JP4033109B2 - Power output device and automobile equipped with the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power output device and an automobile equipped with the device, wherein the kinetic energy is collected as a larger amount of electric power even when applying a braking force to a drive shaft with a motor disconnected from the drive shaft, and an internal-combustion engine is started without generating a torque shock with the motor disconnected from the drive shaft. <P>SOLUTION: The power output device and the automobile equipped with the device include a clutch CL to disconnect the motor MG2 from a ring gear shaft 32a as the drive shaft, and a starter motor 23 having a lock mechanism 23a to lock the rotation of the crankshaft 26 of the engine 22 in the stopped condition. When the brake is applied with the clutch CL disengaged, the engine 22 is stopped in operation, and the crankshaft 26 is locked by the lock mechanism 23a, and the motor MG1 is put in regenerative control. When starting the engine 22 with the clutch CL disengaged, cranking is made with the starter motor 23. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  The present invention relates to a power output apparatus and an automobile equipped with the same.

Conventionally, as this type of power output device, an engine output shaft is connected to a drive shaft connected to an axle via a planetary gear mechanism, a generator is connected to a rotating element of the planetary gear mechanism, and a speed change is made to the drive shaft. The thing mounted in the motor vehicle which connected the electric motor via the machine is proposed (for example, refer patent document 1). In this apparatus, the power from the electric motor is changed to the power corresponding to the vehicle speed and is output to the drive shaft by changing the gear position of the transmission according to the vehicle speed.
JP 2002-225578 A (FIG. 1)

  In a device that can output power from the engine to the drive shaft, such as the power output device described above, depending on the power required for the drive shaft, the power output from the engine can be kept in a state where the drive of the generator or motor is suppressed as much as possible. There are cases where energy efficiency is better when the driving state is output to the drive shaft. In this case, in the above-described apparatus, since it is necessary to take a reaction force by the generator to output the power from the engine to the drive shaft, the generator cannot be stopped, but the motor can be stopped. it can. At this time, since the transmission and the electric motor are rotated, the energy efficiency is lowered accordingly. Although it is conceivable to provide a clutch that disconnects the electric motor from the drive shaft, when applying braking force to the drive shaft in a state where the electric motor is disconnected from the drive shaft, Because it is disconnected from the drive shaft, it cannot be regeneratively controlled, and when it is recovered by a generator, it recovers sufficient energy because the generated torque can only be expected within the range of work due to engine sliding friction and compression work. I can't.

  The power output device of the present invention and a vehicle equipped with the power output device are intended to improve the energy efficiency of the device and the vehicle equipped with the device by separating the electric motor from the drive shaft. In addition, the power output device of the present invention and a vehicle equipped with the same are one of the purposes to collect kinetic energy as more electric power even when a braking force is applied to the drive shaft in a state where the electric motor is separated from the drive shaft. To do. Furthermore, a power output device of the present invention and a vehicle equipped with the power output device have an object of starting an internal combustion engine without causing a torque shock in a state where the electric motor is disconnected from the drive shaft.

  In order to achieve at least a part of the above-described object, the power output apparatus of the present invention and the automobile equipped with the same have adopted the following means.

The power output apparatus of the present invention is
A power output device capable of outputting power to a drive shaft,
An internal combustion engine;
An electric power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, for performing input / output of power to the output shaft and input / output of power to the drive shaft together with input / output of electric power;
An electric motor capable of inputting and outputting power to the drive shaft;
A connection release means for connecting and releasing the connection between the rotating shaft of the electric motor and the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Fixing means that can be fixed without rotating the output shaft of the internal combustion engine;
When a predetermined drive instruction is given, the connection release means is controlled so that the connection between the rotating shaft of the motor and the drive shaft is released, and the required power required for the drive shaft is supplied to the drive shaft. Control means for controlling the internal combustion engine, the power drive input / output means and the fixing means to be output to
It is a summary to provide.

  In the power output apparatus of the present invention, when a predetermined drive instruction is given, the connection between the rotating shaft of the motor capable of inputting / outputting power to / from the drive shaft and the drive shaft is released and the required power required for the drive shaft is provided. Since the output is controlled to be output to the drive shaft, energy efficiency can be improved as compared with the case where the motor is rotated without releasing the connection between the rotation shaft and the drive shaft of the motor.

