JP2002039008A - Power output device - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To detect the rotation speed of a prime mover and prevent reverse rotation and stall of the prime mover. A rotation speed of an engine is controlled by a motor MG.
The rotation speed of the sun gear shaft 125 of the planetary gear 120 detected by the resolver 139 provided on the motor 1 and the rotation speed of the ring gear shaft 126 detected by the resolver 149 provided on the motor MG2 can be calculated. Since the rotation angle is detected by the resolvers 139 and 149 as a signed value, the engine 15
The number of rotations of 0 is also obtained as a signed value. When the rotation speed of engine 150 thus obtained becomes a negative value or becomes equal to or less than a predetermined value, control device 180 controls the torque of motors MG1 and MG2 so that engine 150 rotates at a rotation speed equal to or higher than the predetermined value. As a result, reverse rotation and stall of engine 150 can be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power output device, and more particularly, to a power output device for efficiently outputting power output from a prime mover to a drive shaft.

[0002]

2. Description of the Related Art Conventionally, as a power output device of this type,
2. Description of the Related Art There has been proposed a device mounted on a vehicle that transmits power of a prime mover to a drive shaft by electromagnetically coupling an output shaft of a prime mover and a drive shaft coupled to a rotor of an electric motor by an electromagnetic coupling. (For example, JP-A-53-133814). In this power output device, the vehicle starts running by an electric motor, and when the number of revolutions of the electric motor reaches a predetermined number of revolutions, an exciting current is applied to an electromagnetic coupling to crank the prime mover and supply fuel to the prime mover and spark ignition. To start the prime mover. After the prime mover is started, the power from the prime mover is transmitted to the drive shaft by electromagnetic coupling of the electromagnetic coupling to drive the vehicle. The electric motor is driven when the power required for the drive shaft is insufficient with the power transmitted to the drive shaft by the electromagnetic coupling, and makes up for this shortfall. When transmitting power to the drive shaft, the electromagnetic coupling regenerates electric power according to slippage of the electromagnetic coupling. This regenerated power is stored in a battery as power used at the start of traveling,
It is used as the power of the electric motor to make up for the shortage of the power of the drive shaft. The rotation speed of the output shaft of the prime mover provided in such a power output device (also referred to as the rotation speed of the prime mover) is generally calculated based on output pulses of a rotation angle sensor attached to the output shaft of the prime mover. The rotation angle sensor includes, for example, a gear-shaped rotating body attached to the output shaft, and an electromagnetic pick including a coil and a magnet arranged on an outer peripheral surface (a gear forming surface) of the rotating body, There is a type that outputs a voltage pulse based on a change in linkage magnetic flux generated in a coil due to rotation of a rotating body, for example, a crank angle sensor.

[0003]

However, in this power output apparatus, the number of rotations of the output shaft of the prime mover is obtained by counting the pulses output from the rotation angle sensor within a predetermined time. There is a problem that the rotation direction cannot be detected, and it is not possible to detect a case where the prime mover is rotated in a direction opposite to the normal rotation direction. The prime mover normally outputs only one-way rotation to its output shaft, and so on, and thus normally allows only one-way rotation. In the power output device described above, the electromagnetic coupling
In addition to the operation of transmitting the power output from the prime mover to its output shaft to the drive shaft, it is also possible to transmit the power of the drive shaft to the output shaft of the prime mover. Power to rotate may be transmitted. For example,
This is the case where the electromagnetic coupling is applied to the electromagnetic coupling when the vehicle is moving backward to apply a braking force to the drive shaft.

An object of the power output apparatus of the present invention is to detect the number of rotations of an output shaft of a prime mover including its rotational direction, and to prevent the prime mover from rotating in a direction opposite to a normal rotational direction.

[0005]

A power output device according to the present invention is a power output device for outputting power to a drive shaft, comprising a motor having an output shaft and a first rotating shaft. A first motor that inputs and outputs power to and from the first rotation shaft, and a second rotation shaft that is coupled to the drive shaft;
A second electric motor for inputting and outputting power to and from the second rotating shaft, and three shafts respectively coupled to the output shaft, the first rotating shaft, and the second rotating shaft; Three-axis power input / output means for determining the power input / output to the remaining one axis based on the determined power when the power input / output to any two axes is determined; First rotation speed detection means for detecting a rotation speed of a rotation shaft; second rotation speed detection means for detecting a rotation speed of the second rotation shaft;
Calculating the rotation speed of the output shaft of the prime mover based on the rotation speed detected by the rotation speed detection unit and the rotation speed detected by the second rotation speed detection unit and the predetermined power relationship in the three-axis power input / output unit. And a rotation speed calculating means.

This power output device has a three-shaft power input having three shafts respectively coupled to an output shaft of a prime mover, a first rotation shaft of a first motor, and a second rotation shaft of a second motor. When the output means determines the power to be input / output to any two of the three axes based on a predetermined power relationship, the output means outputs the power to be input / output to the remaining one axis based on the determined power. decide. The number-of-rotations calculating means is configured to calculate a rotation speed of the first rotation shaft detected by the first rotation speed detection means, a rotation speed of the second rotation shaft detected by the second rotation speed detection means, and a three-axis type. The rotational speed of the output shaft of the prime mover is calculated based on a predetermined power relationship in the power input / output means.

According to such a power output device, the rotation speed of the output shaft of the prime mover is determined based on the rotation speed of the first motor, the rotation speed of the second motor, and the predetermined power relationship in the three-axis power input / output means. Can be requested.

In such a power output device, target rotation speed setting means for setting a target rotation speed of the output shaft of the prime mover based on an instruction of an operator, and output power of the output shaft of the prime mover calculated by the rotation speed calculation means. Motor control means for controlling the driving of the first electric motor so that the rotation speed becomes the target rotation speed may be provided.
In the first or second power output device according to this aspect, the motor control means may be configured such that the rotation speed of the output shaft of the motor calculated by the rotation speed calculation means is set by the target rotation speed setting means. The drive of the first electric motor is controlled so as to reach the rotation speed. With this configuration, the output shaft of the prime mover can be stably rotated at the target rotation speed.

The power output apparatus further includes motor control means for controlling the driving of the first motor so that the rotation speed of the output shaft of the prime mover calculated by the rotation speed calculation means is equal to or higher than a predetermined value. You can also. In the first or second power output device of this aspect, the motor control means controls the drive of the first motor so that the rotation speed of the output shaft of the prime mover calculated by the rotation speed calculation means is equal to or higher than a predetermined value. In this case, the rotating shaft of the prime mover can always be set to a predetermined value or more. Here, if the predetermined value is set to a value of 0, reverse rotation of the prime mover is prevented, and if the predetermined value is equal to the idle speed, undesired operation stop of the prime mover is prevented.

Naturally, the rotational direction of the output shaft of the prime mover is determined based on the calculation result of the rotational speed of the prime mover, and if it is determined that the output shaft is rotating reversely, it is necessary for the output shaft to rotate forward. The torque may be output by the first and second electric motors.

[0011]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples. FIG. 1 is a schematic configuration diagram illustrating a power output device 20 that distributes power using a motor called a clutch motor as a first embodiment, and FIG.
FIG. 3 is a cross-sectional view showing the structure of a clutch motor 30 and an assist motor 40 included in the power output device 20 of FIG. 1, and FIG. 3 is a configuration diagram showing a schematic configuration of a vehicle incorporating the power output device 20 of FIG. For convenience of explanation, the configuration of the entire vehicle will be described first with reference to FIG.

As shown in FIG. 3, this vehicle is provided with a gasoline engine driven by gasoline as an engine 50 as a power source. This engine 50
Sucks a mixture of air sucked from an intake system through a throttle valve 66 and gasoline injected from a fuel injection valve 51 into a combustion chamber 52, and cranks the movement of a piston 54 depressed by the explosion of the mixture. Shaft 56
To the rotational motion of Here, the throttle valve 66
Are driven to open and close by an actuator 68. The ignition plug 62 is connected to the igniter 58 by the distributor 60.
An electric spark is formed by the high voltage guided through the air-fuel mixture, and the air-fuel mixture is ignited by the electric spark and explosively burns.

The operation of the engine 50 is controlled by an electronic control unit (hereinafter referred to as EFIECU) 70. Various sensors indicating the operating state of the engine 50 are connected to the EFIECU 70. For example, a throttle valve position sensor 67 for detecting the opening (position) of the throttle valve 66, an intake pipe negative pressure sensor 72 for detecting a load on the engine 50, a water temperature sensor 74 for detecting a water temperature of the engine 50, and a distributor 60
, A rotation speed sensor 76 and a rotation angle sensor 78 for detecting the rotation speed and the rotation angle of the crankshaft 56. The EFIECU 70 is also connected to a starter switch 79 for detecting an ignition key state ST, for example.
Illustration of switches and the like is omitted.

The drive shaft 22 is connected to the crankshaft 56 of the engine 50 via a clutch motor 30 and an assist motor 40 described later. Drive shaft 22
Are coupled to a differential gear 24, and the torque from the power output device 20 is finally applied to the left and right drive wheels 2.
6, 28. The clutch motor 30 and the assist motor 40 are controlled by the control device 80. Although the configuration of the control device 80 will be described in detail later, a control CPU is provided therein, and a shift position sensor 84 and an accelerator pedal
The accelerator pedal position sensor 65 and the like provided at 4 are also connected. Further, the control device 80 exchanges various information with the above-mentioned EFIECU 70 by communication. Control including exchange of such information will be described later.

