the characteristics. Further, in the operable region of the engine 150, a curve having a constant energy represented by the product of the torque Te and the rotation speed Ne, for example, curves C1-C1 to C3-C3 can be drawn.
Curves C1-C1 to C of constant energy drawn in this way
The efficiency of each operating point along the 3-C3 engine 15
When the rotational speed Ne of 0 is represented on the horizontal axis, the graph shown in FIG. 10 is obtained.

As shown in the figure, even if the output energy is the same, the efficiency of the engine 150 varies greatly depending on the operating point at which the engine is operated. For example, on the curve C1-C1 with constant energy, the engine 150 is operated at the operating point A.
By operating at 1 (torque Te1, rotation speed Ne1), the efficiency can be maximized. Such operating points with the highest efficiency exist on the curves of constant energy such that the operating points A2 and A3 correspond to the curves C2-C2 and C3-C3 of constant output energy, respectively. The curve A in FIG. 9 is obtained by connecting the operating points at which the efficiency of the engine 150 is as high as possible for each energy Pr based on these points with a continuous line. In the embodiment, the target torque Te * and the target rotation speed Ne * of the engine 150 are set using a map of the relationship between each operating point (torque Te, rotation speed Ne) on the curve A and the energy Pr. did.

Here, the curve A is connected by a continuous curve. When the operating point of the engine 150 is determined by a discontinuous curve with respect to the change of the energy Pr, the energy Pr is determined.
Changes suddenly across discontinuous driving points, the operating state of the engine 150 suddenly changes, and depending on the degree of the change, the target operating state cannot be smoothly changed and knocking or stoppage occurs. This is because there are cases. Therefore, when the curve A is connected by a continuous curve in this way, each operating point on the curve A may not be the most efficient operating point on the curve with constant energy. In FIG. 9, the torque Temin and the rotation speed Nem
The operating point Amin represented by in is the operating point of the minimum energy that can be output from the engine 150, and the value of the energy Pe output from the engine 150 when operating at this operating point matches the threshold value Pref described above. To do.

When the target torque Te * and the target rotation speed Ne * of the engine 150 are set, the control CPU 190 replaces the rotation speed Ne of the engine 150 with the target rotation speed Ne * of the engine 150 in the above equation (2). By substituting, the target rotation speed Ns * of the sun gear shaft 125 is calculated (step S116). And the set engine 15
The target rotation speed Ne * of 0, the target torque Te *, the target rotation speed Ns * of the sun gear shaft 125, the fuel cut flag FFC, and the like are used to control the motor MG1, the motor MG2, and the engine 150 (steps S130 to S1).
34). In the embodiment, for convenience of illustration, each control of the motor MG1, the motor MG2, and the engine 150 is described as a separate step, but in reality, these controls are simultaneously performed in parallel and comprehensively. For example, control CP
The U190 uses the interrupt process to simultaneously execute the control of the motor MG1 and the motor MG2 in parallel, and also causes the EFIECU 170 instructed by the communication to control the engine 150 at the same time.

Control of motor MG1 (step S1 in FIG. 7)
30) is performed by the control routine of the motor MG1 illustrated in FIG. When this routine is executed, the control CPU 190 of the control device 180 first sets the sun gear shaft 1
A process of inputting the rotational speed Ns of 25 is executed (step S140). Here, the rotation speed Ns of the sun gear shaft 125
Is the sun gear shaft 125 detected by the resolver 139.
Can be obtained by the rotation angle θs. Next, using the rotational speed Ns of the sun gear shaft 125, the target rotational speed Ns *, the torque command value Tr *, etc., the motor MG is calculated by the following equation (5).
The torque command value Tm1 * of 1 is calculated and set (step S142). Here, the first term on the right side of the equation (5) is as shown in FIG.
The second term on the right side is a proportional term for canceling the deviation of the rotational speed Ns from the target rotational speed Ns *, and the third term on the right side is an integral that eliminates the steady deviation. Is a term. Therefore, the motor MG1
Torque command value Tm1 * is equal to Tr * × ρ of the first term on the right side obtained from the balance of the operating collinear line in the steady state (when the deviation of the rotation speed Ns from the target rotation speed Ns * is 0). Will be set. Note that K1 in equation (5)
And K2 are proportional constants.

[0054]

[Equation 4]

Subsequently, the rotation angle θs of the sun gear shaft 125
Is input from the resolver 139 (step S144), and a process of obtaining the electrical angle θ1 of the motor MG1 from the rotation angle θs of the sun gear shaft 125 is performed (step S146). In the embodiment, since the 4-pole pair synchronous motor is used as the motor MG1, θ1 = 4θs is calculated. Then, by the current detectors 195 and 196, the motor MG1
Current Iu flowing in the U-phase and V-phase of the three-phase coil 134 of
1 and Iv1 are detected (step S14)
8). The currents flow in the three phases U, V and W, but the total sum is zero, so it is sufficient to measure the currents flowing in the two phases. Coordinate conversion (three-phase-two-phase conversion) is performed using the three-phase currents thus obtained (step S150). The coordinate conversion is conversion into current values of the d-axis and the q-axis of the permanent magnet type synchronous motor, and is performed by calculating the following equation (6). The coordinate conversion is performed here because, in the permanent magnet type synchronous motor, the d-axis and q-axis currents are essential amounts for controlling the torque. Of course, it is also possible to control the three phases as they are.