  In such a power output apparatus of the present invention, the predetermined driving instruction includes a predetermined braking instruction, and the control means controls the internal combustion engine to stop the operation of the internal combustion engine when the predetermined braking instruction is given. In addition, the fixing means may be controlled so that the output shaft of the internal combustion engine does not rotate, and the electric power drive input / output means may be controlled so that a braking force acts on the drive shaft. . In this way, a sufficient reaction force can be obtained when the kinetic energy is collected as electric power by the electric power drive input / output means, so that the kinetic energy can be collected as more electric power. As a result, the energy efficiency of the entire apparatus can be improved.

  The power output apparatus of the present invention further includes cranking means capable of cranking the internal combustion engine, and the control means releases the connection between the rotating shaft of the motor and the drive shaft by the connection releasing means. The internal combustion engine may be controlled to start the internal combustion engine by controlling the cranking means so that the internal combustion engine is cranked when the internal combustion engine is instructed to start. In this way, the internal combustion engine can be cranked and started without outputting torque as a reaction force to the drive shaft. In this case, the cranking means can also serve as a fixing means that can be fixed without rotating the output shaft of the internal combustion engine. In this way, it is not necessary to provide the fixing means and the cranking means separately, and the apparatus can be reduced in size.

  In the power output apparatus of the present invention, the power output device further includes speed change means capable of changing the power of the rotating shaft of the electric motor and outputting it to the drive shaft, and the connection release means connects and connects the speed change means and the drive shaft. It can also be a means for canceling. In this way, the power from the electric motor can be output to the drive shaft as power corresponding to the drive state of the drive shaft, and the transmission can be avoided from being rotated when the motor is disconnected. . As a result, the energy efficiency of the entire apparatus can be improved.

  In the power output apparatus of the present invention, the power / power input / output means is connected to three axes of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and is input / output to any two of the three shafts. Further, it may be a means provided with a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the generated power and a generator for inputting / outputting power to / from the third shaft. The power drive input / output means includes a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft, the first rotor and the It may be a counter-rotor motor that outputs at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action with the second rotor.

  The automobile of the present invention is a power output apparatus of the present invention according to any one of the above-described aspects, that is, basically a power output apparatus capable of outputting power to a drive shaft. Power power input / output means connected to the output shaft and the drive shaft to input / output power to / from the output shaft and input / output power to the drive shaft together with power input / output, and power to the drive shaft An electric motor capable of inputting / outputting, a connection release means for connecting and releasing the connection between the rotating shaft of the motor and the drive shaft, an electric power input / output means, and an electric storage means capable of exchanging electric power with the electric motor. The fixing means that can fix the output shaft of the internal combustion engine without rotating, and the connection so that the connection between the rotating shaft of the electric motor and the driving shaft is released when a predetermined driving instruction is given. Controlling the release means and the drive shaft A power output device comprising: a control means for controlling the internal combustion engine, the power power input / output means and the fixing means so that the required required power is output to the drive shaft; The gist is that it is connected to.

  In the automobile according to the present invention, the power output device of the present invention according to any one of the above-described aspects is mounted. Therefore, the effect of the power output device of the present invention, for example, the connection between the rotating shaft and the drive shaft of the electric motor is released. An internal combustion engine that does not output torque as a reaction force to the drive shaft, an effect that can improve the energy efficiency compared to the one that rotates the motor without moving, an effect that the kinetic energy can be recovered as more electric power It is possible to achieve the same effects as the effect that the engine can be cranked and started.

