JPH10150704A - Power output device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To protect an inverter circuit or a storage means when an electric motor is not controllable at high revolutions and the electric motor functions as a generator. SOLUTION: When an assist motor 40 is not controllable at high revolutions of a driving shaft 22, system main relays 94a and 94b are turned off to cut off a battery 94. Then, regenerative power from the assist motor 40 through a three-phase all-wave rectification circuit made up of diodes D11 to D16 in a second driving circuit 92 is consumed by operating a clutch motor 30 as an electric motor while transistors Tr1 to Tr6 are turned on and off under control. In this way, an overcharge in the battery 94 caused by the regenerative power from the assist motor 40 can be prevented. At the same time a counterelectromotive voltage of the assist motor 40 is reduced to a level lower than a withstand voltage to prevent a break of a capacitor 93.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

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

[0002]

2. Description of the Related Art Conventionally, as a power output device of this type,
A device mounted on a vehicle, wherein an output shaft of a prime mover and a drive shaft are electromagnetically coupled by an electromagnetic coupling to output power output from the prime mover to the drive shaft and to be driven by a motor attached to the drive shaft. A device that outputs power to a shaft has been proposed (for example, Japanese Patent Application Laid-Open No. 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 supplied 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 is started, a part of the power output from the prime mover is output to a drive shaft via an electromagnetic coupling by an electromagnetic joint to drive the vehicle. The remaining 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.

[0003]

However, when an electric motor driven and controlled by an inverter circuit or the like is used as the electric motor of such a power output device, control of the electric motor due to some abnormality while the drive shaft is rotating at a high speed is performed. When the operation cannot be performed, there is a problem that the battery and the inverter circuit may be damaged. Generally, an electric motor is designed to increase a back electromotive voltage in order to reduce a required current value, and when rotating at a high speed, field weakening control is performed so that the back electromotive voltage does not become higher than a voltage of a battery. If an abnormality occurs in the control device or the like during such control and the control of the motor cannot be performed, the back electromotive voltage generated by the motor cannot be reduced, and the motor operates as a generator. The battery is charged by the electric power supplied. At this time, if the battery is almost fully charged, the battery will be overcharged and possibly damaged. When the motor cannot be controlled, the battery and the inverter circuit may be cut off to prevent damage to the motor and the battery. In this case, the back electromotive voltage generated by the motor is clamped to the battery voltage. As a result, the voltage becomes high, which may damage the smoothing capacitor and the like in the inverter circuit.

[0004] Such a problem is not limited to the above-described conventional power output device, but similarly occurs if an electric motor is mounted on the drive shaft. For example, the power output from the prime mover through a planetary gear unit coupled to the output shaft of the prime mover, the drive shaft, and the rotating shaft of the generator, which has been previously proposed by the present applicant, is output to the drive shaft and the drive shaft. A device that outputs power to a drive shaft from an attached motor (Japanese Unexamined Patent Publication No.
No. 0-30223).

The power output device of the present invention cannot control the motor while the drive shaft is rotating at a high speed, and the inverter circuit controls the motor even when the motor operates as a generator. Another object is to prevent damage to the power storage means. Another object of the power output device of the present invention is to reduce fluctuations in power output to the drive shaft that occur when control of the motor cannot be performed.

[0006]

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 power output device according to the present invention is a power output device for outputting power to a drive shaft, comprising: a motor for exchanging power with the drive shaft; and power supply means capable of supplying power to the motor. An electric motor comprising an inverter circuit comprising a plurality of switching elements and a feedback diode interposed between the electric motor and the power supply means, and controlling the driving of the electric motor by controlling the switching of the switching elements of the inverter circuit. Control means, an electric load capable of consuming electric energy, and when an abnormality occurs in control of the electric motor by the electric motor control means and the inverter circuit forms a rectifier circuit as viewed from the electric motor, The electric load is controlled so that at least a part of the electric energy regenerated by the electric motor is consumed by the electric load. That is summarized in that and a abnormality control means.

In the power output apparatus of the present invention, the motor control means having an inverter circuit including a plurality of switching elements and a feedback diode controls the switching of the switching elements of the inverter circuit to supply power from the power supply means. In response, the drive of the electric motor that exchanges power with the drive shaft is controlled. The abnormal time control means is configured such that when an abnormality occurs in control of the motor by the motor control means and the inverter circuit forms a rectifier circuit as viewed from the motor, at least a part of the electric energy regenerated by the motor via the inverter circuit is electrically operated. The electrical load to be consumed by the electrical load.

According to the power output device of the present invention,
Part of the electric energy regenerated by the electric motor via the inverter circuit can be consumed by the electric load. As a result, it is possible to prevent elements constituting the inverter circuit and elements constituting the motor control means from being damaged due to an excessive amount of electric energy regenerated by the motor or a high voltage thereof.

In the power output apparatus according to the present invention, the motor control means includes a plurality of the plurality of inverter circuits each configured to form a rectifier circuit when viewed from the motor when an abnormality occurs in control of the motor by the motor control means. An abnormal-time switching means for switching the switching element may be provided. With this configuration, when an abnormality occurs in the control of the motor by the motor control unit, the inverter circuit can be configured as a rectifier circuit as viewed from the motor. Such an abnormal-time switching means may be means for switching the inverter circuit so as to form a rectifier circuit when viewed from the electric motor when the rotation speed of the drive shaft is equal to or more than a predetermined value. With this configuration, the control is performed only when the rotation speed of the drive shaft is equal to or higher than a predetermined value, that is, when there is a possibility that the element constituting the inverter circuit or the element constituting the motor control means may be damaged due to a high electromotive voltage from the motor. It can be.

Further, in the power output device according to the present invention, when the supply of power required for switching the plurality of switching elements is stopped, the inverter circuit constitutes a rectifier circuit as viewed from the motor by the feedback diode. May be used. This way,
The same control can be performed when the supply of power required for switching of the switching element is stopped.

In the power output apparatus of the present invention including these modified examples, the power supply means includes a prime mover having an output shaft, and is coupled to an output shaft of the prime mover and the drive shaft and input / output to / from the output shaft. Energy adjusting means for adjusting the energy deviation between the power supplied to the drive shaft and the power input to and output from the drive shaft by inputting and outputting the corresponding electric energy; and connecting the energy adjusting means and the inverter circuit capable of charging and discharging in parallel. The electric load is the energy adjusting means, and the abnormality control means is configured to control at least a part of electric energy regenerated from the electric motor via the inverter circuit by the energy adjusting means. May be a means for controlling the energy adjusting means so as to be consumed.

In the power output device of this aspect, the energy deviation between the power input to and output from the output shaft and the power input to and output from the drive shaft is coupled to the output shaft of the prime mover by the energy adjusting means and the drive shaft. Corresponding to the input or output, or the electric energy stored in the power storage means that connects the energy adjustment means and the inverter circuit in parallel.
The electric power is supplied to the electric motor. The energy adjusting means consumes at least a part of the electric energy regenerated from the motor via the inverter circuit when an abnormality occurs in the control of the motor by the motor control means and the inverter circuit forms a rectifier circuit as viewed from the motor. By operating as described above, the device operates as an electric load. According to the power output device of this aspect, the energy adjusting means can be operated as an electric load. As a result, the load amount can be adjusted.

In the power output apparatus of the present invention including the prime mover, the energy adjusting means, and the power storage means, the abnormal time control means includes a disconnection means for disconnecting the connection between the inverter circuit and the power storage means. You can also. By doing so, the protection of the power storage means, the inverter circuit, and the motor can be enhanced.

Further, in the power output apparatus according to the present invention comprising a prime mover, an energy adjusting means, and a power storage means, the abnormal time control means is configured to cancel at least a part of the fluctuation of the power outputted to the drive shaft. And means for controlling the energy adjusting means. This can reduce the fluctuation of the power output to the drive shaft.