[0056]

[Equation 5]

Next, after the current values of the two axes are converted, the current command values Id1 *, Iq1 * of each axis obtained from the torque command value Tm1 * of the motor MG1 and the currents Id1, Iq1 actually flowing in each axis are obtained. Deviation is calculated and the voltage command value V of each axis
Processing for obtaining d1 and Vq1 is performed (step S15).
2). That is, first, the following equation (7) is calculated,
Next, the calculation of the following equation (8) is performed. Where Kp
1, Kp2, Ki1 and Ki2 are coefficients. These coefficients are adjusted to suit the characteristics of the applied motor. The voltage command values Vd1 and Vq1 are proportional to the deviation ΔI from the current command value I * (the first side on the right side of Expression (8)).
Term) and deviation ΔI accumulated i times in the past (second term on the right side)
Required from.

[0058]

[Equation 6]

Thereafter, the voltage command value thus obtained is subjected to coordinate conversion (two-phase to three-phase conversion) corresponding to the inverse conversion of the conversion performed in step S150 (step S154),
The voltages Vu1, Vv actually applied to the three-phase coil 134
1, processing for obtaining Vw1 is performed. Each voltage is obtained by the following equation (9).

[0060]

[Equation 7]

The actual voltage control is performed by the first drive circuit 191.
The ON time of each of the transistors Tr1 to Tr6 is PWM controlled so that the ON time of each of the transistors Tr1 to Tr6 becomes the voltage command value obtained by the equation (9) (step S156).

Here, the torque command value Tm of the motor MG1
1 * is the torque Tm1 in the alignment charts of FIGS. 5 and 6.
Is positive, the torque command value Tm1 having the same positive value
Even if * is set, when the direction in which the torque command value Tm1 * acts and the direction of rotation of the sun gear shaft 125 are different as in the state of the alignment chart of FIG. 5, regenerative control is performed and the alignment chart of FIG. When the vehicle is in the same direction as in the state of, the power running control is performed. However, if the torque command value Tm1 * is positive, the rotor 132 does not perform the power running control and the regenerative control of the motor MG1.
For controlling the transistors Tr1 to Tr6 of the first drive circuit 191 so that a positive torque acts on the sun gear shaft 125 by the permanent magnet 135 attached to the outer peripheral surface of the rotor and the rotating magnetic field generated by the current flowing in the three-phase coil 134. Therefore, the same switching control is performed. That is, if the torque command value Tm1 * has the same sign, the same switching control is performed whether the control of the motor MG1 is regenerative control or power running control. Therefore, FIG.
Both the regenerative control and the power running control can be performed by the control routine of the motor MG1. Also, the torque command value Tm
When 1 * is negative, the direction of change of the rotation angle θs of the sun gear shaft 125 read in step S144 only reverses. Therefore, the control at this time is also controlled by the motor MG1 of FIG.
The control routine can be performed.

Next, regarding the control processing of the motor MG2 (step S132 in FIG. 7), the motor MG illustrated in FIG.
A description will be given based on the control routine of No. 2. When this routine is executed, the control CPU 190 of the control device 180 first reads the rotation speed Ns of the sun gear shaft 125 (step S160), and based on the read rotation speed Ns, the following equation (10) is used to determine the rotation speed Ns of the sun gear shaft 125. The angular acceleration dωs, which is the rate of change of the rotation speed, is calculated (step S162).
Here, "previous Ns" means the sun gear shaft 12 that was input in step S160 when this routine was started last time.
The rotation speed Ns is 5, and Δt is the start interval time Δt of this routine. “2π” of the numerator on the right side of formula (10) is
The angular velocity ωs and the rotation speed Ns of the sun gear shaft 125 are ωs
= 2π × Ns [rad / sec]. Note that when this routine is started for the first time after the ignition switch is turned on, the value 0 is input to Ns last time by an initialization routine (not shown) executed before this routine is executed. 0 is used.

[0064]

[Equation 8]

Thus, the angular acceleration dω of the sun gear shaft 125 is
When s is obtained, the following equation (1
The torque command value Tm2 * of the motor MG2 is set according to 1) (step S164). Here, “Ime” in the second term on the right side of the equation (11) is the motor MG1 and the engine 150 seen from the inertial motor MG1 that is mechanically coupled to the motor MG1 via the planetary gear 120 and the engine 150. Is the moment of inertia of. Therefore, the moment M of inertia seen from the motor MG1 is equal to the motor M.
The product of the angular acceleration dωs of the rotor 132 of G1 is
The torque acting on the sun gear shaft 125 by the inertial system (hereinafter referred to as inertial torque) becomes the second right side of the equation (11).
The numerator of the term is the resultant force of the torque acting on the sun gear shaft 125. Therefore, the second term obtained by dividing this by the gear ratio ρ is
This torque acts on the ring gear shaft 126 via the planetary gear 120. Since the inertia torque acts in the opposite direction to the direction of change of motion according to the law of inertia, the operating point of the engine 150 is set to the rotation speed Ne.
Considering when the operating point is changed to a larger operating point, the inertia torque acts in the direction of suppressing the increase in the rotation speed Ne, and the torque Te acting on the ring gear shaft 126 is increased.
The calculation formula for r will have a negative sign. Of course,
When changing the operating point of the engine 150 to the operating point where the rotation speed Ne is small, the inertia torque acts in the direction of suppressing the decrease in the rotation speed Ne. Further, when the engine 150 is in a steady operation state, the sun gear shaft 12
Since the angular acceleration dωs of 5 has a value of 0, the inertia torque also has a value of 0. The cancel torque Tmc of the third term on the right side of the equation (11) is a torque set to cancel the torque shock that may occur in the ring gear shaft 126 when the fuel to the engine 150 is cut, as described above.

