JP2000013922A - Power transmission apparatus and four-wheel drive vehicle using the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the size and the weight of an apparatus and moreover reduce the number of parts by providing only two sets of power control circuits. SOLUTION: In a structure having two or more output axes such as a four- wheel drive vehicle, a clutch motor 30 and an assist motor 40 are prepared for the front wheels, while a rear wheel motor 80 is prepared for the rear wheel. For these three motors, a first and a second drive circuits 91, 92 are provided as inverters, and one drive circuit is coupled to one of two motors with a switch 93. Under the predetermined driving condition, for example, if the front wheels slip under the front wheel drive condition, connection for the drive circuit is changed to the motor for the rear wheels to drive the motor 8 for the rear wheels. As a result, three motors may be driven with two inverters to simplify the apparatus structure.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power transmission device, a control method of a power transmission system, and a four-wheel drive vehicle using the same, and more particularly, to control of power between a prime mover and a first drive shaft. And a second drive shaft different from the first drive shaft.
The present invention relates to a technology for efficiently transmitting or utilizing the power of a prime mover by controlling a power transmission system capable of exchanging power with a drive shaft of the motor.

[0002]

2. Description of the Related Art In recent years, as a device for converting the output torque of a prime mover such as an internal combustion engine to transmit power, a configuration combining a power distribution by a planetary gear mechanism and an electric motor instead of a torque converter using a fluid has been recently used. There has been proposed a configuration in which a paired rotor motor having two rotatable rotors is used to distribute power by utilizing slippage between the rotors. An example of transmitting power to a plurality of drive shafts using such a power transmission device is disclosed in, for example, JP-A-9-17520.
The configuration shown in Japanese Patent Publication No. 3 is known. Such a power transmission device does not convert power into a fluid or the like, and is therefore an excellent device having an advantage of high efficiency. It should be noted that this device can be configured not only to output the power of the prime mover to the drive shaft side, but also to regenerate energy from the drive shaft side if necessary.

[0003]

However, in a power transmission device that outputs power to two different drive shafts, if the magnitude of the power output to the two drive shafts is to be freely controlled in a wide range, at least 3 There is a problem that three electric motors must be provided, and three power control circuits for driving the electric motors must be prepared. Three
The reason why two electric motors are required will be briefly described. For example, when a pair rotor motor is used, it is conceivable that the pair rotor motor is disposed between the front wheel drive shaft and the engine, and another motor is disposed on the rear wheel drive shaft. In such an arrangement, if there is a difference between the rotation speed of the output shaft of the engine and the rotation speed of the front wheel drive shaft, this difference becomes the slip rotation speed of the rotor motor, and the energy of torque × rotation speed difference is regenerated from the rotor motor. Will be done. By driving the electric motor arranged on the rear wheel drive shaft using the regenerated energy, a simple four-wheel drive vehicle can be constructed. But,
In this case, due to the configuration of the anti-rotor motor, the torque of the output shaft of the engine is directly output to the front wheel drive shaft. This is because the torque of the engine is received by the anti-rotor electric motor, and a reaction torque equal to this torque is generated in the other rotor and is output directly to the front wheel drive shaft.
For this reason, when controlling both the torque and the rotation speed of the front wheel drive shaft in a wide range, another motor is provided on the front wheel drive shaft, and the torque and the rotation speed of the front wheel drive shaft can be freely controlled. Configuration must be adopted.

In this case, since three motors are used, three sets of power control circuits (so-called inverters when the motors are polyphase AC motors) for driving the motors must be provided. In a four-wheel drive vehicle or the like, since the power to be output to each drive shaft is large, there has been a problem that a power control circuit such as an inverter tends to be large and heavy. For this reason,
In a vehicle or the like having a limited mounting space, there has been a problem that it is difficult to mount a power transmission device that outputs power to two drive shafts.

The power transmission device, the power transmission system control method, and the four-wheel drive vehicle using the same according to the present invention solve these problems, and reduce the size and weight of the device by suppressing the power control circuit to two sets. The purpose is to reduce the number of parts and the number of parts, and the following configuration is adopted.

[0006]

Means for Solving the Problems and Actions and Effects The power transmission device of the present invention, which solves at least a part of the above problems, is capable of controlling power between a prime mover and a first drive shaft. And a power transmission device capable of exchanging power with a second drive shaft different from the first drive shaft, wherein the power transmission device is mechanically associated with an output shaft of the prime mover and the first drive shaft. A first electric motor capable of exchanging power of a difference between powers input to and output from the two shafts, and coupled to any portion from the output shaft to the first drive shaft to exchange power A second motor, a third motor capable of exchanging power with the second drive shaft, two sets of power control circuits for controlling power of the motor, and two sets of power control circuits. Connection with the first, second and third motors And a connection switching device that can drive any two of the three motors, and a drive of the connection switching device and the two sets of power control circuits to generate power from the two motors. The gist of the present invention is to include a control device for controlling the exchange.

Further, according to the invention of a method for controlling a power transmission system corresponding to this power transmission device, power can be controlled from a prime mover to a first drive shaft. A method for controlling a power transmission system capable of exchanging power with a different second drive shaft, comprising: a first electric motor mechanically associated with an output shaft of the prime mover and the first drive shaft A second power capable of exchanging power between the output shaft and the first drive shaft.
The second drive shaft is provided with a third motor capable of exchanging power with the drive shaft, and two sets of power control circuits for controlling the power of the motor and the second drive shaft are provided. 1
The connection between the two motors, the second motor, and the third motor, so that any two of the three motors can be driven, and the exchange of power by the two motors is controlled. And

[0008] In the power transmission device and the power transmission system control method, any one of the first motor, which is mechanically associated with the output shaft and the first drive shaft of the prime mover, and the output shaft to the first drive shaft. The power control circuit includes a second motor coupled to the second motor, and a third motor provided on the second drive shaft and capable of exchanging power with the second drive shaft. Only two sets are provided. In such a configuration, by switching the connection, any two of the first to third motors can be driven, and the exchange of power by the two motors is controlled so that the first and second motors can be driven.
Control the power at the drive shaft. As a result, various states of power exchange between the first and second drive shafts can be realized while the number of power control circuits is two.

Here, the first electric motor may be a paired rotor electric motor having two relatively rotatable rotors, one of the two rotors being connected to an output shaft of a prime mover, and the other being a rotor. May be connected to the first drive shaft. In the case of a pair-rotor motor, it is preferable to disconnect the connection between the motor and the power control circuit without causing a load. Naturally, the first motor is a normal motor, which is connected to one shaft of a planetary gear mechanism having three axes, and one of the other two shafts of the planetary gear mechanism is connected to the output shaft of the prime mover. Alternatively, a configuration in which the remaining one axis is coupled to the first drive axis can be considered.

[0010] In the above configuration, the second electric motor can be connected to the output shaft or the first drive shaft of the prime mover. Furthermore, there are three combinations of which of the first to third motors to select. That is, when the first motor and the second motor are connected to each of the two sets of power control circuits, when the first motor and the third motor are connected to each of the two sets of power control circuits, the second
And the third motor are connected to each of two sets of power control circuits. By these combinations, various power input / output states are possible. Hereinafter, some of these combinations will be described.

A first electric motor coupled to an output shaft of the prime mover;
Connecting one of the two sets of power control circuits to the second motor;
When the other is connected to the first electric motor, the control device regenerates a part of the power of the prime mover by the second electric motor, powers the first electric motor, and executes the first electric motor. The drive shaft can be operated at a higher rotational speed than the output shaft of the prime mover. In this case, power is output only from the first drive shaft, and a so-called overdrive state can appear for this shaft.

On the other hand, a second motor is connected to the first drive shaft, one of two sets of power control circuits is connected to the second motor, and the other is connected to the first motor. In this case, the control device can regenerate a part of the power of the prime mover by the first electric motor, power the second electric motor, and operate the first drive shaft with a higher torque than the output shaft. In this case, power is output only from the first drive shaft, and a so-called underdrive state can be realized for this shaft.

In the state where one of the two sets of power control circuits is connected to the second motor and the other is connected to the first motor, the motor on the side connected to the first drive shaft is connected. It is also possible to adopt a configuration that simply regenerates power. In this case, energy is regenerated from the first drive shaft,
This means that the regenerative motor is braking the drive shaft.

On the other hand, it is also possible to power both motors in a state where one of the two sets of power control circuits is connected to the second motor and the other is connected to the first motor. . In this case, the first drive shaft is driven by the two motors at a higher torque and a higher rotation speed than the output shaft of the prime mover.

Next, the first motor and the third motor are
The case of connecting to the power control circuit will be described. In such a connection state, the first electric motor receives the torque of the prime mover, so that a torque balanced with the torque of the prime mover is output to the first drive shaft. Therefore, a value obtained by multiplying the difference between the rotation speed of the output shaft of the prime mover and the rotation speed of the first drive shaft by the torque is the magnitude of power input and output by the first electric motor. The first motor is
It is possible to regenerate electric power or to run by electric power. When the power of the prime mover is regenerated as electric power by the first electric motor, the third electric motor can be powered by at least a part of the regenerated electric power to output power to the second drive shaft. On the other hand, a battery may be provided to charge all the regenerated power.

[0016] The first electric motor can also perform a power running operation using the electric power stored in the battery. In this case, the first drive shaft can be driven at a higher rotation speed than the output shaft of the prime mover. At this time, the third electric motor may not be operated, or may be operated using the electric power of the battery.

