JP3173397B2 - Power output device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a power output device, and more particularly, to a power output device that outputs power to a drive shaft.

[0002]

2. Description of the Related Art Conventionally, as a power output device of this type,
2. Description of the Related Art There has been proposed a device mounted on a vehicle, which electromagnetically couples an output shaft of a prime mover and a drive shaft to which an electric motor is attached by an electromagnetic joint to output power of the prime mover to the drive shaft (for example, And JP-A-53-133814. In this power output device, the vehicle starts running with the motor, and when the rotation speed of the motor reaches a predetermined rotation speed,
An exciting current is applied to the electromagnetic coupling to crank the prime mover, and at the same time, fuel is supplied to the prime mover and spark ignition is performed to start the prime mover. After the prime mover starts, a part of the power output from the prime mover is output to a drive shaft via an electromagnetic coupling by an electromagnetic coupling to drive the vehicle. The remainder of the power output from the prime mover is regenerated as electric power corresponding to the slippage of the electromagnetic coupling of the electromagnetic coupling, and is stored in a battery as electric power used at the start of traveling or electric power necessary for driving the electric motor. Used as The electric motor is driven when the power to be output to the drive shaft is insufficient with respect to the power output via the electromagnetic coupling, and makes up for this shortfall. Further, the electric motor operates as a generator when braking the vehicle, regenerates rotational energy (kinetic energy) of the drive shaft as electric energy, and charges the battery.

[0003]

However, in such a power output device, depending on the running condition of the vehicle, the power output from the prime mover by the electromagnetic coupling cannot be output to the drive shaft, or the power output device cannot be driven by the electric motor. There has been a problem that the braking force cannot be output to the shaft or the battery is overcharged and damaged. The electromagnetic coupling involves power regeneration when outputting torque to the drive shaft. Therefore, if the regenerated power cannot be consumed, torque cannot be output to the drive shaft. Similarly, when a braking force is output from the electric motor to the drive shaft, power regeneration is involved. Therefore, if the regenerated power cannot be consumed, the braking force cannot be output to the drive shaft. Therefore, if the power output from the prime mover by the electromagnetic coupling is continuously output to the drive shaft for a long time, or if the motor descends a long downhill with a braking force applied to the drive shaft, the battery becomes full. The power regenerated by the electromagnetic coupling and the electric motor after being charged cannot be stored (consumed), and the power output from the prime mover by the electromagnetic coupling cannot be output to the drive shaft, or the electric motor cannot be used for the drive shaft. It becomes impossible to output the braking force to the motor. Even if the battery is fully charged, if the power output from the prime mover by the electromagnetic coupling is output to the drive shaft or the braking force is output to the drive shaft by the electric motor, the battery is overcharged. In some cases, the battery is damaged.

In order to solve such a problem, a resistor or the like for consuming energy by dissipating electric energy as heat is provided. When the battery is fully charged, a part of the electric energy stored in the battery is used by this resistor. Although it is conceivable that the power output device is consumed, parts for connecting and disconnecting the battery and the resistor are required, and the number of components constituting the power output device is increased and the device becomes complicated.

[0005] Such a problem is not limited to a power output device having an electromagnetic coupling connecting an output shaft and a drive shaft of a motor and a motor and a battery attached to the drive shaft, but similarly occurs if there is a motor and a battery. .

The power output device according to the present invention consumes the electric energy stored in the power storage means without affecting the power output to the drive shaft and without increasing the number of parts, so that the power storage means can be fully charged or charged. The purpose is to prevent overcharging.

[0007]

Means for Solving the Problems and Functions and Effects The power output device of the present invention employs the following means in order to achieve at least a part of the above object.

A first power output device of the present invention is a power output device for outputting power to a drive shaft, comprising a plurality of motors capable of exchanging power with the drive shaft, and a motor drive for driving the motor. a circuit, and a power capable storage means supply to the electric motor through the electric motor driving circuit, and a state detecting means for detecting a state of power storage unit, the plurality of electric motors
That is, when at least one electric motor is not driving ,
When the state of the power storage means detected by the state detection means is in a predetermined state, the state of the electric motor which is not being driven is determined .
Ri, at least a portion of the electrical energy stored in said electrical storage means is summarized in that and a power consumption control means for controlling said motor drive circuit to be consumed without output torque to said drive shaft.

In the first power output device of the present invention, the state of the power storage means detected by the state detection means in a state where the motor capable of exchanging power with the drive shaft is not driven is in a predetermined state. In some cases, the power consumption control unit controls the motor drive circuit that drives the motor such that at least a part of the electric energy stored in the power storage unit is consumed by the motor without outputting torque to the drive shaft. In addition,
"Power" as used herein means energy expressed in the form of a product of a torque acting on a shaft and a rotation speed of the shaft.
Therefore, even if the magnitude of the energy as the power is the same, if the torque and the rotation speed are different, the form of the power is different, so that different powers are obtained. Further, "not driving" means that no torque is output from the electric motor, and includes both when the rotor is not rotating and when the rotor is rotating. The meanings of “power” and “not driven” are the same in the second and subsequent power output devices described later.

According to the first power output device of the present invention, a part of the electric energy stored in the power storage means can be consumed by the electric motor without outputting the torque to the drive shaft. For this reason, it is not necessary to provide another member for consuming the electric energy stored in the power storage means. Therefore, damage to the battery due to overcharging can be prevented.

[0011] A second power output device of the present invention is a power output device for outputting power to a drive shaft, comprising: a motor having an output shaft mechanically or electromagnetically coupled to the drive shaft; A plurality of motors capable of exchanging power with the output shaft of the motor, a motor drive circuit for driving the motor, power storage means capable of supplying power to the motor via the motor drive circuit, State detection means for detecting the state of the power storage means, and when at least one of the plurality of motors is not driving , the state of the power storage means detected by the state detection means is in a predetermined state Time, drive
The electric motor that is not moving, and the power consumption control means for controlling said motor driving circuit such that at least a portion of the electrical energy stored in said storage means is consumed without an output torque to the output shaft of the prime mover May be provided .

According to the second power output apparatus of the present invention, a prime mover having an output shaft mechanically or electromagnetically coupled to a drive shaft outputs power to the output shaft by outputting power to the output shaft. . When the state of the power storage means detected by the state detection means is in a predetermined state while the electric motor capable of exchanging power with the output shaft of the prime mover is not driving,
The power consumption control means controls a motor drive circuit that drives the motor such that at least a portion of the electric energy stored in the power storage means is consumed by the motor without outputting torque to the output shaft of the motor.

According to the second power output apparatus of the present invention, part of the electric energy stored in the power storage means is transferred to another device such as the prime mover without outputting torque to the output shaft of the prime mover. It can be consumed by the electric motor without affecting it. For this reason, it is not necessary to provide another member for consuming the electric energy stored in the power storage means. Therefore, damage to the battery due to overcharging can be prevented.

In the first or second power output device according to the present invention, the power consumption control means may be means for controlling a field current to flow without passing a torque current to the motor. . In this case, electric energy can be consumed by the motor without outputting torque from the motor.