[0066]

[Equation 9]

Thus, the torque command value Tm of the motor MG2
When 2 * is set, the rotation angle θr of the ring gear shaft 126 detected by the resolver 149 is read (step S166), and the electrical angle θ2 of the motor MG2 is calculated based on the read rotation angle θr (step S168).
In the embodiment, the motor MG2, like the motor MG1,
Since a 4-pole pair synchronous motor is used, the electrical angle θ2 is
= 4θr. Then, the same processing as the processing of steps S148 to S156 in the control routine of motor MG1 is performed. That is, each phase current of the motor MG2 is detected by using the current detectors 197 and 198 (step S170), coordinate conversion (step S172) and voltage command values Vd2 and Vq2 are calculated (step S170).
174), and further inverse coordinate conversion of the voltage command value (step S1
76) to perform the second drive circuit 19 of the motor MG2.
The on / off control time of the second transistors Tr11 to Tr16 is obtained and PWM control is performed (step S17).
8).

Here, the motor MG2 also has a torque command value Tm.
Depending on the direction of 2 * and the direction of rotation of the ring gear shaft 126, power running control or regenerative control is performed.
Similar to step 1, both the power running control and the regenerative control can be performed by the control processing of the motor MG2 in FIG. In the embodiment, the sign of the torque command value Tm2 * for the motor MG2 is
The direction of the torque Tm2 in the state of the alignment chart of FIG. 5 was set to be positive.

Next, the control of the engine 150 (step S134 in FIG. 7) will be described. The engine 150
When the fuel cut flag FFC has the value 1, the control is such that the fuel injection from the fuel injection valve 151 is stopped and the spark ignition by the spark plug 162 is stopped while the opening of the throttle valve 166 remains unchanged.
Is 0, the target speed Ne * and the target torque Te
The control is to operate at the operation point represented by * and. Specifically, the EFIECU 170 increases or decreases the fuel injection amount from the fuel injection valve 151 and the opening degree of the throttle valve 166 so that the output torque of the engine 150 becomes the target torque Te * and the rotation speed becomes the target rotation speed Ne *. Adjust so that As described above, the engine 150
The rotation speed Ne of the engine 1 is controlled by the rotation speed Ns of the sun gear shaft 125 by the motor MG1.
In the control of 50, the target torque Te * from the engine 150
The throttle valve 166 is controlled so that is output and the air-fuel ratio control is performed with respect to the intake air amount.

By carrying out such control, in the power output apparatus 110 of the embodiment, the target rotational speed Ne * and the target torque T output from the engine 150 that is operated efficiently can be obtained.
The power represented by e * is the desired power, that is, the rotation speed Nr.
And the torque command value Tr * are converted into torque, and the ring gear shaft 126, and eventually the drive wheels 116, 11 are converted.
8 can be output.

During the process of converting the power output from the engine 150 into torque and outputting the torque to the ring gear shaft 126, the accelerator pedal 164 that was depressed is released, or the accelerator pedal 1 is released.
When the stepping amount of 64 becomes small, in the torque control routine of FIG.
Is smaller than the threshold value Pref. When such a determination is made, the control CPU 190 of the control device 180
First, it is determined whether or not the fuel cut flag FFC is 0 (step S120). Fuel cut flag FFC
Is 0, it is determined that the fuel cut is started, and the fuel cut flag FFC is set to 1 (step S
122), and the value 0 is set in the counter C (step S
124). On the other hand, when the fuel cut flag FFC has the value 1, the counter C is incremented (step S1).
26).

Then, the target rotational speed Ne of the engine 150
The cancel torque Tmc is set based on * and the counter C (step S128). The torque shock that may occur during fuel cut differs from the timing that occurs due to the number of revolutions of engine 150 immediately before fuel cut. This is because the time until the torque shock occurs is proportional to the intake air amount of the engine 150,
This is because its magnitude is proportional to the output change. That is, when the rotation speed Ne of the engine 150 is large, a large torque shock occurs at an early timing, and when the rotation speed Ne is small, a small torque shock occurs at a late timing. Therefore, in the embodiment, the relationship between the rotational speed Ne of the engine 150, the elapsed time from the start of the fuel cut, and the magnitude of the torque is obtained, and the map is stored in the ROM.
190b, the engine speed Ne is estimated from the target engine speed Ne * of the engine 150, the elapsed time from the fuel cut time is obtained from the counter C, and these are stored in the ROM 1
The magnitude of the torque shock is obtained using the map stored in 90b and is set as the cancel torque Tmc.

When the cancel torque Tmc is set in this way, the above-described control of the motor MG1, the motor MG2 and the engine 150 is performed (steps S130 to S).
134).