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

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

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine 22 is provided with a starter motor 23 connected to the crankshaft 26 through a meshing gear. The starter motor 23 is provided with a lock mechanism 23a for fixing the rotor in a stopped state, and can hold the engine 22 in a stopped state. The starter motor 23 is also subjected to drive control by the engine ECU 24. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

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

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

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

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

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22 while the motor MG2 is connected by the clutch CL. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that all of the output power is torque-converted by the power distribution and integration mechanism 30, the motor MG1 and the motor MG2, and output to the ring gear shaft 32a, the required power and the battery The engine 22 is operated and controlled so that power corresponding to the sum of the electric power required for charging and discharging 50 is output from the engine 22, and all or one of the power output from the engine 22 with charging and discharging of the battery 50 is controlled. The power distribution and integration mechanism 30, the motor MG1, and the motor MG The charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the required power is output to the ring gear shaft 32a with torque conversion due to the above, and the power corresponding to the required power from the motor MG2 by stopping the operation of the engine 22 There is a first motor operation mode in which operation control is performed to output to the ring gear shaft 32a. Further, in a state in which the connection of the motor MG2 is released by the clutch CL, the engine operation mode in which the power from the engine 22 is output to the ring gear shaft 32a while receiving the reaction force by the motor MG1 with charging / discharging of the battery 50, or the starter motor 23 There is a second motor operation mode in which the lock mechanism 23a locks the engine 22 in a stopped state and travels or brakes by the motor MG1 using a reaction force obtained by the lock.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the driver steps on the brake pedal 85 with the clutch CL turned off and the motor MG2 disconnected will be described. An example of the braking control routine executed by the hybrid electronic control unit 70 at this time is shown in FIG.

  When the braking control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first executes a process of stopping the operation of the engine 22 and locking the engine 22 so that it cannot be rotated by the lock mechanism 23a of the starter motor 23 ( Step S100). Specifically, this processing is performed by transmitting a control signal for stopping the operation of the engine 22 and a control signal for locking by the starter motor 23 from the hybrid electronic control unit 70 to the engine ECU 24, and the engine ECU 24 performs fuel injection control and ignition. The operation of the engine 22 is stopped by stopping the control, and the engine ECU 24 locks the engine 22 so that it cannot rotate by operating the lock mechanism 23a of the starter motor 23 using an actuator (not shown).

  Then, the brake pedal position BP from the brake pedal position sensor 86, the vehicle speed V from the vehicle speed sensor 88, and the like are input (step S110), and the drive shaft requested by the driver based on the input brake pedal position BP and the vehicle speed V The braking torque Tr * to be output to the ring gear shaft 32a is set (step S120). In the embodiment, the braking torque Tr * is set in advance in the relationship between the brake pedal position BP, the vehicle speed V, and the braking torque Tr * and stored in the ROM 74 as a braking torque setting map. And the corresponding braking torque Tr * is derived from the map and set. An example of the braking torque setting map is shown in FIG.

  When the braking torque Tr * is thus set, a torque command Tm1 * for the motor MG1 is set based on the set braking torque Tr * and the vehicle speed V (step S130). In the embodiment, as a mechanism for applying a braking force to the vehicle, a hydraulic brake (not shown) installed in the wheel of the wheel is provided in addition to the motor MG1 and the motor MG2. Therefore, in addition to outputting the braking torque from the motor MG1, the braking force can also be output by a hydraulic brake. In the embodiment, when the braking torque Tr * is equal to or less than the rated maximum torque (as braking torque) of the motor MG1, the braking torque Tr * is output from the motor MG1, and when the braking torque Tr * exceeds the rated maximum torque of the motor MG1, Basically, the rated maximum torque is output from the MG1 and the insufficient braking force is output by the hydraulic brake. When the vehicle speed V is close to the value 0, the braking torque output from the motor MG1 is increased as the vehicle speed V approaches the value 0. When the vehicle speed V is near 0, the braking torque Tr * is multiplied by a correction coefficient set in accordance with the vehicle speed V, and the torque command Tm1 * of the motor MG1 is set. To do. An example of the relationship between the vehicle speed V and the correction coefficient is shown in FIG.

  When torque command Tm1 * for motor MG1 is set in this way, the set torque command Tm1 * is transmitted to motor ECU 40 (step S140). The motor ECU 40 having received the torque command Tm1 * performs switching control of the switching element of the inverter 41 so that the torque of the torque command Tm1 * is output from the motor MG1. FIG. 5 is a collinear diagram showing the dynamic relationship acting on the rotating elements of the power distribution and integration mechanism 30 when the torque command Tm1 * is output from the motor MG1. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the ring gear 32. The number Nr is shown. In the figure, “ρ” represents the gear ratio of the power distribution and integration mechanism 30 (the number of teeth of the sun gear 31 / the number of teeth of the ring gear 32). Since the crankshaft 26 of the engine 22 is locked by the lock mechanism 23a, the carrier 34 is locked in a state where the rotation is stopped. Therefore, if the torque of the torque command Tm1 * is output from the motor MG1, the torque is output to the ring gear 32 with a ratio of -1 / ρ.