In a power output apparatus for canceling fluctuations in power output to the drive shaft, target power setting means for setting target power to be output to the drive shaft based on a predetermined instruction is provided. Controls the operation of the prime mover such that electric energy regenerated from the electric motor via the inverter circuit corresponds to an energy deviation between the power output from the prime mover and the target power set by the target power setting means. Motor operating means, and an energy deviation between the power output from the motor and the target power set by the target power setting means is adjusted using electric energy regenerated from the electric motor via the inverter circuit. Energy adjustment control means for controlling the energy adjustment means may be provided.
With this configuration, even when an abnormality occurs in the control of the motor by the motor control unit, the target power can be output to the drive shaft.

[0017] In the power output apparatus of the present invention including the prime mover, the energy adjusting means, and the electric storage means, the energy adjusting means is connected to an output shaft of the prime mover.
And a second rotor coupled to the drive shaft, and power is exchanged between the output shaft of the prime mover and the drive shaft via an electromagnetic coupling between the two rotors. An electric motor may be provided, or the energy adjusting means may be coupled to the second electric motor having a rotating shaft for exchanging power with the rotating shaft, and the driving shaft, the output shaft, and the rotating shaft, respectively. A three-axis power input / output having three axes, and when power is input / output to any two of the three axes, power determined based on the input / output power is input / output to the remaining one axis. Means may be provided.

[0018]

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 90 is provided therein, and a shift position sensor 84 provided on the shift lever 82 and an accelerator pedal position sensor 6 provided on the accelerator pedal 64 are provided.
4a, a brake pedal position sensor 65a provided on the brake pedal 65 and the like are also connected. Also,
The control device 80 exchanges various information with the above-mentioned EFIECU 70 by communication.

As shown in FIG. 1, the power output device 20 of the first embodiment mainly includes an engine 50 and an engine 50.
The clutch motor 30 in which the outer rotor 32 is connected to the crankshaft 56 and the inner rotor 34 is connected to the drive shaft 22, and the rotor 4 connected to the drive shaft 22
Motor 40 having clutch 2 and clutch motor 30
Control device 80 for driving and controlling assist motor 40
It is composed of

The clutch motor 30 includes an outer rotor 32
A permanent magnet 35 is provided on the inner peripheral surface of the inner rotor 34, and a synchronous motor in which a three-phase coil 36 is wound around a slot formed in the inner rotor 34. The power to the three-phase coil 36 is supplied via a slip ring 38. Portions of the inner rotor 34 where slots and teeth for the three-phase coil 36 are formed are formed by laminating thin non-oriented electrical steel sheets. The crankshaft 56 has a resolver 39 for detecting the rotation angle θe.
However, 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 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. 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. In the first embodiment, eight permanent magnets 35 (four N-poles and four S-poles) are provided, and are attached to the inner peripheral surface of the outer rotor 32. 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 3 fixed to the drive shaft 22.
8a 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.

The interaction between the magnetic field formed by a pair of adjacent permanent magnets 35 and the rotating magnetic field formed by the three-phase coil 36 provided on the inner rotor 34 causes the outer rotor 3 to rotate.
2 and the inner rotor 34 exhibit various behaviors. Normally, the frequency of the three-phase alternating current flowing through the three-phase coil 36 is a frequency of a deviation between the rotation speed (the rotation speed per second) of the outer rotor 32 directly connected to the crankshaft 56 and the rotation speed of the inner rotor 34.

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 (accelerator pedal depression amount) A from accelerator pedal position sensor 64a
P, the shift position SP from the shift position sensor 84, the remaining capacity BRM from the remaining capacity detector 99 for detecting the remaining capacity of the battery 94, and the like are input via the input port. Note that the remaining capacity detector 99 is connected to the battery 94.
The remaining capacity is detected by measuring the specific gravity of the electrolyte solution or the total weight of the battery 94, the one that calculates the current value and time of charging / discharging to detect the remaining capacity, There is known a method of detecting a remaining capacity by short-circuiting a current, flowing a current and measuring an internal resistance.

The control CPU 90 is provided with an electronic control unit for switching (hereinafter referred to as “switching C”) provided in the first drive circuit 91 and the second drive circuit 92, which will be described later.
The information necessary for motor control is exchanged by communicating with the PUs 91a and 92a.

The first drive circuit 91 includes six transistors Tr1 to Tr6, which are switching elements, six diodes D1 to D6, and a switching CP for controlling the switching of the transistors Tr1 to Tr6.
U91a. 6 transistors T
The transistors r1 to Tr6 constitute a transistor inverter, and are 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 three-phase coils (UVW) 36 is connected via a slip ring 38. Further, each of the transistors Tr1 to T1
Feedback diodes D1 to D6 are attached to r6, and when all the transistors Tr1 to Tr6 are turned off, the diodes D1 to D6 constitute a three-phase full-wave rectifier circuit. Switching C
The PU 91a is configured as a one-chip microprocessor, and although not shown, an RA for work is internally provided therein.
M, a ROM storing a program for controlling the drive of the clutch motor 30, 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, an input port for inputting clutch current values Iuc and Ivc from the two current detectors 95 and 96, and a transistor T
An output port for outputting a control signal SW1 for turning on / off r1 to Tr6 is provided. Since the power supply lines L1 and L2 are connected to the plus side and the minus side of the battery 94, respectively, the switching CPU 91a sequentially controls the ratio of the on-time of the paired transistors Tr1 to Tr6 by the control signal SW1. When the current flowing through the 36 is converted into a pseudo sine wave by PWM control, a rotating magnetic field is formed by the three-phase coil 36.

The second drive circuit 92 also includes six transistors Tr11 to Tr16 as switching elements,
It is composed of six diodes D11 to D16 and a switching CPU 92a for controlling switching of the transistors Tr11 to Tr16. Six transistors Tr11 to Tr1 of the second drive circuit 92
6 also constitutes a transistor inverter, each of which is arranged similarly to the first drive circuit 91, and a connection point of a pair of transistors is connected to each of the three-phase coils 44 of the assist motor 40. . The feedback diode D1 is also connected to each of the transistors Tr11 to Tr16.
When the transistors Tr11 to Tr16 are all turned off, similarly to the first drive circuit 91, the diodes D11 to D16 constitute a three-phase full-wave rectifier circuit.
The switching CPU 92a is also configured as a one-chip microprocessor, and although not shown, a work RAM, a ROM storing a drive control program for the assist motor 40, and a rotation angle θe of the engine 50 from the resolver 39 are provided. And input ports for inputting assist current values Iua and Iva from the two current detectors 97 and 98, and an output port for outputting a control signal SW2 for turning on and off the transistors Tr11 to Tr16. Therefore, when the switching CPU 92a sequentially controls the ratio of 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,
A rotating magnetic field is formed by the three-phase coil 44. In addition,
A capacitor 93 for smoothing a voltage is provided between the power supply lines L1 and L2. The battery 94 is a normally open system main relay 94a that is turned off when the supply of control power is stopped.
94b are connected to the power supply lines L1 and L2,
The system main relays 94a and 94b are connected to the control CP
The drive is controlled by U90.

The operation of the power output device 20 of the first embodiment having the above-described configuration will be described. The operation principle of the power output device 20 of the first embodiment, particularly, the principle of torque conversion is as follows. The engine 50 is operated by the EFIECU 70, and the rotation speed Ne of the engine 50 becomes a predetermined rotation speed N1.
Suppose that it is rotating at. At this time, the switching CPU
91a is the clutch motor 3 via the slip ring 38.
If no current flows through the three-phase coil 36, that is, the transistors Tr1, 3, 5 are turned off and the transistors Tr2, 4, 6 are turned on by the control signal SW1 output from the switching CPU 91a. For example, since no current flows through the three-phase coil 36, the outer rotor 32 and the inner rotor 34 of the clutch motor 30 are not electromagnetically coupled at all, and the crankshaft 56 of the engine 50 is idle. Becomes In this state, regeneration from the three-phase coil 36 is not performed. That is, the engine 50 is idling.