Engine 15 when fuel cut is performed
FIG. 14 shows an example of how the torque Te of 0, the torque Tm of the motor MG1, the torque Tm2 of the motor MG2, and the torque Tr output to the ring gear shaft 126 change.
As shown, the accelerator pedal 16 that has been depressed
When 4 is released, the fuel cut flag FFC is set to the value 1 and the counter C is set to the value 0 to cut the fuel to the engine 150. At this time, engine 1
The torque Te of 50 sharply decreases with a slight delay and becomes a negative value. At this time, the engine 150 is in a state of being rotated. The change in the torque Te of the engine 150 appears as a change in the rotation speed Ns of the sun gear shaft 125 via the planetary gear 120. Therefore, the torque Tm1 of the motor MG1 controlled to rotate the sun gear shaft 125 at the target rotation speed Ns * is It changes gradually. Such a motor MG1
Of the torque Tm1 of the motor MG2
The torque Tm of the motor MG2 becomes
2 also changes gradually. The torque command value Tr * becomes a small value as the accelerator pedal 164 is released, and the torque command value Tm2 * of the motor MG2 is calculated from the torque command value Tr *.
The torque Tm2 of 2 suddenly changes immediately after the accelerator pedal 164 is released. As described above, the change of the motor MG1 or the motor MG2 is slow because the change of the torque Te of the engine 150 is changed by the change of the rotation speed Ns of the sun gear shaft 125. Therefore, the torque command value T of the motor MG2 is changed.
Unless the cancel torque Tmc is taken into consideration in the setting of m2 *, a torque shock will be generated in the ring gear shaft 126 as shown by the broken line in the figure. However, in the example,
Since a mountain-shaped torque as shown in FIG. 13 is taken into consideration as the cancel torque Tmc at this timing in setting the torque command value Tm2 * of the motor MG2, the torque change becomes a solid line in the figure, and the ring gear shaft 126 and thus the drive wheels 116,
The torque shock that may occur at 118 can be canceled.

The power output device 110 of the embodiment described above
According to the above, when the energy Pe output from the engine 150 is small and the engine 150 cannot be operated efficiently, the fuel to the engine 150 is cut, so that the engine 150 is not operated at an inefficient operation point, and the entire device The efficiency of can be improved. Moreover, at the time of such a fuel cut, a mountain-shaped torque (cancel torque T that is determined based on the rotation speed Ne at a timing determined based on the rotation speed Ne of the engine 150).
mc) from the motor MG2 to output the ring gear shaft 126
As a result, torque shock that may occur in the drive wheels 116 and 118 can be canceled. Therefore, the riding comfort of the vehicle can be improved.

In the embodiment, since the cancel torque Tmc is set by the map stored in advance in the ROM 190b, there may be a slight timing deviation or a slight magnitude deviation from the actual torque shock. Even in this case, the torque shock can be reduced and the riding comfort of the vehicle can be improved.

Next, a power output device 110B according to a second embodiment of the present invention will be described. The power output apparatus 110B of the second embodiment has the same hardware configuration as the power output apparatus 110 of the first embodiment. Therefore, of the constituents of the power output apparatus 110B of the second embodiment, the same constituents as those of the power output apparatus 110 of the first embodiment are designated by the same reference numerals, and the description thereof will be omitted. In addition, unless otherwise specified, the reference numerals used in the description of the first embodiment have the same meanings.

The torque control executed by the controller 180 of the power output apparatus 110B of the second embodiment is executed by executing the torque control routine illustrated in FIG.
When this routine is executed, the control C of the controller 180
The PU 190 firstly performs steps S100 to S1 of the torque control routine of FIG. 7 described in the first embodiment.
The same process as the process of 08 is performed. That is, the rotational speed Nr of the ring gear shaft 126 is input and the accelerator pedal position AP is input (steps S200 and S20).
2) The torque command value Tr * of the ring gear shaft 126 is derived (step S204), the energy Pr to be output to the ring gear shaft 126 is calculated (step S206), and the calculated energy Pr is compared with the threshold value Pref. Yes (step S208).

When the energy Pr is equal to or larger than the threshold value Pref, the fuel cut flag FFC is set to the value 0 (step S210), the counter C is set to the value 0 (step S212), and the same method as in the first embodiment is used. Target speed Ne * and target torque Te * of the engine 150
And (step S214), the sun gear shaft 125
The target rotation speed of is calculated using equation (2) (step S
216).

On the other hand, when the energy Pr is less than the threshold value Pref, it is determined whether or not the fuel cut flag FFC is 0 (step S220), and the fuel cut flag FF is determined.
When it is determined that C is 0, the fuel cut flag FF
A value 1 is set to C (step S222), a value 0 is set to the counter C (step S224), and thresholds C1 and C2 are set based on the target rotation speed Ne * of the engine 150.
Is derived (step S225). This threshold value C1, C2
Will be described later. When it is determined in step S220 that the fuel cut flag FFC has the value 1, the counter C is incremented (step S226).

Then, by using each set value, the motor MG
1. Each control of motor MG2 and engine 150 is performed (step S230). Among these controls, the control of the motor MG2 is performed by the same routine as the control routine of the motor MG2 of FIG. 12 when the cancel torque Tmc is set to 0, and the control of the engine 150 is described in the first embodiment. It is the same as the control performed. Therefore, the description of the control of the motor MG2 and the control of the engine 150 is omitted here.

