JPH10150703A - Drive unit and power output device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control operation of a prime mover that is connected mechanically or electrically using a motor, regardless of a variation in voltage from a battery means. SOLUTION: When a target driving point of an engine 50 set on the basis of target revolutions and torque is out of a controllable range for a clutch motor 30 determined by a voltage of a battery 94, the target revolutions or torque for the engine 50 is reset and modified to a lower level by a control CPU 90 in a controller 80. Then, the clutch motor 30 is controlled on the basis of the reset target point. In this case, the output torque of the clutch motor 30 is equal to the load torque of the engine 50, so the control is carried out by modifying the target operation point of the engine 50 according to the voltage of the battery 94. As a result, the engine 50 can be controlled without a control error like spit-back.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving device and a power output device, and more particularly, to a driving device capable of adjusting an operation point of a prime mover by an electric motor and a power output device for outputting power to a driving shaft.

[0002]

2. Description of the Related Art Heretofore, this type of driving device or power output device is a power output device mounted on a vehicle, in which motive power output from a prime mover is generated by a generator and the obtained electric energy is One that outputs desired power from a motor to a drive shaft by using the same has been proposed (for example,
JP-A-7-87615). In this device, electric energy obtained by the generator is supplied to the motor as three-phase AC power of a desired frequency via a rectifier circuit and an inverter. A battery is connected to an output terminal of the rectifier circuit in parallel with the inverter, and a difference between electric energy obtained by the generator by charging and discharging from the battery and electric energy consumed by the motor is covered.

[0003]

However, in such a driving device or power output device, the output of the generator cannot be actively controlled because the rectifier circuit is merely connected to the output side of the generator. There was a problem. In a configuration in which the rectifier circuit is only connected to the output side of the generator, the output of the generator is output from the load viewed from the generator, such as the power consumed by the motor and the power for charging the battery, and from the prime mover. It is determined by the balance with the torque. Therefore, the generator generates power as much as possible regardless of the magnitude of the load.

[0004] In order to cope with such a problem, an inverter or the like may be used to actively control the output of the generator. However, there is a problem that the generator cannot output a torque corresponding to the output torque of the prime mover, and the prime mover may blow up.

[0005] A driving device and a power output device according to the present invention include:
Regardless of the state of the load, while actively controlling the output of the generator and the motor, regardless of whether the voltage supplied from the power storage means fluctuates, the motor is mechanically or electrically coupled to the motor. Control the operation.

[0006]

Means for Solving the Problems and Their Functions and Effects The driving device and the power output device according to the present invention employ the following means in order to achieve at least a part of the above objects.

[0007] A drive device according to the present invention comprises a prime mover having an output shaft, a motor capable of exchanging power with the output shaft of the prime mover, and a storage battery capable of inputting and outputting electric energy required for exchanging power with the motor. Means, voltage detecting means for detecting a voltage between terminals of the power storage means, controllable range setting means for setting a range of controllable operating points of the prime mover based on the detected terminal voltage, and the setting The present invention further comprises control means for controlling the prime mover and the electric motor such that the prime mover is operated within the range of the controllable operating points.

In the driving device according to the present invention, the electric motor exchanges power with the output shaft of the prime mover by receiving a supply of necessary electric energy from the electric storage means. The controllable range setting means sets a controllable operating point range of the prime mover based on the voltage between the terminals of the power storage means detected by the voltage detection means. The control means controls the prime mover and the electric motor such that the prime mover is operated within the set controllable operating point. Here, the "operating point" refers to an operating point of the prime mover represented by the torque output from the prime mover and the rotational speed of the prime mover (the rotational speed of the output shaft of the prime mover).

According to the drive device of the present invention, the prime mover can be operated within a controllable operation point determined based on the voltage between the terminals of the power storage means. As a result,
It is possible to prevent blow-up of the prime mover caused by a decrease in the voltage between terminals of the power storage means and a decrease in the maximum torque that can be output from the electric motor.

In the driving device of the present invention, when the target operation point of the prime mover is not within the range of the controllable operation point, the control means changes the target rotation speed of the target operation point by changing the target rotation speed. The means may be a means for controlling the prime mover by setting the changed target operating point within the range of the controllable operating point. In this way, the operation of the prime mover can be controlled without changing the torque output from the prime mover.

Further, in the drive device according to the present invention, when the target operation point of the prime mover is not within the range of the controllable operation point, the control means changes the target torque of the target operation point by changing the target torque. The means may be a means for controlling the prime mover by setting the changed target operating point within the range of the controllable operating point. In this way, the operation of the prime mover can be controlled without changing the rotational speed of the prime mover.

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, a first rotating shaft coupled to an output shaft of the motor, and the drive shaft. A second rotating shaft coupled to the first
Energy adjusting means for adjusting the energy deviation between the power input to and output from the rotary shaft and the power input to and output from the second rotary shaft by inputting and outputting the corresponding electric energy; Power storage means capable of inputting and outputting electrical energy, voltage detecting means for detecting a voltage between terminals of the power storage means, and setting a range of controllable operating points of the prime mover based on the detected terminal voltage. The present invention comprises a controllable range setting means for controlling the motor and the energy adjusting means such that the motor is operated within the set controllable operating point.

[0013] In the power output apparatus according to the present invention, the energy adjusting means having the first rotary shaft connected to the output shaft of the prime mover and the second rotary shaft connected to the drive shaft includes the first rotary shaft. The energy deviation between the power input to and output from the power storage unit and the power input to and output from the second rotating shaft is adjusted by the input and output of the corresponding electric energy charged and discharged from the power storage means. The controllable range setting means sets a controllable operating point range of the motor based on the terminal voltage detected by the voltage detecting means, and the control means sets the controllable operating point range within the set controllable operating point range. The engine and the energy adjusting means are controlled so that the engine is operated.

According to the power output apparatus of the present invention, the prime mover can be operated within a controllable operation point determined based on the voltage between the terminals of the power storage means. As a result, the terminal voltage of the power storage means is reduced, and accordingly, it is possible to prevent the prime mover from blowing up due to a decrease in the maximum torque that can be output from the electric motor.

In the power output device of the present invention,
The energy adjusting means includes a first rotor coupled to the first rotation shaft, and a first rotor coupled to the second rotation shaft.
And a second rotor rotatable relative to the rotors, and exchanges power between the two rotating shafts via an electromagnetic coupling between the two rotors. The motor may also be a motor that inputs and outputs electric energy based on electromagnetic coupling and a difference in rotation speed between the two rotors.

Further, in the power output apparatus according to the present invention, the energy adjusting means has a third rotation shaft different from the first rotation shaft and the second rotation shaft. A three-axis power input / output means for inputting / outputting power determined based on the determined power to / from the remaining rotary shafts when determining power input / output to any two of the rotary shafts; An electric motor for exchanging power with the rotating shaft may be provided.

In the power output apparatus of the present invention including these modifications, when the target operating point of the prime mover is not within the range of the controllable operating point, the control means sets the target rotation speed of the target operating point. The means may be a means for controlling the prime mover by changing the target operating point after the change within the range of the controllable operating point. In this way, the operation of the prime mover can be controlled without changing the torque output from the prime mover.

Further, in the power output device according to the present invention,
When the target operating point of the prime mover is not within the range of the controllable operating point, the control means changes the target operating point after the change by changing the target torque of the target operating point. The means for controlling the prime mover may be set within a range of points. In this way, the operation of the prime mover can be controlled without changing the rotational speed of the prime mover.

[0019]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples. FIG. 1 is a configuration diagram showing a schematic configuration of a power output device 20 as a first embodiment of the present invention.
FIG. 2 is a configuration diagram illustrating a schematic configuration of a vehicle incorporating the power output device 20 of FIG. 1. For convenience of explanation, the overall configuration of the vehicle will be described first with reference to FIG.

As shown in FIG. 2, 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 between the igniter 58 and 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 the load on the engine 50, a water temperature sensor 74 for detecting the 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 inside, and a shift position sensor 84 provided on the shift lever 82 and the accelerator pedal 6
Accelerator pedal position sensor 64 provided in
a, a brake pedal position sensor 65a provided on the brake pedal 65 is also connected. Further, the control device 80 exchanges various information with the above-mentioned EFIECU 70 by communication. Control including the exchange of such information will be described later.

As shown in FIG. 1, the power output device 20 of the embodiment is roughly composed of an engine 50, an outer rotor 32 connected to a crankshaft 56 of the engine 50, and an inner rotor 34 connected to the drive shaft 22. The clutch motor 30 includes an assist motor 40 having a rotor 42 coupled to the drive shaft 22, and a control device 80 for controlling the drive of the clutch motor 30 and the assist motor 40.

As shown in FIG. 1, the clutch motor 30 includes a permanent magnet 35 on the inner peripheral surface of the outer rotor 32.
The motor is configured as a synchronous motor that winds a three-phase coil 36 around a slot formed in the inner rotor 34. The power to the three-phase coil 36 is supplied via a slip ring 38. In the inner rotor 34, the three-phase coil 3
The portions forming the slots and teeth for 6 are formed by laminating thin non-oriented electrical steel sheets.
Although the crankshaft 56 is provided with a resolver 39 for detecting the rotation angle θe, the resolver 39 can also be used as a rotation angle sensor 78 provided in the distributor 60.