As shown in FIG. 1, the power output device 20 comprises:
Generally, an engine 50, a clutch motor 30 having an outer rotor 32 mechanically coupled to a crankshaft 56 of the engine 50, an assist motor 40 having a rotor 42 mechanically coupled to an inner rotor 34 of the clutch motor 30, and a clutch motor 30 and a control device 80 for driving and controlling the assist motor 40.

A schematic configuration of each motor will be described with reference to FIG. The clutch motor 30, as shown in FIG.
A permanent magnet 35 is provided on the inner peripheral surface of the outer rotor 32, and a three-phase coil 36 is provided in a slot formed in the inner rotor 34.
Is configured as a synchronous motor that winds. The power to the three-phase coil 36 is supplied via a rotary transformer 38. Portions of the inner rotor 34 where slots and teeth for the three-phase coil 36 are formed are formed by laminating thin non-oriented electrical steel sheets. In addition,
At the end of the inner rotor 34 on the engine 50 side, there is provided a resolver 39 for detecting the relative rotation angle (rotation angle of the clutch motor 30) θc of the inner rotor 34 with respect to the outer rotor 32 together with its rotation direction. The detection signal from the resolver 39 is input to the control device 80 via a slip ring 39A provided in parallel with the rotary transformer 38.

On the other hand, although the assist motor 40 is also configured as a synchronous motor, a three-phase coil 44 for forming a rotating magnetic field is wound around a stator 43 fixed to a case 45. The stator 43 is also formed by laminating thin sheets of non-oriented electromagnetic steel sheets. A plurality of permanent magnets 46 are provided on the outer peripheral surface of the rotor 42. In the assist motor 40, the rotor 42 is rotated by the interaction between the magnetic field generated by the permanent magnet 46 and the magnetic field formed by the three-phase coil 44. The shaft to which the rotor 42 is mechanically connected is the drive shaft 2 which is the torque output shaft of the power output device 20.
The drive shaft 22 is provided with a resolver 48 for detecting the rotation angle θa of the rotor 42 (the rotation angle of the assist motor 40) together with its rotation direction. Also,
The drive shaft 22 includes a bearing 49 provided on the case 45.
It is supported by

In the clutch motor 30 and the assist motor 40, the inner rotor 34 of the clutch motor 30 is mechanically connected to the rotor 42 of the assist motor 40, and further to the drive shaft 22. Therefore, in brief, the relationship between the engine 50 and the two motors 30 and 40 is such that the shaft torque output from the engine 50 to the crankshaft 56 is output to the drive shaft 22 via the outer rotor 32 and the inner rotor 34 of the clutch motor 30. That is, the torque from the assist motor 40 is added to or subtracted from this.

The assist motor 40 is constructed as a normal permanent magnet type three-phase synchronous motor, but the clutch motor 30 rotates both the outer rotor 32 having the permanent magnet 35 and the inner rotor 34 having the three-phase coil 36. It is configured to be. Therefore, the details of the configuration of the clutch motor 30 will be supplemented with reference to FIG. The outer rotor 32 of the clutch motor 30 is connected to the crankshaft 5.
Press fit pin 59a on the outer peripheral end of the wheel 57 fitted to
And screws 59b. A central portion of the wheel 57 is protruded in an axial shape, and the inner rotor 34 is rotatably mounted on the central portion using bearings 37A and 37B. One end of the drive shaft 22 is fixed to an end of the inner rotor 34 on the assist motor 40 side. The rotation angle θc of the clutch motor 30 is provided at the end of the inner rotor 34 on the wheel 57 side.
It has been described that the resolver 39 for detecting is provided.

The permanent magnet 3 provided on the outer rotor 32
In the embodiment, four outer rotors 3 are provided.
2 is attached to the inner peripheral surface. The magnetization direction is a direction toward the center of the axis of the clutch motor 30, and the direction of the magnetic pole is reversed every other direction. The three-phase coil 36 of the inner rotor 34 facing the permanent magnet 35 with a slight gap is wound around a total of 24 slots (not shown) provided in the inner rotor 34. To form a magnetic flux passing through the teeth separating the two. When a three-phase alternating current flows through each coil, this magnetic field rotates. Each of the three-phase coils 36 is connected to receive power supply from the rotary transformer 38. The rotary transformer 38 includes a primary winding 38A fixed to a case 45 and a secondary winding 38B attached to the drive shaft 22 connected to the inner rotor 34. The primary winding 38A and the secondary winding 38A are Electric power can be exchanged bidirectionally with the winding 38B. In addition, three phases (U, V, W phases)
In order to exchange current, the winding of three phases is prepared in the rotary transformer 38. The rotary transformer 38 has a ring 3 attached to the drive shaft 22 for extracting a detection signal from the resolver 39 as described above.
9B and a slip ring 39A composed of a brush 39C fixed to the case 45 are juxtaposed.

The interaction between the magnetic field formed by a pair of adjacent permanent magnets 35 and the rotating magnetic field formed by the three-phase coil 36 provided on the inner rotor 34 causes the outer rotor 3 to rotate.
2 and the inner rotor 34 exhibit various behaviors. Normally, the frequency of the three-phase alternating current flowing through the three-phase coil 36 is the frequency of the rotation speed of the inner rotor 34 relative to the outer rotor 32 directly connected to the crankshaft 56. The clutch motor 30 and the assist motor 4
Details of the control of 0 will be described later using a flowchart.

Next, a control device 80 for driving and controlling the clutch motor 30 and the assist motor 40 will be described. The control device 80 includes a first drive circuit 91 for driving the clutch motor 30, a second drive circuit 92 for driving the assist motor 40, a control CPU 90 for controlling both the drive circuits 91 and 92, and a battery 94 as a secondary battery. It is composed of The control CPU 90 is a one-chip microprocessor, and internally includes a work RAM 90a, a ROM 90b storing a processing program, an input / output port (not shown), and a serial communication port (not shown) for communicating with the EFIECU 70. . This control CPU 90
Are the rotation angle θc of the clutch motor 30 from the resolver 39, the rotation angle θa of the assist motor 40 from the resolver 48, and the accelerator pedal position from the accelerator pedal position sensor 65 (the amount of depression of the accelerator pedal).
AP, the shift position SP from the shift position sensor 84, and the clutch current values Iuc, Iv from the two current detectors 95, 96 provided in the first drive circuit 91.
c, two current detectors 9 provided in the second drive circuit
The assist current values Iua and Iva from the remaining capacity 7 and 98, the remaining capacity BRM from the remaining capacity detector 99 for detecting the remaining capacity of the battery 94, and the like are input via the input port. The remaining capacity detector 99 detects the remaining capacity by measuring the specific gravity of the electrolyte of the battery 94 or the total weight of the battery 94, or calculates the current value and time of charging / discharging to determine the remaining capacity. There are known ones that detect a short-circuit between the terminals of the battery and those that detect the remaining capacity by measuring the internal resistance by flowing a current by instantaneously shorting the terminals of the battery.

A control signal SW for driving six transistors Tr1 to Tr6, which are switching elements provided in the first drive circuit 91, is provided from the control CPU 90.
1 and six transistors Tr11 to Tr16 as switching elements provided in the second drive circuit 92.
Is output. Six transistors Tr1 to Tr in the first drive circuit 91
Numeral 6 designates a transistor inverter, which is arranged in pairs each of which serves as a source side and a sink side with respect to a pair of power supply lines L1 and L2. Each of the coils (UVW) 36 is connected via a rotary transformer 38. The power supply lines L1 and L2 are connected to the positive side and the negative side of the battery 94, respectively.
If the ratio of the on-time of the transistors Tr1 to Tr6 forming a pair by 0 is sequentially controlled by the control signal SW1, and the current flowing through each coil 36 is changed into a pseudo sine wave by PWM control, the rotating magnetic field is generated by the three-phase coil 36. Is formed.

On the other hand, the six transistors Tr11 to Tr16 of the second drive circuit 92 also constitute a transistor inverter, and are each arranged in the same manner as the first drive circuit 91, and form a pair of transistors. The connection point is connected to each of the three-phase coils 44 of the assist motor 40. Accordingly, when the control CPU 90 sequentially controls the on-time of the paired transistors Tr11 to Tr16 by the control signal SW2 and makes the current flowing through each coil 44 a pseudo sine wave by PWM control, the three-phase coil 44 A magnetic field is formed.

The operation of the power output apparatus 20 having the above-described configuration will be described. The operation principle of the power output device 20, particularly the principle of torque conversion, is as follows. Engine 50
Is operated by the EFIECU 70 at a predetermined rotation speed N1. At this time, if the control device 80 does not pass any current to the three-phase coil 36 of the clutch motor 30 via the rotary transformer 38, that is, if the transistors Tr1 to Tr6 of the first drive circuit 91 are always off. For example, since no current flows through the three-phase coil 36, the outer rotor 32 and the inner rotor 34 of the clutch motor 30 are not electromagnetically coupled at all, and the crankshaft 56 of the engine 50 is idle. Becomes In this state, since the transistors Tr1 to Tr6 are off, the regeneration from the three-phase coil 36 is not performed. That is, the engine 50 is idling.