The control of motor MG1 is performed by the control routine of motor MG1 illustrated in FIG. When this routine is executed, the control CPU 19 of the control device 180
For 0, first, it is determined whether or not the counter C is between the two threshold values C1 and C2 (step S240). When the counter C is not between the two threshold values C1 and C2, step S140 of the control routine of the motor MG1 of FIG.
Through the steps S241 through S256 which are the same as the steps S through S156, and when the counter C is between the two threshold values C1 and C2, the torque command value Tm1 * of the motor MG1 is set to the value 0 and the step S244 is performed. Through S256. Here, two thresholds C1
And C2 correspond to step S2 of the torque control routine of FIG.
The timing is set at 25, and the timing at which the torque Tm1 of the motor MG1 is set to a value of 0 after the start of the fuel cut to the engine 150 and the timing at which the control is returned to the original control are set. In this way, the torque Tm1 of the motor MG1 is set to a value of 0 after the fuel is cut because the sun gear shaft 125 is made free by making the motor MG1 free, and the torque fluctuation at the time of fuel cut of the engine 150 is made to the sun gear shaft 125. This is for releasing and outputting to the ring gear shaft 126.

The timing for freeing the motor MG1 and the timing for returning to the original control are set in the engine 15
Since the torque fluctuation of 0 is related to the intake air amount, in the embodiment, it is determined in association with the engine speed Ne of the engine 150. That is, if the timing for freeing the motor MG1 is too early, the engine 150 will blow up and the rotation speed of the sun gear shaft 125 will increase, making the state change large and making control difficult, and conversely, if it is too late, torque fluctuations will occur. Is output to the ring gear shaft 126, the engine 150 does not blow up so much, and the motor MG1 is returned to the original control timing.
As a timing at which the rotation speed Ns of the sun gear shaft 125, which has increased with a slight rise of 50, returns to the target rotation speed Ns *, the relationship with the rotation speed Ne of the engine 150 is checked and stored as a map in the ROM 190b. Using the target rotation speed Ne * and this map, the value of the counter C corresponding to the timing at which the motor MG1 is freed is derived as the threshold value C1, and the counter C corresponding to the timing of returning the motor MG1 to the original control. The value is the threshold C2
It is derived as.

The torque T of the engine 150 when the fuel is cut in the power output apparatus 110 of the second embodiment.
FIG. 17 shows an example of how e, the torque Tm of the motor MG1, the torque Tm2 of the motor MG2, and the torque Tr output to the ring gear shaft 126 are changed. As shown in the figure, the torque Tm1 of the motor MG1 is equal to the target rotation speed Ne after the accelerator pedal 164 that has been depressed is released.
Value 0 at the timing corresponding to the threshold value C1 derived from *
Then, the value is returned to the value obtained by the control for rotating the original sun gear shaft 125 at the target rotation speed Ns * at the timing corresponding to the threshold value C2. During this time, the engine 150
The torque Te changes suddenly, but the fluctuation is
Since it is released to 25, it is not output to the ring gear shaft 126. The torque Tm2 of the motor MG2 changes with the torque change of the motor MG1 and the torque command value Tr * based on the depression amount of the accelerator pedal 164.

As described above, according to the power output apparatus 110B of the second embodiment, when the fuel cut to the engine 150 is performed, the engine speed Ne is determined based on the engine speed Ne based on the engine speed Ne of the engine 150. The motor MG1 is set free during the time determined by the sun gear shaft 12
By making No. 5 free, it is possible to release the torque fluctuation at the time of fuel cut of the engine 150 to the sun gear shaft 125 and prevent it from being output to the ring gear shaft 126. As a result, the riding comfort of the vehicle can be improved. Naturally, the energy P output from the engine 150
When e is small and the engine 150 cannot be efficiently operated, the fuel to the engine 150 is cut, so that the engine 150 is not operated at an inefficient operation point, and the efficiency of the entire device can be improved.

Next, a power output device 110C according to a third embodiment of the present invention will be described. The power output apparatus 110C of the third embodiment also has the same hardware configuration as the power output apparatus 110 of the first embodiment. Therefore, the description of the power output device 110C of the third embodiment is also omitted. In addition, unless otherwise specified, the reference numerals used in the description of the first embodiment have the same meanings.

The torque control executed by the controller 180 of the power output apparatus 110C of the third embodiment is executed by executing the torque control routine illustrated in FIG.
When this routine is executed, the control C of the controller 180
The PU 190 firstly performs steps S100 to S1 of the torque control routine of FIG. 7 described in the first embodiment.
The same processing of steps S300 to S308 as the processing of 08 is performed.

At step S308, the energy Pr is equal to the threshold P.
When it is more than ref, the fuel cut flag FFC has a value of 0.
(Step S310), the target rotation speed Ne * of the engine 150 and the target torque Te * are set by the same method as in the first embodiment (step S314), and the target rotation speed of the sun gear shaft 125 is calculated by the formula ( 2) is used for calculation (step S316).

On the other hand, when the energy Pr is less than the threshold value Pref, it is determined that the fuel cut is to be performed, and the control device 18
The control CPU 190 of 0 first subtracts the decrease torque ΔTe from the target torque Te * to obtain a new target torque Te.
Set to * (step S320). Here, the decreasing torque ΔTe is used to gradually reduce the target torque Te *, and is determined by the frequency of repeatedly executing the torque control routine. continue,
The newly set target torque Te * is compared with the threshold value Tref (step S322), and when it is smaller than the threshold value Tref, the fuel cut flag FFC is set to the value 1 (step S). Here, the threshold value Tref is set as a value 0 or a value slightly larger than the value 0.