Next, the second motor and the third motor are
The case of connecting to the power control circuit will be described. If the second motor is connected to the output shaft of the prime mover, one of the two sets of power control circuits is connected to the second motor, and the other is connected to the third motor, The power of the prime mover is regenerated as electric power by the electric motor, and the third electric motor is driven to drive the second drive shaft. In this case, the power of the prime mover is not output to the first drive shaft, but is regenerated as electric power by the second electric motor. Therefore, the power of the prime mover is once converted into electric energy by the second electric motor and then output as electric power to the second drive shaft by the third electric motor, so that the power is used as a so-called series hybrid type power transmission device. be able to.

On the other hand, a configuration in which both the second and third motors are used for power regeneration is also possible. In this case, it is necessary to provide a battery capable of storing the regenerated power,
The power of the prime mover is regenerated as electric power by the electric motor, and at least a part of the regenerated electric power is stored in the battery. In a configuration including a battery, this corresponds to a usage where charging is prioritized due to a decrease in the remaining capacity of the battery and the like. The third electric motor may be run as required, or may be freely rotated, or may be a device that regenerates electric power and exerts a braking force on a load.

The power transmission device of the present invention can also be used as a starting device when the prime mover is an engine that is operated by supplying fuel. For example, if the second motor is coupled to the output shaft of the engine,
An engine control device for controlling the operation of the engine is provided, and one of the two sets of power control circuits is connected to the second electric motor, and the power coupling between the output shaft of the engine and the first drive shaft is performed. And the engine can be started by driving the engine control device while cranking the engine by the second electric motor. In this case, since the connection between the engine and the first drive shaft is disconnected, the engine can be started without affecting the operation of the first drive shaft.

On the other hand, when the second motor is connected to the first drive shaft, the engine is cranked and started by the first motor, and at the same time, the second motor is controlled to start the engine. What is necessary is just to suppress the fluctuation of the power output to one drive shaft. Also in this case, the engine can be started without affecting the operation of the first drive shaft.

Further, the power transmission device of the present invention can be used to rotate the second drive shaft in a direction opposite to the normal operation direction. In this case, the second motor is connected to the output shaft of the prime mover, one of the two power control circuits is connected to the second motor, and the other is connected to the third motor. 2
The power of the prime mover is regenerated by the motor, and the third motor is driven. When powering the third electric motor, the second drive shaft may be rotated in a direction opposite to the direction in which the first drive shaft is rotated by the prime mover.

In the above description, the second electric motor is coupled to the output shaft of the prime mover in one operation mode,
Drive shaft. The second electric motor may be pre-coupled to one of the two shafts. However, the second electric motor is provided with a coupling shaft switching device for switching to be coupled to one of the two shafts, and the control device controls the coupling shaft switching device. Can be switched to be coupled to one of the two axes as necessary. By performing such switching, it is possible to control the operation state in a wide range, for example, it is possible to realize both opposing operation states such as an overdrive state and an underdrive state.

As the power control circuit, an inverter having a plurality of switching elements can be used, but a tap switching transformer or the like can also be used.

As the above-mentioned first to third electric motors, a synchronous motor or an induction motor is usually used. However, for simplification of the device, the third electric motor may be a DC motor. In this case, the connection switching device can be configured by a contact provided between each terminal of the DC motor and some of the switching elements constituting the inverter that is the power control circuit. By turning on and off these contacts, an inverter that applies a polyphase AC to the first and second motors and a device that applies a DC voltage to the DC motor as the third motor. Used to drive a third electric motor.

The above-described power transmission device can be used for various purposes, one of which is a four-wheel drive vehicle having two shaft outputs. As the four-wheel drive vehicle, various forms can be adopted, one of which is a prime mover having an output shaft, first and second drive shafts respectively driving front and rear wheels, and the prime mover A four-wheel drive vehicle comprising a power transmission device for exchanging power with the first and second drive shafts, wherein the four-wheel drive vehicle is mechanically associated with an output shaft of the prime mover and the first drive shaft. And a first electric motor capable of exchanging power of a difference between powers input to and output from the two shafts, and coupled to any portion from the output shaft to the first drive shaft to exchange power. A second electric motor, a third electric motor capable of exchanging power with the second drive shaft, two sets of power control circuits, and an operating state for detecting an operating state including a running state of the vehicle A detection device;
The connection between the two sets of power control circuits and the first motor, the second motor, and the third motor is switched based on the operating state including the detected traveling state, and the three motors are switched among the three motors. The gist is a configuration of a four-wheel drive vehicle including a motor drive circuit for driving any two of the motors.

In such a four-wheel drive vehicle, only three sets of electric motors need to be provided with two sets of power control circuits, and the space and weight of the power control circuits can be reduced. Therefore, the limited vehicle volume can be used efficiently.

It should be noted that such a four-wheel drive vehicle can also be realized in a form employing the various power transmission devices described above. In this case, in addition to the above power transmission device,
The driving state including the traveling state of the vehicle is detected, and the connection between the two sets of power control circuits and the first motor, the second motor, and the third motor is determined based on the detected driving state. The switching may be performed, and the control device of the power control device may be driven based on the traveling state to drive the two connected electric motors to exchange power.
In this case, it is possible to configure a four-wheel drive vehicle utilizing the characteristics of the power transmission device described above. Since only two power control circuits are required in the power transmission device, the power transmission device can be reduced in size and weight, and the volume of the vehicle can be used efficiently.

[0028]

Another aspect of the present invention is a four-wheel drive vehicle having "front wheels".
And the first and second drive shafts respectively coupled to the "rear wheels", wherein the "front wheels" and "rear wheels" are relative and may be If the vehicle has six or more wheels, two sets of wheels provided at the rear of the vehicle may be used. Of course, the present invention can also be applied to a motorcycle with independent front and rear wheels. In the configuration employing the coupling shaft switching device, the second electric motor is coupled to either the output shaft of the prime mover or the first drive shaft. However, it is possible to adopt a state in which the second electric motor is coupled to both. You can also.

[0029]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples. FIG. 1 shows a four-wheel drive vehicle 10 incorporating a power transmission device 20 according to a first embodiment of the present invention.
FIG. 2 is a configuration diagram showing a schematic configuration of the four-wheel drive vehicle 10.
1 is a configuration diagram showing a schematic configuration including an engine 50, and FIG. 3 is a configuration diagram in which the configuration of FIG.

A. Apparatus configuration: As shown in each figure, the vehicle 10 is equipped with a power transmission device 20 as an embodiment, and the power transmission device 20 includes a clutch motor 30 as a first electric motor, a second motor An assist motor 40 as an electric motor, an engine 50 as a prime mover driven by gasoline, an electronic control unit 70 for controlling the engine 50, a rear wheel motor 80 as a third electric motor, a control device 100 for controlling each motor, etc. Is provided. First, the overall configuration of the vehicle will be described with reference to FIG.

The engine 50, which outputs energy finally covering the power of the entire vehicle, converts 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. Then, the motion of the piston 54 depressed by the explosion of the air-fuel mixture is converted into the rotational motion of the crankshaft 56. here,
The throttle valve 66 is driven to open and close by a motor 66a. The spark plug 53 forms an electric spark by the high voltage guided from the igniter 58 via the distributor 60, and the air-fuel mixture is ignited by the electric spark to explode and burn. The energy extracted by the explosion combustion becomes a power source for driving the vehicle.

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 position sensor 67 for detecting the opening of the throttle valve 66, an intake pipe negative pressure sensor 72 for detecting the load of the prime mover 50, a water temperature sensor 74 for detecting the water temperature of the engine 50, and a crankshaft provided in the distributor 60 A rotation speed sensor 76 and a rotation angle sensor 78 for detecting the rotation speed and the rotation angle of 56. EF
The IECU 70 is also connected to, for example, a starter switch 79 that detects an ignition key state ST, but illustration of other sensors and switches is omitted.

The crankshaft 56 of the engine 50 is
The configuration is coupled to a drive shaft 22A via a clutch motor 30 and an assist motor 40, which will be described in detail later. As shown in FIG. 1, the drive shaft 22A is connected to a front wheel driving differential gear 2 via a reduction gear 23A.
The torque output from the drive shaft 22A is finally transmitted to the left and right front wheels 26, 28. On the other hand, a rear wheel motor 80 is connected to the rear wheels 27 and 29 via a rear wheel differential gear 25. That is, in the vehicle 10, the front wheels 26 and 28 are driven by the engine 50, the clutch motor 30, and the assist motor 4.
0, the other rear wheels 27 and 29 are configured as four-wheel drive vehicles each driven by a rear wheel motor 80.

The clutch motor 30, the assist motor 40 and the rear wheel motor 80 are controlled by the control device 100. Although the configuration of the control device 100 will be described later in detail, as shown in FIG. 1, the control device 100 includes a shift position sensor 63 provided on a shift lever 62 and an accelerator pedal 64 provided with an operation amount. An accelerator pedal position sensor 65 for detecting, a brake pedal position sensor 69 for detecting an operation amount of the brake pedal 68, and wheel speed sensors 16, 18, 17 and 19 provided on front and rear wheels are also connected. In addition, the control device 100 controls the EFI ECU 7 described above.
0 and various kinds of information are exchanged by communication. Control including the exchange of such information will be described later.

The structure of the power transmission device 20 will be described. As shown in FIG. 1 and FIG.
The clutch motor 30 is coupled to one end of a crankshaft 56 of the engine 50 that generates power via a damper 55, and the coupling state of the clutch motor 30 is switched to an inner rotor shaft or an outer rotor shaft. Assist motor 40, rear wheel motor 80 coupled to rear wheel drive shaft 22B, and motor 3
It comprises a control device 100 that drives and controls 0, 40, and 80.