[0015] A third power output device of the present invention is a power output device for outputting power to a drive shaft, comprising a prime mover having an output shaft, a first rotor coupled to the output shaft, and the drive unit. A second rotor coupled to the shaft and rotatable relative to the first rotor, wherein a second rotor is coupled between the output shaft and the drive shaft via an electromagnetic coupling between the two rotors. A first motor that exchanges power, a first motor drive circuit that drives the first motor, a second motor that can exchange power with the output shaft or the drive shaft, A second motor drive circuit for driving the first motor, power storage means capable of supplying power to the first motor, and power supply to the second motor, and detecting a state of the power storage means State detecting means, and a state of the power storage means detected by the state detecting means. When in a predetermined state, at least a part of the electric energy stored in the power storage means by the non-driven motor among the first motor and the second motor corresponds to the non-driven motor corresponding to the non-driven motor. The gist of the present invention is to include power consumption control means for controlling the first motor drive circuit or the second motor drive circuit corresponding to consumption without output of torque to an output shaft or the drive shaft.

The third power output apparatus according to the present invention comprises a first rotor connected to an output shaft of a motor and a second rotor connected to a drive shaft and rotatable relative to the first rotor. Is controlled by the first motor drive circuit, so that power is transmitted between the output shaft and the drive shaft of the prime mover through electromagnetic coupling between the first and second rotors. Exchanges. The second electric motor exchanges power with an output shaft or a drive shaft of the prime mover under the control of the second electric motor drive circuit. When the state of the storage means capable of supplying power to the first motor and the supply of power to the second motor detected by the storage state detection means is in a predetermined state, the power consumption control means At least a part of the electric energy stored in the power storage means by the non-driven motor among the first motor and the second motor outputs torque from the non-driven motor to the output shaft or drive shaft of the corresponding prime mover. The corresponding motor drive circuit is controlled so as to be consumed without power. That is, the power consumption control means performs the first motor drive circuit when the first motor corresponds to the motor not driven, and the second motor drive circuit when the second motor corresponds to the motor not driven. And when both the first motor and the second motor correspond to the motors that are not driven, one or both of the first motor drive circuit and the second motor drive circuit are controlled. .

According to the third power output device of the present invention, a part of the electric energy stored in the power storage means can be used without outputting torque to the output shaft and the drive shaft of the prime mover, and in addition to the prime mover and other components. It can be consumed by an undriven one of the first motor or the second motor without affecting the device. For this reason, it is not necessary to provide another member for consuming the electric energy stored in the power storage means. Therefore, damage to the battery due to overcharging can be prevented. In addition, since electric energy is consumed by the motor that is not driven without outputting torque to the output shaft or the drive shaft of the prime mover, the power output to the drive shaft is not affected.

In the third power output apparatus according to the present invention, different from the output shaft and the drive shaft, a rotating shaft to which a rotor of the second electric motor is coupled, and a machine comprising the rotating shaft and the output shaft. First connection means for making a mechanical connection and disconnection of the connection, and second connection means for making a mechanical connection between the rotary shaft and the drive shaft and releasing the connection, The consumption control means may be means for setting and controlling the non-driven motor based on the connection state of the first connection means and the second connection means. For example, the power consumption control means is means for controlling the first motor as the non-driven motor when both the first connection means and the second connection means are in a connected state. Or when the first connection means and the second connection means are both disconnected from each other, the second motor is controlled as the non-driven motor. Can also.

Further, in the third power output apparatus of the present invention, a rotation shaft different from the output shaft and the drive shaft, to which a rotor of the second electric motor is connected, and a structure in which the rotation shaft and the output shaft are connected to each other. A first connection unit for performing a mechanical connection and a release of the connection; and a second connection unit for performing a mechanical connection between the rotation shaft and the drive shaft and a release of the connection. The power consumption control unit sets the connection state of the first connection unit and the second connection unit to a predetermined connection state, thereby causing the first motor and the second motor to output a motor that is not driven. It may be a means for setting and controlling. For example, the power consumption control means sets and controls the first motor as the non-driven motor by connecting the first connection means and the second connection means together. Or by setting both the first connection means and the second connection means in a disconnected state, thereby setting and controlling the second motor as the non-driven motor. It can also be a means.

A fourth power output device according to the present invention is a power output device for outputting power to a drive shaft, having a motor having an output shaft, a rotary shaft, and inputting and outputting power to and from the rotary shaft. A first motor, a first motor drive circuit for driving the first motor, a second motor for inputting and outputting power to the drive shaft or the output shaft, and a second motor for driving the second motor. 2 motor drive circuits, and three axes respectively coupled to the drive shaft, the output shaft, and the rotary shaft. When power is input / output to any two of the three shafts, Input / output the power determined based on the output power to the remaining one axis 3
Shaft type power input / output means, power storage means capable of supplying power to the first motor, and power supply to the second motor, and state detection means for detecting a state of the power storage means ,
When the state of the power storage means detected by the state detection means is a predetermined state, the first electric motor and the second motor
Of the electric motors, at least a part of the electric energy stored in the power storage means by the undriven motor is consumed without input / output of power from the undriven motor to the three-axis power input / output means. Power consumption control means for controlling the corresponding first motor drive circuit or the second motor drive circuit.

According to the fourth power output apparatus of the present invention, a first motor having a rotating shaft is controlled by a first motor driving circuit to input and output power to and from the rotating shaft.
Is controlled by the second motor drive circuit to input and output power to the drive shaft or the output shaft of the prime mover.
The three-axis power input / output means having three axes respectively coupled to the drive shaft, the output shaft of the prime mover, and the rotating shaft of the first electric motor, power is input / output to any two of the three axes. When
The power determined based on the input / output power is input / output to the remaining one axis. When the state of the power storage unit capable of supplying power to the first motor and supplying power to the second motor detected by the state detection unit is in a predetermined state, the power consumption control unit executes the first power consumption control unit. At least a part of the electric energy stored in the power storage means by the non-driven motor of the second motor and the second motor is reduced without inputting or outputting power from the non-driven motor to the three-axis power input / output means. Control the corresponding motor drive circuit to be consumed. That is, the power consumption control means controls the first motor drive circuit when the first motor corresponds to an undriven motor,
When the second motor corresponds to an undriven motor, the second motor drive circuit is controlled, and the first motor and the second motor are controlled.
When both of the motors correspond to the motors that are not driven, one or both of the first motor drive circuit and the second motor drive circuit are controlled.

According to the fourth power output apparatus of the present invention, a part of the electric energy stored in the power storage means is converted to three or more.
Power can be consumed by the non-driven one of the first motor or the second motor without input / output of power to the shaft type power input / output means, that is, without affecting the operation of the prime mover. For this reason, it is not necessary to provide another member for consuming the electric energy stored in the power storage means. Therefore, damage to the battery due to overcharging can be prevented. In addition, since electric energy is consumed by the non-driven motor without inputting / outputting power to / from the three-axis power input / output means, the power output to the drive shaft is not affected.

In the third or fourth power output device of the present invention, the power consumption control means is means for controlling a field current to flow without passing a torque current to the non-driven motor. You can also. In this way, electric energy can be consumed by this motor without outputting torque from the motor that is not being driven.

[0024]

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 one embodiment of the present invention, and FIG. 2 is a configuration diagram showing a schematic configuration of a vehicle incorporating the power output device 20 of the embodiment. For convenience of explanation, first, referring to FIG.
The configuration of the entire vehicle will be described.

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 via a throttle valve 66 and gasoline injected from a fuel injection valve 51 into a combustion chamber 52, and cranks the movement of a piston 54 depressed by the explosion of the mixture. Shaft 56
To the rotational motion of Here, the throttle valve 66
Are driven to open and close by an actuator 68. The ignition plug 62 is connected to the igniter 58 by the distributor 60.
An electric spark is formed by the high voltage guided through the air-fuel mixture, and the air-fuel mixture is ignited by the electric spark and explosively burns.