Then, by using each set value, the motor MG
1. Each control of motor MG2 and engine 150 is performed (step S230). Here, the control of the motor MG1 is performed by the same routine as the control routine of the motor MG1 of FIG. 12 described in the first embodiment.
The control of No. 2 is performed by the same routine as the control routine of the motor MG2 of FIG. 12 when the cancel torque Tmc is set to 0. The control of the engine 150 is also the same control as the control described in the first embodiment. Therefore, the motor MG1, the motor MG2 and the engine 15
A description of each control of 0 will be omitted.

The torque T of the engine 150 when the fuel is cut in the power output apparatus 110 of the third embodiment.
FIG. 19 shows an example of how e, the torque Tm of the motor MG1, the torque Tm2 of the motor MG2, and the torque Tr output to the ring gear shaft 126 are changed. As shown in the figure, the torque Te of the engine 150 gradually decreases,
Along with this, the motor M having the torque Tm1 of the motor MG1
The torque Tm2 of G2 also gradually changes. Then, the fuel cut is performed when the torque Te of the engine 150 becomes less than the threshold value Tref. At this time, since the torque Te is a small value, the ring gear shaft 1
No torque shock occurs at 26.

As described above, according to the power output apparatus 110C of the third embodiment, when the fuel to the engine 150 is cut off, the torque Te of the engine 150 is gradually reduced so that the torque Te becomes a small value. By cutting the fuel at the time of starting, the torque fluctuation in the fuel cut can be made small, and the ring gear shaft 126 and the drive wheels 11 can be extended.
It is possible to prevent a torque shock from occurring in 6,118. As a result, the riding comfort of the vehicle can be improved. Of course, when the energy Pe output from the engine 150 is small and the engine 150 cannot be operated efficiently, the fuel to the engine 150 is cut, so that the engine 150 is not operated at an inefficient operation point, and the efficiency of the entire device is reduced. Can be improved.

In each of the above embodiments, the ring gear shaft 12
The power output to the motor 6 is transmitted to the motor MG1 and the motor MG2 via the power take-out gear 128 coupled to the ring gear 122.
However, the ring gear shaft 126 may be extended and taken out from the case 119 as shown in the power output device 110D of the modified example of FIG. Also,
As shown in the power output device 110E of the modified example of FIG. 21,
From the engine 150 side, planetary gear 120, motor M
The G2 and the motor MG1 may be arranged in this order. In this case, the sun gear shaft 125E does not have to be hollow, and the ring gear shaft 126E needs to be a hollow shaft. With this, the power output to the ring gear shaft 126E can be extracted from between the engine 150 and the motor MG2.

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

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

For example, in each of the above-mentioned embodiments, a gasoline engine is used as the engine 150, but in addition,
Various internal combustion or external combustion engines such as a diesel engine, a turbine engine, and a jet engine can also be used.

In each of the embodiments, the planetary gear 120 is used as the triaxial power input / output means, but one of them is gear-coupled with the sun gear and the other is with the ring gear and gear-coupled to each other, and revolves around the outer periphery of the sun gear. Two one
A double pinion planetary gear including a plurality of sets of planetary pinion gears may be used. In addition, if the power input / output to or from any two of the three axes is determined as the three-axis power input / output means, the power input / output to / from the remaining one axis is determined based on the determined power. Any device or gear unit, such as a differential gear, may be used as long as it is a device.

Further, in each of the embodiments, the motor MG1 and the motor MG2 have PM type (permanent magnet type;
et type) Synchronous motor was used, but other than VR type (Variable Reluctance type) synchronous motor, vernier motor, DC motor Alternatively, an induction motor, a superconducting motor, a step motor, or the like can be used.

Alternatively, in each embodiment, the first and second
Transistor inverters were used as the drive circuits 191 and 192 of the above. In addition, IGBTs (Insulated Gate Bipolar mod
e Transistor), thyristor inverter, voltage PWM (Pulse Width Modulati)
on) inverter, square wave inverter (voltage source inverter, current source inverter), resonant inverter, etc. can also be used.

As the battery 194, 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 194.

In the above embodiments, the case where the power output device is mounted on a vehicle has been described, but the present invention is not limited to this, and means of transportation such as a ship and an aircraft,
It can also be mounted on various other industrial machines.

[Brief description of drawings]

FIG. 1 is a power output device 110 as an embodiment of the present invention.
It is a block diagram which shows the schematic structure of.

FIG. 2 is a partially enlarged view of the power output device 110 of the embodiment.

FIG. 3 is a configuration diagram illustrating a schematic configuration of a vehicle incorporating the power output device 110 of the embodiment.

FIG. 4 is a graph for explaining the operating principle of the power output device 110 of the embodiment.

FIG. 5 is a collinear chart showing the relationship between the rotational speed and torque of the three axes coupled to the planetary gear 120 in the example.

FIG. 6 is a collinear chart showing the relationship between the rotational speed and the torque of the three axes coupled to the planetary gear 120 in the example.

FIG. 7 is a flowchart illustrating a torque control routine executed by the control device 180 of the embodiment.

FIG. 8 is an explanatory diagram illustrating the relationship between the rotation speed Nr of the ring gear shaft 126, the accelerator pedal position AP, and the torque command value Tr *.