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 rotates 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 a drive shaft 2 which is a torque output shaft of the power output device 20.
2, the drive shaft 22 is provided with a resolver 48 for detecting the rotation angle θd. The drive shaft 22
Is supported by a bearing 49 provided in the case 45.

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 configured as a normal permanent magnet type three-phase synchronous motor. 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. Thus, the details of the configuration of the clutch motor 30 will be further described. As described above, the outer rotor 32 of the clutch motor 30 is connected to the crankshaft 56, the inner rotor 34 is connected to the drive shaft 22, and the outer rotor 32 is provided with the permanent magnet 35. The number of the permanent magnets 35 is 8 (N
Poles and four south poles).
Is affixed to the inner peripheral surface. The magnetization direction is a direction toward the axial center 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 twelve 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 three-phase coils 36 is connected to receive power supply from slip ring 38. The slip ring 38 includes a rotating ring 38 fixed to the drive shaft 22.
a and a brush 38b. In order to exchange three-phase (U, V, W-phase) currents, the slip ring 38 has a rotating ring 38 a for three phases and a brush 3.
8b are prepared.

An interaction between a magnetic field formed by a pair of adjacent permanent magnets 35 and a rotating magnetic field formed by a 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. In this embodiment, the clutch motor 30 is configured as a four-pole pair synchronous motor. The frequency is four times as large as the deviation from the rotational speed of the motor.

Next, a control device 80 for controlling the drive of the clutch motor 30 and the assist motor 40 will be described. The control device 80 includes a first drive circuit 91 that drives the clutch motor 30, a second drive circuit 92 that drives the assist motor 40, a control CPU 90 that controls both the drive circuits 91 and 92, and a secondary battery. And a certain battery 94. The control CPU 90 is a one-chip microprocessor, and internally has 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 are provided. This control CP
U90 includes a rotation angle θe of the engine 50 from the resolver 39 and a rotation angle θ of the drive shaft 22 from the resolver 48.
d, accelerator pedal position from accelerator pedal position sensor 64a (depression amount of accelerator pedal 64)
AP, a brake pedal position (depressed amount of the brake pedal 65) BP from the brake pedal position sensor 65a, a shift position SP from the shift position sensor 84, and two current detectors 95 and 96 provided in the first drive circuit 91. Current values Iuc, I
vc, two current detectors 9 provided in the second drive circuit
7, 98, the battery voltage Vb from the voltmeter 94a for detecting the voltage between the terminals of the battery 94, the remaining capacity BRM from the remaining capacity detector 99 for detecting the remaining capacity of the battery 94, and the like. , 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 the remaining capacity by instantaneously shorting the terminals of the battery, flowing a current and measuring the internal resistance.

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 slip ring 38.
The power supply lines L1 and L2 are connected to the positive side and the negative side of the battery 94, respectively.
90, the ratio of the on-time of the transistors Tr1 to Tr6 forming a pair is sequentially controlled by the control signal SW1, and the current flowing through each coil 36 is converted into a pseudo sine wave by PWM control. 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. Therefore, when the on time of the pair of transistors Tr11 to Tr16 is sequentially controlled by the control CPU 90 by the control signal SW2, and the current flowing through each coil 44 is set to 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 of the embodiment having the above-described configuration will be described. Power output device 2 of embodiment
The operation principle of 0, in particular, the principle of torque conversion is as follows. The engine 50 is driven by the EFIECU 70,
It is assumed that the rotation speed Ne of the engine 50 is rotating at a predetermined rotation speed N1. At this time, if the control device 80 does not supply any current to the three-phase coil 36 of the clutch motor 30 via the slip ring 38, that is, the transistors Tr1, 3, and 5 of the first drive circuit 91 are turned off, If Tr2, Tr4, Tr6 are turned on, no current flows through the three-phase coil 36, and the outer rotor 32 and the inner rotor 34 of the clutch motor 30 are not electromagnetically coupled at all. Engine 5
The 0 crankshaft 56 is idle. In this state, 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,
In accordance with a deviation between the rotation speed Ne of the crankshaft 56 of the engine 50 and the rotation speed Nd of the drive shaft 22 (in other words, the clutch rotation speed difference Nc (Ne-Nd) between the outer rotor 32 and the inner rotor 34 in the clutch motor 30). A constant current flows through the three-phase coil 36 of the motor 30, the clutch motor 30 functions as a generator, the 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
And the inner rotor 34 rotates at a rotation speed Nd lower than the rotation speed Ne of the engine 50 (the rotation speed of the crankshaft 56). In this state, the control CPU 9 controls the assist motor 40 to consume energy equal to the regenerated electric energy.
0 controls the second drive circuit 92, a current flows through the three-phase coil 44 of the assist motor 40 and the assist motor 4
At zero, torque is generated.

Referring to FIG. 3, the engine 50 has a rotation speed N.
1. When operating at the operating point P1 of the torque T1, the clutch motor 30 transmits the torque T1 to the drive shaft 22 and regenerates the energy represented by the area G1.
By supplying the regenerated energy to the assist motor 40 as energy represented by the area G2, the drive shaft 22 is driven at the operating point P2 at the rotational speed N2 and the torque T2.
It can be rotated with.

Next, it is assumed that the engine 50 is operating at the predetermined rotation speed N2 and the torque Te at the torque T2, and the drive shaft 22 is rotating at the rotation speed N1 higher than the rotation speed N2. . In this state, the inner rotor 34 of the clutch motor 30 rotates in the rotation direction of the drive shaft 22 at the rotation speed indicated by the absolute value of the rotation speed difference Nc (Ne-Nd) with respect to the outer rotor 32. Function as a normal motor,
The rotation energy is given to the drive shaft 22 by the electric power from.
On the other hand, when the control CPU 90 controls the second drive circuit 92 to regenerate electric power by the assist motor 40,
A regenerative current flows through the three-phase coil 44 due to slip between the rotor 42 and the stator 43 of the assist motor 40. Here, if the control CPU 90 controls the first and second drive circuits 91 and 92 so that the electric power regenerated by the assist motor 40 is consumed by the clutch motor 30,
The clutch motor 30 can be driven without using the electric power stored in the battery 94.

Referring to FIG. 3, when the crankshaft 56 is operating at the rotational speed N2 and the torque T2, the region G
1 is supplied to the clutch motor 30 to output the torque T2 to the drive shaft 22, and the energy supplied to the clutch motor 30 is supplied to the clutch motor 30 as the energy expressed as the sum of the areas G2 and G3. By regenerating from the assist motor 40
When the drive shaft 22 is operated at the rotational point N1 and the operating point P at the torque T1.
It can be rotated by two.

In the power output device 20 of the embodiment, in addition to the operation of converting all of the power output from the engine 50 into torque and outputting the converted power to the drive shaft 22, the power output from the engine 50 (torque Te) By adjusting the electric energy regenerated or consumed by the clutch motor 30 and the electric energy consumed or regenerated by the assist motor 40, the surplus electric energy is found and the battery 94 is detected. , Or various operations such as an operation of supplementing the insufficient electrical energy with the electric power stored in the battery 94.

Hereinafter, the basics of such torque conversion will be described based on a torque control routine illustrated in FIG.
This routine is repeatedly executed every predetermined time (for example, every 8 msec) after the power output device 20 is started. When this routine is executed, the control C of the control device 80
The PU 90 first performs a process of reading the rotation speed Nd of the drive shaft 22 (Step S100). The rotation speed of the drive shaft 22 can be obtained from the rotation angle θd of the drive shaft 22 read from the resolver 48. Subsequently, the accelerator pedal position AP, which is the depression amount of the accelerator pedal 64 detected by the accelerator pedal position sensor 64a.
Is read (step S102). 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 is determined by the output torque desired by the driver (that is, the output torque should be output to the drive shaft 22). Torque). Subsequently, a process of deriving a target value of output torque (a target value of torque to be output to the drive shaft 22 (hereinafter, also referred to as “torque command value”)) Td * according to the read accelerator pedal position AP is performed. (Step S104). In the embodiment, the output torque command value Td * corresponding to each accelerator pedal position AP is determined, stored in the ROM 90b as a map in advance, and when the accelerator pedal position AP is read,
The output torque command value Td * corresponding to the accelerator pedal position AP read by referring to the map stored in the ROM 90b is derived. The energy Pd to be output to the drive shaft 22 is obtained from the derived output torque command value Td * and the read rotation speed Nd of the drive shaft 22.
Is calculated (Pd = Td * × Nd) (step S106).

Next, the remaining capacity BRM of the battery 94 detected by the remaining capacity detector 99 is read (step S10).
8) Using the read remaining capacity BRM of the battery 94 and the energy Pd calculated in step S106, the energy Pe to be output from the engine 50 according to the following equation (1).
Is calculated (step S110). Here, η1 in the first term on the right side of the equation (1) is the efficiency of torque conversion by the clutch motor 30 and the assist motor 40, and the second term on the right side is the charge / discharge energy Pb of the battery 94. Therefore, the energy Pd to be output to the drive shaft 22 is basically covered by the energy Pe output from the engine 50. In the embodiment, the charging energy Pbi for charging / discharging the battery 94 with respect to the remaining capacity BRM of the battery 94 and the discharging energy Pbo for discharging from the battery 94 are defined as charging / discharging energy Pb, and the ROM 90b is used as a map in advance. When the remaining capacity BRM of the battery 94 is read, the charge / discharge energy Pb corresponding to the read remaining capacity BRM is derived from this map and used in equation (1). In the embodiment, the battery 94 is used.
It is not necessary to set the charging / discharging energy Pb for all the remaining capacities BRM of the battery 94. Therefore, in the optimal range of the battery 94 (for example, when the remaining capacity BRM of the battery 94 is 50 to 80%), the charging / discharging energy Pb is set to 0. The used map was used.