When the transistor is turned on / off by a control signal SW1 from the switching CPU 91a, 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 outer rotor 32 and the inner rotor 34
A constant current flows through the three-phase coil 36 of the clutch motor 30 in accordance with the rotation speed difference Nc (Ne−Nd) of the clutch motor 30, the clutch motor 30 functions as a generator, and the current flows through the first drive circuit 91. And the battery 94 is charged. At this time, the outer rotor 32 and the inner rotor 34 are in a coupled state in which a certain amount of slip exists, 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 switching C is set so that energy equal to the regenerated electric energy is consumed by the assist motor 40.
PU92a is the transistor Tr1 of the second drive circuit 92
When on-off control of 1 to Tr16 is performed, current flows through the three-phase coil 44 of the assist motor 40, and torque is generated in the assist motor 40.

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 torque T1 is
And regenerates the energy represented by the area G1 and supplies the regenerated energy to the assist motor 40 as the energy represented by the area G2. 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, the transistor Tr1 is switched so that the power is regenerated by the assist motor 40 by the switching CPU 92a.
When on-off control of 1 to Tr16 is performed, a regenerative current flows through the three-phase coil 44 due to slippage between the rotor 42 of the assist motor 40 and the stator 43. Here, the electric power regenerated by the assist motor 40 is supplied to the clutch motor 30.
When the transistors Tr1 to Tr6 are controlled to be turned on / off by the switching CPU 91a so as to be consumed, the clutch motor 30 can be driven without using the electric power stored in the battery 94.

Referring to FIG. 3, the engine 50 has a rotation speed N.
2. When operating with the torque T2, the energy expressed as the sum of the area G1 and the area G3 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 To the area G2
Energy from the assist motor 40 as energy expressed as the sum of
2 can be rotated at the operating point P2 of the rotational speed N1 and the torque T1.

In the power output device 20 of the first embodiment, in addition to the operation of converting all of the power output from the engine 50 to torque and outputting the converted power to the drive shaft 22, the power output from the engine 50 ( Torque Te and rotation speed N
e), the electric energy regenerated or consumed by the clutch motor 30 and the electric energy consumed or regenerated by the assist motor 40 are adjusted to find surplus electric energy and discharge the battery 94. Various operations such as an operation and an operation of supplementing insufficient electric energy with the electric power stored in the battery 94 can also be performed.

Next, when the vehicle is running, the second
Transistors Tr11 to Tr16 of the drive circuit 92 of FIG.
The torque control when normal control of the assist motor 40 cannot be performed, such as when a temperature abnormality is detected or when an overcurrent occurs in the transistors Tr11 to Tr16, is based on the abnormal-time torque control routine illustrated in FIG. explain. Such an abnormal torque control routine is performed by the switching CPU 92a based on signals from a temperature sensor (not shown) provided in the second drive circuit 92 and signals such as assist currents Iua and Iva detected by the current detectors 97 and 98. The routine is executed when an abnormality is determined by an executed abnormality determination routine (not shown).

When this routine is executed, the control unit 80
First, to protect the battery 94, the control CPU 90 turns off the system main relays 94a and 94b to cut off the battery 94 and the first drive circuit 91 and the second drive circuit 92 (step S100). Then, the transistors Tr11 to Tr1 of the second drive circuit 92
6 are turned off (step S102). Specifically, the control CPU 90 outputs a signal to turn off all of the transistors Tr11 to Tr16 to the switching CPU 92a, and the switching CPU 92a that receives the signal outputs a control signal SW2 to turn off all of the transistors Tr11 to Tr16. Turn it off. Thus, the transistors Tr11 to Tr11
When all 16 are turned off, the second drive circuit 92
The feedback diodes D11 to D16 provided for each transistor constitute a three-phase full-wave rectifier circuit, whereby the assist motor 40 configured as a synchronous motor operates as a generator.

Subsequently, a process of reading the accelerator pedal position AP, which is the amount of depression of the accelerator pedal 64 detected by the accelerator pedal position sensor 64a, is performed (step S104). The accelerator pedal 64 is depressed when the driver feels that the output torque is insufficient, and therefore, the accelerator pedal position A
The value of P corresponds to the output torque desired by the driver (that is, the torque to be output to the drive shaft 22).
Subsequently, a target value of the output torque corresponding to the read accelerator pedal position AP (a target value of a torque to be output to the drive shaft 22 (hereinafter, also referred to as a “torque command value”)) T
A process for deriving d * is performed (step S106). 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 map stored in the ROM 90b is read. The output torque command value Td * corresponding to the accelerator pedal position AP read by reference is derived.

Next, the rotational speed Nd of the drive shaft 22 is read (step S108), and the read rotational speed Nd is set to a threshold value N.
Compare with set (step S110). Here, the rotation speed Nd of the drive shaft 22 can be obtained from the rotation angle θd of the drive shaft 22 detected by the resolver 48. The threshold value Nset is equal to the back electromotive force E of the assist motor 40.
a is set to a value slightly smaller than the number of revolutions of the rotor 42 at which the withstand voltage of the capacitor 93 is reached.

When the rotation speed Nd of the drive shaft 22 is larger than the threshold value Nset, the back electromotive force Ea
Is determined to be larger than the withstand voltage of the capacitor 93 and may damage the capacitor 93, and the torque command value Tc * of the clutch motor 30 is set so that a part of the electric energy obtained by the assist motor 40 is consumed by the clutch motor 30. For setting the target rotation speed Ne * and the target torque Te * of the engine 50 (step S112)
Through S116). In this process, first, the electric power Pa regenerated from the assist motor 40 is calculated based on the rotation speed Nd of the drive shaft 22 (step S112). In the embodiment, each rotation speed Nd of the drive shaft 22 is
The power Pa regenerated from the assist motor 40 is obtained by an experiment in advance and stored as a map in the ROM 90b.
The power P corresponding to this rotation speed Nd is obtained from the map stored in
Although a is derived, it may be calculated by the following equation (1). In the equation (1), V is a voltage slightly higher than the withstand voltage of the capacitor 93, and Ra and jωLa are impedances of the assist motor 40 and the second drive circuit 92 when the assist motor 40 is regarded as a power source of the electromotive force Ea. is there. FIG. 5 shows an equivalent circuit of the power output device 20 when the assist motor 40 is used as a power source of the electromotive force Ea. The back electromotive force Ea of the assist motor 40
Can be obtained by Expression (2). In equation (2),
k is the winding coefficient, n is the number of turns in one phase, f is the frequency, and φ is the air gap magnetic flux fundamental wave component per pole.

Pa = Ea · Ia = Ea · (Ea−V) / (Ra + jωLa) (1) Ea = 4.44knfφ (2)

When the electric power Pa regenerated by the assist motor 40 is derived, the clutch motor 3 is calculated by the following equation (3).
A torque command value Tc * of 0 is set (step S11).
4). Here, in the equation (3), the second term on the right side corresponds to the braking torque output from the assist motor 40 to the drive shaft 22. By setting the torque command value Tc * of the clutch motor 30 in this way, the torque desired by the driver (torque command value Td *) can be output to the drive shaft 22.

Tc * ← Td * + Pa / Nd (3)

Next, the target rotational speed Ne * and the target torque Te * of the engine 50 are calculated by the following equations (4) and (5).
Is set (step S116). Here, the second term on the right side of the equation (4) corresponds to the rotational speed of the clutch motor 30 when the electric power Pa regenerated by the assist motor 40 is consumed by the clutch motor 30. Therefore, by setting the value calculated by equation (4) as the target rotation speed Ne * of the engine 50, the clutch motor 3
0 and the drive shaft 2
The rotational speed difference Nc from the second rotational speed Nd is set to −Pa / Tc *, and the electric power Pa regenerated by the assist motor 40 can be consumed by the clutch motor 30.
Also, as shown in equation (5), the reason why the torque command value Tc * of the clutch motor 30 is set to the target torque Te * of the engine 50 is that the torque output from the clutch motor 30 becomes the load torque of the engine 50. Because.

Ne * ← Nd−Pa / Nd (4) Te * ← Tc * (5)

On the other hand, when the rotational speed Nd of the drive shaft 22 is equal to or less than the threshold value Nset in step S110, the capacitor 9
It is determined that there is no danger of damaging the clutch motor 30, and a signal for locking up the clutch motor 30 is output (step S118), and the rotation speed Nd of the drive shaft 22 is changed to the target rotation speed Ne * and the target torque Te * of the engine 50. And a torque command value Td * (step S120). With this setting, the power output from the engine 50 with the value of Nd and the torque of Td * is directly transmitted to the drive shaft 22.
Can be output to The electric power required to lock up the clutch motor 30 is only copper loss and iron loss, and is small, and can be covered by electric power regenerated by the assist motor 40.