FIG. 9 is a graph showing an example of the relationship between operating points of engine 150 and efficiency.

FIG. 10: Engine 150 along a constant energy curve
3 is a graph illustrating a relationship between the efficiency of the driving point and the rotation speed Ne of the engine 150.

FIG. 11 is a flowchart illustrating a control routine of the motor MG1 executed by the control device 180 of the embodiment.

FIG. 12 is a flowchart illustrating a control routine of a motor MG2 executed by a control device 180 of the embodiment.

FIG. 13 is an explanatory diagram illustrating a relationship among a rotation speed Ne of the engine 150, a counter C, and a cancel torque Tmc.

FIG. 14 is an engine 150 when a fuel cut is performed.
Torque Te, motor MG1 torque Tm1, motor M
It is explanatory drawing explaining the mode of the change of the torque Tm2 of G2 and the torque Tr output to the ring gear shaft 126.

FIG. 15 is a flowchart illustrating a torque control routine executed by the control device 180 of the second embodiment.

FIG. 16 is a flowchart illustrating a control routine of the motor MG1 executed by the control device 180 of the second embodiment.

FIG. 17 shows how the torque Te of the engine 150, the torque Tm of the motor MG1, the torque Tm2 of the motor MG2, and the torque Tr output to the ring gear shaft 126 change when the fuel cut is performed in the second embodiment. FIG.

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

FIG. 19 illustrates how the torque Te of the engine 150, the torque Tm of the motor MG1, the torque Tm2 of the motor MG2, and the torque Tr output to the ring gear shaft 126 change when the fuel cut is performed in the third embodiment. FIG.

FIG. 20 is a configuration diagram illustrating a schematic configuration of a power output device 110D of a modified example.

FIG. 21 is a configuration diagram illustrating a schematic configuration of a power output device 110E of a modified example.

FIG. 22 is a configuration diagram illustrating a schematic configuration of a power output device 110F of a modified example.

[Explanation of symbols]

110 ... Power output device 110B to 110F ... Power output device 111 ... Power transmission gear 112 ... Drive shaft 114 ... Differential gear 116, 118 ... Drive wheels 117, 119 ... Drive wheels 119 ... Case 120 ... Planetary gear 121 ... Sun gear 122 ... Ring gear 123 ... Planetary pinion gear 124 ... Planetary carrier 125 ... Sun gear shaft 126 ... Ring gear shaft 128 ... Power take-out gear 129 ... Chain belt 132 ... rotor 133 ... Stator 134 ... Three-phase coil 135 ... Permanent magnet 139 ... Resolver 142 ... rotor 143 ... Stator 144 ... coil 144 ... Three-phase coil 145 ... Permanent magnet 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 166 ... Throttle valve 167 ... Throttle valve position sensor 168 ... Actuator 170 ... EFIECU 172 ... Intake pipe negative pressure sensor 174 ... Water temperature sensor 176 ... Revolution sensor 178 ... Rotation angle sensor 179 ... Starter switch 180 ... Control device 182 ... shift lever 184 ... Shift position sensor 190 ... Control CPU 190a ... RAM 190b ... ROM 191 ... First drive circuit 192 ... Second drive circuit 194 ... Battery 195, 196 ... Current detector 197, 198 ... Current detector 199 ... Remaining capacity detector L1, L2 ... Power line MG1 ... Motor MG2 ... Motor Tr1 to Tr6 ... Transistor Tr11 to Tr16 ... Transistor

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI B60K 6/04 710 B60K 6/04 710 F02D 29/02 F02D 29/02 D (58) Fields investigated (Int.Cl. ⁷ , DB name) B60L 11/02-11/14 B60K 6/02-6/06 F02D 29/00-29/06

Claims (12)