As shown in FIGS. 1 and 3, the clutch motor 30 is a synchronous motor having a permanent magnet 32 on the outer peripheral surface of an inner rotor 31 and a three-phase coil 34 wound around a slot formed in an outer rotor 33. It is configured.
The power to the three-phase coil 34 is supplied via a slip ring 35. Portions forming slots and teeth for the three-phase coil 34 in the outer rotor 33 are as follows:
It is configured by laminating non-oriented electrical steel sheets. In the embodiment, eight permanent magnets 32 (four N poles and four S poles) are provided, and the permanent magnets 32 are attached to the inner peripheral surface of the inner rotor 31. The magnetization direction is a direction toward the center of the axis of the clutch motor 30, and the direction of the magnetic pole is reversed every other direction. The three-phase coil 34 of the outer rotor 33 facing the permanent magnet 32 with a small gap is wound around a total of twelve slots (not shown) provided in the outer rotor 33. To form a magnetic flux passing through the teeth separating the two. When a three-phase alternating current flows through each coil, this magnetic field rotates. Each of three-phase coils 34 is connected to receive power supply from slip ring 35. This slip ring 35
Rotary ring 35a fixed to drive shaft 22A and brush 3
5b. In addition, three phases (U, V, W
Phase), the slip ring 35
Is provided with a rotating ring 35a and a brush 35b for three phases.

The interaction between the magnetic field formed by a pair of adjacent permanent magnets 32 and the rotating magnetic field formed by a three-phase coil 34 provided on the outer rotor 33 causes the inner rotor 3 to rotate.
1 and the outer rotor 33 exhibit various behaviors. Normally, the frequency of the three-phase alternating current flowing through the three-phase coil 34 is a frequency of a deviation between the rotation speed of the inner rotor 31 and the rotation speed of the outer rotor 33 directly connected to the crankshaft 56.

On the other hand, although the assist motor 40 is also configured as a synchronous motor, a three-phase coil 44 that forms a rotating magnetic field is wound around a stator 43 fixed to a case 49. The stator 43 is also formed by laminating thin sheets of non-oriented electromagnetic steel sheets. The rotor 41 is attached to a rotor rotating shaft 38 which is a hollow shaft coaxial with the crankshaft 56.
A plurality of permanent magnets 42 are provided. In the assist motor 40, the rotor 41 is rotated by the interaction between the magnetic field generated by the permanent magnet 42 and the magnetic field formed by the three-phase coil 44. The rotor rotating shaft 38 is connected to the first clutch 4 disposed between the assist motor 40 and the clutch motor 30.
5 mechanically connects or disconnects the crankshaft 56. In addition, the second clutch 46 that operates independently of the first clutch 45 allows the rotation shaft 38
Is mechanically connected to the drive shaft 22A via the outer rotor 33 of the clutch motor 30, or the connection is released.

In FIG. 3, according to the actual arrangement of the clutch motor 30 and the assist motor 40, both of them
1, the assist motor 40 is arranged in parallel with the clutch motor 30 in FIG. 1 for convenience of understanding. By the operation of the first and second clutches 45 and 46, the rotation shaft 38 of the assist motor 40 is either the crankshaft 56 on the inner rotor 31 side of the clutch motor 30 or the drive shaft 22A on the outer rotor 33 side of the clutch motor 30. It will be understood that they are combined with each other. The first clutch 45 and the second clutch 46 operate by a hydraulic circuit (not shown) controlled by the control device 100.

Drive shaft 22A for front wheels, rotor shaft 3
8, drive shaft 22B for crankshaft 56 and rear wheel
Are provided with resolvers 37, 47, 57 and 88 for detecting the rotation angles θf, θr, θe and θr. The resolver 57 that detects the rotation angle θe of the crankshaft 56 can also be used as a rotation angle sensor 78 provided in the distributor 60.

The clutch motor 30 and the assist motor 40
As described later, the clutch motor 30 and the assist motor 40 may be arranged from the engine 50 side as described later. The assist motor 4 is arranged as described later.
In some cases, the assist motor 40 is larger than the clutch motor 30 because the vehicle may be driven only by the motor 0.
This is because the power transmission device 20 is united by being adjacent to zero. Also, the first clutch 45
Although various arrangements are possible for the arrangement of the second clutch 46 and the second clutch 46 as described later, the arrangement between the assist motor 40 and the clutch motor 30 like the power transmission device 20 of the embodiment 45 and 46 are relatively small, so that the power transmission device 20 can be made more compact by being inserted in a gap generated between the assist motor 40 and the clutch motor 30.

Next, the rear wheel motor 80 will be described. The rear wheel motor 80 is provided separately from the clutch motor 30 and the assist motor 40 provided on the front wheel drive shaft 22A. The motor 80 is configured as a synchronous motor like the assist motor 40, and a three-phase coil 84 forming a rotating magnetic field is provided with a case 85.
And is wound around a stator 83 fixed to the stator 83. The stator 83 is also formed by laminating thin sheets of non-oriented electrical steel sheets. A plurality of permanent magnets 86 are provided on the outer peripheral surface of the rotor 82. In the rear wheel motor 80,
During power running, the rotor 82 rotates due to the interaction between the magnetic field generated by the permanent magnet 86 and the magnetic field formed by the three-phase coil 84. During regeneration, electric power is extracted from the three-phase coil 84 by the rotation of the rotor 82. This rotor 82
Is coupled to the drive shaft 22B via a speed reducer 23B.
It is connected to a differential gear 25 for the rear wheels 27 and 29. The rotation of the drive shaft 22B is distributed to the rear wheels 27 and 29 via the differential gear 25. Resolver 8 for detecting rotation angle θr of drive shaft 22B
Numeral 8 is provided near a bearing 89 that supports the drive shaft 22B (see FIG. 3).

Next, the control device 100 for controlling the drive of the clutch motor 30, the assist motor 40 or the rear wheel motor 80 will be described. The control device 100 controls a first drive circuit 91, a second drive circuit 92, a switch 93 for switching a connection destination of an output of the first drive circuit 91, and both the drive circuits 91 and 92. Control CPU 90 for controlling drive of first clutch 45 and second clutch 46
And a battery 94 as a secondary battery. The control CPU 90 is a one-chip microprocessor, in which a work RAM 90a, a ROM 90b storing a processing program, and an input / output port (not shown) are provided.
And a serial communication port (not shown) for communicating with EFIECU 70. The switch 93 switches between connecting the first drive circuit 91 to the three-phase coil 34 of the clutch motor 30 and connecting the first drive circuit 91 to the three-phase coil 84 of the rear wheel motor 80. This is a unique configuration.

The control CPU 90 receives the rotation angle θf of the drive shaft 22A from the resolver 37, the rotation angle θa of the rotor rotation shaft 38 from the resolver 47, the rotation angle θe of the engine 50 from the resolver 57, and the acceleration pedal position sensor 65. Accelerator pedal position (accelerator pedal depression amount) AP, brake pedal position (depression amount of brake pedal 68) BP from brake pedal position sensor 69, shift position SP from shift position sensor 63, first clutch 45 and second clutch 45
ON / OFF signal of both clutches from the clutch 46,
Current detectors 95 and 9 provided in the drive circuit 91
6 and the current values Iu from the two current detectors 97 and 98 provided in the second drive circuit.
a, Iva, the remaining capacity BRM from the remaining capacity detector 99 for detecting the remaining capacity of the battery 94, and the like are input via the input port. The remaining capacity detector 99 is connected to the battery 9
4, the remaining capacity is detected by measuring the specific gravity of the electrolyte or the total weight of the battery 94; There is known a method in which a short-circuit is caused momentarily, a current flows, and the remaining capacity is detected by measuring an internal resistance.

From the control CPU 90, the first drive circuit 9
1 and a control signal SW2 for driving the six transistors Tr1 to Tr6, which are switching elements provided in the first driving circuit 92, and a control signal SW2 for driving the six transistors Tr11 to Tr16 as switching elements provided in the second drive circuit 92. , A drive signal for driving the first clutch 45 and the second clutch 46 and the like are output. First
Transistors Tr1 to T in the drive circuit 91 of FIG.
r6 constitutes a transistor inverter, each of which is arranged in pairs so as to be on the source side and the sink side with respect to the pair of power supply lines P1 and P2, respectively. Each of the three-phase coils (UVW) 34 or 84 of the motor 80 is connected via a switch 93. Power supply lines P1, P2
Are connected to the plus side and the minus side of the battery 94, respectively, so that the control CPU 90 sequentially controls the ratio of the on-time of the paired transistors Tr1 to Tr6 by the control signal SW1, and
When a current flowing through the three-phase coil 34 or 84 is formed into a pseudo sine wave by PWM control, a rotating magnetic field is formed.

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

B. Operation principle: As described above, the vehicle 10 including the power transmission device 20 of the present embodiment has the following characteristic configuration. (1) The clutch motor 30 and the assist motor 40 are provided for the drive shaft 22A for the front wheels, and the assist motor 40 is controlled by the first and second clutches 45 and 46 to either the crankshaft 56 or the drive shaft 22A. A configuration that can be coupled to (2) The rear wheel drive shaft 22B includes the rear wheel motor 80. (3) By the switch 93, by the first drive circuit 91,
Either the clutch motor 30 or the rear wheel motor 80 can be driven.

As a result of the above configuration, the power transmission device 20 can adopt the following various operating states. (A) When the first drive circuit 91 is connected to the clutch motor 30 by the switch 93: In this case, the vehicle 10
Is to exchange power with the drive shaft 22A of the front wheels 26 and 28, and the vehicle runs as a front wheel drive vehicle in which driving force can also be applied only to the front wheels 26 and 28. At this time,
In the vehicle 10, the engine 50 is operated / not operated, the clutch motor 30 is powered / free / regenerated, and the assist motor 40
Power, free, regeneration, first and second clutch 45, 46
By controlling various states such as turning on / off the
Various operation modes can be adopted. Of these, representative ones will be described below, but other combinations can be adopted. When the first and second clutches 45 and 46 are turned on and off, the rotor rotation shaft 38 is connected to the crankshaft 5.
6 or the drive shaft 22A.