When the torque command value Tc * of the clutch motor 30 and the target rotation speed Ne * and the target torque Te * of the engine 50 are set, the clutch motor 30 and the engine 50 are controlled (steps S122 and S1).
24). Specifically, by outputting the torque command value Tc * of the clutch motor 30 from the control CPU 90 to the switching CPU 91a and outputting the target rotation speed Ne * and the target torque Te * of the engine 50 to the EFIECU 70, The torque output from the clutch motor 30 by the switching CPU 91a is a value Td *.
Control the clutch motor 30 so that
The ECU 70 controls the engine 50 so that the number of revolutions becomes the value Ne * and the torque becomes the value Te *. In the embodiment, for convenience of illustration, the clutch motor 3
Although the control of the engine 0 and the control of the engine 50 are described as separate steps in this routine, the control of the clutch motor 30 by the switching CPU 91a and the control of the engine 50 by the EFIECU 70 are performed independently of this routine.

The control of the clutch motor 30 is performed by a clutch motor control routine illustrated in FIG. When this routine is executed, the switching CPU 91a
First, the rotation angle θd of the drive shaft 22 is changed from the resolver 48 to the rotation angle θ of the crankshaft 56 of the engine 50.
e is input from the resolver 39 (steps S130 and S132), and the electrical angle θ of the clutch motor 30 is set.
A process for obtaining c from the rotation angles θe and θd of both axes is performed (step S134). In the embodiment, the clutch motor 3
Since a 4-pole pair synchronous motor is used as 0, 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 S136). 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 S13).
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, and is performed by calculating the following equation (6). 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.

[0052]

(Equation 1)

Next, after the current values of the two axes are converted, the current command values Idc *, Iqc * of the respective axes obtained from the torque command value Tc * of the clutch motor 30 and the currents Idc, Iqc actually flowing through the respective axes are obtained. And a deviation are obtained to obtain voltage command values Vdc and Vqc for each axis (step S1).
40). That is, the operation of the following equation (7) is performed first, and then the operation of the following equation (8) is performed. here,
Kp1, K2 and Ki1, K2 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 are proportional to the difference ΔI from the current command value I * (the first part on the right side of the equation (8)).
Term) and the difference i in the past for i times (the second term on the right side)
It is required from.

[0054]

(Equation 2)

[0055]

(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 S138 (step S142).
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 (9).

[0057]

(Equation 4)

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

In step S110, the rotation speed N of the drive shaft 22
When d is determined to be equal to or smaller than the threshold value Nset and a signal for locking up the clutch motor 30 is output in step S118, the control of the clutch motor 30 is performed so that the outer rotor 32 and the inner rotor 34 of the clutch motor 30 do not relatively rotate. Control to lock up. Specifically, the clutch motor control routine illustrated in FIG. 6 is executed assuming that the torque command value Tc * of the clutch motor 30 is set to the torque command value Tc *, and the current value of each phase is obtained. Is passed through the three-phase coil 36.

Next, control of the engine 50 (step S120 in FIG. 4) will be described. The engine 50 is shown in FIG.
Of the throttle valve 66 by the EFIECU 70 so that a steady operation state is established at the operation point of the target rotation speed Ne * and the target torque Te * set in step S116.
, The fuel injection from the fuel injection valve 51, and the ignition control by the spark plug 62. The engine 5
0 is the output torque Te and the rotation speed N based on the load torque.
Therefore, it is not possible to operate at the operating point of the target rotation speed Ne * and the target torque Te * only by the control by the EFIECU 70, and it is necessary to control the load torque, that is, the torque Tc of the clutch motor 30. However, the control of the torque Tc of the clutch motor 30 is the control of the clutch motor 30 described above.

FIG. 7 shows an example of the state of action of torque on each shaft when the rotation speed Nd of the drive shaft 22 is larger than the threshold value Nset.
Shown in As shown in the drawing, the electric power Pa regenerated from the assist motor 40 operating as a generator is just consumed by the clutch motor 30 and the torque Tc output from the clutch motor 30 is
The torque Tc of the clutch motor 30 and the operating points of the engine 50 (the number of revolutions Ne and the torque Te) are adjusted so that the torque Ta acting on the drive shaft 22 is canceled and the torque Td (value Td *) still acts on the drive shaft 22. By doing so, desired power can be output to the drive shaft 22 even when the assist motor 40 cannot be controlled.

The power output device 2 of the first embodiment described above
According to 0, even when the assist motor 40 cannot be controlled and operates as a generator, the electric power Pa regenerated by the assist motor 40 can be consumed by the clutch motor 30. As a result, even when the back electromotive voltage of the assist motor 40 is rotating at a rotational speed higher than the withstand voltage of the capacitor 93, the impedance (Ra and jωLa) when the assist motor 40 shown in FIG.
, The terminal voltage of the capacitor 93 can be made lower than the withstand voltage by the voltage drop due to the impedance, and the capacitor 93 can be prevented from being damaged. Moreover, when the drive shaft 22 is rotating at a rotation speed at which the back electromotive voltage of the assist motor 40 is higher than the withstand voltage of the capacitor 93, the assist motor 40
Is regenerated by the clutch motor 30 and the torque Tc output from the clutch motor 30 cancels the torque Ta acting on the drive shaft 22 from the assist motor 40, and the torque of the value Td * remains on the drive shaft 22. The torque Tc of the clutch motor 30 and the operating point (the rotational speed Ne and the torque Te) of the engine 50 are adjusted to operate, and the clutch motor 30 is locked up when the drive shaft 22 is rotating at a lower rotational speed. Together with the power to be output to the drive shaft 22 (the rotational speed is the value N
At d, the torque is adjusted to the operating point so that the value Td *) is output from the engine 50. Therefore, even when the assist motor 40 cannot be controlled, desired power can be output to the drive shaft 22. And this control
Since the control is performed immediately when the assist motor 40 is in a state where it cannot be controlled, the fluctuation of the torque output to the drive shaft 22 can be reduced.

The battery 94 is connected to the first driving circuit 91 and the second driving circuit 91 by system main relays 94a and 94b.
Of the assist motor 40
Overcharge of the battery 94 due to the power Pa regenerated by the battery 9 can be prevented, and the battery 9 resulting from the overcharge can be prevented.
4 can be prevented from being damaged.

In the power output device 20 of the first embodiment, the second
Transistors Tr11 to Tr16 of the drive circuit 92 of FIG.
The switching C is performed when a temperature abnormality is detected or when an overcurrent occurs in the transistors Tr11 to Tr16.
Transistors Tr11 to Tr16 by PU92a
When the switching is still possible, the abnormal-time torque control routine of FIG. 4 is executed. However, when the power supply to the switching CPU 92a is stopped due to disconnection of the power supply line, etc. When the switching CPU 92a becomes inoperable, for example, when the abnormality occurs, the abnormal time torque control routine of FIG. 4 can be applied. in this case,
When the operation of the switching CPU 92a stops, the transistors Tr11 to Tr16 are all turned off, so that the processing in step S102 becomes unnecessary. In this way, even when the switching CPU 92a becomes inoperable, the above-described effects can be obtained, and the capacitor 93 and the battery 94 can be prevented from being damaged.

In the power output device 20 of the first embodiment, the clutch motor 30 outputs the torque corresponding to the depression amount of the accelerator pedal 64 to the drive shaft 22 even when the control of the assist motor 40 cannot be performed. Although the engine 50 is controlled, if the clutch motor 30 is controlled so that the electric power Pa regenerated by the assist motor 40 is consumed by the clutch motor 30, the drive shaft 2
The torque output to 2 may be any torque.

In the power output device 20 of the first embodiment, when the rotational speed Nd of the drive shaft 22 is larger than the threshold value Nset, the clutch motor 30 and the engine are arranged so that the electric power Pa regenerated by the assist motor 40 is consumed by the clutch motor 30. Although 50 is controlled, the same control may be performed when the rotation speed Nd of the drive shaft 22 is equal to or less than the threshold value Nset.