(57) [Claims] 1. A prime mover having an output shaft, a first electric motor having a rotary shaft for inputting and outputting power to and from the rotary shaft, a second electric motor inputting and outputting power to and from the drive shaft, and the drive shaft. And three output shafts and three rotation shafts respectively coupled to the rotary shaft, and when power is input to or output from any two of the three shafts, the power determined based on the input and output power is generated. Three-axis power input / output means for inputting / outputting to the remaining one axis, target power setting means for setting a target power output to the drive shaft, and the set target power is output to the drive shaft. A power output device that includes drive control means for driving and controlling the prime mover, the first electric motor, and the second electric motor, and outputs power to the drive shaft, wherein the drive control means outputs the power to the target power. Target rotation speed for setting the target rotation speed of the output shaft based on Setting means, electric motor control means for driving and controlling the first electric motor and the second electric motor so that the output shaft rotates at the set target rotational speed, and an elapsed time from the start of fuel cut to the prime mover. A storage unit that stores a map in which the elapsed time, the rotation speed of the output shaft, and the cancel torque are associated with each other; and an output that estimates the rotation speed of the output shaft from the target rotation speed of the output shaft. Shaft rotation speed estimation means, cancellation torque acquisition means for obtaining the cancellation torque from the map using the elapsed time measured by the counter, and the estimated output shaft rotation speed, and stopping fuel to the prime mover When the instruction is given, the setting is made based on the rotation speed of the output shaft regardless of the drive control of the second electric motor by the electric motor control means. At a fixed timing, the second power is output so that the sum of the power calculated as the power to be output from the second electric motor by the electric motor control unit and the power based on the acquired cancel torque is output. And a fuel stop control means for driving and controlling the electric motor. 2. A prime mover having an output shaft, a first electric motor having a rotary shaft for inputting and outputting power to and from the rotary shaft, a second electric motor inputting and outputting power to and from the drive shaft, and the drive shaft. And three output shafts and three rotation shafts respectively coupled to the rotary shaft, and when power is input to or output from any two of the three shafts, the power determined based on the input and output power is generated. Three-axis power input / output means for inputting / outputting to the remaining one axis, target power setting means for setting a target power output to the drive shaft, and the set target power is output to the drive shaft. A power output device that includes drive control means for driving and controlling the prime mover, the first electric motor, and the second electric motor, and outputs power to the drive shaft, wherein the drive control means outputs the power to the target power. Target rotation speed for setting the target rotation speed of the output shaft based on Setting means, electric motor control means for driving and controlling the first electric motor and the second electric motor so that the output shaft rotates at the set target speed, and an elapsed time from the start of fuel cut to the prime mover. A counter that counts, and an output timing determination unit that advances the output timing of the cancel torque when the rotation speed of the output shaft is large, and delays the output timing of the cancel torque when the rotation speed of the output shaft is small, Cancel torque calculating means for calculating the cancel torque from the elapsed time counted by the counter and the number of revolutions of the output shaft; and when a stop instruction of fuel to the prime mover is issued, the cancel control is performed by the electric motor control means. Despite the drive control of the second electric motor, the electric motor control means is operated at the determined output timing. A power which is calculated as a more power to be output from said second motor, cancel torque the calculated
A fuel stop control means for driving and controlling the second electric motor so as to output a power that is the sum of the power based on the above. 3. A fuel to be supplied to the prime mover when a fuel stop instruction is given to the prime mover instead of the fuel stop control means, regardless of the drive control of the first electric motor by the electric motor control means. 2. The power output apparatus according to claim 1, further comprising means for driving and controlling the first electric motor so that a torque having an approximate value of 0 is output from the rotary shaft at a predetermined timing after the cut. 4. When a fuel stop instruction is issued to the prime mover instead of the fuel stop control means, the fuel to the prime mover is irrespective of the drive control of the first electric motor by the electric motor control means. 2. The power output apparatus according to claim 1, further comprising means for driving and controlling the first electric motor so that a torque having a value of 0 is output from the rotary shaft at a predetermined timing after the cut of the. 5. The power output apparatus according to claim 3, wherein the drive control means includes timing setting means for setting the predetermined timing based on the rotation speed of the output shaft. 6. The motive power according to claim 1, further comprising, instead of the fuel stop control means, a prime mover control means for cutting fuel to the prime mover after a torque output from the output shaft becomes substantially zero. Output device. 7. The power output according to claim 1, further comprising, in place of the fuel stop control means, a prime mover control means for cutting fuel to the prime mover after the torque output from the output shaft becomes zero. apparatus. 8. A prime mover having an output shaft, a first electric motor having a rotary shaft for inputting and outputting power to and from the rotary shaft, a second electric motor inputting and outputting power to and from the drive shaft, and the drive shaft. And three output shafts and three rotation shafts respectively coupled to the rotary shaft, and when power is input to or output from any two of the three shafts, the power determined based on the input and output power is generated. A method for controlling a power output device, comprising: a three-axis power input / output unit for inputting / outputting to / from the remaining one axis; (a) setting a target power output to the drive shaft; and (b) setting the target power. Setting a target rotation speed of the output shaft based on the target power, and (c) controlling the driving of the first electric motor and the second electric motor so that the output shaft rotates at the set target rotation speed, (D) When a fuel stop instruction is given to the prime mover, (d-1) the prime mover The elapsed time from the start of the fuel cut to (d-2) estimating the rotation speed of the output shaft from the target rotation speed of the output shaft, (d-3) the elapsed time measured, and the estimation The output torque of the output shaft is used to acquire the cancel torque from a map in which the elapsed time, the rotation speed of the output shaft, and the cancel torque are associated with each other, and (d-4) the second torque according to step (c). Irrespective of the drive control of the electric motor of the
A method of controlling a power output device, which drives and controls the second electric motor so that the sum of the power based on the power and the power calculated as the power to be output from the second electric motor in step (c) is output. 9. In place of step (d), when a fuel stop instruction is given to the prime mover, step (c)
Regardless of the drive control of the first electric motor by the above, after the fuel to the prime mover is cut, the first electric motor is drive-controlled so that a torque having an approximate value 0 is output from the rotary shaft at a predetermined timing. The method for controlling a power output device according to claim 8, further comprising steps. 10. A step (c) instead of the step (d), when a fuel stop instruction is given to the prime mover.
Irrespective of the drive control of the first electric motor by the method, after the fuel to the prime mover is cut, the value 0 is set at a predetermined timing.
9. The method for controlling a power output apparatus according to claim 8, further comprising the step of driving and controlling the first electric motor so that the torque of 1 is output from the rotating shaft. 11. The power output apparatus according to claim 8, further comprising a step of cutting fuel to the prime mover after the torque output from the output shaft becomes substantially zero, instead of the step (d). Control method. 12. The control of the power output apparatus according to claim 8, further comprising the step of cutting fuel to the prime mover after the torque output from the output shaft becomes 0, instead of the step (d). Method.