[0040]

(Equation 1)

Based on the obtained energy Pe, the target torque Te * and the target rotational speed Ne of the engine 50 are determined.
A process for setting * is performed (step S112). The energy Pe output from the engine 50 is the torque Te
And the rotation speed Ne, Pe = Te *
The target torque Te * and the target rotation speed Ne * may be set so as to satisfy the relationship of Ne *. However, there are countless combinations of the target torque Te * and the target rotation speed Ne * that satisfy this relationship. Therefore, in the embodiment, the engine 5
The combination of the target torque Te * and the target rotation speed Ne * of the engine 50 is set so that 0 operates as efficiently as possible.

Next, the battery voltage Vb detected by the voltmeter 94a is read (step S114), and the read battery voltage Vb and the target torque Te of the engine 50 are read.
* The maximum value of the rotational speed difference Nc based on the above (maximum rotational speed difference)
Ncmax is derived (step S116). Specifically, the relationship between the target torque Te *, the battery voltage Vb, and the maximum rotational speed difference Ncmax is obtained by an experiment or the like and stored in the ROM 90b as a map, and the battery voltage Vb and the target torque Te * are read. The maximum rotation speed difference Ncmax corresponding to this is derived. Target torque Te *, battery voltage Vb, and maximum rotational speed difference Ncmax
Will be described. FIG. 5 shows the clutch motor 30.
FIG. 6 is an explanatory diagram showing an example of the relationship between the torque Tc, the rotation speed difference Nc, and the battery voltage Vb.
7 is a graph showing an example of a relationship between a battery voltage Vb and a maximum rotational speed difference Ncmax when a torque Tc of 0 is given.

The curve shown in FIG. 5 shows the relationship between the operable torque Tc of the clutch motor 30 and the rotational speed difference Nc.
Generally, when the battery voltage Vb decreases, the maximum output of the motor supplied with power from the battery decreases.
When comparing the case where the battery voltage Vb is the value Vb1 and the case where the battery voltage Vb is a value Vb2 smaller than the value Vb1, as shown, the lower the battery voltage Vb, the smaller the range becomes. Now, when the torque Tc of the clutch motor 30 is the value T1, the rotation of the value (N2 + α) when the battery voltage Vb is the value Vb2 until the rotation speed difference Nc becomes the value (N1 + α) when the battery voltage Vb is the value Vb1. Number difference N
The clutch motor 30 can be driven until c is reached. Assuming that the margin for the control is α in consideration of the torque ripple of the engine 50, the deviation of the control, and the like, the range in which the clutch motor 30 can be controlled is as follows:
In the case of b1, the rotational speed difference Nc of the value N1 and the battery voltage V
When b is the value Vb2, the rotation speed difference Nc of the value N2 is reached, and the value N1 or the value N2 is equal to the above-described maximum rotation speed difference Ncm.
ax. Then, the battery voltage Vb thus obtained
FIG. 6 shows the relationship between the maximum rotational speed difference Ncmax and the maximum rotational speed difference Ncmax. Since the torque Tc of the clutch motor 30 is the load torque of the engine 50, the engine 50 is not operated in a steady state.
Is equal to the torque command value Tc * of the clutch motor 30. For this reason, FIG.
0 target torque Te *, rotation speed difference Nc, and battery voltage V
6 and FIG.
Voltage V when given target torque Te * is given
It can be seen as the relationship between b and the maximum rotational speed difference Ncmax.

After deriving the maximum rotational speed difference Ncmax in this way, the rotational speed Nd is calculated by subtracting the rotational speed Nd from the target rotational speed Ne * (step S118), and the rotational speed difference Nc is calculated. Maximum rotational speed difference Nc
max is determined (step S12).
0), when exceeding, the engine 50 according to the following equation (2) so that the rotational speed difference Nc becomes the maximum rotational speed difference Ncmax.
Is reset (step S12).
2). Thus, the limitation on the rotational speed difference Nc is as follows.
If no restriction is imposed, the rotational speed of the engine 50 cannot be properly controlled by the clutch motor 30 and the engine 50
Because it will blow up.

Ne * ← Nd + Ncmax (2)

Thus, the target torque Te * of the engine 50
When the target rotation speed Ne * is set, the clutch motor 30, the assist motor 40, and the engine 50 are controlled using the set values (steps S124 to S124).
128). In the embodiment, each control of the clutch motor 30, the assist motor 40, and the engine 50 is described as a separate step of this routine for convenience of illustration. However, actually, these controls are performed independently and independently of this routine. It is performed comprehensively. For example, the control CPU 90 executes the control of the clutch motor 30 and the assist motor 40 in parallel at a different timing from the present routine using an interrupt process, transmits an instruction to the EFI ECU 70 by communication, and transmits Is also performed in parallel.

The control of the clutch motor 30 (step S124 in FIG. 4) 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 performs a process of reading the rotation speed Ne of the engine 50 (step S13).
0). The rotation speed Ne of the engine 50 can be obtained from the rotation angle θe of the crankshaft 56 read from the resolver 39, or can be directly detected by the rotation speed sensor 76 provided in the distributor 60. When the rotation speed sensor 76 is used, information on the rotation speed Ne is received from the EFIECU 70 connected to the rotation speed sensor 76 by communication. Subsequently, the torque command value Tc * of the clutch motor 30 is calculated by the following equation (3).
Set. Here, the second term on the right side of the equation (3) is a proportional term for eliminating a deviation of the rotation speed Ne of 50 from the target rotation speed Ne *, and the third term on the right side of the rotation speed Ne of the engine 50 is the target rotation speed Ne. This is an integral term for eliminating a steady-state deviation from *. By controlling the clutch motor 30 by setting the torque command value Tc * in this manner, the engine 5
The torque output from 0 is output to the drive shaft 22, and the engine 50 can be operated at the operating point of the target torque Te * and the target rotation speed Ne *.

[0048]

(Equation 2)

Next, the rotation angle θd of the drive shaft 22 is input from the resolver 48 and the rotation angle θe of the crankshaft 56 of the engine 50 is input from the resolver 39 (steps S133, S134), and the clutch motor 30
The electric angle θc is obtained from the rotation angles θe and θd of both axes (step S136). In the embodiment, since a 4-pole pair synchronous motor is used as the clutch motor 30, θc = 4 (θe−θd) is calculated.

Next, the current detectors 95 and 96 detect the currents Iuc and Ivc flowing in the U and V phases of the three-phase coil 36 of the clutch motor 30 (step S138). The current flows in the three phases U, V, and W, but since the sum is zero, it is sufficient to measure the current flowing in the two phases. Coordinate conversion (three-phase to two-phase conversion) is performed using the three-phase current thus obtained (step S14).
0). The coordinate transformation is performed on the d axis and q of the permanent magnet type synchronous motor.
This is to convert to a current value of the axis, which is performed by calculating the following equation (4). 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.

[0051]

(Equation 3)

Next, after being converted into two-axis current values, the current command values Idc *, Iqc * of each axis obtained from the torque command value Tc * of the clutch motor 30 and the currents Idc, Iqc actually flowing through the respective axes And a deviation are obtained to obtain voltage command values Vdc and Vqc for each axis (step S1).
42). That is, first, the operation of the following expression (5) is performed, and then the operation of the following expression (6) 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. Note that the voltage command values Vdc and Vqc correspond to the current command value I
* The part proportional to the deviation ΔI from (the first term on the right side of Equation (6))
And the accumulated value of the i times of the deviation ΔI (the second term on the right side).

[0053]

(Equation 4)

[0054]

(Equation 5)

After that, 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 (7).

[0056]

(Equation 6)

Since the actual voltage control is performed by the on / off time of the transistors Tr1 to Tr6 of the first drive circuit 91, the on time of each of the transistors Tr1 to Tr6 is adjusted so as to obtain each voltage command value obtained by the equation (7). 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 direction of rotation of the crankshaft 56. Even if Tc * is set, when the rotation speed Ne of the engine 50 is larger than the rotation speed Nd of the drive shaft 22 (when a positive rotation speed difference Nc (Ne-Nd) occurs), the rotation speed difference Nc When the rotation speed Ne is smaller than the rotation speed Nd (when a negative rotation speed difference Nc (Ne-Nd) is generated), the regenerative control for generating the regenerative current according to The power running control of rotating in the rotation direction of the drive shaft 22 at the rotation speed relatively indicated by the absolute value of the rotation speed difference Nc is performed. When the torque command value Tc * is a positive value, the regenerative control and the power running control of the clutch motor 30 are performed by the permanent magnet 35 attached to the outer rotor 32 and the three-phase coil 36 of the inner rotor 34.
Since the transistors Tr1 to Tr6 of the first drive circuit 91 are controlled so that a torque having a positive value acts on the drive shaft 22 by a rotating magnetic field generated by a current flowing through the switching shaft 22, the same switching control is performed. That is, if the sign of the torque command value Tc * is the same, the clutch motor 30
The same switching control is performed regardless of whether the control is regenerative control or powering control. Therefore, both the regenerative control and the power running control can be performed in the clutch motor control routine 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 direction of change of the electrical angle θc in step S136 is reversed. The control at this time can also be performed by the clutch motor control routine of FIG.