In the power output device 20 of the first embodiment, the clutch motor 30 and the assist motor 40 are separately mounted on the drive shaft 22. However, as in a power output device 20B which is a modification illustrated in FIG. Alternatively, the clutch motor and the assist motor may be integrated. The configuration of the power output device 20B of this modification will be briefly described below. As shown, the power output device 2 of the modified example
0B clutch motor 30B
And an outer rotor 32B coupled to the drive shaft 22, and the inner rotor 3B
A four-phase coil 36B is attached to 4B, and a permanent magnet 35B is fitted to the outer rotor 32B such 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 35B. On the other hand, the assist motor 40B
Is an outer rotor 32B of the clutch motor 30B.
And a stator 43 to which a three-phase coil 44 is attached. That is, the outer rotor 32B of the clutch motor 30B also serves as the rotor of the assist motor 40B. Since the three-phase coil 36B is attached to the inner rotor 34B connected to the crankshaft 56, the slip ring 38 that supplies electric power to the three-phase coil 36B of the clutch motor 30B is attached to the crankshaft 56.

In the power output device 20B of this modified example, the three-phase coil 3 of the inner rotor 34B is opposed to the magnetic pole on the inner peripheral surface side of the permanent magnet 35B fitted into the outer rotor 32B.
6B, the clutch motor 30 and the assist motor 40 are separately mounted on the drive shaft 22 so that the clutch motor 3
Operates like 0. Further, by controlling the voltage applied to the three-phase coil 44 of the stator 43 with respect to the magnetic poles on the outer peripheral surface side of the permanent magnet 35B fitted into the outer rotor 32B, the assist motor 40 of the power output device 20 of the first embodiment can be controlled. It works similarly. Therefore, the power output device 20B of the modified example is different from the power output device 2 of the first embodiment described above.
The same operation is performed for all operations of 0.

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

The power output device 20 of the first embodiment is
The case where the present invention is applied to an FR type vehicle has been described.
It may be configured to be mounted on a model vehicle or mounted on a four-wheel drive vehicle. When mounted on a four-wheel drive vehicle, the power output device 20C of the modification illustrated in FIG. 9 is used. In the power output device 20C of this modification, the drive shaft 22
The assist motor 40 attached to the drive shaft 22
It is further separated and arranged independently on the rear wheel of the vehicle, and the assist motor 40 drives the drive wheels 27 and 29 of the rear wheel. 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.

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.

Next, a power output device 110 according to a second embodiment of the present invention will be described. FIG. 10 is a configuration diagram showing a schematic configuration of the power output device 20 of the second embodiment, and FIG. 11 is a configuration diagram showing a schematic configuration of a vehicle incorporating the power output device 20 of the second embodiment.

As shown in FIG. 11, the vehicle incorporating the power output device 110 of the second embodiment has a planetary gear 120 and a motor MG1 instead of having the clutch motor 30 and the assist motor 40 mounted on the crankshaft 156. The vehicle has the same configuration as that of the vehicle (FIG. 2) in which the power output device 20 of the first embodiment is incorporated except that the motor MG2 is mounted. Therefore, of the configuration of the power output device 110 of the second embodiment, the same configuration as the power output device 20 of the first embodiment has a value of 100.
And the description thereof is omitted. The second
Also in the description of the power output device 110 of the embodiment, the same reference numerals used in the description of the power output device 20 of the first embodiment have the same meaning unless otherwise specified.

As shown in FIG. 10, the power output device 110
Is roughly divided into an engine 150, a planetary gear 120 in which a planetary carrier 124 is mechanically coupled to a crankshaft 156 of the engine 150, a motor MG1 rotatably mounted with a sun gear 121 of the planetary gear 120, and a ring gear 12 of the planetary gear 120.
Motor M attached to drive shaft 112 coupled to
G2 and a control device 180 that controls the driving of both motors MG1 and MG2.

The planetary gear 120 is a hollow sun gear shaft 125 penetrated through a crankshaft 156 through the center of the shaft.
Sun gear 121 connected to the crankshaft 15
Ring gear 122 coupled to drive shaft 112 coaxial with 6
A plurality of planetary pinion gears 123 disposed between the sun gear 121 and the ring gear 122 and revolving around the outer periphery of the sun gear 121 while rotating;
56, each planetary pinion gear 123
And a planetary carrier 124 that supports the rotating shaft. In this planetary gear 120, three axes of a sun gear shaft 125, a drive shaft 112, and a crankshaft 156 coupled to a sun gear 121, a ring gear 122, and a planetary carrier 124, respectively, are power input / output shafts, and any two of the three shafts are used. When the power to be input to and output from the other axis is determined, the power to be input to and output from the remaining one axis is determined based on the determined power to be input and output to and from the two axes.
The details of input and output of power to the three shafts of the planetary gear 120 will be described later.

The motor MG1 is configured as a synchronous motor generator, and includes a rotor 132 having a plurality of permanent magnets 135 on its outer peripheral surface, and a stator 133 around which a three-phase coil 134 for forming a rotating magnetic field is wound. The rotor 132 is
The planetary gear 120 is connected to a sun gear shaft 125 which is connected to a sun gear 121. The stator 133 is
It is formed by laminating thin sheets of non-oriented electrical steel sheets, and is fixed to the case 113. The motor MG1 operates as an electric motor that rotationally drives the rotor 132 by the interaction between the magnetic field generated by the permanent magnet 135 and the magnetic field formed by the three-phase coil 134. By three-phase coil 1
It operates as a generator that generates an electromotive force at both ends of 34. The sun gear shaft 125 is provided with a resolver 139 for detecting the rotation angle θs.

The motor MG2 is also configured as a synchronous motor generator like the motor MG1, and has a rotor 142 having a plurality of permanent magnets 145 on the outer peripheral surface and a stator around which a three-phase coil 144 for forming a rotating magnetic field is wound. 143. The rotor 142 is connected to the drive shaft 112 connected to the ring gear 122 of the planetary gear 120,
Stator 143 is fixed to case 113. 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 M
Like G1, it operates as a motor or a generator.
The drive shaft 112 is provided with a resolver 149 for detecting the rotation angle θd. The drive shaft 112 is supported by a bearing 113 a provided on the case 113.

As shown in FIG. 10, the control device 180 provided in the power output device 110 of the second embodiment has the same configuration as the control device 80 of the power output device 20 of the first embodiment. That is, control device 180 has a first drive circuit 191 that drives motor MG1, and a second drive circuit 191 that drives motor MG2.
, A control CPU 190 for controlling the two drive circuits 191, 192, and a battery 194 as a secondary battery. The control CPU 19 of the second embodiment
The rotation angle θs of the sun gear shaft 125 from the resolver 139 is input to the input port 0 instead of the rotation angle θe of the crankshaft 56 input to the input port of the control CPU 90 of the first embodiment.

First and second drive circuits 191 and 192
Also, the first and second drive circuits 91 and 92 of the first embodiment
Similarly, when the transistors Tr1 to Tr6 and Tr11 to Tr16 forming the transistor inverter and the transistors Tr1 to Tr6 and Tr11 to Tr16 are all turned off, the feedback diodes D1 to D6 forming the three-phase full-wave rectifier circuit D11 to D16 and the transistor Tr
And switching CPUs 191a and 192a for controlling switching of Tr1 to Tr6 and Tr11 to Tr16. The input ports of the switching CPU 191a of the first drive circuit 191 are connected to the resolver 139 instead of the rotation angle θs of the crankshaft 56, the rotation angle θd of the drive shaft 22, and the clutch current values Iuc and Ivc.
And the current value Iu of the motor MG1 from the two current detectors 195 and 196.
1, Iv1 and the second drive circuit 192
The input port of the switching CPU 192a is connected to the drive shaft 1 from the resolver 149 in place of the rotation angle θs of the crankshaft 56 and the assist current values Iua and Iva.
12 rotation angles θd and two current detectors 197 and 198
, And the current values Iu2 and Iv2 of the motor MG2. Therefore, the switching CPU 191a,
192a, the transistors Tr1 to Tr6 forming a pair.
The ratio of the ON time of Tr11 to Tr16 is determined by the control signal SW.
1 and SW2 to sequentially control the three-phase coils 134 and 14
When the current flowing through the coil 4 is converted into a pseudo sine wave by PWM control, a rotating magnetic field is formed by the three-phase coils 134 and 144.