When the control CPU 90 of the control device 80 outputs a control signal SW1 to control on / off of the transistor,
The difference between the rotation speed Ne of the crankshaft 56 of the engine 50 (the rotation speed of the engine 50) Ne and the rotation speed Nd of the drive shaft 22 (in other words, the relative rotation speed of the inner rotor 34 with respect to the outer rotor 32 of the clutch motor 30 (the clutch motor A constant current flows through the three-phase coil 36 of the clutch motor 30 in accordance with the rotation speed of the clutch motor 30) Nc (Ne-Nd). That is, the clutch motor 30 functions as a generator, current is regenerated through the first drive circuit 91, and the battery 94 is charged. At this time, the outer rotor 32 and the inner rotor 34 are in a connected state in which a certain slip exists. That is, the inner rotor 34 rotates at a rotation speed Nd lower than the rotation speed Ne of the engine 50. In this state, when the control CPU 90 controls the second drive circuit 92 so that energy equal to the regenerated electric energy is consumed by the assist motor 40, a current flows through the three-phase coil 44 of the assist motor 40, A torque is generated in the motor 40.

Referring to FIG. 4, the engine 50 has a rotation speed N.
1 and the torque T1, the region G1
Is regenerated from the clutch motor 30 and given to the assist motor 40,
The drive shaft 22 can be operated at the rotation speed N2 and the torque T2. In this way, the energy corresponding to the slip in the clutch motor 30 is converted into torque as the drive shaft 22.
And the conversion of the torque of the power output from the engine 50 is performed.

Next, it is assumed that the engine 50 is operating at the predetermined rotation speed N2 and the torque T2, and the drive shaft 22 is rotating at the rotation speed N1 larger than the rotation speed N2. In this state, the inner rotor 34 of the clutch motor 30 outputs the rotation speed Nc (Ne-N
Since the clutch motor 30 rotates in the rotation direction of the drive shaft 22 at the rotation speed indicated by the absolute value of d), the clutch motor 30 functions as a normal motor,
2 to give rotational energy. On the other hand, when the control CPU 90 controls the second drive circuit 92 to regenerate the electric power by the assist motor 40, the three-phase coil 4 is driven by the slip between the rotor 42 and the stator 43 of the assist motor 40.
4, a regenerative current flows. Here, if the control CPU 90 controls the first and second drive circuits 91 and 92 so that the power regenerated by the assist motor 40 is consumed by the clutch motor 30, the clutch motor 30 is stored in the battery 94. It can be driven without using electric power.

Referring to FIG. 4, the engine 50 has a rotation speed N.
2 and torque T2, the region G2
The energy represented by the sum of the torque and the area G3 is regenerated from the assist motor 40 and applied to the clutch motor 30 to rotate the drive shaft 22 at the rotation speed N1 and the torque T1.
You can drive with.

In the power output device 20 of the embodiment, in addition to the torque conversion, the power output from the engine 50 (the product of the torque Te and the rotation speed Ne) is regenerated or consumed by the clutch motor 30. By adjusting the electric energy and the electric energy consumed or regenerated by the assist motor 40, the surplus electric energy is found and the battery 94 is discharged, or the insufficient electric energy is supplemented by the electric power stored in the battery 94. As a result, the power output from the engine 50 can be more efficiently output to the drive shaft 22.

Next, a torque control process executed by the power output apparatus 20 of the embodiment will be described based on a torque control routine illustrated in FIG. When the torque control routine of FIG. 5 is executed, the control CPU 90 of the control device 80
Performs a process of inputting the rotational speed Nc of the clutch motor 30 and the rotational speed Na of the assist motor 40 (steps S100 and S102). Here, the rotation speed Nc of the clutch motor 30 can be obtained from the rotation angle θc of the clutch motor 30 read from the resolver 39,
The rotation speed Na of the assist motor 40 can be obtained from the rotation angle θa of the assist motor 40 read from the resolver 48. The resolver 39 and the resolver 4
8 detects the rotation direction as well as the rotation angles θc and θa, in the embodiment, the rotation speed Nc of the clutch motor 30 is positive when the rotation speed of the inner rotor 34 is subtracted from the rotation speed of the outer rotor 32. When the value is positive, the rotation speed Na of the assist motor 40 is positive when the rotation of the rotor 42 when the vehicle is moving forward.

Next, the rotational speed Ne of the engine 50 is calculated by adding the rotational speed Na of the assist motor 40 to the input rotational speed Nc of the clutch motor 30 (step S10).
4). Here, the number of revolutions Ne of the engine 50 can be calculated by adding the number of revolutions Na of the assist motor 40 to the number of revolutions Nc of the clutch motor 30 because the number of revolutions Nc of the clutch motor 30 is relative to the outer rotor 32 and the inner rotor 34. Rotation speed, that is, the crankshaft 56 of the engine 50
, The rotational speed Na of the assist motor 40 is the rotational speed Nd of the drive shaft 22,
In addition, this is because the code is determined as described above.

When the rotation speed Ne of the engine 50 is calculated,
The rotation speed Ne is compared with a value 0 or a predetermined value Nemin (steps S106 and S108). Here, the predetermined value Nem
in is the minimum rotation speed at which the engine 50 can rotate stably or a rotation speed slightly higher than this minimum rotation speed. When the rotation speed Ne of the engine 50 is equal to or greater than the predetermined value Nemin, the engine 50 is determined to be in a normal rotation state, and the rotation state determination flag F is set to a value 0 (step S112). The rotational speed Ne of the engine 50 is a predetermined value N
If it is less than emin, it is checked whether a stop command for the engine 50 has been output (step S110). The value 0 is set (step S112). The output of the stop command of the engine 50 is performed when the driver turns on a stop switch (not shown) or when the control CPU 90 of the control device 80 is turned on.
Makes a determination to stop engine 50 based on the state of the vehicle, a predetermined signal is written to a predetermined address of RAM 90a of control CPU 90. Therefore, the control CPU 90 can determine whether the stop command of the engine 50 has been output by checking the predetermined address of the RAM 90a.

On the other hand, when the rotation speed Ne of the engine 50 is negative, or when the rotation speed Ne of the engine 50 is equal to or more than 0 but less than a predetermined value Nemin, and the stop command of the engine 50 is not output, It is determined that the engine 50 is not in the normal rotation state, and the rotation state determination flag F is set to the value 1
Is set (step S114).

Subsequently, a process of reading the accelerator pedal position AP detected by the accelerator pedal position sensor 65 is performed (step S116). The accelerator pedal 64 is depressed when the driver feels that the output torque is insufficient. Therefore, the value of the accelerator pedal position AP corresponds to the output torque desired by the driver (that is, the torque to be output to the drive shaft 22). When the accelerator pedal position AP is read, the read accelerator pedal position AP
Is performed to derive a target value (hereinafter, referred to as a torque command value) Td * of the torque to be output to the drive shaft 22 in accordance with (step S118). In the embodiment, the output torque command value Td * corresponding to each accelerator pedal position AP is stored in the ROM 90b as a map in advance, and when the accelerator pedal position AP is read, the output torque command value corresponding to the accelerator pedal position AP is read. T
d * was derived from this map.

Next, the derived output torque command value Td
The energy Pd to be output to the drive shaft 22 is calculated from * and the input rotation speed Na of the assist motor 40 (Pd
= Td ** × Na) (step S120). Then, a process of setting the target torque Te * and the target rotation speed Ne * of the engine 50 based on the obtained output energy Pd is performed (step S122).
Here, assuming that all of the energy Pd to be output to the drive shaft 22 is provided by the power output from the engine 50, the energy output from the engine 50 is equal to the product of the torque Te and the rotation speed Ne. The relationship between the output energy Pd and the target torque Te * and the target rotation speed Ne * of the engine 50 is Pd = Te * × Ne *. However, the target torque T of the engine 50 that satisfies such a relationship.
There are countless combinations of e * and the target rotation speed Ne *.
Therefore, in the embodiment, the target torque T
The combination of e * and the target rotation speed Ne * is set.

When the rotation state determination flag F, the target torque Te * of the engine 50, and the target rotation speed Ne * are set, the control of the clutch motor 30 (step S124) and the control of the assist motor 40 (step S124) are performed using the set values. Step S126) and control of the engine 50 (Step S1)
28). In the embodiment, each control is described as a separate step for convenience of illustration, but actually, these controls are performed comprehensively. For example, the control CPU 90
Utilizes the interrupt processing to simultaneously execute the control of the clutch motor 30 and the assist motor 40, and transmits an instruction to the EFI ECU 70 by communication to
The control of the engine 50 is performed at the same time by 70. Hereinafter, each control will be described.