Next, control of the assist motor 40 (step S126 in FIG. 4) will be described based on an assist motor control routine illustrated in FIG. In the assist motor control routine, the control CPU 90 of the control device 80 first determines the torque to be output to the drive shaft 22 (torque command value Td
*), The torque command value Tc * to be output to the drive shaft 22 by the clutch motor 30 is subtracted to set the torque command value Ta * of the assist motor 40 (step S150). Subsequently, the rotation angle θd of the drive shaft 22 is detected by using the resolver 48 (step S152), and processing for obtaining the electrical angle θa of the assist motor 40 from the detected rotation angle θd is performed (step S154). In the embodiment, since a 4-pole pair synchronous motor is also used for the assist motor 40, θa
= 4θd.

Next, each phase current of the assist motor 40 is detected by using the current detectors 97 and 98 (step S15).
6) Then, coordinate conversion similar to that of the clutch motor 30 (step S158) and voltage command values Vda, Vqa
(Step S160), and the inverse coordinate transformation of the voltage command value (Step S162) is performed to obtain the transistor Tr of the second drive circuit 92 of the assist motor 40.
11 to Tr16 on / off control time,
Control is performed (step S164). These processes are
This is exactly the same as that performed for the clutch motor 30.

Here, the assist motor 40 has a torque command value Ta * that is equal to the torque command value Td * and a torque command value Td.
c *, the torque command value Ta * is positive when the torque command value Td * is larger than the torque command value Tc * if the drive shaft 22 is rotating in the rotation direction of the crankshaft 56. When the value is set, power running control is performed. When the torque command value Td * is smaller than the torque command value Tc *, a negative value is set to the torque command value Ta *, and regenerative control is performed. However, the assist motor 40
The power running control and the regenerative control can be performed by the assist motor control routine shown in FIG. 8, similarly to the control of the clutch motor 30. The same applies when the drive shaft 22 is rotating in the direction opposite to the rotation direction of the crankshaft 56. The sign of the torque command value Ta * of the assist motor 40 is positive when a positive torque acts on the drive shaft 22 in the rotation direction of the crankshaft 56.

Next, control of the engine 50 (step S128 in FIG. 4) will be described. The engine 50 controls the torque Te and the rotation speed Ne such that the engine 50 is in a steady operation state at the set operation point of the target torque Te * and the target rotation speed Ne *. Specifically, the EFIE that has received the target torque Te * and the target rotation speed Ne * from the control CPU 90 via communication so that the engine 50 is operated at the operating point of the target torque Te * and the target rotation speed Ne *.
The CU 70 controls the opening of the throttle valve 66, controls the fuel injection from the fuel injection valve 51, and controls the ignition plug 62.
Control by the controller 80 and the control C
The PU 90 controls the torque Tc of the clutch motor 30 as the load torque of the engine 50. Since the output torque Te and the rotation speed Ne of the engine 50 change depending on the load torque, the target torque Te * and the target rotation speed Ne * are controlled only by the EFIECU70.
This is because it is not possible to operate at the operation point of the above, and it is necessary to control the torque Tc of the clutch motor 30 for giving the load torque. The torque T of the clutch motor 30
The control of c has been described in the control of the clutch motor 30 described above.

The power output device 2 of the first embodiment described above
According to 0, the controllable output range of the clutch motor 30 is determined based on the battery voltage Vb, and the target rotation speed Ne * is reset so that the target operating point of the engine 50 is within the range. The operation of the engine 50 can be more appropriately controlled. As a result, it is possible to prevent the inconvenience that the engine 50 blows up due to the decrease in the battery voltage Vb.

The power output from the engine 50 can be converted into a desired power and output to the drive shaft 22. Further, since the target torque Te * and the target rotation speed Ne * of the engine 50 are set so that the engine 50 is operated at an operation point with the highest possible efficiency, a highly efficient device can be provided.

In the power output device 20 of the first embodiment, when the target torque Te * and the target rotational speed Ne * of the engine 50 are not within the controllable output range of the clutch motor 30 determined based on the battery voltage Vb, Target torque Te
The target operating point of the engine 50 is changed within the range by changing the target rotation speed Ne * without changing *, but the target torque Te * is changed without changing the target rotation speed Ne *. Thereby, the target operating point of the engine 50 may be set within the range. In this case, a map indicating the relationship between the target torque Te *, the battery voltage Vb, and the maximum rotation speed difference Ncmax when the maximum rotation speed difference Ncmax used in step S116 is derived, the battery voltage Vb, and the target rotation speed Ne * The maximum torque is calculated using the rotational speed difference Nc calculated from the rotational speed Nd of the drive shaft 22 and the target torque Te of the engine 50.
* May be limited to this maximum torque.

In the power output device 20 of the first embodiment, as a means for transmitting electric power to the clutch motor 30, a slip ring 38 comprising a rotating ring 38a and a brush 38b is used.
However, it is also possible to use a rotating ring-mercury contact, a semiconductor coupling of magnetic energy, a rotating transformer, or the like.

The power output device 2 of the first embodiment described above
In the case of 0, the clutch motor 30 and the assist motor 40 are separately attached to the drive shaft 22, but the clutch motor and the assist motor are integrated as in a power output device 20A which is a modification illustrated in FIG. It may be configured as follows. The configuration of a power output device 20A of this modification will be briefly described below. As shown, the clutch motor 30A of the power output device 20A of the modified example includes an inner rotor 34A connected to the crankshaft 56 and an outer rotor 32A connected to the drive shaft 22, and the inner rotor 34A has a three-phase coil 36A. The permanent magnet 35A is fitted into the outer rotor 32A so that the magnetic pole on the outer peripheral surface side and the magnetic pole on the inner peripheral surface side are different. Although not shown, a member made of a non-magnetic material is inserted between the magnetic pole on the outer peripheral surface side and the magnetic pole on the inner peripheral surface side of the permanent magnet 35A. On the other hand, the assist motor 40A includes an outer rotor 32A of the clutch motor 30A and a stator 43 to which a three-phase coil 44 is attached. That is, the clutch motor 3
The outer rotor 32A of 0A also serves as the rotor of the assist motor 40A. The three-phase coil 36 is attached to the inner rotor 34A connected to the crankshaft 56.
A, the slip ring 38 that supplies power to the three-phase coil 36A of the clutch motor 30A
Is attached to the crankshaft 56.

In the power output device 20A of this modified example, the three-phase coil 3
6A, the clutch motor 30 of the power output device 20 in which the clutch motor 30 and the assist motor 40 are separately mounted on the drive shaft 22.
Operates like 0. Further, by controlling the voltage applied to the three-phase coil 44 of the stator 43 with respect to the magnetic pole on the outer peripheral surface side of the permanent magnet 35A fitted in the outer rotor 32A, the assist motor 4 of the power output device 20 of the embodiment is controlled.
Operates like 0. Therefore, the power output device 20A of the modified example operates similarly for all operations performed by the power output device 20 of the above-described embodiment.

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

In the power output device 20 of the first embodiment, the assist motor 40 is attached to the drive shaft 22.
As shown in a power output device 20B of a modification of FIG. 10, the assist motor 40B may be attached to the crankshaft 56. Power output device 20B of this modified example
Works as follows. Now, when the engine 50 operates at the operating point P1 shown in FIG.
Is operated at the value N1), and the rotation speed Nd of the drive shaft 22 is
Is a value N2. The torque Ta (Ta = T2-T1) is applied to the crankshaft 56 by the assist motor 40B.
Is added, the energy represented by the sum of the area G2 and the area G3 in FIG. 3 is given to the crankshaft 56, and the torque of the crankshaft 56 becomes the value T2 (T1 + Ta). On the other hand, the torque Tc of the clutch motor 30B is set to a value T.
2, the torque Tc (T
1 + Ta) is transmitted, and electric power (energy represented by the sum of the area G1 and the area G3) based on the rotational speed difference Nc between the rotational speed Ne of the engine 50 and the rotational speed Nd of the drive shaft 22 is regenerated. Therefore, the assist motor 40B
Is set so that it can be covered by the electric power regenerated by the clutch motor 30B, and the regenerated electric power is supplied to the second drive circuit 92 via the power lines L1 and L2, the assist motor 40 Driven by

The engine 50 operates at an operating point P2 shown in FIG. 3 (the torque Te is the value T2, and the rotational speed Ne is the value N
2), and the rotation speed Nd of the drive shaft 22 is equal to the value N.
Consider the case of 1. At this time, if the torque Ta of the assist motor 40B is controlled as a value determined by T2−T1, the assist motor 40B is regeneratively controlled, and regenerates energy (electric power) represented by an area G2 in FIG. On the other hand, the clutch motor 30B is configured such that the inner rotor 34 has a rotational speed difference N with respect to the outer rotor 32.
Since the drive shaft 22 relatively rotates in the rotation direction of the drive shaft 22 at the rotation speed of c (N1−N2), the drive shaft 22 functions as a normal motor, and the energy represented by the area G1 corresponding to the rotation speed difference Nc is rotated by the drive shaft 22. Give as energy. Therefore, the torque Ta of the assist motor 40B is
If the power regenerated by B is set to just cover the power consumed by clutch motor 30B, clutch motor 30B is driven by the power regenerated by assist motor 40B.