The operation of the engine 50 is controlled by an electronic control unit (hereinafter referred to as EFIECU) 70. Various sensors indicating the operating state of the engine 50 are connected to the EFIECU 70. For example, a throttle valve position sensor 67 for detecting the opening (position) of the throttle valve 66, an intake pipe negative pressure sensor 72 for detecting 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 connected to a differential gear 24, and the torque from the power output device 20 is ultimately
6, 28. The clutch motor 30 and the assist motor 40 are controlled by the control device 80. Although the configuration of the control device 80 will be described in detail later, a control CPU is provided therein, and a shift position sensor 84 and an accelerator pedal
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 exchange of such information will be described later.

As shown in FIG. 1, a power output device 20 according to the embodiment includes an engine 50 and a clutch motor 3 in which an inner rotor 31 is connected to a crankshaft 56 of the engine 50 and an outer rotor 33 is connected to a drive shaft 22.
0, an assist motor 40 in which the rotor 41 is mechanically connected to the crankshaft 56 or the drive shaft 22 by the first clutch 45 and the second clutch 46, and a control device 80 for controlling the drive of the clutch motor 30 and the assist motor 40. It is composed of

As shown in FIG. 1, the clutch motor 30 includes a permanent magnet 32 on the outer peripheral surface of the inner rotor 31.
The motor is configured as a synchronous motor that winds a three-phase coil 34 around a slot formed in the outer rotor 33. The power to the three-phase coil 34 is supplied via a slip ring 35. In the outer rotor 33, the three-phase coil 3
The portions forming the slots and teeth for 4 are formed by laminating thin sheets of non-oriented electrical steel sheets.
In the embodiment, the number of the permanent magnets 32 is 8 (N pole and S pole are each 4).
) Are attached to the inner peripheral surface of the inner rotor 31. The magnetization direction is a direction toward the center of the axis of the clutch motor 30, and the direction of the magnetic pole is reversed every other direction. The three-phase coil 34 of the outer rotor 33 facing the permanent magnet 32 with a small gap is wound around a total of twelve slots (not shown) provided on the outer rotor 33. 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. Three-phase coil 3
4 are connected to receive power supply from the slip ring 35. The slip ring 35 includes a rotating ring 35a fixed to the drive shaft 22 and a brush 35b.
It is composed of In order to exchange three-phase (U, V, W-phase) currents, the slip ring 35 is provided with a three-phase rotating ring 35a and a brush 35b.

The interaction between the magnetic field formed by a pair of adjacent permanent magnets 32 and the rotating magnetic field formed by the three-phase coil 34 provided on the outer rotor 33 causes the inner rotor 3 to rotate.
1 and the outer rotor 33 exhibit various behaviors. Normally, the frequency of the three-phase alternating current flowing through the three-phase coil 34 depends on the rotational speed of the inner rotor 31 directly connected to the crankshaft 56 and the outer rotor since the clutch motor 30 of the embodiment is configured as a four-pole pair synchronous motor. The frequency is four times the deviation from the rotation speed of 33.

On the other hand, although the assist motor 40 is also configured as a synchronous motor, a three-phase coil 44 that forms a rotating magnetic field is wound around a stator 43 fixed to a case 49. The stator 43 is also formed by laminating thin sheets of non-oriented electromagnetic steel sheets. The rotor 41 is attached to a rotor rotating shaft 38 which is a hollow shaft coaxial with the crankshaft 56.
A plurality of permanent magnets 42 are provided. In the assist motor 40, the rotor 41 is rotated by the interaction between the magnetic field generated by the permanent magnet 42 and the magnetic field formed by the three-phase coil 44. The rotor rotating shaft 38 is connected to the first clutch 4 disposed between the assist motor 40 and the clutch motor 30.
5 is mechanically connected to or disconnected from the crankshaft 56. The second clutch 46 controls the outer rotor 3 of the clutch motor 30.
3 and is mechanically connected to the drive shaft 22 or the connection is released. The first clutch 4
The fifth and second clutches 46 are operated by a hydraulic circuit (not shown).

The drive shaft 22, the rotor rotation shaft 38 and the crankshaft 56 have rotation angles θd and θd, respectively.
Resolvers 37, 47 and 57 for detecting r and θe are provided. The rotation angle θe of the crankshaft 56
Can also be used as the rotation angle sensor 78 provided in the distributor 60.

The clutch motor 30 and the assist motor 40
As described later, the clutch motor 30 and the assist motor 40 can be arranged from the engine 50 side as described later, but the assist motor 40 is sandwiched between the engine 50 and the clutch motor 30 as in the power output device 20 of the embodiment. The assist motor 4 is arranged as described later.
Since the assist motor 40 is larger than the clutch motor 30 because the vehicle needs to be driven only by the zero, the power output device 20 is united by making the large assist motor 40 adjacent to the larger engine 50. It is. Also, various arrangements of the first clutch 45 and the second clutch 46 are possible as described later. However, the first clutch 45 and the second clutch 46 are arranged between the assist motor 40 and the clutch motor 30 as in the power output device 20 of the embodiment. This is because both clutches 45 and 46 are relatively small, so that the power output device 20 can be made more compact by being inserted in a gap generated between the assist motor 40 and the clutch motor 30.

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 controls a first drive circuit 91 for driving the clutch motor 30, a second drive circuit 92 for driving the assist motor 40, both drive circuits 91 and 92, and controls the first clutch 45 and the second A control CPU 90 for driving and controlling the clutch 46 and a battery 9 as a secondary battery
And 4. 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. The control CPU 90 includes a rotation angle θd of the drive shaft 22 from the resolver 37, a rotation angle θr of the rotor rotation shaft 38 from the resolver 47, a rotation angle θe of the engine 50 from the resolver 57, and an accelerator angle from the accelerator pedal position sensor 64a. Pedal position (depressed amount of accelerator pedal 64) AP, brake pedal position (depressed amount of brake pedal 65) BP from brake pedal position sensor 65a, shift position SP from shift position sensor 84, first clutch 45 and second clutch The on / off signals of the two clutches from 46, the clutch current values Iuc and Ivc from the two current detectors 95 and 96 provided in the first drive circuit 91, and the two currents provided in the second drive circuit Assist current values Iua, I from detectors 97, 98 a, like the remaining charge BRM of the residual capacity detector 99 for detecting the remaining capacity of the battery 94 is 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.

Further, 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, a control signal SW2 for driving six transistors Tr11 to Tr16 as switching elements provided in the second drive circuit 92, the first clutch 45 and the second
A drive signal for driving the clutch 46 and the like are output. Six transistors Tr1 in the first drive circuit 91
Tr6 constitute a transistor inverter, and are arranged in pairs, two on the source side and the other on the sink side with respect to a pair of power supply lines L1 and L2, respectively.
The three-phase coil (UV
W) 36 are connected via slip rings 35. Since the power lines L1 and L2 are connected to the positive side and the negative side of the battery 94, respectively,
When the control CPU 90 sequentially controls the ratio of the on-time of the transistors Tr1 to Tr6 forming a pair by the control signal SW1 and makes the current flowing through each coil 34 a pseudo sine wave by PWM control, the three-phase coil 34
A rotating magnetic field is formed.