The control of the clutch motor 30 (step S124 in FIG. 5) is performed by a clutch motor control routine illustrated in FIG. When this routine is executed, the control CPU 90 of the control device 80 first checks the value of the rotation state determination flag F (step S130), and when the rotation state determination flag F is 0, the engine 50 rotates normally. And the clutch motor 3 is determined by the following equation (1).
A torque command value Tc * of 0 is calculated and set (step S132). The second term on the right side of the equation (1) is the engine 5
The third term on the right-hand side is a proportional term that eliminates the deviation between the rotation speed Ne of 0 and the target rotation speed Ne *.
This is an integral term for eliminating a steady-state deviation of e from the target rotation speed Ne *. Note that K1 and K2 in equation (1) are constants. By setting the torque command value Tc * of the clutch motor 30 and controlling the clutch motor 30 in this manner, it is possible to control the engine 50 to operate at the operating point of the target torque Te * and the target rotation speed Ne *. You can.

[0039]

(Equation 1)

On the other hand, when the rotation state determination flag F has the value 1, it is determined that the engine 50 is rotating in reverse or stalled, and the torque command value Tc of the clutch motor 30 is forcibly rotated in forward. * Is set to a predetermined value Tc0 (step S134). Here, the predetermined value Tc0
Is set as a torque value for forcibly rotating the engine 50 forward. In the embodiment, the torque that can rotate the engine 50 at which the fuel injection is stopped at a rotation speed equal to or higher than the predetermined value Nemin is set. Is set as the value of

The torque command value Tc * of the clutch motor 30
Then, the rotation angle θc of the clutch motor 30 detected by the resolver 39 is input (step S136), and the current Iuc flowing through the U-phase and the V-phase of the three-phase coil 36 of the clutch motor 30 is input. , Ivc
Is detected by the current detectors 95 and 96 (step S138). Although the current flows in the three phases U, V, and W, the sum thereof is zero. Therefore, it is sufficient to measure the current flowing in the two phases. Next, coordinate conversion (three-phase to two-phase conversion) is performed using the thus obtained three-phase current (step S140). The coordinate conversion is to convert d-axis and q-axis current values of the permanent magnet type synchronous motor, and is performed by calculating the following equation (2). The coordinate conversion is performed here because, in a 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 with three phases.

[0042]

(Equation 2)

Next, after being converted into two-axis current values, the current command values Idc * and Iqc * of each axis obtained from the torque command value Tc * of the clutch motor 30 and the currents Idc and Iqc actually flowing through each axis (Step S).
142). That is, the following equation (3) is calculated first.
Next, the calculation of the following equation (4) is performed. Where Kp
1, 2 and Ki1, 2 are coefficients, respectively. These coefficients are adjusted to suit the characteristics of the motor to be applied. The voltage command values Vdc and Vqc are obtained from a portion proportional to the deviation ΔI from the current command value I * (the first term on the right side of the equation (4)) and the past accumulated amount of the deviation ΔI i times (the second term on the right side). Desired.

[0044]

(Equation 3)

[0045]

(Equation 4)

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 S140 (step S144).
The voltages Vuc, Vvc, which are actually applied to the three-phase coil 36,
A process for obtaining Vwc is performed. Each voltage is obtained by the following equation (5).

[0047]

(Equation 5)

The actual voltage control is performed by the on / off time of the transistors Tr1 to Tr6 of the first drive circuit 91. Is subjected to PWM control (step S146).

The clutch motor 30 is controlled by assuming that the sign of the torque command value Tc * is positive when a positive torque acts on the drive shaft 22 in the rotation direction of the crankshaft 56. Even when Tc * is set, when the rotation speed Nc of the clutch motor 30 is a positive value (when the rotation speed Ne of the engine 50 is larger than the rotation speed Nd of the drive shaft 22), the rotation of the crankshaft 56 of the engine 50 is performed. Regenerative control for generating a regenerative current by applying a braking torque to the inner rotor 3 when the rotational speed Nc is a negative value (when the rotational speed Ne is smaller than the rotational speed Nd).
4 with respect to the outer rotor 32 at the rotation speed Nc.
The power running control for driving in the rotation direction is performed. Both the regenerative control and the power running control of the clutch motor 30 are performed when the torque command value Tc * is a positive value.
2 and a permanent magnet 35 attached to the inner rotor 34
And a rotating magnetic field generated by a current flowing through the three-phase coil 36 so that a torque having a positive value acts on the drive shaft 22.
Since the transistors Tr1 to Tr6 of the drive circuit 91 are controlled, the same switching control is performed. That is, if the signs of the torque command values Tc * are the same,
The same switching control is performed regardless of whether the control of the clutch motor 30 is the regenerative control or the powering control. Therefore, any control can be performed in the clutch motor control process of FIG. When the torque command value Tc * is a negative value, that is, when the drive shaft 22 is being braked or the vehicle is moving backward, the rotation angle θc in step S136
Since the direction of change is reversed, control at this time can also be performed by the clutch motor control process of FIG.

Next, the control of the assist motor 40 (step S126 in FIG. 5) will be described based on the assist motor control routine illustrated in FIG. When this routine is executed, the control CPU 90 of the control device 80 first checks the value of the rotation state determination flag F (step S150),
When the rotation state determination flag F has the value 0, the torque command value Ta * of the assist motor 40 is calculated (Ks × Tc ** × N
c) (step S152), and when the rotation state determination flag F is 1, the assist motor 4
A torque command value Ta * of 0 is calculated and set by calculation (Td * + Tc *) (step S154). Here, Ks used in calculating the torque command value Ta * of the assist motor 40 is the clutch motor 30 and the assist motor 40
Is the overall efficiency.

Subsequently, the rotation angle θa of the assist motor 40 detected by the resolver 48 is input (step S156), and the current of each phase of the assist motor 40 is detected using the current detectors 97 and 98. Performed (step S158). After that, the same coordinate conversion as that of the clutch motor 30 (step S160) and the calculation of the voltage command values Vda and Vqa are performed (step S162).
Further, the voltage command value is subjected to inverse coordinate conversion (step S164) to determine the on / off control time of the transistors Tr11 to Tr16 of the second drive circuit 92 of the assist motor 40, and to perform PWM control (step S166). These processes are exactly the same as those performed for the clutch motor 30.

The torque command value Ta * of the assist motor 40 is equal to the torque command value Tc * of the clutch motor 30.
And the rotational speed Nc, the rotational speed Nc of the clutch motor 30 is positive when the drive shaft 22 is rotating in the forward direction of the vehicle (the rotational speed Ne of the engine 50 is (When it is larger than the rotation speed Nd of 22)
Is set to a positive value for the torque command value Ta *, power running control is performed, and when the rotation speed Nc of the clutch motor 30 is negative (the rotation speed Ne of the engine 50 is
(d is smaller than d), the torque command value Ta * is set to a negative value, and the regenerative control is performed. However, the powering control and the regenerative control of the assist motor 40 are performed by the clutch motor 30.
7 can be performed in the assist motor control routine of FIG. The same applies when the drive shaft 22 is rotating in the direction in which the vehicle moves backward. The sign of the torque command value Ta * of the assist motor 40 is positive when the torque for accelerating the drive shaft 22 acts in the direction in which the vehicle moves forward.

Next, control of the engine 50 (step S128 in FIG. 5) will be described. The engine 50 is shown in FIG.
Target torque Te set in step S122
Control is performed so as to be in a steady operation state at the operation point of * and the target rotation speed Ne *. Specifically, an instruction is transmitted from the control CPU 90 to the EFIECU 70 through communication, and the EFIECU 70 that has received the instruction controls the fuel injection amount from the fuel injection valve 51 and the opening degree of the throttle valve 66. That is, the opening of the throttle valve 66 for steady operation of the engine 50 at the operating point of the target torque Te * and the target rotation speed Ne * is determined by the EFIECU.
The throttle valve 66 is derived from a map stored in an internal ROM (not shown) of FIG.
And the fuel injection amount is adjusted according to the amount of air taken into the combustion chamber 52 of the engine 50.

With these controls, the engine 50 can be operated at more efficient operation points, and the energy Pd output from the engine 50 is torque-converted by the clutch motor 30 and the assist motor 40 to the drive shaft 22. Can be output.

According to the power output device 20 of the embodiment described above, the rotation speed Ne of the engine 50 can be obtained based on the rotation speed Nc of the clutch motor 30 and the rotation speed Na of the assist motor 40. In addition, the rotational speed Nc of the clutch motor 30 and the rotational speed Na of the assist motor 40 have positive and negative signs obtained based on the rotational angles θc and θa detected by the resolvers 39 and 48 capable of detecting the forward rotation and the reverse rotation. , The rotation speed Ne of the engine 50 can also be obtained as a value with a positive or negative sign.
As a result, an abnormal rotation state in which the engine 50 rotates in the reverse direction can be detected.

Further, according to the power output apparatus 20 of the embodiment, an abnormal rotation state such as the reverse rotation of the engine 50 is detected, or the rotation speed Ne of the engine 50 is not output even though the stop command of the engine 50 is not output. Is detected to be smaller than the predetermined value Nemin, the torque command value Tc * of the clutch motor 30 is set by setting a torque value that can rotate the engine 50 at a rotation speed equal to or higher than the predetermined value Nemin. , The engine 50 can be rotated forward at a rotation speed equal to or higher than the predetermined value Nemin. As a result, reverse rotation of the engine 50 can be prevented, and undesired stall of the engine 50 can be prevented. In addition, even in the process of preventing the reverse rotation and stall of the engine 50, the assist motor 40 outputs a torque corresponding to the depression amount of the accelerator pedal 64 and a torque for canceling the torque required for the rotation of the engine 50 by the clutch motor 30. Since the sum torque is output to the drive shaft 22, the driver can smoothly drive the vehicle irrespective of such processing and does not receive an undesired torque shock.