Therefore, the modified power output device 20B
However, similarly to the power output device 20 of the first embodiment, if the torque Tc of the clutch motor 30B and the torque Ta of the assist motor 40B are controlled so that the following Expressions (8) and (9) are satisfied, the engine 50 starts to operate. The output power can be converted into a desired power by torque and output to the drive shaft 22.

Tc = Td (8) Ta = Td-Te (9)

In order to apply the torque control routine shown in FIG. 4 and the clutch motor control routine shown in FIG. Instead of the command value Td *, a process for deriving the maximum rotational speed difference Ncmax or a process for obtaining the torque command value Tc * may be performed. Further, in the application of the assist motor control routine of FIG. 8, step S150 may be a process of obtaining the torque command value Ta * instead of the torque command value Tc * with the target torque Te *.

Like the power output device 20B of the modification, the engine 50 may be sandwiched between the assist motor 40 and the clutch motor 30 like the power output device 20C illustrated in FIG. 12, the clutch motor and the assist motor may be integrated.

In the power output device 20 of the first embodiment, the assist motor 40 is attached to the drive shaft 22. However, as in the power output device 20E illustrated in FIG.
WD). In this configuration, the assist motor 40 mechanically connected to the drive shaft 22 is separated from the drive shaft 22 and disposed independently on the rear wheel of the vehicle. 27 and 29 are driven. On the other hand, the front end of the drive shaft 22 is connected to a differential gear 24 via a gear 23, and the drive shaft 22 drives the drive wheels 26 and 28 of the front wheels. Even under such a configuration, it is possible to realize the first embodiment described above.

Next, a power output device 110 according to a second embodiment of the present invention will be described. 14 is a configuration diagram showing a schematic configuration of a power output device 110 as a second embodiment of the present invention, FIG. 15 is a partially enlarged view of the power output device 110 of FIG. 14, and FIG. 16 is a power output device of the second embodiment. FIG. 1 is a configuration diagram illustrating a schematic configuration of a vehicle incorporating a vehicle.

As shown in FIG. 16, the vehicle incorporating the power output device 110 of the second embodiment has a planetary gear 120 and a motor MG1 instead of the clutch motor 30 and the assist motor 40 attached to the crankshaft 156. It has the same configuration as that of the vehicle (FIG. 3) in which the power output device 20 of the first embodiment is incorporated except that the motor MG2 is attached. Therefore, the same configuration is denoted by the reference numeral obtained by adding the value 100, and the description is omitted. In the description of the power output device 110 of the second embodiment, the power output device 2 of the first embodiment is also used unless otherwise specified.
The reference numerals used in the description of 0 are used as they are in the same meaning.

As shown in FIG. 14, 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 shafts serve 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-out gear 128 for taking out power is connected to the ring gear 122. The power extraction gear 128 is connected to the power transmission gear 111 by a chain belt 129, and power is transmitted between the power extraction gear 128 and the power transmission gear 111. FIG.
The power transmission gear 111 is gear-coupled to a differential gear 114 as shown in FIG. Therefore,
The power output from the power output device 110 is finally transmitted to the left and right drive wheels 116, 118.

The motor MG1 is configured as a synchronous motor generator, and has a rotor 132 having a plurality of (in the second embodiment, four N poles and four S poles) permanent magnets 135 on the 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 connected to a sun gear shaft 125 connected to the sun gear 121 of the planetary gear 120. The stator 133 is formed by laminating thin sheets of non-oriented electrical steel sheets.
9 is fixed. This motor MG1 has a permanent magnet 1
The motor operates as a motor for rotating the rotor 132 by the interaction between the magnetic field of the three-phase coil 134 and the magnetic field formed by the three-phase coil 134. Operates as a generator that generates an electromotive force. In addition,
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 plurality of (in the second embodiment, four N poles and four S poles) permanent magnets 145 on the outer peripheral surface.
And a stator 143 around which a three-phase coil 144 that forms a rotating magnetic field is wound. The rotor 142 is a ring gear 122 of the planetary gear 120.
The stator 143 is fixed to the case 119. The stator 143 of the motor MG2 is also formed by laminating thin non-oriented electrical steel sheets. This motor MG2 is also a motor MG.
Similar to 1, it operates as a motor or a generator. The ring gear shaft 126 is provided with a resolver 149 for detecting the rotation angle θr.

As shown in FIG. 14, 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.

Next, the operation of the power output apparatus 110 according to the second embodiment having the above-described configuration will be described. The operation principle of the power output device 110 of the second embodiment, particularly, the principle of torque conversion is as follows. The engine 150 is rotated at Ne,
The engine is operated at the operating point P1 of the torque Te, and has the same energy as the energy Pe output from the engine 150, but is different from the operating point P of the rotational speed Nr and the torque Tr.
2, the case where the ring gear shaft 126 is operated, that is, the case where the power output from the engine 150 is torque-converted and applied to the ring gear shaft 126 will be considered. FIG. 17 shows the relationship between the rotation speed and torque of the engine 150 and the ring gear shaft 126 at this time.

The three shafts of the planetary gear 120 (the sun gear shaft 125, the ring gear shaft 126, and the crankshaft 1)
According to the teaching of mechanics, the relationship between the rotation speed and the torque at 56 (the planetary carrier 124) is shown in FIG.
8 and FIG. 19, and can be solved geometrically. In addition,
The relationship between the rotational speeds and the torques of the three axes in the planetary gear 120 can be mathematically analyzed by calculating the energy of each axis without using the above-mentioned alignment chart. In the second embodiment, a description will be given using a collinear chart for ease of description.

In FIG. 18, 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 crankshaft 156
The coordinate axis C of (the planetary carrier 124) is defined as an axis that internally divides the axis S and the axis R into 1: ρ. Where ρ
Is the ratio of the number of teeth of the sun gear 121 to the number of teeth of the ring gear 122, and is expressed by the following equation (10).

[0088]

(Equation 7)

Now, it is assumed that the engine 150 is operating at the rotation speed Ne and the ring gear shaft 126 is operating at the rotation speed Nr. Therefore, the rotation of the engine 150 is placed on the coordinate axis C of the crankshaft 156 of the engine 150. The number Ne can be plotted on the coordinate axis R of the ring gear shaft 126, and the rotation speed Nr can be plotted. 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. Hereinafter, this straight line is referred to as an operation collinear line. The rotation speed N
s can be obtained by a proportional calculation formula (formula (11)) using the rotation speed Ne and the rotation speed Nr. As described above, in the planetary gear 120, when any two rotations of the sun gear 121, the ring gear 122, and the planetary carrier 124 are determined, the remaining one rotation is determined based on the two determined rotations.

[0090]

(Equation 8)

Next, the engine 15 is placed on the drawn operation collinear line.
A torque Te of 0 is applied from the bottom to the top in the drawing with the coordinate axis C of the crankshaft 156 as an action line. At this time, the motion collinear can be treated as a rigid body when a force as a vector is applied to the torque. Therefore, the torque Te applied on the coordinate axis C is applied to different action lines having the same direction but different directions. 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 (12) and (13).

[0092]

(Equation 9)

In order for the operating collinear to be stable in this state, the forces of the operating collinear may be balanced. That is,
On the coordinate axis S, a torque Tm1 having the same magnitude and opposite direction as the torque Tes is applied. On the coordinate axis R, a torque and a torque having the same magnitude as the torque Tr output to the ring gear shaft 126 and having opposite directions are applied. The torque Tm2 having the same magnitude and opposite direction acts on the resultant force with Ter. This torque Tm1 is controlled by the motor MG1 to
m2 can be actuated 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 is made equal to the electric energy Pm2, all of the electric power consumed by the motor MG2 can be recovered 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. 17, the torque represented by the torque Te and the rotational speed Ne output from the engine 150 operated at the operating point P1 is converted into a torque, and the torque Tr and the rotational 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. Therefore, since the power output to the ring gear shaft 126 and the power transmitted to the drive wheels 116, 118 have a linear relationship, the power transmitted to the drive wheels 116, 118 is output to the ring gear shaft 126. The power can be controlled by controlling the power.

In the alignment chart shown in FIG.
Was 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 may be 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 above operation principle, the planetary gear 12
0, motor MG1, motor MG2, transistor Tr1
Or a power conversion efficiency of Tr1 or the like by a value of 1 (10
0%). Actually, since the value is less than 1, the energy Pe output from the engine 150 is set to a value slightly larger than the energy Pr output to the ring gear shaft 126, or conversely, the energy Pr output to the ring gear shaft 126 is It is necessary to set a value slightly smaller than the output energy Pe. For example, Engine 1
The energy Pe output from the ring gear shaft 12
A value calculated by multiplying the energy Pr output to 6 by the reciprocal of the conversion efficiency may be used. Also, the torque Tm2 of the motor MG2 is a value calculated from the power regenerated by the motor MG1 multiplied by the efficiency of both motors in the state of the alignment chart of FIG. 18, and in the state of the alignment chart of FIG. Motor M
What is necessary is just to calculate from the electric power consumed by G1 divided by the efficiency of both motors.