(A-1) When the engine 50 is operating: Clutch motor 30 Assist motor 40 First and second clutch Remarks Mode 1 Regenerative powering Drive shaft 22A Assist mode 2 Regenerative Free or Regenerative Drive shaft 22A Braking / charging Mode 4 Power running Power running Drive shaft 22A High-speed acceleration Mode 5 Power running Free Drive shaft 22A Overdrive Mode 6 Power running Regenerative Crankshaft 56 Overdrive Mode 7 Free or Regenerative Crankshaft 56 Braking / Charging (A-2) Engine 50 is stopped When: Mode 8 Free powering Crankshaft 56 Start mode 9 Free Powering drive shaft 22A EV mode 10 Free regenerative drive shaft 22A Braking / Charging Mode 11 Free Free Either free mode 12 Power running Powering drive shaft 22A Start (clutch mode) Cancel the start-up reaction force of 30 in the assist motor 40)

(B) The first drive circuit 9 by the switch 93
1 is connected to the rear wheel motor 80: In this case,
The vehicle 10 includes a drive shaft 22A for front wheels 26 and 28 and a rear wheel 2
Power can be exchanged between the drive shafts 22 and 7B. Therefore, driving force can also be applied to the front and rear wheels,
Run as a four-wheel drive vehicle as needed. At this time, in the vehicle 10, the engine 50 is driven / not driven, the clutch motor 30 is driven / free / regenerated, the assist motor 40 is driven / free / regenerated, and the first and second clutches 45 and 46 are turned on / off. As in the case of (A), various operation modes can be adopted by controlling to various states. Of these, representative ones will be described below, but other combinations can be adopted.

(B-1) When the engine 50 is operating: Rear wheel motor 80 Assist motor 40 First and second clutch Remarks Mode 21 Free / power running regenerative crankshaft 56 Charging / running mode 22 Regenerative regenerative crankshaft 56 Charging / braking (B-2) When the engine 50 is stopped: mode 23 free powering drive shaft 22A EV / front wheel running mode 24 power running free driving shaft 22A EV / rear wheel running mode 25 power running powering drive shaft 22A EV / Four-wheel drive mode 26 Regenerate one or both Drive shaft 22A Charging / braking mode 27-Powering Crankshaft 56 Engine start

Although not all of these operation modes are used, they can be used if necessary. Therefore, an example of control during actual operation will be described next. FIG. 4 is a flowchart illustrating an example of control according to the present embodiment. When this control routine is started, first, the switch 93 is driven to drive the first drive circuit 9.
1 is connected to the clutch motor 30 and the first and second clutches 45 and 46 are switched to connect the assist motor 40 to the drive shaft 22A or the crankshaft 56. In this state, the four-wheel-drive vehicle 10 travels as a front-wheel-drive vehicle, and when the engine 50 is operating, the engine 10 is stopped in any one of the modes 1 to 7. Are operated in the modes 9 to 11 (step S200). In this case, the front wheels 26, 28
Is the driving torque Tf: Tf = Tmg1 + Tmg2,
That is, it is given as the sum of the torques Tmg1 and Tmg2 by the clutch motor 30 and the assist motor 40.
Depending on the operation mode, not only when the torque of each motor 30, 40 is positive (during power running) but also when it is zero (free)
Also, there are cases where the value takes a negative value (during braking / regeneration).

In the front wheel drive state, the control device 100 performs a process of inputting signals from the respective wheel speed sensors 16 to 19 and detecting the rotational speeds of the front and rear wheels 26 to 29 (step S210). By averaging the detection values of the wheel speed sensors 16 and 18 provided on the front wheels 26 and 28, the front wheel rotation speed Nf is averaged with the detection values of the wheel speed sensors 17 and 19 provided on the rear wheels 27 and 29. Thereby, the rear wheel rotation speed Nr is obtained. Next, a deviation ΔN between the front wheel rotation speed Nf and the rear wheel rotation speed Nr thus determined is determined, and this deviation ΔN is determined by a preset deviation ΔN
It is determined whether or not the value exceeds fr (step S2).
20). This deviation ΔNfr is determined by the front wheels 26,
Reference numeral 28 denotes a threshold prepared in advance for determining whether or not the vehicle is in a slip state. If Nf−Nr ≦ ΔNfr, it is determined that the vehicle is not in the slip state, and the process returns to step S200 to continue running by front-wheel drive.

On the other hand, if Nf−Nr> ΔNfr, that is, the front wheel slips and the rotation speed increases, and the front wheel 2
If it is determined that the vehicle is in the slip state, the process proceeds to step S230 and the following processing is performed. First, the clutch motor 30 and the engine 50 are controlled to reduce the current flowing through the clutch motor 30 to zero (output torque Tmg1 = 0), and a process of stopping the engine 50 is performed (step S230). The control of the engine 50 is performed by communicating with the EFI ECU 70,
This is performed via the ECU 70. At the same time, the first clutch 4
By controlling the fifth clutch and the second clutch 46, the assist motor 40 is connected to the drive shaft 22A (step S235).
The slip on the front wheels occurs when a high driving force is output from the front wheels.
Is connected to an assist state, that is, the drive shaft 22A.
Therefore, when the assist motor 40 is already connected to the drive shaft 22A, this processing is not necessary. When the assist motor 40 is connected to the drive shaft 22A, the front wheels 26 and 28 are driven by the assist motor 40 to generate a torque Tm.
It continues to be driven at g2. After the engine 50 stops and the current flowing through the clutch motor 30 becomes zero, the switch 9
3 is driven to switch the connection of the first drive circuit 91 from the clutch motor 30 to the rear wheel motor 80 (step S240). After the switching is completed, a process is performed in which a current is supplied to the rear wheel motor 80 via the first drive circuit 91 to output the torque Tmg3 (step S250). At this time, the torque Tmg3 is equal to the torque Tmg1 output from the clutch motor 30 to the front wheels before the occurrence of the slip.

FIGS. 5 and 6 show how the driving force output to the front and rear wheels changes by the above processing. In FIGS. 5 and 6, the black circles indicate the driving points of the front and rear wheels, respectively. FIG. 5 is an explanatory diagram showing an operation state in a front wheel drive state. As shown
In the front wheel drive state (steps S200 to S220), the engine 50 is operating on the optimal operation line of the engine, and the output from the engine 50 (the rotation speed Ne,
A part of the torque Te) is regenerated by the clutch motor 30, and the energy drives the assist motor 40. The energy regenerated by the clutch motor 30 is
It is equal to the integrated value of the slip rotation speed (Ne-Nf) of the clutch motor 30 and the torque Te of the engine 50. Therefore, assuming that all the regenerated energy is output to the assist motor 40, the torque Tmg2 assisted by the assist motor 40 becomes Tmg2 = Te × (N
e-Nf) / Nf. That is, the areas of the two rectangular regions hatched in FIG. 5 are equal to each other. At this time, the driving force Tr output to the rear wheels 27 and 29 naturally has a value of 0 since the rear wheel motor 80 is not driven.
It is. Note that if slippage occurs in the front wheels 26 and 28, which are drive wheels, Nf = Nr is not strictly satisfied.
5 and 6, it is assumed that the front and rear wheels are driven at the same speed.

FIG. 6 is an explanatory diagram showing an operation state in the case where switching is performed by the switch 93 and the rear wheel motor 80 is operated. In this state, the engine 50 is stopped, and the front wheels 26, 28
At the rotational speed Nf and the torque Tmg2.
7, 29 are rotated by the rear wheel motor 80 at a rotation speed Nr (= N
f), driven by torque Tmg3. Four-wheel drive vehicle 10
Assuming that the running torque is the same before and after the occurrence of the slip, the hatched area in FIG. 6 is the area (Ne × Te) of the rectangular area indicating the energy output by the engine 50 in FIG. Become equal.

By performing the above-described processing, when the front wheels 26, 28, which are drive wheels, are in a slip state,
The state is switched from the front-wheel drive state to the four-wheel drive state. In this state, the vehicle can be driven in the above-mentioned operation modes 23 to 26. However, in this embodiment, the vehicle is switched to the four-wheel drive state because the front wheels have slipped. Is adopted and a four-wheel drive state is achieved. Therefore, a process of distributing torque to the front and rear wheels in four-wheel drive is performed. First, each wheel 2
A signal is read from the wheel speed sensors 16 to 19 disposed in 6 to 29, and a process of determining the magnitude relationship between the deviation of the rotational speed of the front and rear wheels and a predetermined threshold value ΔNfr is performed (step S260). In this case, the magnitude relationship is determined including the sign. As a result, when it is determined that Nf−Nr> ΔNfr, the rotational speed of the front wheels is too high, so that it is determined that the front wheels are in a slip state, and the torque Tmg2 of the front wheels is gradually reduced by ΔT. Conversely, a process of gradually increasing the rear wheel torque Tmg3 by ΔT is performed (step S270). On the other hand, when it is determined that the rear wheel is in the slip state (Nf−Nr <−ΔNfr),
A process of gradually decreasing the rear wheel torque Tmg3 by ΔT and conversely increasing the front wheel torque Tmg2 by ΔT is performed (step S280).