In the power output device 20 of the embodiment, the assist motor 40 is directly attached to the drive shaft 22. However, as in the power output device 20A of a modified example illustrated in FIG. The clutch motor 3 is installed between the clutch motor 30A and the rotor 42A of the assist motor 40A connected to the drive shaft 22.
It may be connected to the outer rotor 32A of 0A. In this modification, unlike the clutch motor 30 of the power output device 20 of the embodiment, the crankshaft 56 of the engine 50 is attached to the inner rotor 34A of the clutch motor 30A.
And the drive shaft 22 is connected to the outer rotor 32A, so that the three-phase coil 36A is connected to the outer rotor 32A.
The permanent magnet 35A is attached to the inner rotor 34A.

Further, in the power output device 20 of the embodiment, the clutch motor 30 and the assist motor 40 are separately mounted on the drive shaft 22, respectively. The clutch motor and the assist motor may be configured to be integrated. The configuration of the power output device 20B will be briefly described below. As shown, the clutch motor 30B of the power output device 20B includes an inner rotor 34B connected to the crankshaft 56 and an outer rotor 32B connected to the drive shaft 22, and a three-phase coil 36B is attached to the inner rotor 34B. And the outer rotor 32
In B, a permanent magnet 35B is fitted so that the magnetic pole on the outer peripheral surface side is different from the magnetic pole on the inner peripheral surface side. On the other hand, the assist motor 40B includes an outer rotor 32B of the clutch motor 30B and a stator 43 to which a three-phase coil 44 is attached. That is, the outer rotor 32B of the clutch motor 30B also serves as the rotor of the assist motor 40B. The three-phase coil 3 is attached to the inner rotor 34B connected to the crankshaft 56.
6B, the clutch motor 30B
Transformer 38 for supplying power to three-phase coil 36B
Is attached to the crankshaft 56.

In the power output device 20B of this modification, the three-phase coil 3 of the inner rotor 34B is opposed to the magnetic pole on the inner peripheral surface side of the permanent magnet 35B fitted into the outer rotor 32B.
By controlling the voltage applied to 6B, the clutch motor 30 and the assist motor 40 operate in the same manner as the clutch motor 30 of the power output device 20 of the embodiment in which the clutch motor 30 and the assist motor 40 are separately mounted on the drive shaft 22. Also, by controlling the voltage applied to the three-phase coil 44 of the stator 43 with respect to the magnetic poles on the outer peripheral surface side of the permanent magnet 35B fitted into the outer rotor 32B, the same as the assist motor 40 of the power output device 20 of the embodiment is achieved. Works. Therefore, all the operations of the power output device 20 of the above-described embodiment, that is, the torque control routine illustrated in FIG. 5, the clutch motor control routine illustrated in FIG. 6, and the assist motor control routine illustrated in FIG. It can be performed by the example power output device 20B.

According to the power output device 20B of such a modification, the outer rotor 32B serves as one of the rotors of the clutch motor 30B and the rotor of the assist motor 40B, so that the power output device can be reduced in size and weight. .

Next, a power output device 110 according to an embodiment of the present invention will be described as a second embodiment. Figure 1
0 is a configuration diagram showing a schematic configuration of a power output device 110 as an embodiment of the present invention, and FIG. 11 is a power output device 11 of FIG.
FIG. 12 is a configuration diagram showing a schematic configuration of a vehicle on which the power output device 110 is mounted.

The power output device 110 of the second embodiment is similar to that of FIG.
0 and as shown in FIG.
A planetary gear 120 and a motor M
It has the same configuration as the power output device 20 of the first embodiment (FIGS. 1 and 3) except that the G1 and the motor MG2 are attached. Therefore, the same configuration:
The reference numeral is added to the value 100, and the description is omitted. In the description of the power output device 110 of the second embodiment, the same reference numerals used in the description of the power output device 20 of the first embodiment have the same meaning unless otherwise specified.

As shown in FIG. 10, the power output device 110 of the second embodiment mainly includes an engine 150, a planetary gear 120 in which a planetary carrier 124 is mechanically connected to a crankshaft 156 of the engine 150, and a planetary gear 120. The motor MG1 is connected to the sun gear 121, the motor MG2 is connected to the ring gear 122 of the planetary gear 120, and the control device 180 drives and controls the motors MG1 and MG2.

Planetary gear 120 and motor MG
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 penetrating the center of the crankshaft 156, a ring gear 122 connected to a ring gear shaft 126 coaxial with the crankshaft 156, and the sun gear 121 and the ring gear 122. And a plurality of planetary pinion gears 123 that revolve while rotating around the outer periphery of the sun gear 121, and a planetary carrier 124 that is coupled to the end of the crankshaft 156 and supports the rotation shaft of each planetary pinion gear 123. I have. In this planetary gear 120, the sun gear 12
1, ring gear 122 and planetary carrier 124
The three axes of a sun gear shaft 125, a ring gear shaft 126, and a crankshaft 156 respectively connected to the power transmission and reception shafts are used as power input / output shafts. The power input / output to / from one axis is determined based on the power input / output to / from the determined two axes.
The details of input and output of power to the three shafts of the planetary gear 120 will be described later.

A power take-off gear 128 for taking out power is connected to the ring gear 122 on the motor MG1 side. The power take-off gear 128 is a chain belt 129
Is connected to the power transmission gear 111, and power is transmitted between the power take-out gear 128 and the power transmission gear 111. As shown in FIG.
1 is gear-coupled to a differential gear 114. Therefore, the power output from power output device 110 is finally transmitted to left and right drive wheels 116 and 118.

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 for forming a rotating magnetic field is wound. The rotor 132 is
The planetary gear 120 is connected to a sun gear shaft 125 which is connected to a sun gear 121. The stator 133 is
It is formed by laminating thin sheets of 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 of the permanent magnet 135 and the magnetic field formed by the three-phase coil 134, and the interaction between the magnetic field of the permanent magnet 135 and the rotation of the rotor 132. By three-phase coil 1
It operates as a generator that generates an electromotive force at both ends of 34. The sun gear shaft 125 is provided with a resolver 139 for detecting the rotation angle θs.

The motor MG2 is also configured as a synchronous motor generator like the motor MG1, and has a rotor 142 having a plurality of permanent magnets 145 on its outer peripheral surface and a stator around which a three-phase coil 144 forming a rotating magnetic field is wound. 143. The rotor 142 is connected to a ring gear shaft 126 connected 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 laminating thin sheets of non-oriented electrical steel sheets. This motor MG2
Also operates as a motor or a generator similarly to the motor MG1. The ring gear shaft 126 is provided with a resolver 149 for detecting the rotation angle θr.

As shown in FIG. 10, the control device 180 provided in the power output device 110 of the second embodiment has the same configuration as the control device 80 provided in the power output device 20 of the first embodiment. That is, the control device 180 includes a first drive circuit 191 that drives the motor MG1, a second drive circuit 192 that drives the motor MG2, a control CPU 190 that controls both the drive circuits 191, 192, and a battery 19 that is a secondary battery.
4 and the control CPU 190 includes therein
RAM 190a for work, ROM 190b storing a processing program, input / output ports (not shown) and EF
A serial communication port (not shown) for communicating with IECU 170 is provided. The control CPU 190 includes a rotation angle θs of the sun gear shaft 125 from the resolver 139, a rotation angle θr of the ring gear shaft 126 from the resolver 149,
Accelerator pedal position AP from accelerator pedal position sensor 165, shift position sensor 184
, The current values Iu1 and Iv2 from the two current detectors 195 and 196 provided in the first drive circuit 191, and the 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 for detecting the remaining capacity of the battery 194, and the like are input via the input port.

The control CPU 190 outputs a control signal SW 1 for driving six transistors Tr 1 to Tr 6, which are switching elements provided in the first drive circuit 191, and a switching signal provided in the second drive circuit 192. Six transistors Tr11 to T as elements
A control signal SW2 for driving r16 is output.
The first drive circuit 191 and the second drive circuit 192
Each of the six transistors Tr1 to Tr6 and the transistors Tr11 to Tr16 constitutes a transistor inverter. In the first drive circuit 191, each of the three-phase coils 134 of the motor MG1 is connected, and in the second drive circuit 192, each of the three-phase coils 144 of the motor MG2 is connected. Power supply lines L1, L
2 are connected to the plus side and the minus side of the battery 194, respectively.
The control signals SW1,
By sequentially controlling the three-phase coils 13 by the SW2,
4, 144 can be made into a pseudo sine wave by PWM control. As a result, the three-phase coil 13
4, 144 form a rotating magnetic field.

Next, the operation of the power output device 110 according to the second embodiment will be described. Power output device 110 of second embodiment
The principle of operation, in particular, the principle of torque conversion is as follows. As shown in FIG.
e, operating at the operating point P1 of the torque Te, and operating the ring gear shaft 126 at an operating point P2 of the same energy as the energy Pe output from the engine 150 but different from the rotational speed Nr and the torque Tr, ie, Consider a case in which the power output from engine 150 is converted into a torque to act on ring gear shaft 126.