Next, torque control in the power output device 110 of the second embodiment will be described based on a torque control routine illustrated in FIG. This routine is repeatedly executed every predetermined time (for example, every 8 msec) after the power output device 110 of the second embodiment is started. When this routine is executed, the control CPU 190 of the control device 180
Performs a process of reading the rotation speed Nr of the ring gear shaft 126 (step S200). Ring gear shaft 12
6 can be obtained from the rotation angle θr of the ring gear shaft 126 detected by the resolver 149. Subsequently, the accelerator pedal position sensor 164a
Is read (step S202), and a process is performed to derive a torque command value Tr * that is a target value of torque to be output to the ring gear shaft 126 based on the read accelerator pedal position AP (step S202). S204). Here, the reason for deriving the torque to be output to the ring gear shaft 126 without deriving the torque to be output to the drive wheels 116 and 118 is as follows.
Since the ring gear shaft 126 is mechanically connected to the drive wheels 116 and 118 via the power take-off gear 128, the power transmission gear 111, and the differential gear 114,
By deriving the torque to be output to the ring gear shaft 126,
This is because the torque to be output to the drive wheels 116 and 118 is derived. In the second embodiment, the rotation speed Nr of the ring gear shaft 126 and the accelerator pedal position A
A map showing the relationship between P and the torque command value Tr *
When the accelerator pedal position AP is read and stored in the OM 190b, the read accelerator pedal position AP and the rotational speeds Nr and R of the ring gear shaft 126 are read.
The value of the torque command value Tr * is derived based on the map stored in the OM 190b. Then, from the derived output torque command value Tr * and the read rotation speed Nr of the ring gear shaft 126, a process of calculating (Pr = Tr ** Nr) the energy Pr to be output to the ring gear shaft 126 is performed (Pr = Tr ** Nr). Step S206).

Next, the remaining capacity BRM of the battery 194 detected by the remaining capacity detector 199 is read (step S).
208), using the read remaining capacity BRM of the battery 194 and the energy Pr calculated in step S206, according to the equation (14) similar to the above equation (1), the engine 150
Calculate the energy Pe to be output from step S2 (step S2).
10). Here, η2 in the first term on the right side of the equation (14) is the efficiency of torque conversion by the planetary gear 120, the motor MG1, and the motor MG2, and the second term on the right side is the battery 1
94 is the charge / discharge energy Pb.

[0099]

(Equation 10)

Subsequently, a process for setting the target torque Te * and the target rotation speed Ne * of the engine 150 based on the obtained energy Pe is performed (step S212). Engine 1
The setting of the target torque Te * and the target rotation speed Ne * of the engine 150 so that the engine 50 operates as efficiently as possible is the same as in the first embodiment.

Next, the torque command value Tm1 * of the motor MG1 is set by the following equation (15) derived from the relationship of the alignment chart (step S213), and the voltmeter 194a
Is read (step S214), and a maximum value (maximum rotation speed) Nsmax of the rotation speed of the motor MG1 is derived based on the set torque command value Tm1 * and the read battery voltage Vb (step S214). S216). More specifically, the relationship between the torque command value Tm1 *, the battery voltage Vb, and the maximum rotational speed Nsmax is obtained by an experiment or the like and stored in the ROM 190b as a map, and the battery voltage Vb and the torque command value Tm1 * are read. And the corresponding maximum rotational speed Nsmax
Is derived. Note that this torque command value Tm1
The relationship between *, the battery voltage Vb, and the maximum rotational speed Nsmax is obtained by calculating the relationship between the target torque Te *, the battery voltage Vb, and the maximum rotational speed difference Ncmax, which is considered for the rotational speed difference Nc of the clutch motor 30 of the first embodiment. It was diverted to MG1.

[0102]

[Equation 11]

When the maximum rotation speed Nsmax is derived in this way, the target rotation speed Ns * of the sun gear shaft 125 is set by the following equation (16) (step S218), and the target rotation speed Ns is set.
It is determined whether * does not exceed the maximum rotation speed Nsmax (step S220). When the target rotation speed Ns * exceeds the maximum rotation speed Nsmax, the following expression (17) is set so that the target rotation speed Ns * becomes the maximum rotation speed Nsmax.
Then, the target rotation speed Ne * of the engine 150 is reset (step S222), and the maximum rotation speed Nsmax is set as the target rotation speed Ns * (step S223). The reason why the target rotation speed Ns * of the sun gear shaft 125 is limited as described above is that if the restriction is not made, the rotation speed of the engine 150 cannot be properly controlled by the motor MG1, and the engine 150 blows up. .

[0104]

(Equation 12)

Thus, the target torque Te of the engine 150
* And the target rotation speed Ne *, the motor MG1, the motor MG2 and the engine 150 are set using the set values.
(Steps S224 to S22)
8). Also in the second embodiment, the motors MG1 and MG1
Although the respective controls of the motor MG2 and the engine 150 are described as separate steps of this routine, these controls are performed independently and comprehensively separately from this routine, as in the first embodiment.

Control of motor MG1 (step S in FIG. 20)
224) is performed by the control routine of the motor MG1 illustrated in FIG. When this routine is executed, the control CPU 190 of the control device 180 first performs a process of reading the rotation speed Ns of the sun gear shaft 125 (step S230). The rotation speed Ns of the sun gear shaft 125 can be obtained from the rotation angle θs of the sun gear shaft 125 detected by the resolver 139. Subsequently, a torque command value Tm1 * of the motor MG1 is set by the following equation (18).
Here, the first term on the right side of the equation (18) is a value obtained from the balance relationship of the alignment chart, and the second term on the right side eliminates the deviation of the rotation speed Ns of the sun gear shaft 125 from the target rotation speed Ns *. The third term on the right side is a proportional term.
Is an integral term for eliminating a steady-state deviation of the rotation speed Ns from the target rotation speed Ns *. Thus, the torque command value T
By controlling motor MG1 by setting m1 *,
The torque Te output from the engine 150 is used as the torque Ter via the planetary gear 120 as the ring gear shaft 1.
26 and output the engine 150 to the target torque T
The operation can be stably performed at the operation point of e * and the target rotation speed Ne *.

[0107]

(Equation 13)

Next, the rotation angle θs of the sun gear shaft 125 is input from the resolver 139 (step S252), and a process for obtaining the electric angle θ1 of the motor MG1 from the rotation angle θs is performed (step S236). In the second embodiment, since a 4-pole pair synchronous motor is used as the motor MG1, θ
1 = 4θs will be calculated.

Subsequently, each phase current of motor MG1 is detected using current detectors 195 and 196 (step S23).
8) After that, the same processing as the processing of steps S140 to 144 of the clutch motor control routine of FIG. 7 described in the first embodiment, that is, coordinate conversion (step S240),
Calculation of voltage command values Vd1, Vq1 (step S24
2) Inverse coordinate conversion of the voltage command value is performed (step S244) to determine the on / off control time of the transistors Tr1 to Tr6 of the first drive circuit 191 of the motor MG1, and PWM control is performed (step S246).

Here, the torque command value Tm of the motor MG1 is
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 if m1 * is set, the direction in which the torque command value Tm1 * acts and the sun gear shaft 12
When the direction of rotation of 5 is different, regenerative control is performed,
Power running control is performed when the vehicle faces in the same direction as in the state of the alignment chart in FIG. 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 powering control. Therefore, both the regenerative control and the power running control can be performed in the control routine of motor MG1 in FIG. When the torque command value Tm1 * is negative, the direction of change of each electric θ1 calculated in step S236 is only reversed, so that the control at this time should also be performed by the control routine of the motor MG1 in FIG. Can be.

Next, the control of the motor MG2 (step S226 in FIG. 20) will be described with reference to FIG.
The control routine will be described. When this routine is executed, the control CPU 190 of the control device 180 first
According to the following equation (19), the torque command value Tm2 of the motor MG2 is obtained.
* Is set (step S250). Then, the rotation angle θr of the ring gear shaft 126 is detected using the resolver 149 (step S252), and the electrical angle θ2 of the motor MG2 is calculated (step S254).
Are detected using the current detectors 197 and 198 (step S256), and thereafter, coordinate conversion (step S256) is performed.
258) and the operation of the voltage command values Vd2 and Vq2 (step S260), and then perform the inverse coordinate transformation of the voltage command value (step S262) to obtain the second value of the motor MG2.
Transistors Tr11 to Tr1 of the drive circuit 192 of FIG.
The on / off control time of No. 6 is obtained, and PWM control is performed (step S264). These steps S252 to S2
The process at 64 is the same as the process at steps S234 to S246 of the control routine for the motor MG1 in FIG.

[0112]

[Equation 14]

Here, the motor MG2 is also provided with the torque command value Tm.
2 * and the rotation direction of the ring gear shaft 126, the power running control and the regenerative control are performed.
Similar to 1, both the powering control and the regenerative control can be performed by the control routine of the motor MG2 in FIG. In the embodiment, the sign of the torque command value Tm2 * of the motor MG2 is such that the direction of the torque Tm2 in the state of the alignment chart in FIG. 18 is positive.

Next, control of engine 150 (step S228 in FIG. 20) will be described. Engine 150
When the target operation point is set by the target torque Te * and the target rotation speed Ne *, the engine 150 is set to be in a steady operation state at the set operation point.
Is controlled. Specifically, the EFIECU 17 is communicated from the control CPU 190 by communication.
0, the fuel injection amount from the fuel injection valve 151 and the opening of the throttle valve 166 are increased or decreased, so that the output torque of the engine 150 becomes the target torque Te * and the rotation speed becomes the target rotation speed Ne *. Adjust gradually.
The rotation speed Ne of the engine 150 is controlled by controlling the rotation speed Ns of the sun gear shaft 125 by the motor MG1.
The control of the throttle valve 166 and the air-fuel ratio control with respect to the intake air amount are performed so that the target torque Te * is output from the control unit.