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

The operation of the power output apparatus 20 according to the embodiment described above will be described. Now, the first clutch 45
Are turned off and the second clutch 46 is turned on, and conversely, the first clutch 45 is turned on and the second clutch 46 is turned off. In the former case, the connection between the rotor rotation shaft 38 and the crankshaft 56 is released and the rotor rotation shaft 38 is connected to the drive shaft 22. As shown in the schematic diagram of FIG. 22. The latter connects the rotor rotation shaft 38 and the crankshaft 56, and the rotor rotation shaft 38
In this case, the connection between the motor and the drive shaft 22 is released, and the assist motor 40 is attached to the crankshaft 56 as shown in the schematic diagram of FIG. First, the operation of the former (when the first clutch 45 is turned off and the second clutch 46 is turned on) will be described.
5 is turned on and the second clutch 46 is turned off).

The principle of operation when the first clutch 45 is turned off and the second clutch 46 is turned on in the power output device 20 of the embodiment, in particular, the principle of torque conversion is as follows. The engine 50 is driven by the EFIECU 70,
The engine 50 is rotating at the rotation speed Ne, and the drive shaft 22
Are rotating at a rotation speed Nd1 smaller than this rotation speed Ne. At this time, if the control device 80 does not supply any current to the three-phase coil 34 of the clutch motor 30 via the slip ring 35, that is, the transistors Tr1 to Tr6 of the first drive circuit 91 are always off. For example, since no current flows through the three-phase coil 34, the inner rotor 31 and the outer rotor 33 of the clutch motor 30 are not electromagnetically coupled at all, and the crankshaft 56 of the engine 50 is idle. Becomes In this state, the transistor Tr1
Or since Tr6 is off, the three-phase coil 34
There is no regeneration from the factory. That is, the engine 50 is idling.

When the control CPU 90 of the control device 80 outputs the control signal SW1 to turn on / off the transistor,
In accordance with the deviation between the rotation speed Ne of the crankshaft 56 of the engine 50 and the rotation speed Nd1 of the drive shaft 22 (in other words, the rotation speed difference Nc (Ne-Nd1) between the inner rotor 31 and the outer rotor 33 in the clutch motor 30). A constant current flows through the three-phase coil 34 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 inner rotor 31 and the outer rotor 33 are in a connected state in which a certain amount of slip exists, and torque is output from the crankshaft 56 to the drive shaft 22 via the connection between the inner rotor 31 and the outer rotor 33. In this state, when the control CPU 90 controls the second drive circuit 92 so that energy equal to the electric energy regenerated by the clutch motor 30 is consumed by the assist motor 40, the three-phase coil 4 of the assist motor 40
4, a current is generated in the assist motor 40.

Referring to FIG. 5, the engine 50 has a rotation speed N.
1, when operating at the operating point P0 of the torque T1, the clutch motor 30 outputs the torque Tc (the torque Te output from the engine 50) to the drive shaft 22, and outputs the energy represented by the hatched area Pc1. By regenerating and supplying the regenerated energy to the assist motor 40 as energy represented by the area Pa1, the drive shaft 22 can be rotated at the operating point P1 at the rotational speed Nd1 and the torque Td1.

Next, it is assumed that the engine 50 is operated at the above-described rotation speed Ne, but the drive shaft 22 is rotating at the rotation speed Nd2 higher than the rotation speed Ne. In this state, the outer rotor 33 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-Nd2) with respect to the inner rotor 31, so that the clutch motor 30 , Functions as a normal motor, and gives rotational energy to the drive shaft 22 by electric power from the battery 94. 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 slippage between the rotor 41 and the stator 43 of the assist motor 40. Here, the control CPU 90 controls the first and second drive circuits 91 and 2 so that the electric power regenerated by the assist motor 40 is consumed by the clutch motor 30.
If the clutch 92 is controlled, the clutch motor 30
4 can be driven without using the electric power stored.

Referring to FIG. 6, when the engine 50 rotates at a speed N
When the vehicle is operating at the operation point P0 represented by the torque e and the torque Te, the energy represented by the hatched region Pc2 is supplied to the clutch motor 30 to drive the drive shaft 2
2 by outputting the torque Tc (output torque Te of the engine 50) to the clutch shaft 30 and regenerating and supplying the energy supplied to the clutch motor 30 from the assist motor 40 as energy represented by the area Pa2. , At the operating point P2 of the torque Td2.

The power output device 2 with the first clutch 45 turned off and the second clutch 46 turned on.
0 is an operation of converting all of the power output from the engine 50 into a torque and outputting the torque to the drive shaft 22; By adjusting the electric energy consumed or regenerated by the assist motor 40 and the electric energy consumed or regenerated by the assist motor 40, the operation of finding the surplus electric energy and discharging the battery 94 can be performed. Various operations, such as an operation of supplementing with the power stored in the battery 94, can also be performed.

On the other hand, when the first clutch 45 is turned on and the second clutch 46 is turned off (schematic diagram in FIG. 4) in the power output device 20 of the embodiment, the operation principle (the principle of torque conversion) is as follows. is there. Now, it is assumed that the engine 50 is operating at the operating point P0 of the rotation speed Ne and the torque Te, and the drive shaft 22 is rotating at the rotation speed Nd1 smaller than the rotation speed Ne. If the torque Ta (Ta = Td1−Te) is output from the assist motor 40 attached to the crankshaft 56 to the crankshaft 56, the torque of the crankshaft 56 becomes a value Td1 (Te + Ta). On the other hand, the torque Tc of the clutch motor 30 is set to a value Td.
If it is controlled as 1 (Te + Ta), this torque Tc (Te + Ta) is output to the drive shaft 22, and electric power based on the difference Nc between the rotation speed Ne of the engine 50 and the rotation speed Nd1 of the drive shaft 22 is regenerated. Is done. Therefore, if the torque Ta of the assist motor 40 is set to be just covered by the electric power regenerated by the clutch motor 30 and the regenerated electric power is supplied to the second drive circuit 92 via the power supply lines L1 and L2, the assist motor 40 Are driven by this regenerative electric power.

Referring to FIG. 7, when the engine 50 has a rotation speed N
When the vehicle is operating at the operation point P0 represented by e and the torque Te, the energy represented by the hatched region Pa3 is supplied to the assist motor 40 to set the torque of the crankshaft 56 to the value Td1, and the clutch motor 30 This torque Td1 (torque Tc) is
2 and regenerates the energy supplied to the assist motor 40 as the energy represented by the area Pc3, so that the drive shaft 22 rotates at the rotational speed Nd2 and the torque Td.
It can be rotated at the second operating point P2.

The engine 50 is operated at the operating point P0 of the rotation speed Ne and the torque Te.
2 is rotating at a rotation speed Nd2 larger than the rotation speed Ne. At this time, if the torque Ta of the assist motor 40 is controlled as a value obtained by Td2−Te,
The assist motor 40 is regeneratively controlled to generate energy (electric power).
Is regenerated from the crankshaft 56. On the other hand, the clutch motor 30 functions as a normal motor because the outer rotor 33 rotates relative to the inner rotor 31 in the rotational direction of the drive shaft 22 at a rotational speed difference of Nc (Ne−Nd2). Energy corresponding to the number difference Nc is given to the drive shaft 22 as rotational energy. Therefore, if the torque Ta of the assist motor 40 is set so that the power regenerated by the assist motor 40 can just cover the power consumed by the clutch motor 30, the clutch motor 3
0 is driven by electric power regenerated by the assist motor 40.

Referring to FIG. 8, the engine 50 has a rotation speed N.
When the vehicle is operating at the operating point P0 represented by the torque e and the torque Te, the energy represented by the hatched region Pa4 is regenerated by the assist motor 40, and the regenerated energy is converted into the energy represented by the region Pc4 by the clutch motor. The torque Tc (torque Td2) is output to the drive shaft 22 by the clutch motor 30 by supplying the drive shaft 30 to the drive shaft 30, and the drive shaft 22 can be rotated at the operation point P2 of the rotation speed Nd2 and the torque Td2.