By performing the above processing, the torque distribution of the front and rear wheels should eventually converge to a state where no slip occurs. However, since the above processing is performed with the engine 50 stopped, the basic processing is performed. Is performed using the electric power stored in the battery 94. Therefore, the electric power P corresponding to the torque Tmg2 + Tmg3 output to the front and rear wheels
mg23 is limited so that it does not exceed a predetermined power limit value Pb0 (step S2).
90 or less). That is, the magnitude relationship between Pmg23 and power limit value Pb0 is determined (step S290), and Pmg23>
If it is Pb0, it is determined that overwork has been performed in view of the remaining capacity of the battery 94, and the output torque Tmg2 from both motors 40 and 80 so that the power Pmg23 brought out from the battery 94 becomes smaller than the power limit value Pb0. ,
Tmg3 is reduced (step S30).
0). Thereafter, the above processing is repeated from the determination of the slip state based on the rotational speed difference (step S260). The power limit value Pb0 may be determined uniformly or may be determined based on the remaining capacity BRM of the battery 94.
Generally, if the remaining capacity BRM is large, the power limit value Pb0 can be set to a large value.

As a result of controlling the torque distribution of the front and rear wheels, when it is determined that both wheels are in a slip-free state (step S260), processing for returning from the four-wheel drive state to the front wheel drive state is started. That is, first, the torque Tmg3 of the rear wheel motor 80 output to the rear wheels is gradually reduced by the torque ΔTf, and the torque Tmg2 of the assist motor 40 output to the front wheels is gradually increased by the torque ΔTf (step S310). As a result of reducing the rear wheel torque Tr, the torque Tmg of the rear wheel motor 80 output to the rear wheel
It is determined whether 3 has become equal to or less than the value 0 (step S3).
20). If the torque Tmg3 output to the rear wheels is equal to or less than 0, it can be determined that the front wheels can be driven.

Step T2 until Tmg3 ≦ 0.
Returning to step 60, the above processing is repeated. If a slip occurs in the front wheels during the process of gradually reducing the torque of the rear wheels (step S260), the process proceeds to step S27.
The value is shifted to 0 or less, and the torque distribution is adjusted again.

If no slip has occurred in the front and rear wheels and the torque Tmg3 output to the rear wheels becomes equal to or less than 0, it is determined that the vehicle can be driven only by the front wheels (step S32).
0), the switch 93 is driven to switch the connection of the first drive circuit 91 from the rear wheel motor 80 to the clutch motor 30 (step S330). Thereafter, the engine 50 is started, and the clutch motor 30 and the assist motor 40 control the operation mode (step S200) as a front wheel drive vehicle in which the rotation speed and torque of the front wheels are controlled.
Return to the following). The activation of the engine 50 may be performed in the operation mode 8 or 12 described above.

The four-wheel drive vehicle 1 of the first embodiment described above
0, three motors 30, 4 are driven by a first drive circuit 91 and a second drive circuit 92, which are two sets of inverters.
The vehicle can be driven as a front wheel drive vehicle when slippage does not occur, and can be driven as a four wheel drive vehicle when slippage occurs. In other words, the configuration as the standby 4D can be realized without using three sets of inverters. In the vehicle 10, in the front wheel drive state, the torque and the number of revolutions required for the vehicle can be realized by using not only the output of the engine 50 but also the clutch motor 30 and the assist motor 40. As described above, the engine 50 can be operated on the optimal operation line. As a result, it is possible to realize a vehicle having excellent fuel economy and excellent exhaust purification properties. In addition, when a slip occurs in the drive wheels in the front wheel drive state, the running mode is switched to the four-wheel drive, and the running is performed with the torque distribution of the front and rear wheels appropriately corrected, so that the running stability is excellent.

In the embodiment described above, when the slip occurs, the operation of the engine 50 is stopped, and the first clutch 45 and the second clutch 46 are switched to connect the assist motor 40 to the drive shaft 22A of the vehicle. When the slip occurs, the assist motor 40 may be coupled to the crankshaft 56 of the engine 50 to drive the engine 50. In this case, power is not supplied to the clutch motor 30, so that the clutch motor 30
Idles, and no torque is output from the engine 50 to the drive shaft 22A via the clutch motor 30.

FIG. 7 shows a second embodiment of the vehicle operation control routine. It is the same as in the first embodiment that the occurrence of slip is determined and the vehicle is driven by the front wheel drive until the occurrence of slip (steps S400 to S420). If it is determined that a slip has occurred in the front wheels (step S420), the current of the clutch motor 30 is set to zero and its torque Tmg1 is set to a value of 0 (step S430), as in the first embodiment. 1
Is switched from the clutch motor 30 to the rear wheel motor 80 (step 440). continue,
The first clutch 45 and the second clutch 46 are driven to perform a process of coupling the assist motor 40 to the crankshaft 56 (step S445).

First clutch 45 and second clutch 46
And the assist motor 40, which has been connected to the drive shaft 22A, is connected to the crankshaft 56, the load seen from the engine 50 fluctuates. Therefore, when the current flowing through the clutch motor 30 is reduced to zero,
Once the engine 50 is stopped, and the switching of the connection of the assist motor 40 by the first clutch 45 and the second clutch 46 is completed, the engine 5 is stopped by the assist motor 40.
0 may be activated to drive. Prior to the current control of the clutch motor 30 (step S430), the coupling state of the assist motor 40 is switched to the crankshaft 56 side, and the current of the assist motor 40 is reduced in accordance with the gradual decrease of the current flowing through the clutch motor 30. The engine 50 may be controlled to operate continuously at a predetermined operation point.

In any case, finally, the switch 9
3 connects the first drive circuit 91 to the rear wheel motor 8.
0, and the assist motor 40
In this state, the engine 50 is connected to the 0 crankshaft 56, and the engine 50 is operated. That is, the vehicle is operated in the operation mode 21 or 22 described above. At this time, the clutch motor 30 is not connected to the drive shaft 22 and the power of the engine 50 is
A is not output to A, so that the torque required for running the vehicle is covered only by the rear wheel motor 80. Therefore, the torque Tmg3 output from the rear wheel motor 80 to the rear wheel drive shaft 22B is set to the torque Tf (= Tmg1 + Tmg2) output to the front wheel drive shaft 22A before the switching (step S450). Further, the engine 50 and the second motor 50 generate the energy required to output the torque Tf to the drive shaft 22B rotating at the rotation speed Nr by the assist motor 40 coupled to the engine 50.
Is controlled (step S460).

FIGS. 8 and 9 show how the operating state changes with the switching from the front wheel running state to the rear wheel running state.
FIG. 8 shows that the vehicle is in an overdrive state and the front wheels 26,
28 is a rotation speed Nf higher than the rotation speed Te of the engine 50.
Spinning at. At this time, the torque output to the front wheels is Tf. The engine 50 is operating on the optimal operation line, and its output torque is Te. Part of the energy (Ne × Te) output from the engine 50 (Ne × Te)
The overdrive state is realized by regenerating (Te−Tf) by the assist motor 40 and outputting it to the clutch motor 30. That is, in this state, the energy regenerated by the assist motor 40 and the clutch motor 3
The energy used to power zero is balanced. In a mathematical expression, Ne × (Te−Tf) = (Nf−Ne) × Tf. At this time, no torque is output to the rear wheels. 8 and 9, “●” indicates a driving point of the front and rear wheels.

When the mode is switched to the rear wheel running state, the engine 5
0 means that the operation is continued as it is.
Although the energy output from 0 does not change as Ne × Te, no torque is output to the front wheels, and all the driving force is output from the rear wheels. Therefore, if all the energy regenerated by the assist motor 40 is output to the rear wheel motor 80 to drive the rear wheels, then Ne × Te = Nr × Tmg3 holds.

Next, in this state, it is determined whether or not the rear wheel is slipping (step S470). If it is determined that the rear wheel is slipping, the torque Tmg3 output to the rear wheel is determined. Is gradually reduced by the torque ΔT (step S480). Until the rear wheels no longer slip, power generation control for the output of the torque is required (step S460), and the slip is determined (step S47).
0) and the process of gradually decreasing the rear wheel torque (step S480) is repeated.

If it is determined that the rear wheels are no longer slipping, it is next determined whether or not conditions for returning to front wheel drive are satisfied (step S500).
The condition for returning to the front wheel drive may be, for example, a case where no slip has occurred for a certain time in the rear wheel drive, or a case where the driver has given an explicit instruction. When it is determined that the condition for returning to the front wheel drive is satisfied, the switch 93 is driven to switch the connection of the first drive circuit 91 from the rear wheel motor 80 to the clutch motor 30 (step S510).
By driving the first clutch 45 and the second clutch 46,
If necessary, the coupling between the assist motor 40 and the crankshaft 56 is released, and the assist motor 40 is
2A (step S520). As a result, the vehicle returns from the rear wheel drive state to the front wheel drive state. In addition,
Whether the assist motor 40 is coupled to the drive shaft 22A or the crankshaft 56 depends on whether the traveling state of the vehicle is in the underdrive state (the drive shaft 2 is determined by the rotation speed of the engine 50).
The switching may be performed according to whether the rotation speed of 2A is lower) or overdrive (the rotation speed of the drive shaft 22A is higher than the rotation speed of the engine 50).

In this embodiment, when a slip occurs in the front wheels, the driving is switched to rear wheel drive to prevent the occurrence of slips, thereby realizing stable running of the vehicle. The occurrence of slip is affected not only by excessive driving force output to the drive shaft 22A, but also by various conditions such as tire and road surface conditions and cornering conditions. By switching, it is also possible to prevent the occurrence of slip. In this embodiment, as in the first embodiment,
The two motors 30 and 40 are coupled to the front wheels by the two sets of first drive circuits 91 and 92, thereby realizing a state in which the power of the engine 50 is efficiently extracted and the vehicle travels. In addition, when the vehicle is switched to rear wheel drive when slippage occurs, electric energy required for rear wheel traveling can be generated by the assist motor 40 using the engine 50 as a power source. Therefore, even if the rear wheels run for a long time, the battery 94
The removal of power from the public will not be unacceptable.