The power output device 1 of the second embodiment described above
10, according to the battery voltage Vb, the motor MG
1 is obtained, and the target rotation speed Ne * is reset so that the target operating point of the engine 150 falls within the controllable output range of the motor MG1 via the planetary gear 120. Operation can be controlled more appropriately. As a result, it is possible to prevent the engine 150 from blowing up due to a decrease in the battery voltage Vb.

The torque output from the engine 150 is converted into a desired power by the
Eventually, it can be output to the drive wheels 116 and 118. Further, the target torque T of the engine 150 is set so that the engine 150 is operated at the operation point with the highest possible efficiency.
Since e * and the target rotation speed Ne * are set, a highly efficient device can be obtained.

In the power output device 110 of the second embodiment, the planetary gear 12 whose target torque Te * and target speed Ne * of the engine 150 are determined by the battery voltage Vb.
0, it is not within the controllable output range of the motor MG1.
The target operating point of the engine 150 is set within the corresponding range by changing e *, but the target operation of the engine 150 is changed by changing the target torque Te * without changing the target rotational speed Ne *. The point may be within a controllable range via the planetary gear 120.

In the power output device 110 of the second embodiment, the power output to the ring gear shaft 126 is
MG1 via power take-off gear 128 connected to motor MG1
23 and the motor MG2, the ring gear shaft 126 may be extended and removed from the case 119 as shown in a power output device 110A of a modified example in FIG. Also, a power output device 110B of a modification of FIG.
As shown in FIG.
20, the motor MG2, and the motor MG1 may be arranged in this order. In this case, the sun gear shaft 125B need not be hollow, and the ring gear shaft 126B needs to be a hollow shaft. In this way, the power output to ring gear shaft 126B can be taken out between engine 150 and motor MG2.

In the power output device 110 of the second embodiment, the motor MG2 is mounted on the sun gear shaft 125. However, the motor MG2 may be mounted on the crankshaft 156 as shown in the power output device 110C of the modified example of FIG. . Note that a resolver 157 for detecting the rotation angle θe is provided on the crankshaft 156 of the power output device 110C of the modified example. Power output device 110C of this modified example operates as follows. The engine 150 is operated at the operating point P1 of the rotation speed Ne and the torque Te, and the energy Pe output from the engine 150 (Pe = Ne)
× Te) when the ring gear shaft 126C is operated at the operating point P2 of the rotation speed Nr and the torque Tr that has the same energy Pr (Pr = Nr × Tr) as the engine 1
Consider a case in which the power output from motor 50 is torque-converted and acts on ring gear shaft 126C. FIGS. 26 and 27 illustrate alignment charts in this state.

Considering the equilibrium of the operational collinear in the collinear diagram of FIG. 26, the following equations (20) to (23) are derived. That is, the equation (20) is derived from the balance between the energy Pe input from the engine 150 and the energy Pr output to the ring gear shaft 126C, and the equation (21) is obtained via the crankshaft 156.
It is derived as the sum of the energy input to 24.
Expressions (22) and (23) are derived by separating the torque acting on the planetary carrier 124 into a torque having the coordinate axis S and the coordinate axis R as action lines.

[0121]

(Equation 15)

In order for the operating collinear to be stable in this state, the forces of the operating collinear need only be balanced, so that the torque Tm1 and the torque Tcs are equal and
It is sufficient that r and the torque Tcr are made equal. When the torque Tm1 and the torque Tm2 are obtained from the above relationship, they are expressed as the following equations (24) and (25).

[0123]

(Equation 16)

Therefore, the expression (2) is obtained by the motor MG1.
If the torque Tm1 obtained in 4) is applied to the sun gear shaft 125C and the torque Tm2 obtained in Expression (25) is applied to the crankshaft 156 by the motor MG2, the torque Te output from the engine 150 and the rotation speed Ne are obtained. The expressed power is expressed as torque Tr and rotation speed N.
The torque is converted to the power represented by r
6C. In the state of the alignment chart, the motor MG1 operates as a generator because the direction of rotation of the rotor 132 and the direction of action of torque are opposite.
The electric energy Pm1 represented by the product of the torque Tm1 and the rotation speed Ns is regenerated. On the other hand, motor MG2 operates as an electric motor because the direction of rotation of rotor 142 and the direction of action of torque become the same, and consumes electric energy Pm2 represented by the product of torque Tm2 and rotational speed Nr.

In the alignment chart shown in FIG.
Although the rotation speed Ns of C is positive, depending on the rotation speed Ne of the engine 150 and the rotation speed Nr of the ring gear shaft 126C, the rotation speed Ns may be negative as shown in the alignment chart of FIG.
At this time, the motor MG1 operates as an electric motor because the direction of rotation of the rotor 132 and the direction in which the torque acts are the same, and consumes electric energy Pm1 represented by the product of the torque Tm1 and the number of revolutions Ns. On the other hand, motor MG2 operates as a generator because the direction of rotation of rotor 142 and the direction in which torque acts are opposite, and electric energy P2 represented by the product of torque Tm2 and rotation speed Nr
m2 is regenerated from the ring gear shaft 126C.

As described above, the modified power output device 110
Also at C, as in the power output device 110 of the second embodiment, the torque Tm1 of the motor MG1 is considered in consideration of the alignment of the alignment chart.
By controlling the torque and the torque Tm2 of the motor MG2, the power output from the engine 150 can be converted into a desired power and output to the ring gear shaft 126.

The power output device 110C of this modified example
In order to apply the torque control routine in FIG. 20 to the equation (24), the calculation of the torque command value Tm1 * in step S213 is performed according to the equation (24).
It may be calculated by: In addition, in the application of the control routine for the motor MG1 in FIG. 21, the first term on the right side of the equation (18) is calculated as
What is necessary is just to replace with * Tr * and calculate. Further, FIG.
In the application of the control routine of the motor MG2,
The torque command value Tm2 * of 250 may be calculated by equation (25).

As described above, the power output device 110C of the modified example
Similarly to the power output device 110D of the modification of FIG. 28, the motor MG1 and the motor MG2
29, and the ring gear shaft 126E may be extended and taken out of the case 119 as in a power output device 110E of a modified example in FIG.

Although the power output device 110 of the second embodiment and its modification are applied to an FR type or FF type two-wheel drive vehicle, as shown in a power output device 110F of a modification of FIG. Alternatively, the present invention may be applied to a four-wheel drive vehicle. In this configuration, the motor MG2 coupled to the ring gear shaft 126 is separated from the ring gear shaft 126 and is independently disposed on the rear wheel of the vehicle.
The drive wheels 117 and 119 of the rear wheel portion are driven by G2. On the other hand, the ring gear shaft 126 is coupled to the differential gear 114 via the power take-out gear 128 and the power transmission gear 111 to drive the drive wheels 116 and 118 of the front wheel. Even under such a configuration, the above-described torque control routine of FIG. 20 can be executed.

In the power output device 110 according to the second embodiment, the planetary gears 120 are used as the three-axis power input / output means.
However, it is also possible to use a double pinion planetary gear having two or more sets of planetary pinion gears, one of which is gear-coupled to the sun gear and the other is gear-coupled to the ring gear and revolves while rotating around the outer periphery of the sun gear. Good. In addition, if the power input / output to any two of the three axes is determined as the three-axis power input / output means, the power input / output to the remaining one axis is determined based on the determined power. Any device, gear unit, or the like, for example, a differential gear or the like can be used.

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

For example, in the power output device 20 of the first embodiment and the power output device 110 of the second embodiment, a gasoline engine driven by gasoline is used as the engines 50 and 150. Various internal or external combustion engines such as a turbine engine, a jet engine, and the like can also be used.

In the power output device 20 of the first embodiment and the power output device 110 of the second embodiment, the clutch motor 3
0, assist motor 40, motor MG1, motor MG2
PM type (Permanent Magnet type)
Although a synchronous motor was used, any motor may be used as long as it can be controlled by the d-axis current and the q-axis current.
VR type (Variable Reluctance type)
pe) synchronous motor, vernier motor, DC motor,
An induction motor, a superconducting motor, a step motor, or the like can also be used.

Alternatively, the power output device 20 of the first embodiment
In the power output device 110 according to the second embodiment, the transistor inverter is used as the first and second drive circuits 91, 92, 191, and 192. In addition, an IGBT (insulated gate bipolar mode transistor;
te Bipolar mode Transistor) inverter, thyristor inverter, voltage PWM (pulse width modulation; Pulse Wi
dth Modulation) inverters, square-wave inverters (voltage-type inverters, current-type inverters), and resonant inverters can also be used.