The power output device 2 with the first clutch 45 turned on and the second clutch 46 turned off.
Even if it is 0, in addition to the operation of converting all of the power output from the engine 50 into torque and outputting it to the drive shaft 22, the power output from the engine 50 (the product of the torque Te and the rotation speed Ne) and the clutch motor By adjusting the electric energy regenerated or consumed by 30 and the electric energy consumed or regenerated by the assist motor 40,
The operation of discharging the battery 94 by finding surplus electric energy, or the operation of discharging the
Various operations can be performed, such as an operation of supplementing with the power stored in the memory.

In the power output device 20 of the embodiment, both the first clutch 45 and the second clutch 46 can be turned on or both can be turned off. When both clutches 45 and 46 are turned on, the rotor shaft 3 on which the rotor 41 of the assist motor 40 is mounted is mounted.
8 is mechanically connected to the crankshaft 56 and the drive shaft 22 so that the clutch motor 30 does not function,
As shown in the schematic diagram of FIG. 9, the state is the same as the configuration in which the crankshaft 56 and the drive shaft 22 are simply connected to the rotor 41 of the assist motor 40. In this state, the power output from the engine 50 is output to the drive shaft 22 as it is. Then, the power output from the assist motor 40 is adjusted to the drive shaft 22.

On the other hand, when both clutches 45 and 46 are turned off, the connection between the rotor shaft 38 to which the rotor 41 of the assist motor 40 is mounted and the drive shaft 22 is released. As shown in the schematic diagram of FIG. 10, the state is the same as the structure in which the inner rotor 31 of the clutch motor 30 is connected to the crankshaft 56 and the outer rotor 33 of the clutch motor 30 is connected to the drive shaft 22. In this state, the power output from the engine 50 is
Is output to the drive shaft 22 by electromagnetic coupling between the inner rotor 31 and the outer rotor 33. At the same time, electric power corresponding to the rotational speed difference Nc between the inner rotor 31 and the outer rotor 33 is regenerated or consumed by the clutch motor 30.

Next, a process for preventing the battery 94 included in the power output device 20 of the embodiment from being fully charged will be described based on a battery discharge control routine illustrated in FIGS. This routine is repeatedly executed at predetermined time intervals (for example, at every 8 msec) from the start of driving of the vehicle.

When this routine is executed, the control device 80
First, the control CPU 90 reads the remaining capacity BRM of the battery 94 detected by the remaining capacity detector 99 (step S100), and compares the read remaining capacity BRM of the battery 94 with a threshold value Bref (step S102). Here, the threshold value Bref is an upper limit value of an appropriate range of the remaining capacity BRM of the battery 94, and is determined by the type and capacity of the battery 94, the method of using the battery 94, and the like. If the read remaining capacity BRM of the battery 94 is less than the threshold value Bref, it is determined that the remaining capacity BRM of the battery 94 is within an appropriate range, and this routine ends.

On the other hand, when the remaining capacity BRM of the battery 94 is equal to the threshold B
When ref is equal to or greater than ref, it is determined that the battery 94 needs to be discharged, and the following discharging process is performed. First, the discharge process
A process for reading the connection state of the first clutch 45 and the second clutch 46 is performed (step S104). In this embodiment, each time the connection state is changed by a processing routine (not shown) for storing the connection state of both clutches, the changed connection state is written to a predetermined address of the RAM 90a. Is performed by reading data written at a predetermined address of the RAM 90a.

When both clutches 45 and 46 are on, that is, when the power output device 20 of the embodiment is operating as shown in the schematic diagram of FIG. 9, the d-axis current command value Idc * of the clutch motor 30 is set to the predetermined value Isc. With the q-axis current command value I
The value 0 is set to qc * (step S10).
8) The clutch motor 30 is controlled so that the current of the set value flows through the three-phase coil 34 of the clutch motor 30 (step S110). Here, the d-axis current command value Id
The c * and q-axis current command values Iqc * are command values of the field current and the torque current of the clutch motor 30, respectively. However, since the clutch motor 30 is configured as a synchronous motor as described above, the current set as the d-axis current command value Idc * acts as a field weakening current. By controlling the clutch motor 30 by setting the d-axis current command value Idc * and the q-axis current command value Iqc * in this manner, the clutch motor 30 does not output torque but consumes power due to copper loss or the like. Works as follows.
As described above, the clutch motor 30 is connected to both clutches 4.
The clutch motor 30 is fixed so that it cannot be rotated by the clutch motor 30 even if a value other than the value 0 is set to the q-axis current command value Iqc * and a torque current flows to output the torque from the clutch motor 30. Power output device 2 without rotation
0 has no effect. However, in this case, in order to cope with wear and slippage of the clutches 45 and 46, it is necessary to increase the strength of the clutches 45 and 46 and increase the size. Therefore, by setting the q-axis current command value Iqc * to a value of 0, the electric energy stored in the battery 94 can be consumed by the clutch motor 30 without the need to wear the clutches 45 and 46 or to increase the size. . In the embodiment, the control of the clutch motor 30 is described as a step of this routine. However, this control is actually performed independently of this routine. For example,
The control CPU 90 executes the control of the clutch motor 30 in parallel with the timing different from this routine by using the interrupt processing. Control of the clutch motor 30 is performed based on a clutch motor control routine illustrated in FIG. Hereinafter, the control of the clutch motor 30 will be briefly described.

When the clutch motor control routine of FIG. 13 is executed, the control CPU 90 of the control device 80 first
A process of inputting the rotation angle θd of the drive shaft 22 from the resolver 37 and the rotation angle θe of the crankshaft 56 of the engine 50 from the resolver 57 is performed (step S140,
S142), the electric angle θc of the clutch motor 30 is determined from the rotation angles θe and θd of both shafts (step S144). In the embodiment, the clutch motor 30 is
Since a pole pair synchronous motor is used, 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 S146). 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).
8). 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 (1). 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.

[0057]

(Equation 1)

Next, after the current values of the two axes are converted, the current command values Idc *,
The deviation between Iqc * and the currents Idc and Iqc actually flowing through each axis, that is, the deviation between the predetermined value Isc and the current Idc and the deviation between the value 0 and the current Iqc are obtained, and the voltage command for each axis is obtained based on the obtained deviation. Processing for obtaining the values Vdc and Vqc is performed (step S150). That is, first, the following equation (2)
Is performed, and then the calculation of the following equation (3) is performed. Here, Kp1, K2 and Ki1, K2 are coefficients. These coefficients are adjusted to suit the characteristics of the motor to be applied. Note that the voltage command values Vdc, Vqc
Is obtained from a portion proportional to the deviation ΔI from the current command value I * (the first term on the right side of Equation (3)) and the past cumulative amount of the deviation ΔI i times (the second term on the right side).

[0059]

(Equation 2)

[0060]

(Equation 3)

Thereafter, the voltage command value thus obtained is subjected to coordinate conversion (two-phase to three-phase conversion) corresponding to the inverse conversion of the conversion performed in step S148 (step S152).
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 (4).

[0062]

(Equation 4)

The actual voltage control is performed by the on / off times of the transistors Tr1 to Tr6 of the first drive circuit 91. Is subjected to PWM control (step S144).