Next, the operation of the power output device 110 according to the second embodiment will be described. Power output device 110 of second embodiment
The principle of operation, in particular, the principle of torque conversion is as follows. The engine 150 is operated at an operation point P1 of the rotation speed Ne and the torque Te, and the drive shaft 112 is operated at the operation point P2 of the same energy as the energy Pe output from the engine 150 but different from the rotation speed Nd and the torque Td. That is, a case where the power output from the engine 150 is torque-converted and applied to the drive shaft 112 will be considered. At this time, the engine 150 and the drive shaft 11
FIG. 12 shows the relationship between the rotation speed and the torque of No. 2.

The sun gear 121 of the planetary gear 120,
According to the teaching of the mechanics, the relationship between the rotation speed and the torque of the three shafts (the sun gear shaft 125, the drive shaft 112, and the crankshaft 156) coupled to the ring gear 122 and the planetary carrier 124 is exemplified in FIGS. Can be represented as a diagram called a collinear diagram, and can be solved geometrically. Note that the relationship between the rotation speed and the torque of the three axes in the planetary gear 120 can be mathematically analyzed by calculating the energy of each axis without using the above-mentioned alignment chart. In this embodiment, a description will be given using a collinear chart for ease of description.

In FIG. 13, 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 drive shaft 112 are set at both ends, the coordinate axis C of the crankshaft 156 is obtained.
Is defined as an axis that internally divides the axis S and the axis R into 1: ρ. Here, ρ is a ratio of the number of teeth of the sun gear 121 to the number of teeth of the ring gear 122, and is expressed by the following equation (10).

[0083]

(Equation 5)

Now, since it is assumed that the engine 150 is operating at the rotation speed Ne and the drive shaft 112 is operating at the rotation speed Nd, the rotation speed Ne of the engine 150 is , Drive shaft 112
The rotation speed Nd can be plotted on the coordinate axis R.
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. It should be noted that the rotation speed Ns is the rotation speed Ne and the rotation speed N
It can be obtained by a proportional calculation formula (the following formula (11)) using d. Thus, in the planetary gear 120,
When the rotation of any two of the three axes coupled to the sun gear 121, the ring gear 122, and the planetary carrier 124 is determined, the remaining one rotation is determined based on the determined two rotations.

[0085]

(Equation 6)

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. 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).

[0087]

(Equation 7)

In order for the operating collinear to be stable in this state, the forces of the operating collinear may be balanced. That is,
On the coordinate axis S, a torque Tm1 having the same magnitude as the torque Tes but in the opposite direction is applied. The torque Tm2 having the same magnitude and opposite direction acts on the resultant force with the torque Ter.
This torque Tm1 is generated by the motor MG1 by the torque Tm2.
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, since the direction of rotation and the direction of torque are the same, the motor MG2 operates as an electric motor,
Electric energy Pm2 represented by the product of torque Tm2 and rotation speed Nd is output to drive shaft 112 as power.

Here, if the electric energy Pm1 and the electric energy Pm2 are made equal, all the electric power consumed by the motor MG2 can be regenerated and supplied by the motor MG1. For this purpose, all of the input energy may be output, and therefore, the energy Pe output from the engine 150 and the energy Pd to be output to the drive shaft 112 may be made equal. That is, the energy Pe expressed by the product of the torque Te and the rotation speed Ne is made equal to the energy Pd expressed by the product of the torque Td and the rotation speed Nd. Referring to FIG. 12, the power expressed by the torque Te and the rotation speed Ne output from the engine 150 operated at the operation point P1 is subjected to torque conversion, and is converted into the torque Td and the rotation speed Nd with the same energy. It is output to the drive shaft 112 as the expressed power.

In the alignment chart shown in FIG.
Is a positive value, but may be a negative value as shown in the alignment chart shown in FIG. 14, depending on the rotation speed Ne of the engine 150 and the rotation speed Nd of the drive shaft 112. 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, in the motor MG2, the direction of rotation and the direction in which the torque acts are opposite, so that the motor MG2 operates as a generator and outputs electric energy Pm2 represented by the product of the torque Tm2 and the rotation speed Nd to the drive shaft 112. It will be regenerated from. 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.

Although the basic torque conversion in the power output device 110 of the second embodiment has been described above, the power output device 110 of the second embodiment
Converts all of the power output from the
12, the power output from the engine 150 (the product of the torque Te and the rotation speed Ne) and the electric energy Pm1 regenerated or consumed by the motor MG1.
And the electric energy Pm2 consumed or regenerated by the motor MG2 to adjust the operation to find the surplus electric energy and discharge the battery 194, or to make up for the insufficient electric energy by the electric power stored in the battery 194. Various operations, such as operations, can also be performed.

The power output device 110 of the second embodiment as described above
However, when the vehicle is running, the second drive circuit 1
When an abnormal temperature of the transistors Tr11 to Tr16 is detected,
When the control of the motor MG2 cannot be performed normally, for example, when an overcurrent occurs in the power output device 20, an abnormal torque control process similar to that of the power output device 20 of the first embodiment can be performed. The abnormal time torque control process in the power output device 110 of the second embodiment is performed by an abnormal time torque control routine illustrated in FIG. The processing of steps S200 to S210 of this routine is the same as the processing of steps S100 to S110 of the abnormal-time torque control routine (FIG. 4) of the first embodiment, and a description thereof will be omitted.

At step S210, when the rotation speed Nd of the drive shaft 112 is larger than the threshold value Nset, the motor MG
It is determined that the back electromotive voltage Em2 of the motor MG2 may be larger than the withstand voltage of the capacitor 193 and may damage the capacitor 193. Value Tm1 * and target rotation speed N of engine 150
A process of setting e * and the target torque Te * (the processes of steps S212 to S216) is executed. In this process, first, electric power Pm2 regenerated from motor MG2 is calculated based on rotation speed Nd of drive shaft 112 (step S212). The calculation method or the derivation method has been described in the first embodiment.

Subsequently, the motor MG1 is calculated by the following equation (14).
Is set (step S21).
4). Here, in the equation (14), the second term in the right parenthesis corresponds to the braking torque output from the motor MG2 to the drive shaft 112.
And the value Td *
The torque is output from the planetary gear 120 side to the drive shaft 112 so that the torque of FIG. Therefore, the torque command value Tm1 * of the motor MG1 set by the equation (14) is a torque as a reaction force for outputting the above-described torque from the planetary gear 120 to the drive shaft 112.

Tm1 * ← ρ × (Td * + Pm2 / Nd) (14)

Next, the sun gear shaft 12 is calculated by the following equation (15).
5 is calculated (step S21).
5). Note that the negative sign on the right side of Expression (15) is the motor MG
In order to consume the electric power Pm2 regenerated by the motor MG1 by the motor MG1, the sun gear shaft 125 to which the rotor 132 of the motor MG1 is attached must be rotated in a direction opposite to the torque output from the motor MG1. Things.

Ns * ← −Pm2 / Tm1 * (15)

Then, the target rotational speed Ne of the engine 150 is
* And the target torque Te * are set by the following equations (16) and (17) (step S216). Here, equation (1)
6) is an expression for calculating the rotation speed of the crankshaft 156 when the drive shaft 112 is rotated at the rotation speed Nd via the planetary gear 120 and the sun gear shaft 125 is rotated at the target rotation speed Ns *. 17) calculates the torque (in parentheses) output from the planetary gear 120 to the drive shaft 112 such that the braking torque of the motor MG2 is canceled and the torque of the value Td * acts on the drive shaft 112, similarly to the expression (14). This is an equation for calculating a torque to be output from the engine 50 in order to output the torque from the planetary gear 120 to the drive shaft 112. An alignment chart in this state is shown in FIG.