Further, the present invention may have any configuration as long as the operation point of the prime mover is controlled by a motor or a generator mechanically or electrically coupled to the output shaft of the prime mover. A configuration such as the driving device 210 provided in the power output device 220 illustrated in FIG. 31 may be employed. The power output device 220 includes the drive device 2
10 and a motor M which receives supply of electric power from a battery BT of the driving device 210 and outputs power via a differential gear DG to a driving shaft DS to which driving wheels AH are coupled.
G4, the driving device 210 includes an engine EG,
The engine MG includes a generator MG3 mounted on a crankshaft CS of the engine EG and driven as an electric motor, a battery BT charged by electric power generated by the generator MG3, and a vehicle controller CC for driving and controlling the engine EG and the generator MG3. Also in drive device 210 having such a configuration, the controllable output range of generator MG3 changes due to a decrease in the voltage of battery BT. Therefore, the target operating point of engine EG is changed based on the voltage of battery BT to change the engine E
It is necessary to control the operation of G, and the present invention can be applied.

In the above-described embodiments and the modifications thereof, the case where the power output device is mounted on the vehicle has been described. However, the present invention is not limited to this, and the present invention is not limited to this. It can also be mounted on industrial machines.

[Brief description of the drawings]

FIG. 1 shows a power output device 2 according to a first embodiment of the present invention.
FIG. 3 is a configuration diagram illustrating a schematic configuration of a zero.

FIG. 2 is a configuration diagram showing a schematic configuration of a vehicle incorporating the power output device 20 of the first embodiment.

FIG. 3 is a graph for explaining the operation principle of the power output device 20 of the first embodiment.

FIG. 4 is a flowchart illustrating a torque control routine executed by the control device 80;

FIG. 5 shows the torque Tc of the clutch motor 30 and the rotational speed difference N.
FIG. 4 is an explanatory diagram illustrating an example of a relationship between c and battery voltage Vb.

FIG. 6 is a graph showing an example of a relationship between a battery voltage Vb and a maximum rotational speed difference Ncmax when a torque Tc of a clutch motor 30 is given.

FIG. 7 is a flowchart illustrating a clutch motor control routine executed by the control device 80;

FIG. 8 is a flowchart illustrating an assist motor control routine executed by the control device 80;

FIG. 9 is a configuration diagram showing a schematic configuration of a power output device 20A of a modified example.

FIG. 10 is a configuration diagram illustrating a schematic configuration of a power output device 20B of a modified example.

FIG. 11 is a configuration diagram illustrating a schematic configuration of a power output device 20C of a modified example.

FIG. 12 is a configuration diagram illustrating a schematic configuration of a power output device 20D of a modified example.

FIG. 13 is a configuration diagram illustrating a schematic configuration of a power output device 20E according to a modification.

FIG. 14 is a power output device 1 according to a second embodiment of the present invention.
It is a block diagram which shows the schematic structure of 10.

FIG. 15 is a partially enlarged view of a power output device 110 according to a second embodiment.

FIG. 16 is a configuration diagram illustrating a schematic configuration of a vehicle incorporating the power output device 110 of the second embodiment.

FIG. 17 is a graph for explaining the operation principle of the power output apparatus 110 according to the second embodiment.

FIG. 18 is an alignment chart showing a relationship between a rotation speed and a torque of the three shafts coupled to the planetary gear 120.

FIG. 19 is a collinear diagram showing the relationship between the rotation speed and torque of the three shafts coupled to the planetary gear 120.

FIG. 20 is a flowchart illustrating a torque control routine executed by a control device 180 according to the second embodiment.

FIG. 21 is a flowchart illustrating a control routine of the motor MG1 executed by the control device 80 of the second embodiment.

FIG. 22 is a flowchart illustrating a control routine of a motor MG2 executed by the control device 80 of the second embodiment.

FIG. 23 shows a power output device 11 as a modification of the second embodiment.
It is a block diagram which shows schematic structure of 0A.

FIG. 24 shows a power output device 11 as a modification of the second embodiment.
It is a block diagram showing a schematic configuration of FIG.

FIG. 25 shows a power output device 11 as a modification of the second embodiment.
It is a block diagram which shows the schematic structure of OC.

FIG. 26 is an alignment chart showing a relationship between a rotation speed and a torque of three shafts coupled to a planetary gear 120 of a power output device 110C according to a modification.

FIG. 27 is an alignment chart showing a relationship between a rotation speed and a torque of three shafts coupled to planetary gear 120 of power output device 110C according to a modification.

FIG. 28 shows a power output device 11 as a modification of the second embodiment.
FIG. 3 is a configuration diagram illustrating a schematic configuration of 0D.

FIG. 29 shows a power output device 11 as a modification of the second embodiment.
FIG. 2 is a configuration diagram illustrating a schematic configuration of an OE.

FIG. 30 shows a power output device 11 as a modification of the second embodiment.
It is a block diagram which shows the schematic structure of OF.

FIG. 31 is a configuration diagram illustrating a schematic configuration of a power output device 220 including a drive device 210 according to a modification as a configuration.

[Explanation of symbols]

 Reference Signs List 20 power output device 20A-20E power output device 22 drive shaft 23 gear 24 differential gear 26, 28 drive wheel 27, 29 drive wheel 30 clutch motor 32 outer rotor 34 inner rotor 35 permanent magnet 36 ... three-phase coil 38 ... slip ring 38a ... rotating ring 38b ... brush 39 ... resolver 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 58 ... igniter 60 ... distributor 62 ... spark plug 64 ... accelerator pedal 64a ... accelerator pedal position sensor 65 ... brake pedal 65a ... brake 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 94a voltmeter 95, 96 current detector 97, 98 current detector 99 ... Remaining capacity detector 110 ... Power output device 110A-110F ... Power output device 111 ... Power transmission gear 112 ... Drive shaft 114 ... Differential gear 116,118 ... Drive wheel 117,119 ... Drive wheel 119 ... Case 120 ... Planetary gear 121 … Sa Gear 122 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 134 Three-phase coil 135 Permanent magnet 139 Resolver 142 Rotor 143 ... stator 144 ... three-phase coil 145 ... permanent magnet 149 ... resolver 150 ... engine 151 ... fuel injection valve 156 ... crankshaft 157 ... resolver 164a ... accelerator pedal position sensor 166 ... throttle valve 170 ... EFIECU 180 ... control device 190 ... control CPU 190a RAM 190b ROM 191 first drive circuit 192 second drive circuit 194 battery 194a voltmeter 195, 196 current detection 197, 198 ... Current detector 199 ... Remaining capacity detector 210 ... Drive device 220 ... Power output device AH ... Drive wheel BT ... Battery CC ... Vehicle controller CS ... Crankshaft DG ... Differential gear DS ... Drive shaft EG ... Engine L1, L2: Power line MG1: Motor MG2: Motor MG3: Generator MG4: Motor Tr1 to Tr6: Transistor Tr11 to Tr16: Transistor

Claims (8)

[Claims] An electric motor having an output shaft, an electric motor capable of exchanging power with an output shaft of the electric motor, an electric storage means capable of inputting and outputting electric energy required for exchanging electric power by the electric motor, Voltage detecting means for detecting a voltage between terminals of the means; controllable range setting means for setting a range of controllable operating points of the prime mover based on the detected voltage between terminals; A drive device comprising: control means for controlling the motor and the electric motor such that the motor is operated within a range of operating points. 2. The control unit according to claim 1, wherein the target operating point of the prime mover is not within the range of the controllable operating point. The drive device according to claim 1, wherein the drive unit is a unit that controls the prime mover within a range of the controllable operating point. 3. When the target operating point of the prime mover is not within the range of the controllable operating point, the control means changes the target operating point after the change by changing the target torque of the target operating point. 2. The driving device according to claim 1, wherein the driving device is configured to control the prime mover within a range of the controllable operating point. 4. A power output device for outputting power to a drive shaft, comprising: a prime mover having an output shaft; a first rotary shaft coupled to an output shaft of the prime mover; and a second rotary shaft coupled to the drive shaft. Energy adjustment for adjusting the energy deviation between the power input to and output from the first rotary shaft and the power input to and output from the second rotary shaft by inputting and outputting the corresponding electric energy. Means, power storage means capable of inputting and outputting electric energy required for adjustment by the energy adjustment means, voltage detection means for detecting a voltage between terminals of the power storage means, and Controllable range setting means for setting a range of controllable operating points of the prime mover; controlling the prime mover and the energy adjusting means such that the prime mover is operated within the set controllable operating points. control Power output device comprising: 5. The energy adjusting means includes a first rotor coupled to the first rotation shaft and a first rotor coupled to the second rotation shaft and rotatable relative to the first rotor. A second rotor for exchanging power between the two rotating shafts via an electromagnetic coupling between the two rotors, and an electromagnetic coupling between the two rotors and a rotation between the two rotors; 3. The power output device according to claim 2, wherein the power output device is an electric motor that inputs and outputs electric energy based on the number difference. 6. The power output device according to claim 2, wherein the energy adjusting unit has a third rotation shaft different from the first rotation shaft and the second rotation shaft, and One of the two rotation axes
Three-axis type power input / output means for inputting / outputting power determined based on the determined power to / from the remaining rotary shafts when determining power to be input / output to / from the three rotary shafts; Power output device comprising an electric motor for exchanging data. 7. When the target operating point of the prime mover is not within the range of the controllable operating point, the control means changes the target rotational speed of the target operating point to change the target operating point. The power output device according to any one of claims 4 to 6, further comprising means for controlling the prime mover within a range of the controllable operating point. 8. When the target operating point of the prime mover is not within the range of the controllable operating point, the control means changes the target operating point after the change by changing the target torque of the target operating point. The power output device according to any one of claims 4 to 6, further comprising means for controlling the prime mover within a range of the controllable operating point.