According to the teaching of the mechanics, the relationship between the rotational speed and the torque of the three axes (the sun gear shaft 125, the ring gear shaft 126, and the planetary carrier 124) of the planetary gear 120 is shown in FIGS. And can be solved geometrically. Note that the relationship between the rotation speed and the torque of the three axes in the planetary gear 120 can be mathematically analyzed by calculating the energy of each axis without using the above-mentioned alignment chart. In the second embodiment, a description will be given using a collinear chart for ease of description.

In FIG. 14, the vertical axis is the three rotation speed axes, and the horizontal axis is the ratio of the positions of the three coordinate axes. That is, when the coordinate axes S and R of the sun gear shaft 125 and the ring gear shaft 126 are set at both ends, the planetary carrier 124
Is defined as an axis that internally divides the axis S and the axis R into 1: ρ. Here, ρ is a ratio of the number of teeth of the sun gear 121 to the number of teeth of the ring gear 122, and is expressed by the following equation (6).

[0073]

(Equation 6)

Now, it is assumed that the engine 150 is operated at the rotation speed Ne and the ring gear shaft 126 is operated at the rotation speed Nr. Can be plotted on the coordinate axis C of the engine 150 and the rotational speed Nr on the coordinate axis R of the ring gear shaft 126. By drawing a straight line passing through these two points, the rotation speed Ns of the sun gear shaft 125 can be obtained as the rotation speed represented by the intersection of the straight line and the coordinate axis S. Less than,
This straight line is called an operating collinear line. The rotation speed Ns can be obtained by a proportional calculation formula (the following expression (7)) using the rotation speed Ne and the rotation speed Nr. Thus, in the planetary gear 120, the sun gear 121, the ring gear 12
2 and the rotation of any two of the planetary carriers 124, the remaining one rotation is determined by the determined 2
Is determined based on one rotation.

[0075]

(Equation 7)

Next, the engine 15
0 torque Te is applied to the coordinate axis C of the planetary carrier 124.
Is applied from the bottom to the top in the figure as a line of action. At this time, the motion collinear can be treated as a rigid body when a force as a vector is applied to the torque. By the method of separating the force, the torque can be separated into the torque Tes on the coordinate axis S and the torque Ter on the coordinate axis R. At this time, the magnitudes of the torques Tes and Ter are expressed by the following equations (8) and (9).

[0077]

(Equation 8)

In order for the operating collinear to be stable in this state, the forces of the operating collinear may be balanced. That is,
On the coordinate axis S, a torque Tm1 having the same magnitude as the torque Tes but in the opposite direction is applied. The torque Tm2 having the same magnitude and opposite direction acts on the resultant force with the torque Ter. The torque Tm1 can be applied by the motor MG1, and the torque Tm2 can be applied by the motor MG2.
At this time, since the motor MG1 applies a torque in a 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 number of revolutions Ns is converted into the sun gear shaft 125. Regenerate from. In the motor MG2, the direction of rotation and the direction of torque are the same, so the motor MG2 operates as an electric motor and outputs electric energy Pm2 represented by the product of the torque Tm2 and the number of revolutions Nr to the ring gear shaft 126 as power. .

Here, if the electric energy Pm1 and the electric energy Pm2 are made equal, all of the electric power consumed by the motor MG2 can be regenerated and supplied by the motor MG1. For this purpose, all of the input energy may be output, and therefore, the energy Pe output from the engine 150 and the energy Pr output to the ring gear shaft 126 may be made equal. That is, energy Pe represented by the product of torque Te and rotation speed Ne,
Energy P represented by the product of torque Tr and rotational speed Nr
That is, r is made equal. Referring to FIG. 13, the power represented by the torque Te and the rotation speed Ne output from the engine 150 operated at the operation point P1 is converted into a torque, and the torque Tr and the rotation speed N are converted with the same energy.
The power is output to the ring gear shaft 126 as power represented by r. As described above, the power output to the ring gear shaft 126 is transmitted to the drive shaft 112 by the power takeoff gear 128 and the power transmission gear 111, and is transmitted to the drive wheels 116 and 118 via the differential gear 114. Accordingly, since a linear relationship is established between the power output to ring gear shaft 126 and the power transmitted to drive wheels 116 and 118, the power transmitted to drive wheels 116 and 118 is output to ring gear shaft 126. The power can be controlled by controlling the power.

In the alignment chart shown in FIG.
Is positive, but depending on the rotation speed Ne of the engine 150 and the rotation speed Nr of the ring gear shaft 126,
In some cases, the value is negative as 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 that the motor MG1 operates as an electric motor and consumes electric energy Pm1 represented by the product of the torque Tm1 and the number of revolutions Ns. On the other hand, the motor M
In G2, the direction of rotation and the direction in which the torque acts are opposite, so that the motor MG2 operates as a generator, and the electric energy P expressed by the product of the torque Tm2 and the number of rotations Nr.
m2 is regenerated from the ring gear shaft 126. In this case, if the electric energy Pm1 consumed by the motor MG1 is made equal to the electric energy Pm2 regenerated by the motor MG2, the electric energy Pm1 consumed by the motor MG1 can be exactly covered by the motor MG2.

In the power output device 110 of the second embodiment, in addition to such torque conversion, the energy Pe (the product of the torque Te and the rotation speed Ne) output from the engine 150 and the regeneration or consumption by the motor MG1. By adjusting the electric energy Pm1 to be consumed and the electric energy Pm2 consumed or regenerated by the motor MG2, the surplus electric energy is found and the battery 194 is discharged, or the insufficient electric energy is stored in the battery 194. By supplementing with electric power, energy Pe output from engine 150 can be more efficiently output to ring gear shaft 126 as power.

According to the principle of operation of the power output device 110 of the second embodiment, the planetary gear 120 and the motor M
G1, motor MG2, transistors Tr1 to Tr1
6, the power conversion efficiency is described as 1 (100%). Actually, since the value is less than 1, the engine 1
Energy Pe output from the ring gear shaft 126
Must be set to a value slightly larger than the energy Pr output from the engine 150, or conversely, the energy Pr output to the ring gear shaft 126 must be set to a value slightly smaller than the energy Pe output from the engine 150. For example, energy Pe output from engine 150 may be a value calculated by multiplying energy Pr output to ring gear shaft 126 by the reciprocal of the conversion efficiency. Further, the torque Tm2 of the motor MG2 is a value calculated from the electric power regenerated by the motor MG1 multiplied by the efficiency of both motors in the state of the alignment chart of FIG. 14, and in the state of the alignment chart of FIG. What is necessary is just to calculate from what divided the electric power consumed by the motor MG1 by the efficiency of both motors. In the planetary gear 120, energy is lost as heat due to mechanical friction or the like. However, the loss amount is extremely small in view of the total amount, and the efficiency of the synchronous motor used for the motors MG1 and MG2 is very close to the value 1. It is also known that the on-resistance of the transistors Tr1 to Tr16 is extremely small, such as GTO. Therefore, the power conversion efficiency is close to the value 1. Therefore, in the following description, the value 1 (100
%).

Next, a torque control process executed by the power output device 110 of the second embodiment configured as described above will be described based on a torque control routine illustrated in FIG. When the torque control routine of FIG. 16 is executed, the control CPU 190 of the control device 180
The rotational speed Nr of the ring gear shaft 126 calculated based on the rotational angle θr detected by the
A process of inputting the number of rotations Ns of the sun gear shaft 125 calculated based on the rotation angle θs detected by (steps S200 and S202). Then, using the input rotation speed Nr of the ring gear shaft 126 and the rotation speed Ns of the sun gear shaft 125, the rotation speed Ne of the engine 150 is calculated by the following equation (10) (step S204). In addition,
Equation (10) is obtained by solving the above equation (7) for Ne.

[0084]

(Equation 9)

When the rotation speed Ne of the engine 150 is calculated in this manner, steps S106 to S1 of the torque control routine of FIG. 5 executed by the power output device 20 of the first embodiment.
The processing of steps S206 to S214, which is the same processing as the processing of step 14, is executed. That is, the engine 150
Is compared with a value 0 or a predetermined value Nemin (steps S206 and S208), and a check is made because a stop command for the engine 150 is output (step S21).
0), when the rotation speed Ne of the engine 50 is equal to or more than the predetermined value Nemin, or when the rotation speed Ne is less than the predetermined value Nemin but the stop command of the engine 50 is output,
The engine 50 determines that the engine 50 is in a normal rotation state, and sets a value 0 to a rotation state determination flag F (step S21).
2) When the rotation speed Ne of the engine 50 is negative or when the rotation speed N
When e is equal to or greater than 0 but less than a predetermined value Nemin, and when the stop command of the engine 50 is not output, it is determined that the engine 50 is not in a normal rotation state, and the value 1 is set to the rotation state determination flag F. It is set (step S214).

Subsequently, the accelerator pedal position AP detected by the accelerator pedal position sensor 165
Is input (step S216), and a torque command value (hereinafter referred to as an output torque command value) Tr * to be output to the ring gear shaft 126 is set based on the input accelerator pedal position AP (step S218). here,
Output torque command value T from accelerator pedal position AP
The method of deriving r * is the same as the method of deriving the output torque command value Td * of the first embodiment.