  When the torque command Tm1 * is transmitted to the motor ECU 40, it is determined whether or not the braking is finished (step S150). When the braking is not finished, the process returns to step S110, and when the braking is finished, the braking control routine is finished. To do. The end of braking is determined when the brake pedal 85, which was depressed by the driver, is released, when the accelerator pedal 83 is depressed, when the vehicle speed V becomes 0 and the vehicle stops.

  Next, the operation when starting the engine 22 that has stopped operating with the clutch CL turned off and the motor MG2 disconnected will be described. The engine 22 is started, for example, when the brake pedal 85 is released and the accelerator pedal 83 is depressed during the execution of the braking control routine of FIG. 2 or when the engine 22 is stopped and locked by the lock mechanism 23a. This is performed when the vehicle speed V is increased or the accelerator pedal 83 is depressed by the driver while the motor MG1 is running. The engine 22 is started by the engine ECU 24 by transmitting a start control signal from the hybrid electronic control unit 70 to the engine ECU 24 by communication. This is performed by executing a start control routine illustrated in FIG.

  When the start control routine is executed, the engine ECU 24 first releases the lock by the lock mechanism 23a of the starter motor 23 (step S200), and starts cranking of the engine 22 by the starter motor 23 (step S210). Then, the rotational speed Ne of the engine 22 is input (step S230), and the fuel injection control waits for the input rotational speed Ne to exceed the threshold value Nst set as the rotational speed at which the engine 22 can be started (step S240). And ignition control is started (step S250). Then, the engine 22 waits for the complete explosion (step S260), and the start control routine ends.

  FIG. 7 is an example of a collinear diagram showing the dynamic relationship acting on the rotating elements of the power distribution and integration mechanism 30 during the start of the engine 22. As shown in the figure, cranking torque acts on the crankshaft 26 of the engine 22 connected to the carrier 34, and this torque is against the torque caused by the friction of the engine 22 and the torque caused by the compression work. Since there is no need to take a reaction force by the motor MG1, it is not output to the ring gear shaft 32a as the drive shaft. Therefore, torque shock accompanying the start of the engine 22 does not occur.

  According to the hybrid vehicle 20 of the embodiment described above, the lock mechanism 23a of the starter motor 23 is operated to lock the engine 22 so that the engine 22 does not rotate, so that the clutch CL is turned off and the motor MG2 is driven together with the reduction gear 35 from the drive system. When braking in the disconnected state, the kinetic energy of the vehicle can be recovered as more electric power by the motor MG1. As a result, the energy efficiency of the vehicle can be improved. Further, according to the hybrid vehicle 20 of the embodiment, in the state where the clutch CL is turned off and the motor MG2 is disconnected from the drive system together with the reduction gear 35, the engine 22 is cranked and started by the starter motor 23. It is possible to avoid a torque shock when starting. Of course, since the motor MG2 can be disconnected from the drive system together with the reduction gear 35 by turning off the clutch CL, the energy efficiency of the vehicle can be improved as compared with the case where the motor MG2 and the reduction gear 35 are rotated together.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is connected to the ring gear shaft 32a as the drive shaft via the reduction gear 35 and the clutch CL, but the reduction gear 35 may not be provided. A clutch CL may be provided between the motor MG2 and the reduction gear 35.