[0099]

(Equation 8)

On the other hand, when the rotation speed Nd of the drive shaft 112 is equal to or less than the threshold value Nset in step S210, it is determined that there is no possibility of damaging the capacitor 193, and the motor MG
A signal for locking up 1 is output (step S218), and a target rotation speed Ne * and a target torque Te * of the engine 150 are set by the following equations (18) and (19) (step S220). With this setting, a torque having a value Td * can be output to the drive shaft 112 via the planetary gear 120. The electric power required to lock up motor MG1 is only copper loss and iron loss, and is small, and can be covered by electric power regenerated by motor MG2. FIG. 17 shows an alignment chart in this state.

[0101]

(Equation 9)

Thus, the torque command value Tm of the motor MG1 is
1 * and the target rotation speed Ne * and the target torque Te * of the engine 150, the motor MG1 and the engine 15
0 (Steps S222 and S22)
4). Specifically, the torque command value T of the motor MG1 is sent from the control CPU 190 to the switching CPU 191a.
By outputting m1 * and outputting the target rotation speed Ne * and the target torque Te * of the engine 150 to the EFIECU 170, the torque output from the motor MG1 by the switching CPU 191a is expressed by the equation (14).
In addition, the motor MG1 is controlled so as to be a value calculated by the following formula, and the EFIECU 170 controls the engine 150 such that the engine 150 has a rotation speed of Ne * and a torque of Te *. In the second embodiment as well, the control of the motor MG1 and the engine 150 is described as separate steps in this routine for convenience of illustration.
Control of Motor MG1 by PU191a and EFI ECU
The control of engine 150 by 170 is performed independently of this routine. The control of the engine 150 by the EFIECU 170 is performed by the EFIECU of the first embodiment.
Since the control of the engine 50 is the same as that of the control 70, the description thereof is omitted.

The control of the motor MG1 is performed by a clutch motor control routine illustrated in FIG. When this routine is executed, the switching CPU 191a
First, the rotation angle θs of the sun gear shaft 125 is
9 (step S230), and performs a process of obtaining the electrical angle θ1 of the motor MG1 from the input rotation angle θs (step S234). In the second embodiment, the motor MG
Since a 4-pole pair synchronous motor is used as 1, θ1 =
4θs will be calculated.

Then, currents Iu1 and Iv1 flowing in the U and V phases of three-phase coil 134 of motor MG1 are detected by current detectors 195 and 196 (step S23).
6), control of the clutch motor 30 of the first embodiment (FIG. 6)
(Step S238) and calculate the voltage command values Vd1 and Vq1 (Step S24).
0), and the inverse coordinate transformation of the voltage command value (step S24)
2) is performed to determine the on / off control time of the transistors Tr1 to Tr6 of the first drive circuit 191 to obtain the PWM
Control is performed (step S244). These processes are
This is exactly the same as that performed for the clutch motor 30.

The power output device 1 of the second embodiment described above
According to 10, even if the motor MG2 cannot be controlled and operates as a generator, the electric power Pm2 regenerated by the motor MG2 can be consumed by the motor MG1. As a result, even if the motor MG2 rotates at a rotation speed at which the back electromotive voltage becomes higher than the withstand voltage of the capacitor 193,
Since the current flowing through the impedance of the motor MG2 and the second drive circuit 192 when the motor MG2 is used as a power supply increases, the terminal voltage of the capacitor 193 can be made lower than the withstand voltage by the voltage drop due to this impedance, and the capacitor 193 Can be prevented from being damaged. In addition, the drive shaft 112 is driven at a rotational speed at which the back electromotive voltage of the motor MG2 becomes higher than the withstand voltage of the capacitor 193.
Is rotating, the electric power Pm2 regenerated from the motor MG2 is consumed by the motor MG1 and the torque output to the drive shaft 112 via the planetary gear 120 cancels the braking torque of the motor MG2 and the torque is still applied to the drive shaft 112. The torque Tm1 of the motor MG1 and the operating points (the rotational speed Ne and the torque Te) of the engine 150 are adjusted so that Td (value Td *) acts, and the drive shaft 11
2 is rotating at a lower speed, the motor MG1 is locked up and the planetary gear 120 is locked.
The operating point of the engine 150 is adjusted so that the torque output to the drive shaft 112 via the motor becomes the value Td *. Therefore, even when the motor MG2 cannot be controlled, it is possible to output desired power to the drive shaft 112. it can. Since this control is performed immediately when the motor MG2 cannot be controlled, the fluctuation of the torque output to the drive shaft 112 can be reduced.

First, the battery 194 is connected to the first drive circuit 91 by the system main relays 194a and 194b.
And from the second drive circuit 92, the motor M
Battery 194 with power Pm2 regenerated by G2
Overcharge of the battery 194 can be prevented, and damage to the battery 194 resulting from the overcharge can be prevented.

In the power output device 110 of the second embodiment, the transistors Tr11 to Tr11 of the second drive circuit 192
16 when an abnormal temperature is detected or when the transistor Tr11
For example, when an overcurrent occurs in Tr16 to Tr16, the transistors Tr11 to Tr11 by the switching CPU 192a are used.
FIG. 15 when r16 switching is still possible
The abnormal-time torque control routine was executed.
Switching CPU 192 by disconnecting power supply line
a when the supply of power to the
An error occurs in the internal logic of U192a and switching C
The abnormal time torque control routine of FIG. 15 can be applied even when the PU 192a cannot operate. In this case, the transistors Tr11 to Tr16 are all turned off by stopping the operation of the switching CPU 192a, so that the processing in step S202 becomes unnecessary. In this way, even when the switching CPU 192a becomes inoperable, the above-described effect can be obtained,
Damage to the capacitor 193 and the battery 194 can be prevented.

In the power output device 110 of the second embodiment, the motor MG1 and the engine 150 are controlled such that a torque corresponding to the amount of depression of the accelerator pedal 164 is output to the drive shaft 112 even when the motor MG2 cannot be controlled. However, if the motor MG1 is controlled so that the electric power Pm2 regenerated by the motor MG2 is consumed by the motor MG1, the torque output to the drive shaft 112 may be any torque. For example, as shown in the alignment chart of FIG. 19, fuel injection to engine 150 may be stopped. In this case, as shown in the following equation (20), the power Pm2 regenerated by the motor MG2 obtained from the rotation speed Nd of the drive shaft 112 and the rotation speed N of the sun gear shaft 125
s and the torque command value T of the motor MG1.
The motor MG1 may be controlled by setting m1 *. The torque T acting on the coordinate axis C in the alignment chart of FIG.
e is a torque required for rotating the engine 150. The torque Tes and the torque Ter on the coordinate axes S and R are the torques acting on the coordinate axes S and R by the torque Te acting on the coordinate axes C. It is.

Tm1 * ← −Pm2 / Ns (20)

In the power output device 110 of the second embodiment, when the rotation speed Nd of the drive shaft 112 is larger than the threshold value Nset, the power Pm2 regenerated by the motor MG2 is supplied to the motor M2.
Although the motor MG1 and the engine 150 are controlled to consume at the speed G1, the rotation speed Nd of the drive shaft 112 becomes lower than the threshold Nset.
The same control may be performed in the following cases.

The power output device 110 according to the second embodiment has an FR
Although the description has been given of the case where the present invention is applied to a vehicle of a type, it may be configured to be mounted on an FF type vehicle or mounted on a four-wheel drive vehicle. When mounted on a four-wheel drive vehicle, FIG.
A power output device 110C of a modified example illustrated in FIG. In the power output device 110C of this modification, the drive shaft 1
The motor MG2 connected to the motor 12 is separated from the drive shaft 112 and disposed independently 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 power output to the ring gear 122 is transmitted to the differential gear 1 via a power take-out gear 128 and a power transmission gear 111 attached to the ring gear 122.
14 to drive the drive wheels 116 and 118 of the front wheel portion. Even under such a configuration, it is possible to realize the second embodiment described above.

In the power output device 110 of the second embodiment, a planetary gear
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.