The clutch motor control routine is as follows.
When relative rotation occurs between the inner rotor 31 and the outer rotor 33, every predetermined time (for example, 4 msec
c), but now both clutches 45 and 46 are turned on and the inner rotor 31 and the outer rotor 33 cannot rotate relative to each other. Unless otherwise, once the voltage command values Vuc, Vvc, Vwc are obtained by executing once, the values may be held until the d-axis current command value Idc * or the q-axis current command value Iqc * is changed. Of course, inner rotor 3
This routine may be repeatedly executed at predetermined time intervals in the same manner as when relative rotation occurs between the motor 1 and the outer rotor 33.

When it is determined in step S106 of the battery discharge control routine of FIG. 11 that both clutches 45 and 46 are off, that is, it is determined that the power output device 20 of the embodiment is operating as shown in the schematic diagram of FIG. The d-axis current command value Ida * of the assist motor 40 is set to a predetermined value Isa, and the q-axis current command value Iqa * is set to a value 0 (step S112).
The assist motor 40 is controlled so as to flow through the three-phase coil 44 (step S114). Here, the d-axis current command value Ida * and the q-axis current command value Iqa * are command values of the field current and the torque current of the assist motor 40, respectively, and the current set as the d-axis current command value Ida * is The reason for acting as the field weakening current is that the assist motor 40 is configured as a synchronous motor, as in the case of the clutch motor 30. By controlling the assist motor 40 by setting the d-axis current command value Ida * and the q-axis current command value Iqa * in this way, the assist motor 40 does not output torque but consumes power due to copper loss or the like. Works as follows. In the embodiment, the control of the assist motor 40 is described as a step of this routine. However, similarly to the control of the clutch motor 30, the control is performed independently and independently of this routine. The control of the assist motor 40
This is performed based on the assist motor control routine illustrated in FIG. Hereinafter, the control of the assist motor 40 will be briefly described.

When the assist motor control routine of FIG. 14 is executed, the control CPU 90 of the control device 80 first
A process of inputting the rotation angle θr of the rotor rotation shaft 38 detected by the resolver 47 is performed (step S16).
0), a process of calculating the electric angle θa of the assist motor 40 is performed (step S162). In the embodiment, since a 4-pole pair synchronous motor is used as the assist motor 40, θa = 4θr is calculated.

Subsequently, a process of detecting each phase current of the assist motor 40 using the current detectors 97 and 98 (step S164). Thereafter, coordinate conversion (step S166) and calculation of the voltage command values Vda and Vqa are performed in the same manner as the processing of steps S148 to S152 of the clutch motor control routine of FIG. 13 (step S16).
8), and reverse coordinate conversion of the voltage command value (step S17)
0) to determine the on / off control time of the transistors Tr11 to Tr16 of the second drive circuit 92 of the assist motor 40, and perform PWM control (step S17).
2).

This assist motor control routine is also executed at predetermined time intervals (for example, every 4 msec) when the rotor 41 is rotating.
5 and 46 are both turned off and the rotor 41 is not rotating, so that the voltage command values Vua, Vva, V
When wa is obtained, the value may be held until the d-axis current command value Ida * or the q-axis current command value Iqa * is changed. Of course, this routine may be repeatedly executed at predetermined time intervals as in the case where the rotor 41 is rotating. In the embodiment, the value 0 is set to the q-axis current command value Iqa * of the assist motor 40. However, the rotor rotation shaft 38 to which the rotor 41 of the assist motor 40 is attached has both clutches 45 and 46 turned off, Even if the torque is output from the motor 40, the rotor rotating shaft 38 only idles. Therefore, the q-axis current command value Iqa * may be set to a value other than 0 to output the torque from the assist motor 40. In this case, since the rotor 41 rotates, the assist motor control routine needs to be repeatedly executed at predetermined time intervals.

Next, in step S106 of the battery discharge control routine of FIG. 11, one of the first clutch 45 and the second clutch 46 is turned on and the other is turned off, that is, the power output device 20 of the embodiment is the same as that shown in FIG. The processing when it is determined that the configuration is operating as the configuration of the schematic diagram of FIG. 4 will be described based on the flowchart of FIG. in this case,
The control CPU 90 of the control device 80 first reads the torque command value Tc * of the clutch motor 30 and the torque command value Ta * of the assist motor 40 (step S116).
It is determined whether or not both torque command values Tc * and Ta * are 0 (step S118). Here, the torque command value Tc * of the clutch motor 30 and the torque command value Ta * of the assist motor 40 are determined by the torque control routine (not shown) based on the depression amount of the accelerator pedal 64, the depression amount of the brake pedal 65, the efficiency of the engine 50, and the like. Engine 50 based
The power output from the motor is set so as to be efficiently converted to torque and output to the drive shaft 22, and is written to a predetermined address of the RAM 90a. Based on the value, the drive of the clutch motor 30 and the assist motor 40 is controlled. You. Therefore, reading of both torque command values Tc * and Ta * is processing of reading data written at a predetermined address of the RAM 90a.

When it is determined in step S118 that the torque command value Tc * is 0 and the torque command value Ta * is not 0, it is determined that the clutch motor 30 is not driven, and the first clutch 45 and the second clutch 45 are not driven. In the same manner as when both are turned on, a predetermined value Isc is set to the d-axis current command value Idc * and a value 0 is set to the q-axis current command value Iqc * of the clutch motor 30 (step S120). The clutch motor 30 is controlled so that the current having the value flows through the three-phase coil 34 of the clutch motor 30 (step S122). The control of the clutch motor 30 is also performed by the clutch motor control routine shown in FIG. 13. However, since the inner rotor 31 and the outer rotor 33 usually rotate relatively, it is necessary to repeat the clutch motor control routine at predetermined time intervals. is there. Since this routine has been described, its description is omitted. By controlling the clutch motor 30 by setting the d-axis current command value Idc * and the q-axis current command value Iqc * in this manner, the clutch motor 30 does not output torque but consumes power due to copper loss or the like. Works as follows.

When it is determined in step S118 that the torque command value Tc * is not 0 and the torque command value Ta * is 0, it is determined that the assist motor 40 is not driven, and the first clutch 45 and the first clutch 45 Similarly to when both clutches 46 are off, predetermined value Isa is set to d-axis current command value Ida * of assist motor 40, and q-axis current command value Iqa *
Is set to 0 (step S124), and the assist motor 40 is controlled so that a current of the set value flows through the three-phase coil 44 of the assist motor 40 (step S126). In this case, unlike the case where both clutches 45 and 46 are both off, the rotor rotating shaft 38 is mechanically connected to the crankshaft 56 or the drive shaft 22, and when the torque is output from the assist motor 40, the drive shaft is driven. 22
To the power output to the motor, the q-axis current command value I
A value other than 0 cannot be set for qa *. The control of the assist motor 40 can be performed by the assist motor control routine of FIG. Since this routine has also been described, its description is omitted. By controlling the assist motor 40 by setting the d-axis current command value Ida * and the q-axis current command value Iqa * in this way, the assist motor 40 does not output torque but consumes power due to copper loss or the like. Works as follows.