When the first embodiment and the second embodiment described above are combined and the front wheel slips, the engine 5
0 is stopped to shift to the four-wheel drive state shown in the first embodiment, and when the remaining capacity of the battery 94 is reduced, the engine 50 is started to start the rear-wheel drive state shown in the second embodiment. It is also possible to shift to. In this case, the engine 50 and the assist motor 40 may be controlled so as to generate enough electric power to recover the reduced remaining capacity of the battery 94. It should be noted that the present invention is not limited to the case where the slip state occurs, and the above-described front wheel running state, four wheel running state, and rear wheel running state can be switched based on a driver's instruction or the like. Through these driving states, the engine 50
Is operated with priority given to efficiency, and starting and stopping may be repeated with switching of the remaining capacity of the battery 94 and the operation mode. In such a case, the operation mode 8 or the operation mode 27 described above may be used to start the stopped engine 50.

Next, a third embodiment of the present invention will be described. The vehicle 10A according to the third embodiment has the hardware configuration shown in FIG. This configuration differs from the first embodiment in the following points. First, in this embodiment, the basic components are the same as those in the first embodiment, but a switch 93A is provided on the second drive circuit 92 side to connect the assist motor 40 and the rear wheel motor 80 to each other. The connection is switched. That is, in this embodiment, the first drive circuit 91 which is an inverter is always connected to the clutch motor 30 and the second drive circuit 92 which is another inverter.
However, the connection can be switched to the assist motor 40 or the rear wheel motor 80. As a result, the second drive circuit 92
Is connected to the assist motor 40, the power of the engine 50 is supplied to the clutch motor 30 and the assist motor, similarly to the case where the first drive circuit 91 is connected to the clutch motor 30 in the first embodiment. 40, the energy is distributed and combined, and then output to the drive shaft 22A. That is, in this state, the vehicle 10A of the third embodiment
Operates as a front-wheel drive vehicle and temporarily stores energy from the engine 50, which is driven with efficiency priority, in the battery 94.
The driving force can be changed without wasting. In addition, also in this embodiment, since the first clutch 45 and the second clutch 46 are provided, the assist motor 40 can be connected to the drive shaft 22A or connected to the crankshaft 56, and can be controlled freely. , A part of the energy output from the engine 50
And output to the assist motor 40 by the drive shaft 2
The driving range of the underdrive U / D state in which a torque is applied to 2A, or conversely, part of the energy output from the engine 50 is regenerated by the assist motor 40 coupled to the crankshaft 56 and output to the clutch motor 30. Overdrive O / to increase the rotational speed of drive shaft 22A
The vehicle can be driven in the driving range in the D state.

In the third embodiment having such a configuration, the switch 93
By switching A, the drive shaft 22A of the front wheel
The clutch motor 30 connected to the first drive circuit 91 is connected, and the second drive circuit 9 is connected to the drive shaft 22B of the rear wheel.
2 is connected to a rear wheel motor 80 via a switch 93A.
Will be combined.

The control of each motor and the driving force control in this embodiment will now be described with reference to the driving force control routine shown in FIG. The processing routine shown in FIG. 11 performs the same processing as the processing routine of the first embodiment shown in FIG. 4, and differs from the processing routine shown in FIG. It is the same as the first embodiment except that the control of each motor is different.

The control of the motor will be described with reference to the flowchart of FIG. The point that the occurrence of slip is determined and the vehicle is driven by front wheel drive until the occurrence of slip is the first point.
This is the same as the embodiment (steps S600 to S62).
0). When it is determined that the front wheels have slipped (step S620), the assist motor 40 is controlled,
The output torque Tmg2 of the assist motor 40 is set to a value of zero (step S630). The assist motor 4
The control of the engine 50 is performed in addition to the control of the energization to zero. This is because controlling the assist motor 40 changes the load seen from the engine 50. After setting the output torque Tmg2 of the assist motor 40 to the value 0, the switching device 9
3A, the connection of the second drive circuit 92 is switched from the assist motor 40 to the rear wheel motor 80 (step 64).
0).

After the switching is completed, the first drive circuit 91,
Using the second drive circuit 92, two motors 30, 80
Is performed (step S650). In this state, the engine 50 is coupled to the front wheels 26, 28 via the clutch motor 30. Clutch motor 3
Since the torque Te of the engine 50 is directly output to the drive shaft 22A due to the characteristic of 0, the control of the torque and the like contributing to the running of the vehicle is performed as follows. First, front wheel 2
The operating points of the clutch motor 30 and the engine 50 are controlled so that the torque output to the motors 6 and 28 becomes the torque Tmg1 that is considered appropriate for the torque distribution of the front and rear wheels. At the same time, an electric current is supplied to the rear wheel motor 80 so that the torque Tmg
3 is output. The control of the engine 50
What has been done by communicating with the EFIECU 70 has already been described.

In the state described above, a part of the energy output from the engine 50 is regenerated by the clutch motor 30. If the regenerated energy is output to the rear wheel motor 80, the operation is as follows. Can be understood. As shown in FIG.
e, it is assumed that the engine is operated at the rotation speed Ne. At this time, the energy (torque Te × rotation speed Ne) extracted from the engine 50 is transmitted to the drive shaft 22 via the clutch motor 30.
A, the rotation speed difference (ΔN = Ne−Nd) when the clutch motor 30 causes the slip rotation.
X Energy corresponding to the transmission torque Td is regenerated from the three-phase coil 36 of the clutch motor 30. Where Nd
Is the number of revolutions of the drive shaft 22A, and Td is the torque transmitted to the drive shaft 22A, which is the reaction torque of the clutch motor 30, so that Td = Te. This energy Δ
P = ΔN × Te = ΔN × Td is collected from the slip ring 35 via the first drive circuit 91 and the battery 94
Is stored in

On the other hand, the rear wheel motor 80 connected to the second drive circuit 92 generates a predetermined torque in consideration of the torque output to the drive shaft 22A via the clutch motor 30. This torque is obtained by powering the rear wheel motor 80 with the energy stored in the battery 94 or the energy regenerated by the clutch motor 30. Assuming that there is no loss due to energy conversion and that only the energy regenerated by the clutch motor 30 is consumed by the rear wheel motor 80, the energy Pr output by the rear wheel motor 80
Is the energy ΔP regenerated by the clutch motor 30
And the rotational speed N of the front and rear drive shafts 22A and 22B.
If d is equal, Pr = ΔP = Nd × Tr.
In this case, the torques of Te and Tr are distributed to the front wheels 26 and 28 and the rear wheels 27 and 29, respectively. The operating point of the engine 50 is controlled by the drive shaft 22 of the front wheels.
This is because the torque of the engine 50 is directly output to A via the clutch motor 30. Therefore, torque Tmg1 of clutch motor 30 becomes equal to torque Te of engine 50.

As described above, when the front wheels 26, 28, which are the drive wheels, enter the slip state, the state is switched from the front wheel drive state to the four-wheel drive state, and the torque distribution of the front wheels and the rear wheels is distributed. The torques become Te and Tr. In this state, the vehicle can be driven in the driving mode 21 or 22 described above. However, in this embodiment, the vehicle is switched to the four-wheel drive state due to the occurrence of slip in the front wheels. 21 are adopted and are in a four-wheel drive state. Therefore, a process of distributing torque to the front and rear wheels in four-wheel drive is performed. First, each wheel 26-2
9, signals from the wheel speed sensors 16 to 19 disposed on the front and rear wheels are read, and the difference between the rotational speeds of the front and rear wheels and a predetermined threshold value ΔNf are read.
r is determined (step S6).
60). The following processing is substantially the same as that of the first embodiment except that the motor to be controlled is not the assist motor 40 but the clutch motor 30, and therefore will be briefly described.

The slip state of the front and rear wheels is determined. If the front wheel or the rear wheel has slipped by a predetermined amount or more, the slip of the wheel on the side where the slip is generated is within an allowable range in view of the remaining capacity of the battery 94. A process of gradually decreasing the torque by ΔT and increasing the torque of the other wheel by ΔT is performed (steps S660 to S700). The torque of the rear wheels 27, 29 to which the rear wheel motor 80 is coupled can be controlled by simply increasing or decreasing the current of the rear wheel motor 80.
As for the torques on the sides 6 and 28, the torque Te of the engine 50 is output as it is via the clutch motor 30, so that both the engine 50 and the clutch motor 30 are controlled as described above.

When no slip occurs in the front and rear wheels, the drive torque Tmg3 for the rear wheels is gradually reduced until the drive torque Tmg3 for the rear wheels becomes zero, and the drive torque for the front wheels is gradually increased. (Steps S710 and S72)
0). When the rear wheel torque Tmg3 becomes zero, it is determined that the driving can be returned to the front wheel driving, and the switch 93A is driven to perform the second driving.
Is switched to connect the driving circuit 92 to the assist motor 40 (step S730). After that, the control returns to the control as the front wheel drive vehicle (step S600).

The four-wheel drive vehicle 1 of the third embodiment described above
0A, the first drive circuit 91 which is two sets of inverters
And the second drive circuit 92, the three motors 30,
By switching and using 40 and 80, the vehicle runs as a front-wheel drive vehicle when no slip occurs,
When a slip occurs, the vehicle can run as a four-wheel drive vehicle. In other words, the configuration as the standby 4D can be realized without using three sets of inverters. In addition to this, the vehicle 10A has substantially the same effects as those of the first embodiment. In addition, the vehicle 10A can operate the engine 50 even in the four-wheel drive state. The advantage is that the power can be regenerated and the burden on the battery 94 can be reduced.