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

For example, in the power output device 20 of the first embodiment and the power output device 110 of the second embodiment described above, a gasoline engine is used as the engines 50 and 150, but a diesel engine, a turbine engine, ,
Various internal combustion or external combustion engines such as a jet engine 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
Although a PM type (Permanent Magnet type) synchronous motor is used for the motor, any motor may be used as long as it generates a back electromotive voltage only by rotating the rotor. For example, a vernier motor, A DC 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 and voltage PWM
(Pulse Width Modulation) Inverters, square-wave inverters (voltage-type inverters, current-type inverters), resonance inverters, and the like can also be used.

The batteries 94 and 194 include P
A battery b, a NiMH battery, a Li battery, or the like can be used, but a capacitor can be used instead of the batteries 94 and 194.

Further, in the power output device 20 of the first embodiment and the power output device 110 of the second embodiment, the electric power Pa, Pm2 regenerated by the assist motor 40 or the motor MG2 is used.
Is consumed by the clutch motor 30 and the motor MG1, but the second drive circuit 92 and the second drive circuit 192 are replaced by an electric motor of an auxiliary device provided in the power output device, a compressor of an air conditioner provided in the vehicle, and a resistor for energy consumption. The electric power Pa and Pm2 regenerated by the assist motor 40 and the motor MG2 may be connected to an electric load such as the electric motor and consumed by the electric load.

In each of the embodiments described above, 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 means of transportation such as ships and aircraft, and other various types of industrial machines are used. It is also possible to mount it on.

[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 an abnormal-time torque control routine executed by the control device 80 of the first embodiment.

FIG. 5 is an equivalent circuit of the power output device 20 when the motor MG2 is viewed as a power source of the electromotive force Ea.

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

FIG. 7 is an explanatory diagram showing an example of the state of action of torque on each shaft when the rotation speed Nd of the drive shaft 22 is larger than a threshold value Nset.

FIG. 8 is a configuration diagram illustrating a schematic configuration of a power output device 20B according to a modified example.

FIG. 9 is a power output device 2 of a modified example applied to a four-wheel drive vehicle.
It is a block diagram which shows the schematic structure of OC.

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

FIG. 11 is a configuration diagram illustrating a schematic configuration of a vehicle incorporating a power output device 110 according to a second embodiment.

FIG. 12 is a graph for explaining the operation principle of the power output apparatus 110 according to the second embodiment.

FIG. 13 is an alignment chart showing a relationship between a rotation speed and a torque of three shafts coupled to the planetary gear 120 in the second embodiment.

FIG. 14 is a collinear diagram showing the relationship between the rotational speed and torque of the three shafts coupled to the planetary gear 120 in the second embodiment.

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

FIG. 16 is an alignment chart when an abnormal-time torque control process is performed in a state where the rotation speed Nd of the drive shaft 112 is larger than a threshold value Nset.

FIG. 17 is an alignment chart when an abnormal-time torque control process is performed in a state where the rotation speed Nd of the drive shaft 112 is equal to or less than a threshold value Nset.

FIG. 18 is a flowchart illustrating a control routine of a motor MG1 executed by a control device 180 of the second embodiment.

FIG. 19 is an alignment chart of a modification in which fuel injection to engine 150 is stopped.

FIG. 20 is a configuration diagram showing a schematic configuration of a power output device 110C of a modified example applied to a four-wheel drive vehicle.

[Explanation of symbols]

 Reference Signs List 20 power output device 20B, 20C 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 91a switching CPU 92 second drive circuit 92a switching CPU 93 capacitor 94 batteries 94a and 94b system main relay 95, 96 ... Current detector 97, 98 ... Current detector 99 ... Remaining capacity detector 110 ... Power output device 110C ... Power output device 111 ... Power transmission gear 112 ... Drive shaft 113 ... Case 113a ... Bearing 114 Differential gears 116, 118 ... Driving wheels 117, 119 ... Driving wheels 120 ... Planetary gear 121 ... Sun gear 122 ... Ring gear 123 ... Planetary pinion gear 124 ... Planetary carrier 125 ... Sun gear shaft 128 ... Power take-off gear 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 156 Crankshaft 164 Accelerator pedal 170 EFI ECU 180 Control device 190 Control CPU 191 First drive circuit 191a Switching CPU 192 Second drive circuit 192a Switching CPU 193 Capacitor 194 Battery 194a, 194b ... System main relays 195,196 ... Current detectors 197,198 ... Current detectors D1-D6 ... Diodes D11-D16 ... Diodes L1, L2 ... Power supply lines MG1 ... Motor MG2 ... Motors Tr1-Tr6 ... Transistors Tr11-Tr16 ... Transistors

Claims (10)

[Claims] 1. A power output device for outputting power to a drive shaft, comprising: a motor for exchanging power with the drive shaft; power supply means capable of supplying power to the motor; and a plurality of switching elements. A motor control means comprising a feedback diode, having an inverter circuit interposed between the motor and the power supply means, and controlling the driving of the motor by controlling switching of a switching element of the inverter circuit; An electric load that can be consumed, and an electric power regenerated by the electric motor via the inverter circuit when an abnormality occurs in the control of the electric motor by the electric motor control means and the inverter circuit forms a rectifier circuit as viewed from the electric motor. Abnormal time control means for controlling the electric load so that at least a part of the energy is consumed by the electric load; Power output apparatus comprising. 2. The motor control means according to claim 1, wherein when an abnormality occurs in control of said motor by said motor control means, said inverter circuit switches said plurality of switching elements such that said inverter circuit forms a rectifier circuit when viewed from said motor. The power output device according to claim 1, further comprising a time switching means. 3. The motive power according to claim 2, wherein the abnormal-time switching means switches the inverter circuit so as to form a rectifier circuit when viewed from the electric motor when the rotational speed of the drive shaft is equal to or greater than a predetermined value. Output device. 4. The power supply according to claim 1, wherein the inverter circuit is a circuit that configures a rectifier circuit from the viewpoint of the motor by the feedback diode when supply of power required for switching of the plurality of switching elements is stopped. Output device. 5. The power output device according to claim 1, wherein the power supply means includes: (a) a motor having an output shaft; and (b) an output shaft of the motor and the drive shaft. Energy adjusting means for adjusting the energy deviation between the power input to and output from the output shaft and the power input to and output from the drive shaft by inputting and outputting the corresponding electric energy; (c) charge and discharge are possible; Power storage means for connecting the energy adjustment means and the inverter circuit in parallel, wherein the electric load is the energy adjustment means, and the abnormal-time control means regenerates from the electric motor via the inverter circuit. A power output device that controls the energy adjusting unit such that at least a part of the electric energy to be consumed is consumed by the energy adjusting unit. 6. The power output apparatus according to claim 5, wherein said abnormal time control means includes a disconnection means for disconnecting a connection between said inverter circuit and said power storage means. 7. The motive power according to claim 5, wherein the abnormal-time control means is means for controlling the prime mover and the energy adjusting means so as to cancel at least a part of a fluctuation in motive power output to the drive shaft. Output device. 8. The power output device according to claim 7, further comprising target power setting means for setting target power to be output to the drive shaft based on a predetermined instruction, wherein the abnormal time control means comprises: (d) A prime mover that controls the operation of the prime mover such that electric energy regenerated from the electric motor via the inverter circuit corresponds to an energy deviation between power output from the prime mover and target power set by the target power setting means; (E) an energy deviation between the power output from the prime mover and the target power set by the target power setting means;
A power output device comprising: an energy adjustment control unit that controls the energy adjustment unit so as to perform adjustment using electric energy regenerated from the electric motor via the inverter circuit. 9. The energy adjusting means includes a first rotor coupled to an output shaft of the prime mover and a second rotor coupled to the drive shaft. The power output device according to any one of claims 5 to 8, further comprising an electric motor that exchanges power between an output shaft of the prime mover and the drive shaft via a connection. 10. The power output apparatus according to claim 5, wherein said energy adjusting means comprises: (b1) a second electric motor having a rotating shaft and exchanging power with said rotating shaft. (B2) having three axes respectively coupled to the drive shaft, the output shaft, and the rotary shaft, and when power is input or output to any two of the three shafts, the input and output are performed. A power output device comprising: three-axis power input / output means for inputting / outputting power determined based on power to one remaining shaft.