  In the hybrid vehicle 20 of the embodiment, the starter motor 23 includes the lock mechanism 23a, and the crank mechanism 26 of the engine 22 is locked by the lock mechanism 23a in a state where the rotation is stopped. Any mechanism may be used as long as the rotation can be locked in a stopped state. In that case, the starter motor 23 does not need to be provided with the lock mechanism, and the lock mechanism may be provided separately from the starter motor 23. Furthermore, if the engine 22 is not started in a state where the motor MG2 is disconnected from the drive system by the clutch CL, the starter motor 23 may not be provided, and only the lock mechanism may be provided.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is connected to the ring gear shaft 32a via the reduction gear 35 and the clutch CL. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. It may be connected via a clutch CL to an axle (an axle connected to the wheels 64a and 64b in FIG. D) different from an axle to which the shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected). In this case, the reduction gear 35 may be provided between the clutch CL and the motor MG1, or between the clutch CL and the axle, or the reduction gear 35 may not be provided.

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided. Even in this case, the motor MG2 only needs to be connected to the drive shaft via the clutch CL, and the reduction gear 35 may be provided between the clutch CL and the motor MG2 or between the clutch CL and the drive shaft. The gear 35 may not be provided.

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

  The present invention is applicable to the automobile industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. 5 is a flowchart showing an example of a braking control routine executed by a hybrid electronic control unit 70. It is explanatory drawing which shows an example of the map for a braking torque setting. It is explanatory drawing which shows an example of the relationship between the vehicle speed V and a correction coefficient. It is explanatory drawing which shows an example of the collinear diagram explaining the dynamic relationship which acts on the rotation element of the power distribution integration mechanism 30 at the time of braking. 4 is a flowchart showing an example of a start control routine executed by an engine ECU 24. FIG. 3 is an explanatory diagram showing an example of a collinear diagram for explaining a dynamic relationship acting on a rotating element of a power distribution and integration mechanism 30 during starting of an engine 22; FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid car, 22 engine, 23 starter motor, 23a lock mechanism, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a Ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 electronic control unit for battery (Battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b driving wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 i Switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 230 rotor motor, 232 inner rotor 234 outer rotor, MG1 , MG2 motor, CL clutch.

Claims (8)

A power output device capable of outputting power to a drive shaft,
An internal combustion engine;
An electric power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, for performing input / output of power to the output shaft and input / output of power to the drive shaft together with input / output of electric power;
An electric motor capable of inputting and outputting power to the drive shaft;
A connection release means for connecting and releasing the connection between the rotating shaft of the electric motor and the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Fixing means that can be fixed without rotating the output shaft of the internal combustion engine;
When a predetermined drive instruction is given, the connection release means is controlled so that the connection between the rotating shaft of the motor and the drive shaft is released, and the required power required for the drive shaft is supplied to the drive shaft. Control means for controlling the internal combustion engine, the power drive input / output means and the fixing means to be output to
A power output device comprising: The power output device according to claim 1,
The predetermined driving instruction includes a predetermined braking instruction,
The control means controls the internal combustion engine to stop the operation of the internal combustion engine when the predetermined braking instruction is given, and controls the fixing means so that the output shaft of the internal combustion engine does not rotate, A power output device, which is means for controlling the power power input / output means so that a braking force acts on the drive shaft. The power output device according to claim 1 or 2,
Cranking means capable of cranking the internal combustion engine,
The control means is configured to crank the internal combustion engine when an instruction to start the internal combustion engine is issued when the connection between the rotating shaft of the electric motor and the drive shaft is released by the connection release means. A power output device which is means for controlling the cranking means to start the internal combustion engine.   4. The power output apparatus according to claim 3, wherein the cranking means is also means serving as fixing means that can be fixed without rotating the output shaft of the internal combustion engine. The power output device according to any one of claims 1 to 4,
A speed change means capable of shifting the power of the rotating shaft of the electric motor and outputting it to the drive shaft;
The connection release means is means for connecting and releasing the connection between the transmission means and the drive shaft.   The power power input / output means is connected to the three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and the remaining shaft based on the power input / output to any two of the three shafts. 6. The power output apparatus according to claim 1, further comprising: a three-axis power input / output means for inputting / outputting power to / from the power generator and a generator for inputting / outputting power to / from the third shaft.   The power drive input / output means includes a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft, and the first rotor and the second rotor. 6. A power output device according to claim 1, wherein the power output device is a counter-rotor motor that outputs at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action with the rotor of the motor. . An automobile comprising the power output device according to any one of claims 1 to 7, wherein an axle is connected to the drive shaft.

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