If it is determined in step S118 that both the torque command value Tc * and the torque command value Ta * are 0, it is determined that neither the clutch motor 30 nor the assist motor 40 is being driven, and d Shaft current command value Id
The predetermined values Isc and Isa are set to c * and Ida *, and the value 0 is set to the q-axis current command values Iqc * and Iqa * (steps S128 and S130). The clutch motor 30 and the assist motor 40 are controlled to flow through the coil 34 and the three-phase coil 44 of the assist motor 40 (step S
132 and S134). The control of the clutch motor 30 and the assist motor 40 is executed by the above-described clutch motor control routine of FIG. 13 and the assist motor control routine of FIG. Thus, the d-axis current command values Idc * and Ida * and the q-axis current command values Iqc * and Iqa
* To set the clutch motor 30 and the assist motor 4
By controlling 0, both the clutch motor 30 and the assist motor 40 do not output torque but operate to consume power due to copper loss or the like. In the embodiment, the d-axis current command values Idc * and Ida * of both motors are set to a predetermined value Is.
Although the values of c and Isa are set to 0 for the q-axis current command values Iqc * and Iqa *, respectively, the clutch motor 30 and the assist motor 40 consume the electric energy stored in the battery 94. The electric energy stored in the battery 94 may be consumed by one of the assist motor 30 and the assist motor 40.

According to the power output device 20 of the embodiment described above, the electric energy stored in the battery 94 can be consumed by the clutch motor 30 or the assist motor 40 that is not driven. As a result, the remaining capacity BRM of the battery 94 can be set within a desired range, and the battery 94 is fully charged and the clutch motor 30
Or the driving of the assist motor 40 is interrupted,
Can be prevented from being overcharged and damaged. Since the electric energy stored in the battery 94 is consumed by the undriven one of the clutch motor 30 and the assist motor 40, an electric load for consuming the electric energy stored in the battery 94, for example, electric power is used as heat. There is no need to provide a consumed resistor.

Further, the drive shaft 22 and the crankshaft 5
Since no torque is output to the motor 6, the operation of the engine 50 and the operation of other devices are not affected. As a result, the power output to the drive shaft 22 is not affected. Further, since there is no torque output, the first clutch 45 and the second clutch 46 are not damaged. Further, since the motor that consumes the electric energy stored in the battery 94 is determined based on the connection state of the first clutch 45 and the second clutch 46, the discharging process of the battery 94 is performed.
There is no need to change the connection state of the first clutch 45 or the second clutch 46.

In the power output device 20 of the embodiment, when it is determined that the discharge control of the battery 94 is necessary, the motor that is not driven is selected based on the connection state of the first clutch 45 and the second clutch 46, and the selected motor is selected. Although the electric energy stored in the battery 94 is consumed by the motor, when it is determined that the discharge control of the battery 94 is necessary, an electric motor that does not drive by setting the first clutch 45 and the second clutch 46 to a predetermined connection state is set, The electric energy stored in the battery 94 may be consumed by this motor. For example, when the first clutch 45 and the second clutch 46 are both turned on, the power output device 20 is configured as shown in the schematic diagram of FIG. 9, and the clutch motor 30 consumes the electric energy stored in the battery 94, 45 and the second clutch 46 are both turned off and the power output device 20
May be configured as shown in the schematic diagram of FIG. 10, and the assist motor 40 may consume the electric energy stored in the battery 94.

In the power output device 20 of the embodiment, the assist motor 40 can be attached to and detached from the crankshaft 56 and the drive shaft 22 by providing the first clutch 45 and the second clutch 46. 15 and the second embodiment, the assist motor 40B is attached to the drive shaft 22 like the power output device 20B of the modified example of FIG. 15 or the crankshaft like the power output device 20C of the modified example of FIG. The assist motor 40 </ b> C may be attached to 56. Even in the power output devices 20B and 20C of these modified examples, the discharge control of the battery 94 when one of the first clutch 45 and the second clutch 46 is on and the other is off (steps S116 to S134 in FIG. 12). ) Is possible.

Although the embodiments of the present invention have been described above, 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, the power output device 2 of the above-described embodiment
In the case of 0, a gasoline engine driven by gasoline is used as the engine 50, but in addition, various internal combustion or external combustion engines such as a diesel engine, a turbine engine, and a jet engine can be used.

In the power output device 20 of the embodiment, the clutch motor 30 and the assist motor 40
Although a permanent magnet type (permanent magnet type) synchronous motor was used, any motor can be used as long as it can be controlled by d-axis current and q-axis current. VR type (variable reluctance type) It is also possible to use a synchronous motor, a vernier motor, a DC motor, an induction motor, a superconducting motor, a step motor, or the like.

Further, in the power output device 20 of the embodiment,
Although the slip ring 35 including the rotating ring 35a and the brush 35b is used as a means for transmitting electric power to the clutch motor 30, a rotating ring-mercury contact, a semiconductor coupling of magnetic energy, a rotating transformer, or the like may be used.

Alternatively, in the power output device 20 of the embodiment, transistor inverters are used as the first and second drive circuits 91 and 92. 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 resonance inverters can also be used.

As described above, according to the present invention, it is sufficient that the electric energy stored in the battery can be consumed by the motor which is not driven without outputting torque to the output shaft and the drive shaft of the prime mover. Power output device 12
It can also be applied to a configuration like 0. A power output device 120 according to a modification includes a planetary gear having an engine EG, a drive shaft DS and a rotation shaft RS coupled to a drive wheel AH via a crankshaft CS of the engine EG and a differential gear DG, and a power input / output shaft. PG, a motor MG1 capable of generating power attached to the rotating shaft RS, a motor MG2 capable of generating power mounted to the drive shaft DS, and a motor MG
1, a battery BT capable of supplying electric power to MG2, and a vehicle controller CC for driving and controlling engine EG and motors MG1 and MG2, and outputs power output from engine EG to planetary gear PG, motor MG1, and motor MG2.
Thus, torque conversion to desired power is performed. In the power output device 120 of such a modified example, when the vehicle is stopped or when the operation of the engine EG is stopped, the motor MG
When power is being input / output from / to the drive shaft DS, or when power output from the engine EG is being output to the drive shaft DS without driving the motor MG2 by merely adjusting the torque by the motor MG1. Like the motor MG
1 or the motor MG2 is not driven.
In these states, the electric energy stored in the battery BT can be consumed using the motor that is not driven without outputting the torque. In the power output device 120 of the modified example, the motor MG2 is attached to the drive shaft DS, but the motor MG2 may be attached to the crankshaft CS.

The present invention can be applied to a power output device 220 illustrated in FIG. 18 similarly to the power output device 120 of the modified example in FIG. The power output device 220 of the modified example includes an engine EG and an engine E
A drive shaft DS to which a drive wheel AH is coupled via a differential gear DG and a generator MG3 drivable as an electric motor mounted on a crankshaft CS of G
MG4 attached to the motor and generator MG3
And a battery BT capable of supplying power to the motor MG4,
Engine EG, generator MG3 and motor MG4
And a vehicle controller CC for controlling the driving of the vehicle. Power output device 220 of the modified example charges battery BT by using power output from engine EG as electric energy by generator MG3, receives power from battery BT, and receives drive power from motor MG4 to output drive shaft D.
Drive S. Even in the power output device 220 of such a modified example, there are times when the motor MG4 or the generator MG3 is not driven, such as when the vehicle is stopped or the engine EG is stopped. In these states, the electric energy stored in battery BT can be consumed without outputting torque by using the motor or generator that is not driven.

In the above 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 is a configuration diagram showing a schematic configuration of a power output device 20 as one embodiment of the present invention.

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

FIG. 3 is a schematic diagram illustrating a configuration of a power output device 20 according to an embodiment when a first clutch 45 is turned off and a second clutch 46 is turned on.

FIG. 4 is a schematic diagram showing a configuration of a power output device 20 of the embodiment when a first clutch 45 is turned on and a second clutch 46 is turned off.