Next, a fourth embodiment of the present invention will be described. FIG. 13 shows a four-wheel drive vehicle 10B as a fourth embodiment.
Of the first drive circuit 91 and the second drive circuit 9
It is explanatory drawing which mainly shows 2B. As shown in the figure, in this embodiment, it is assumed that the switch
1, X2 are prepared. Also, the rear wheel motor 80B
, A brush motor or an induction motor is used and connected to the V and W phases of the second drive circuit 92B. Further, the contact X1 is inserted into one of the lines from the V phase of the second drive circuit 92B to the rear wheel motor 80B, and the contact X2 is connected from the W phase of the second drive circuit 92B to the assist motor 40. Inserted in the line to the W phase. Another line of the rear wheel motor 80B is connected to the W phase of the second drive circuit 92B.

Also in this embodiment, only two sets of drive circuits, which are inverters for performing power control on the motor, are provided. Vehicle 1 of the fourth embodiment employing such a configuration
In the case of 0B, as shown in the flowchart of FIG. 14, first, the vehicle is driven with the front wheels driven, and it is determined whether or not the front wheels have slipped (step S800). Until a slip is detected, the contact X1 is turned off (open state), and the contact X2 is turned off.
Is turned on (connected state) (step S810), the clutch motor 30 is controlled via the first drive circuit 91, and the assist motor 40 is controlled via the second drive circuit 92B (step S820). As described in the first to third embodiments, the operating efficiency of the engine 50 and the front wheels 2
Appropriately control the torques and rotation speeds of Steps 6 and 28 (Step S870).

When the occurrence of slip is detected (step S
800), the contact X1 is turned on (connected state), the contact X2 is turned off (opened state) (step S850), and while controlling the clutch motor 30 via the first drive circuit 91, the second drive circuit 92B Of the transistors Tr1
3 and Tr16 or the transistors Tr14 and Tr15 to drive the rear wheel motor 80B in the forward or reverse rotation direction (step S860). In this case, as described in the first embodiment, the torque and the rotation speed of the front and rear wheels 26 to 29 are appropriately controlled so as not to cause a slip (step S870).

As a result of the above processing, as described in the first embodiment, the vehicle of this embodiment is driven by front-wheel drive when no slip occurs, and is switched to four-wheel drive when slip occurs. Can be In order to perform such control, 2
In this embodiment, it is only necessary to prepare a set of inverters, and in this embodiment, since the configuration of the rear wheel motor 80B can be a DC motor having a simple configuration, the number of parts can be reduced, control can be simplified, and the like. Can be. There is a great advantage that the configuration can be simplified, for example, only two contacts are required for connection switching.

Although several embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and various embodiments are possible. For example, in the above embodiment, the first clutch 45 and the second clutch 46 are provided, and the assist motor 40 is driven by the drive shaft 22A.
Alternatively, the present invention can be applied to a configuration that does not have such a switching mechanism, although it can be connected to any one of the crankshafts 56. Further, both clutches 45 and 46 may be simultaneously connected to take a state.

Further, the configuration and arrangement of the clutch motor 30 and the assist motor 40 and the configuration and arrangement of the first clutch 45 and the second clutch 46 can be variously varied. Hereinafter, other embodiments of the present invention will be described in brief. ”And the letter after the code. Detailed descriptions of those having a clear correspondence are omitted.

As shown in FIG. 15, the first clutch 45A
And the second clutch 46B are disposed between the engine 50 and the assist motor 40, or as shown in FIG.
The clutch 45B is disposed between the engine 50 and the assist motor 40, and the second clutch 46B is
0 and the clutch motor 30 may be arranged. Further, as shown in FIG.
C may be arranged between the engine 50 and the assist motor 40. In this example, an outer rotor 31C having a permanent magnet 32C of a clutch motor 30C on its inner peripheral surface is coupled to the crankshaft 56,
Is connected to an inner rotor 33C around which a three-phase coil 34 is wound. This difference is because the first clutch 45C and the second clutch 46C are arranged between the clutch motor 30C and the assist motor 40. Clutch motor 30, assist motor 40, first clutch 45, second clutch
The arrangement of the clutch 46 and the slip ring 35 is different from each other in two arrangements of the clutch motor 30 and the assist motor 40, three arrangements of the first clutch 45 and the second clutch 46, and three arrangements of the slip ring 35. Thus, a total of 18 (2 × 3 × 3) configurations can be considered.

In the first to third embodiments, the clutch motor 30 and the assist motor 40 are formed separately. However, as shown in FIG. 18, the assist motor 40 is disposed radially outside the clutch motor 30D. And may be integrated. In this configuration, the clutch motor 30D and the assist motor 40D
The inner rotor 31D of the clutch motor 30D having a permanent magnet 32D attached to the outer peripheral surface thereof, the outer rotor 33D of the clutch motor 30D having the three-phase coil 34D wound thereon, and the permanent magnet 42D being coupled to the rotor rotating shaft 38D. Are arranged in the order of the rotor 41D of the assist motor 40D to which the three-phase coil 44D is wound and fixed to the case 49. By arranging the assist motor 40 radially outside the clutch motor 30 in this manner, the axial length of the device can be significantly reduced. As a result, the entire apparatus can be made more compact. In the configuration in which the assist motor 40D is arranged radially outward of the clutch motor 30, there is also a degree of freedom in the arrangement of the first clutch 45D and the second clutch 46D and the degree of freedom in the arrangement of the slip ring 35.

Further, as shown in FIG. 3, the clutch motor and the assist motor are arranged side by side in the direction of the rotation axis as shown in FIG. May be arranged in parallel, and the two motors may be coupled by a power transmission mechanism. For example, in the example shown in FIG. 19, the engine 50 and the clutch motor 30E are coaxially arranged and the assist motor 40
E on different shafts, the outer rotor 33E of the clutch motor 30E is connected to the drive shaft 22A by a belt 22E, and the crankshaft 56 is
E through the first clutch 45E to rotate the rotor shaft 38
E. In the modification shown in FIG. 20, the engine 50 and the assist motor 40F are arranged coaxially, the clutch motor 30F is arranged on a different axis, and the outer rotor 33E of the clutch motor 30F is connected to the crankshaft by a belt 56E. The drive shaft 22 is connected to the second clutch 46 by a belt 22F.
F is connected to the rotor rotation shaft 38F. If the clutch motor 30 and the assist motor 40 are arranged on different axes as in these modified examples, the axial length of the device can be greatly reduced. As a result, the device can be advantageously mounted on a front-wheel drive vehicle. In the case where the clutch motor 30 and the assist motor 40 are arranged on different axes, the first
There is a degree of freedom in the arrangement of the clutch 45 and the second clutch 46 and the like.

In the above embodiments and modifications, the power transmission device 20 for the front wheels is configured by combining the assist motor 40 and the clutch motor 30 having two rotors, and distributes the power of the engine 50 to the clutch motor 30. And the number of slip rotations at On the other hand, it is also easy to adopt a configuration in which power is distributed by using planetary gears PG capable of distributing power among three axes. This is called a mechanical distribution type configuration as opposed to an electric distribution type that distributes power in an electric form.

Various modifications can be made to the mechanical distribution type configuration. FIG. 21 is a configuration diagram illustrating an example of a mechanical distribution type configuration. In this example, a crankshaft 56 of the engine 50 is coupled to a planetary carrier shaft of a planetary gear PG, and a first electric motor MG corresponding to the clutch motor 30 is provided.
1 is connected to the sun gear shaft of the planetary gear PG.
Further, the ring gear shaft of the planetary gear PG is connected to the drive shaft, and the second electric motor MG2 corresponding to the assist motor 40 is connected to the ring gear shaft or the planetary carrier shaft by the first clutch 45G or the second clutch 46G. Configuration. This configuration is replaced with the power transmission device 20 of the first to third embodiments, and the drive circuit of the first or second electric motor MG1, MG2 is shared with the drive circuit of the rear wheel motor, whereby The same control as described above can be performed. The mechanical distribution type configuration is different from the electric distribution type configuration in that the planetary gears P
Although G is required, a normal motor can be used instead of the configuration having two rotors as the electric motor corresponding to the clutch motor 30 and the MG1, which has an advantage that the configuration of the motor can be simplified. is there. Further, the slip ring 35 and the like become unnecessary.

Various modifications can be made to the mechanical distribution type configuration. For example, as shown in FIG. 22, the planetary gear PG is connected to the first motor MG1 and the second motor M
G2, the first clutch 45H and the second clutch 46H may be arranged on both sides of the second electric motor MG2. Further, as shown in FIG. 23, the planetary gear PG is connected to the first electric motor MG1 and the second electric motor MG.
2 and the crankshaft 56 is connected to the planetary carrier shaft of the planetary gear PG by the first electric motor MG1.
May be connected to the sun gear shaft. In this case, the second electric motor MG2 is connected to either the sun gear shaft or the ring gear shaft by the first clutch 45J and the second clutch 46J. Furthermore,
Various other configurations are also possible.

In each of the above embodiments, the engine 5
Although a gasoline engine driven by gasoline was used as 0, other engines such as a reciprocating engine such as a diesel engine, a turbine engine, a jet engine, a rotary engine, and other internal combustion or external combustion engines were also used as prime movers. Can be used.

Further, as the clutch motor 30 and the assist motor 40, PM type (permanent magnet type;
Although a gnet type) synchronous motor is used, if a regenerative operation and a powering operation are performed, a VR (Variable Reluctance type) synchronous motor, a vernier motor, a DC motor, or an induction motor may be used. Alternatively, a superconducting motor or the like can be used. If only a power running operation is performed, a DC motor or a step motor can be used.