Next, the energy Pr to be output to the ring gear shaft 126 is calculated by multiplying the set output torque command value Tr * by the rotation speed Nr of the ring gear shaft 126 (step S).
220), and the calculated energy Pr
Target torque Te * of engine 150 so that
And the target rotation speed Ne * are set (step S22).
2). The setting method of the target torque Te * and the target rotation speed Ne * is the same as the setting method in the first embodiment.

When the rotation state determination flag F and the target torque Te * and the target rotation speed Ne * of the engine 150 are set in this way, the set values are used to control the motor MG1 (step S224) and the motor MG2 (step S2).
26) and control of the engine 150 (step S228). In the second embodiment, as in the first embodiment, each control is described as a separate step for convenience of illustration.
In practice, these controls are performed comprehensively. In addition,
The control of the engine 150 in step S228 is the same control as the control of the engine 50 in the power output device 20 of the first embodiment, and a description thereof will be omitted. Less than,
Control of motor MG1 and motor MG2 will be described.

Control of motor MG1 (step S in FIG. 16)
224) is performed by the control routine of the motor MG1 illustrated in FIG. When this routine is executed, control CPU 190 first checks the value of rotation state determination flag F (step S230), and determines that engine 150 is rotating normally when rotation state determination flag F is 0. Then, a torque command value Tm1 * of the motor MG1 is calculated and set according to the following equation (11) (step S232).
The first term on the right side of this equation (11) is obtained from the equilibrium relationship between the operating collinear lines in the collinear chart of FIG. 14 or 15 similarly to the above equation (8). The second term on the right side and the third term on the right side are a proportional term for eliminating the deviation between the rotation speed Ne of the engine 150 and the target rotation speed Ne *, and a steady-state deviation of the rotation speed Ne of the engine 150 from the target rotation speed Ne *. K3 and K in the equation are integral terms for eliminating
4 is a constant.

[0090]

(Equation 10)

On the other hand, when the rotation state determination flag F has a value of 1, it is determined that the engine 150 is rotating in reverse or stalled, and the torque command value Tm1 * of the motor MG1 is forcibly rotated forward. Is set to a predetermined value Tm0 (step S234). Here, the predetermined value Tm0
Is set as a torque value for forcibly rotating the engine 150 in the forward direction. In the second embodiment, the engine 150 for which fuel injection is stopped is set to the predetermined value Nemin.
The torque is set as a value of a torque that can be rotated at the above rotation speed.

Next, the rotation angle θs of the sun gear shaft 125 is input from the resolver 139 (step S23).
6), the currents Iu1 and Iv1 flowing in the U and V phases of the three-phase coil 134 of the motor MG1 are detected by the current detectors 195 and 1
96 is performed (step S23).
8). Although the current flows in the three phases U, V, and W, the sum thereof is zero. Therefore, it is sufficient to measure the current flowing in the two phases as described in the first embodiment. Thereafter, the coordinate conversion (step S240) and the voltage command values Vd1, V2 described in the control of the clutch motor 30 of the first embodiment (FIG. 6) are performed.
q1 is calculated (step S242), and the inverse coordinate transformation of the voltage command value is performed (step S242), and the transistor Tr of the first drive circuit 192 of the motor MG1 is
The on / off control time of 1 to Tr6 is obtained, and PWM control is performed (step S246).

Here, the torque command value Tm of the motor MG1
The sign of 1 * is the torque T in the alignment charts of FIGS.
If the direction of m1 is positive, the same positive torque command value T
Even when m1 * is set, the direction in which the torque command value Tm1 * acts and the sun gear shaft 12 as shown in the alignment chart of FIG.
When the direction of rotation of 5 is different, regenerative control is performed,
In the same direction as in the state of the alignment chart in FIG. 15, power running control is performed. However, when the torque command value Tm1 * is positive, the power running control and the regenerative control of the motor MG1 are positive due to the permanent magnet 135 attached to the outer peripheral surface of the rotor 132 and the rotating magnetic field generated by the current flowing through the three-phase coil 134. Since the transistors Tr1 to Tr6 of the first drive circuit 191 are controlled so that the torque of the first drive circuit 191 acts on the sun gear shaft 125, the same switching control is performed. That is, if the sign of the torque command value Tm1 * is the same, the same switching control is performed regardless of whether the control of the motor MG1 is the regenerative control or the power running control. Therefore, both the regenerative control and the power running control can be performed in the control process of motor MG1 in FIG. When the torque command value Tm1 * is negative, the direction of change in the rotation angle θs of the sun gear shaft 125 read in step S236 is only reversed, and the control at this time is also performed by the control process of the motor MG1 in FIG. Can do it.

Control of motor MG2 (step S in FIG. 16)
226) will be described based on the control routine of the motor MG2 illustrated in FIG. When this routine is executed,
The control CPU 190 of the control device 180 first checks the value of the rotation state determination flag F (step S230), and when the rotation state determination flag F is 0, calculates the torque command value Tm2 * of the motor MG2 by the following equation (12). Calculated and set (step S252). When the rotation state determination flag F is 1, the torque command value Tm2 * of the motor MG2 is calculated and set by the following equation (13) (step S25).
4). Here, equation (12) is derived from the balance of the operating collinear in the collinear charts of FIGS. 14 and 15. Equation (13) indicates that the state in which the engine 150 is rotating reversely or stalling indicates that when the fuel injection to the engine 150 is stopped, the motor MG1 and the motor MG2 are used to rotate the engine 150 at a rotation speed equal to or higher than a predetermined value Nemin. This is derived as giving a torque when rotating at.
That is, the first term on the right side is a torque when the torque Tr * to be output to the ring gear shaft 126 is covered only by the motor MG2, and the second term on the right side is the motor MG1
And a torque required for forcibly rotating at a rotation speed equal to or greater than a predetermined value Nemin by the motor MG2.

[0095]

[Equation 11]

Subsequently, the rotation angle θ of the ring gear shaft 126
A process of detecting r from the resolver 149 is executed (step S252), and processes of steps S258 to S266, which are processes similar to the processes of steps S238 to S246 in the control routine of the motor MG1 in FIG. 17, are executed. That is, each phase current of motor MG2 is detected using current detectors 197 and 198 (step S25).
8), coordinate conversion (step S260) and calculation of voltage command values Vd2, Vq2 (step S262),
Further, the voltage command value is subjected to inverse coordinate conversion (step S264) to determine the on / off control time of the transistors Tr11 to Tr16 of the second drive circuit 192 of the motor MG2, and PWM control is performed (step S266).

Here, the motor MG2 is also driven by the torque command value Tm.
2 * and the direction of rotation of the ring gear shaft 126, power running control or regenerative control is performed.
As in the case of 1, both the powering control and the regenerative control can be performed by the control process of the motor MG2 in FIG. In the embodiment, the sign of the torque command value Tm2 * of the motor MG2 is:
The direction of the torque Tm2 in the state of the alignment chart of FIG.

With these controls, the engine 150 can be operated at a more efficient operation point. Can be output.

The power output device 1 of the second embodiment described above
According to 10, the rotation speed Ne of the engine 150 can be obtained based on the rotation speed Ns of the sun gear shaft 125 and the rotation speed Nr of the ring gear shaft 126. In addition, the rotation speed Ns of the sun gear shaft 125 and the rotation speed Nr of the ring gear shaft 126
Are resolvers 139, 14 capable of detecting forward rotation and reverse rotation
9 is a value with a positive or negative sign obtained based on the rotation angles θs and θr detected by the
Can also be obtained as a positive and negative signed value. As a result, it is possible to detect an abnormal rotation state in which the engine 150 rotates reversely.

Further, according to the power output device 110 of the second embodiment, an abnormal rotation state such as the engine 150 rotating in the reverse direction is detected, or the rotation of the engine 150 is stopped even though the stop command of the engine 150 is not output. Number Ne is a predetermined value Ne
When a rotation state smaller than min is detected, a torque value that can rotate the engine 150 at a rotation speed equal to or higher than the predetermined value Nemin is set as the torque command value Tm1 * of the motor MG1.
50 can be rotated forward at a rotation speed equal to or greater than a predetermined value Nemin. As a result, reverse rotation of engine 150 can be prevented, and undesired stall of engine 150 can be prevented. In addition, even in the process of preventing the reverse rotation and stall of the engine 150, the motor MG2 controls the engine 50 to the predetermined value Ne by the torque corresponding to the depression amount of the accelerator pedal 164 and the motor MG1.
Since a torque equal to the sum of the torque required to rotate at a rotation speed of min or more is output to the ring gear shaft 126, the driver can smoothly drive the vehicle irrespective of such processing and can obtain an undesired torque. No shock.

In the power output device 110 of the second embodiment, the power output to the ring gear shaft 126 is
MG1 via a power takeoff gear 128 connected to
However, the ring gear shaft 126 may be extended and removed from the case 119 as in a power output device 110A of a modified example illustrated in FIG. Further, as in a power output device 110B of a modified example illustrated in FIG. 50, the planetary gear 120, the motor MG2, and the motor MG1 may be arranged in this order from the engine 150 side. In this case, the sun gear shaft 125B does not have to be hollow, and the ring gear shaft 126B needs to be a hollow shaft. In this way, the power output to ring gear shaft 126B can be taken out between engine 150 and motor MG2.