FIG. 5 is an explanatory diagram illustrating a state of torque conversion when Ne <Nd in the configuration of the schematic diagram of FIG. 3;

FIG. 6 is an explanatory diagram illustrating a state of torque conversion when Ne> Nd in the configuration of the schematic diagram of FIG. 3;

7 is an explanatory diagram illustrating a state of torque conversion when Ne <Nd in the configuration of the schematic diagram of FIG. 4;

FIG. 8 is an explanatory diagram illustrating a state of torque conversion when Ne> Nd in the configuration of the schematic diagram of FIG. 4;

FIG. 9 is a schematic diagram illustrating a configuration of the power output device 20 according to the embodiment when the first clutch 45 and the second clutch 46 are both turned on.

FIG. 10 is a schematic diagram illustrating a configuration of the power output apparatus 20 according to the embodiment when both the first clutch 45 and the second clutch 46 are turned off.

FIG. 11 is a flowchart illustrating a part of a battery discharge control routine executed by the control device 80 of the embodiment.

FIG. 12 is a flowchart illustrating a part of a battery discharge control routine executed by the control device 80 of the embodiment.

FIG. 13 is a flowchart illustrating a clutch motor control routine executed by the control device 80;

FIG. 14 is a flowchart illustrating an assist motor control routine executed by the control device 80;

FIG. 15 is a configuration diagram illustrating a schematic configuration of a power output device 20B of a modified example.

FIG. 16 is a configuration diagram illustrating a schematic configuration of a power output device 20C of a modified example.

FIG. 17 is a configuration diagram illustrating a schematic configuration of a power output device 120 according to a modified example.

FIG. 18 is a configuration diagram showing a schematic configuration of a power output device 220 of a modified example.

[Explanation of symbols]

 Reference Signs List 20 power output device 20B, 20C power output device 22 drive shaft 24 differential gear 26, 28 drive wheel 30 clutch motor 31 inner rotor 32 permanent magnet 33 outer rotor 34 three-phase coil 35 slip ring 35a ... Rotating ring 35b ... Brush 37,47,57 ... Resolver 37 ... Resolver 38 ... Rotor rotating shaft 40 ... Assist motor 41 ... Rotor 42 ... Permanent magnet 43 ... Stator 44 ... Three-phase coil 45 ... First clutch 46 ... Second clutch 47 ... Resolver 49 ... Case 50 ... Engine 51 ... Fuel injection valve 52 ... Combustion chamber 54 ... Piston 56 ... Crankshaft 57 ... Resolver 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 95, 96 Current detector 97 98: Current detector 99: Remaining capacity detector 120: Power output 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 supply line MG1: Motor MG2: Motor MG3: Generator MG4: Motor PG: Planetary gear RS: Rotary shaft Tr1 to Tr6: Transistor Tr11 to Tr16: Transistor

Continuation of the front page (56) References JP-A-7-143611 (JP, A) JP-A-6-55941 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60L 11 / 00-11/14 B60K 6/02 B60K 17/04 B60L 3/00 F02D 29/06

Claims (8)

(57) [Claims] 1. A power output device for outputting power to a drive shaft, comprising: a plurality of motors capable of exchanging power with the drive shaft; a motor drive circuit for driving the motor; and a motor drive circuit via the motor drive circuit. a power storage unit capable of supplying electric power to the electric motor Te, and state detecting means for detecting the state of the power storage unit, among the plurality of electric motors, when at least one electric motor is not driven, the status detection module the state of the detected said storage means when in the predetermined state, driven by
The electric energy stored in the power storage means converts at least part of the electric energy of the torque to the drive shaft.
A power consumption control means for controlling the motor drive circuit so as to be consumed without output. 2. A power output device for outputting power to a drive shaft, comprising: a prime mover having an output shaft mechanically or electromagnetically coupled to the drive shaft; and exchanging power with an output shaft of the prime mover. A plurality of electric motors, an electric motor drive circuit for driving the electric motor, an electric storage means capable of supplying electric power to the electric motor via the electric motor drive circuit, and a state for detecting a state of the electric storage means detection means, among the plurality of electric motors, when not driven at least one electric motor, when the state of said electrical storage means detected by said state detecting means is in a predetermined state, the drive and
The electric motor is not, and a power consumption control means for controlling said motor driving circuit such that at least a portion of the electrical energy stored in said storage means is consumed without an output torque to the output shaft of the prime mover Power output device. 3. The power output apparatus according to claim 1, wherein said power consumption control means is means for controlling a field current to flow without passing a torque current to said electric motor. 4. A power output device for outputting power to a drive shaft, comprising: a motor having an output shaft; a first rotor connected to the output shaft; and a first rotor connected to the drive shaft. A first motor having a second rotor rotatable relative to the rotor, and exchanging power between the output shaft and the drive shaft via an electromagnetic coupling between the two rotors A first motor drive circuit for driving the first motor; a second motor capable of exchanging power with the output shaft or the drive shaft; and a second motor for driving the second motor. A drive circuit; power storage means capable of supplying power to the first motor and power supply to the second motor; state detection means for detecting a state of the power storage means; When the state of the power storage means detected by the means is in a predetermined state, Wherein the serial first motor second
Of the electric motors, at least a part of the electric energy stored in the power storage means is consumed by the non-driven motor without outputting torque from the non-driven motor to the corresponding output shaft or drive shaft. And a power consumption control means for controlling the corresponding first motor drive circuit or the second motor drive circuit. 5. The power output device according to claim 4, wherein the output shaft and the drive shaft are different from the output shaft and the drive shaft, and a rotation shaft to which a rotor of the second electric motor is coupled, the rotation shaft and the output shaft. First connection means for making a mechanical connection with the drive shaft and releasing the connection; and second connection means for making a mechanical connection between the rotary shaft and the drive shaft and releasing the connection. The power output device, wherein the power consumption control unit is a unit that sets and controls the motor that is not driven based on a connection state of the first connection unit and the second connection unit. 6. The power output device according to claim 4, wherein the output shaft and the drive shaft are different from the output shaft and the drive shaft, and a rotation shaft to which a rotor of the second electric motor is coupled, the rotation shaft and the output shaft. First connection means for making a mechanical connection with the drive shaft and releasing the connection; and second connection means for making a mechanical connection between the rotary shaft and the drive shaft and releasing the connection. The power consumption control means does not drive the first motor and the second motor by setting the connection state of the first connection means and the second connection means to a predetermined connection state. A power output device that is a means for setting and controlling an electric motor. 7. A power output device for outputting power to a drive shaft, comprising: a prime mover having an output shaft; a first electric motor having a rotary shaft, for inputting and outputting power to and from the rotary shaft; A first motor drive circuit for driving the electric motor, a second motor for inputting and outputting power to the drive shaft or the output shaft, a second motor drive circuit for driving the second motor, A shaft, the output shaft, and the rotating shaft, each of which has three shafts. When power is input or output to any two of the three shafts, the power is determined based on the input and output power. Power input / output means for inputting / outputting power to the remaining one axis, power storage means capable of supplying power to the first motor and power supply to the second motor, State detecting means for detecting a state of the means; and the storage battery detected by the state detecting means. When the state of the means is in a predetermined state, the first motor and the second motor
At least a part of the electric energy stored in the power storage means by the non-driven motor among the electric motors is consumed without input / output of power from the non-driven motor to the three-axis power input / output means. And a power consumption control means for controlling the corresponding first motor drive circuit or the second motor drive circuit. 8. The power output device according to claim 4, wherein said power consumption control means is means for controlling a field current to flow without passing a torque current to said non-driven motor.