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

In each of the embodiments described above, a gasoline engine driven by gasoline is used as the engine 50 and the engine 150. In addition, various internal combustion or external combustion engines such as a diesel engine, a turbine engine, and a jet engine are used. Institutions can also be used.

Further, as the clutch motor 30 and the assist motor 40 of the first embodiment, or as the motor MG1 and the motor MG2 of the second embodiment, a PM (permanent magnet type) synchronous motor is used. , VR-type (variable reluctance type; Variab
le Reluctance type) A synchronous motor, a vernier motor, a DC motor, an induction motor, a superconducting motor, a step motor, or the like can also be used.

Further, in the first embodiment, the rotary transformer 38 is used as a means for transmitting electric power to the clutch motor 30, but other than this, a slip ring-brush contact, a slip ring-mercury contact, a semiconductor coupling of magnetic energy, etc. Can also be used.

First and Second Drive Circuits 9 of First Embodiment
1 and 92, or the first and second driving circuits 191 and 192 of the second embodiment use transistor inverters.
ode Transistor) inverter, thyristor inverter, voltage PWM (pulse width modulation; Pulse Width Modulati)
on) Inverters, square wave inverters (voltage-type inverters, current-type inverters), resonance inverters, and the like can also be used.

Further, as the battery 94 of the first embodiment,
Alternatively, as the battery 194 of the second embodiment, Pb
A battery, a NiMH battery, a Li battery or the like can be used, but a capacitor can be used instead of the batteries 94 and 194.

In each of the embodiments, the case where the power output device is mounted on a vehicle has been described. However, the present invention is not limited to this. It is also possible.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing a configuration of a power output device 20 that distributes power by a clutch motor as a first embodiment.

FIG. 2 is a cross-sectional view illustrating the structures of a clutch motor 30 and an assist motor 40 that constitute the power output device 20 of the first embodiment.

FIG. 3 is a configuration diagram showing a schematic configuration of a vehicle equipped with the power output device 20 of the first embodiment.

FIG. 4 is a graph for explaining the operation principle of the power output device 20 of the first embodiment.

FIG. 5 is a flowchart illustrating a torque control routine executed by the control device 80 of the first embodiment.

FIG. 6 is a flowchart illustrating a clutch motor control routine executed by the control device 80 of the first embodiment.

FIG. 7 is a flowchart illustrating an assist motor control routine executed by the control device 80 of the first embodiment.

FIG. 8 is a configuration diagram showing a schematic configuration of a power output device 20A which is a modified example of the power output device 20 of the first embodiment.

FIG. 9 is a configuration diagram illustrating a schematic configuration of a power output device 20B that is a modified example of the power output device 20 of the first embodiment.

FIG. 10 shows a power output device 110 as an embodiment of the present invention.
FIG. 2 is a schematic configuration diagram showing a second embodiment.

FIG. 11 is a partially enlarged view of a power output device 110 according to a second embodiment.

FIG. 12 is a configuration diagram illustrating a schematic configuration of a vehicle equipped with a power output device 110 according to a second embodiment.

FIG. 13 is a graph for explaining the operation principle of the power output apparatus 110 according to the second embodiment.

FIG. 14 is a collinear chart showing the relationship between the rotation speed and the torque of the three shafts coupled to the planetary gear 120.

FIG. 15 is a nomographic chart showing a relationship between a rotation speed and a torque of three shafts coupled to the planetary gear 120.

FIG. 16 is a flowchart illustrating a torque control routine executed by a control device 180 according to the second embodiment.

FIG. 17 is a flowchart illustrating a control routine of the motor MG1 executed by the control device 180 of the second embodiment.

FIG. 18 is a flowchart illustrating a control routine of a motor MG2 executed by a control device 180 according to the second embodiment.

FIG. 19 is a configuration diagram illustrating a schematic configuration of a power output device 110A that is a modification of the power output device 110 of the second embodiment.

FIG. 20 is a configuration diagram illustrating a schematic configuration of a power output device 110B that is a modification of the power output device 110 of the second embodiment.

[Explanation of symbols]

 Reference Signs List 20 power output device 20A, 20B power output device 22 drive shaft 24 differential gear 26, 28 drive wheel 30 clutch motor 32 outer rotor 34 inner rotor 35 permanent magnet 36 three-phase coil 37A, 37B bearing 38 ... rotating transformer 38A ... primary winding 38B ... secondary winding 39 ... resolver 39A ... slip ring 39B ... ring 39C ... brush 40 ... assist motor 42 ... rotor 43 ... stator 44 ... three-phase coil 45 ... case 46 ... permanent magnet 48 ... Resolver 49 ... Bearing 50 ... Engine 51 ... Fuel Injection Valve 52 ... Combustion Chamber 54 ... Piston 56 ... Crankshaft 57 ... Wheel 58 ... Igniter 59a ... Press-In Pin 59b ... Screw 60 ... Distributor 62 ... Spark Plug 64 ... Accelerator Le 65: Accelerator pedal position sensor 66: Throttle valve 67: Throttle valve position sensor 68: Actuator 70: EFIECU 72: Intake pipe negative pressure sensor 74: Water temperature sensor 76: Rotation speed sensor 78: Rotation angle sensor 79: Starter switch 80: Control device 82 Shift lever 84 Shift position sensor 90 Control CPU 90a RAM 90b ROM 91 First drive circuit 92 Second drive circuit 94 Battery 95, 96 Current detector 97, 98 Current Detector 99 ... Remaining capacity detector 110 ... Power output device 110A, 110B ... Power output device 111 ... Power transmission gear 112 ... Drive shaft 114 ... Differential gear 116,118 ... Drive wheel 119 ... Case 120 ... Planetary gear 121 ... Sun gear Reference Signs List 22 ring gear 123 planetary pinion gear 124 planetary carrier 125 sun gear shaft 126 ring gear shaft 128 power take-off gear 129 chain belt 132 rotor 133 stator stator 134 three-phase coil 135 permanent magnet 139 resolver 142 rotor 143 ... Stator 144 ... Three-phase coil 145 ... Permanent magnet 149 ... Resolver 150 ... Engine 156 ... Crankshaft 164 ... Accelerator pedal 165 ... Accelerator pedal position sensor 170 ... EFIECU 180 ... Control device 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 19 ... remaining capacity detector L1, L2 ... power supply line MG1 ... motor MG2 ... motor Tr1 to Tr6 ... transistor Tr11～Tr16 ... transistor

Continued on the front page (51) Int.Cl. ⁷ Identification code FI Theme coat II (reference) F02D 29/02 B60K 9/00 EF term (reference) 3G084 BA00 BA03 DA27 DA28 DA34 EA11 EB08 EB22 EC01 EC04 FA33 3G093 AA07 AA16 BA04 BA05 DA01 DB01 EA03 EC02 FA07 FA10 FA11 FB01 5H115 PA08 PC06 PG04 PI11 PI16 PI24 PI29 PO02 PO06 PO17 PU02 PU09 PU10 PU22 PU24 PU25 PV09 PV23 QE02 QE07 QE10 QI04 QN03 RB08 RB26 RE02 RE03 SE04 SE05 SE08 TE08 TE03 TE06 TE08

Claims (4)

[Claims] 1. A power output device for outputting power to a drive shaft, comprising: a prime mover having an output shaft; a first motor having a first rotation shaft, and inputting and outputting power to and from the first rotation shaft. An electric motor, a second electric motor having a second rotating shaft coupled to the drive shaft, and inputting and outputting power to and from the second rotating shaft; an output shaft; the first rotating shaft; And three axes respectively coupled to the two rotation axes. When the power to be input / output to any two of the three axes is determined, the input / output to the remaining one axis is performed based on the determined power. Three-axis type power input / output means having a predetermined power relation for determining the power to be applied; first rotation speed detection means for detecting the rotation speed of the first rotation shaft; Second rotation speed detection means for detecting a rotation speed, the first rotation speed detection means and the second rotation speed detection Stage power output apparatus and a rotational speed calculating means for calculating a rotational speed of the output shaft of the prime mover based on the predetermined power relationship with each detected rotational speed said three shaft-type power input output by. 2. The power output device according to claim 1, wherein a target rotation speed setting means for setting a target rotation speed of an output shaft of the prime mover based on an instruction of an operator; The first rotation speed of the output shaft of the prime mover is adjusted to the target rotation speed.
And a motor control means for controlling the driving of the motor. 3. The power output according to claim 1, further comprising: motor control means for controlling the driving of the first motor so that the rotation speed of the output shaft of the prime mover calculated by the rotation speed calculation means is equal to or higher than a predetermined value. apparatus. 4. The power output device according to claim 1, wherein the rotation speed calculating means is a means for judging a rotation direction of the output shaft of the prime mover based on a result of the calculation. If it is determined that the output shaft is rotating, the torque required for the output shaft to rotate forward is set to the first and second torques.
Power output device provided with a means for outputting by means of the electric motor.