As the first and second drive circuits 91 and 92, transistor inverters are used.
IGBT (insulated gate bipolar mode transistor;
Insulated Gate Bipolar mode Transistor), thyristor inverter, voltage PWM (Pulse Width Modulation) inverter, square wave inverter (voltage type inverter, current type inverter),
A resonance inverter or the like can be employed.

As the battery 94 as a secondary battery, a lead battery, a nickel hydride (NiMH) battery, a lithium (Li) battery, or the like can be used. Further, a capacitor can be used instead of the battery 94.

In each of the embodiments described above, the case where the power transmission device is mounted on a vehicle has been described. However, the present invention is not limited to this, and a ship having two or more output shafts may be used. It can also be mounted on transportation means such as airplanes and various other industrial machines.

[Brief description of the drawings]

FIG. 1 shows a four-wheel drive vehicle 1 according to a first embodiment of the present invention.
FIG. 2 is a configuration diagram illustrating a schematic configuration of a zero.

FIG. 2 is a configuration diagram showing a schematic configuration of a vehicle 10 of FIG.

FIG. 3 is a schematic configuration diagram showing a power transmission device 20 in the four-wheel drive vehicle 10 of FIG. 1 including electrical connections.

FIG. 4 is a flowchart illustrating a vehicle drive control routine according to the first embodiment.

FIG. 5 is an explanatory diagram showing a state of driving force of front and rear wheels in a front wheel driving state in the first embodiment.

FIG. 6 is an explanatory diagram showing a state of driving force of front and rear wheels after switching to a four-wheel drive state in the first embodiment.

FIG. 7 is a flowchart illustrating a vehicle drive control routine according to a second embodiment.

FIG. 8 is an explanatory diagram showing a state of driving force of front and rear wheels in a front wheel driving state in a second embodiment.

FIG. 9 is an explanatory diagram showing a state of driving force of front and rear wheels after switching to a rear wheel driving state in the second embodiment.

FIG. 10 shows a four-wheel drive vehicle 1 according to a third embodiment of the present invention.
It is a block diagram which shows schematic structure of 0A.

FIG. 11 is a flowchart illustrating a vehicle drive control routine according to a third embodiment.

FIG. 12 is an explanatory diagram showing a state of distribution of driving forces of front and rear wheels in a third embodiment.

FIG. 13 is a configuration diagram showing a schematic configuration of a fourth embodiment of the present invention.

FIG. 14 is a flowchart showing an outline of vehicle drive control in a fourth embodiment.

FIG. 15 is a configuration diagram showing a schematic configuration of a first modified example regarding the arrangement of each motor.

FIG. 16 is a configuration diagram showing a schematic configuration of a second modified example regarding the arrangement of each motor.

FIG. 17 is a configuration diagram illustrating a schematic configuration of a third modified example regarding the arrangement of each motor.

FIG. 18 is a configuration diagram showing a schematic configuration of a fourth modified example regarding the arrangement of each motor.

FIG. 19 is a configuration diagram showing a schematic configuration of a fifth modified example regarding the arrangement of each motor.

FIG. 20 is a configuration diagram showing a schematic configuration of a sixth modification example regarding the arrangement of each motor.

FIG. 21 is a diagram showing the exchange of power between the engine and the clutch motor MG1 and the assist motor MG2 using the planetary gears P;
It is a schematic block diagram which shows the structure at the time of performing in G.

FIG. 22 shows the exchange of power between the engine and the clutch motor MG1 and the assist motor MG2 using the planetary gears P.
FIG. 11 is a schematic configuration diagram showing another configuration in the case of performing at G.

FIG. 23 shows the exchange of power between the engine and the clutch motor MG1 and the assist motor MG2 using the planetary gears P;
FIG. 11 is a schematic configuration diagram showing another configuration in the case of performing at G.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Four-wheel drive vehicle 10A ... Four-wheel drive vehicle 10B ... Four-wheel drive vehicle 16-19 ... Wheel speed sensor 20 ... Power transmission device 22A, 22B ... Drive shaft 22E ... Belt 22F ... Belt 23A ... Reduction gear 23B ... Reduction gear 24 ... differential gear 25 ... differential gear 26, 28 ... front wheel 27, 29 ... rear wheel 30 ... clutch motor 30C ... clutch motor 30D ... clutch motor 30E ... clutch motor 30F ... clutch motor 31 ... inner rotor 31C ... outer rotor 31D ... inner rotor 32 ... Permanent magnet 32C Permanent magnet 32D Permanent magnet 33 Outer rotor 33C Inner rotor 33D Outer rotor 33E Outer rotor 34 Three-phase coil 34D Three-phase coil 35 Slip ring 35a Rotating ring 35b Bra 36 ... three-phase coil 37, 47, 57 ... resolver 38 ... rotor rotating shaft 38D ... rotor rotating shaft 38E ... rotor rotating shaft 38F ... rotor rotating shaft 40 ... assist motor 40D ... assist motor 40E ... assist motor 40F ... assist motor 41 ... Rotor 41D rotor 42 permanent magnet 42D permanent magnet 43 stator 43D stator 44 three-phase coil 44D three-phase coil 45 first clutch 45A first clutch 45B first clutch 45C first clutch 45D First clutch 45E First clutch 45G First clutch 45H First clutch 45J First clutch 46 Second clutch 46B Second clutch 46C Second clutch 46D Second clutch 46F Second clutch 46G 2nd clutch 46H ... 2nd clutch 46J 2nd clutch 49 ... case 50 ... engine 51 ... fuel injection valve 52 ... combustion chamber 53 ... spark plug 54 ... piston 55 ... damper 56 ... crankshaft 56E ... belt 58 ... igniter 60 ... distributor 62 ... shift lever 63 ... shift Position sensor 64 ... accelerator pedal 65 ... accelerator pedal position sensor 66 ... throttle valve 66a ... motor 67 ... throttle position sensor 68 ... brake pedal 69 ... brake pedal position sensor 70 ... EFIECU 72 ... intake pipe negative pressure sensor 74 ... water temperature sensor 76 ... Rotation speed sensor 78 Rotation angle sensor 79 Starter switch 80 Rear wheel motor 80B Rear wheel motor 82 Rotor 83 Stator 84 Three-phase coil 85 Case 86 Permanent magnet 88 ... Resolver 89 ... Bearing 90 ... Control CPU 90a ... RAM 90b ... ROM 91 ... First drive circuit 92 ... Second drive circuit 92B ... Second drive circuit 93 ... Switch 93A ... Switch 94 battery 95,96 ... Current detectors 97, 98 ... Current detector 99 ... Remaining capacity detector 100 ... Control device MG1 ... First electric motor MG2 ... Second electric motor

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Shinji Kogure 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Hiroshi Suga 1 Toyota Town, Toyota City, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Hiroaki Urano 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (reference) 3D043 AA06 AB00 AB17 EA02 EA05 EA11 EA42 EB03 EB07 EB13 EF01 EF09 EF19 5H111 BB02 BB06 CC01 CC16 DD02 DD04 DD05 DD06 DD08 DD12 FF05 FF13 FF15 GG02 GG09 GG17 HA02 HB01 HB02 HB04 HB09 KK06 5H115 BB04 BC07 CA02 CA13 CA14 CA16 CA32 CB09 CB23 CB25 EE03 FA03 FB15 FB22 JA03 JC12 JC17 JC22 JC30 BB13 BB13 NN13 NN13 NN13 NN13 NN13 NN13 NN13 BB FF24 HH03 HH06

Claims (24)

[Claims] 1. A power that can control power between a prime mover and a first drive shaft and that can exchange power with a second drive shaft different from the first drive shaft. A transmission device, wherein the first motor is mechanically associated with an output shaft of the prime mover and the first drive shaft, and is capable of exchanging power of a difference between powers input to and output from the two shafts; A second electric motor coupled to any one of the shafts and the first drive shaft and capable of exchanging power, and a third electric motor capable of exchanging power between the second drive shaft and the third electric motor.
And two sets of power control circuits for controlling the power of the motor; and switching the connection between the two sets of power control circuits and the first, second, and third motors, A connection switching device that can drive any two of the two motors, and a control device that drives the connection switching device and the two sets of power control circuits to control the exchange of power by the two motors. A power control device comprising: 2. The power control device according to claim 1, wherein the first electric motor includes two relatively rotatable rotors, one of which is coupled to an output shaft of the prime mover,
A power control device that is a paired rotor motor in which the other rotor is connected to the first drive shaft. 3. The power control device according to claim 1, wherein the first electric motor is connected to one shaft of a planetary gear mechanism having three axes, and the other of the other two shafts of the planetary gear mechanism. A power control device, one of which is coupled to an output shaft of the prime mover, and the other one is coupled to the first drive shaft. 4. The power control device according to claim 1, wherein the second electric motor is coupled to an output shaft of the prime mover, and the control device is configured such that the electric motor drive circuit includes the two sets of power control. In a state where one of the circuits is connected to the second electric motor and the other is connected to the first electric motor, a part of the power of the prime mover is regenerated by the second electric motor. A power control device, which is means for operating the first drive shaft at a higher rotation speed than the output shaft by powering the electric motor of (1). 5. The power control device according to claim 1, wherein the second electric motor is coupled to the first drive shaft, and the control device is configured such that the electric motor drive circuit includes the two sets of electric power. In a state where one of the control circuits is connected to the second motor and the other is connected to the first motor, a part of the power of the prime mover is regenerated by the first motor, A power control device, which is means for operating the first drive shaft with higher torque than the output shaft by powering the second motor. 6. The power control device according to claim 1, wherein the motor drive circuit connects one of the two sets of power control circuits to the second motor, and the other includes: A power control device which is means for regenerating electric power by a motor connected to the first drive shaft in a state where one is connected to the first motor. 7. The power control device according to claim 1, wherein the motor drive circuit connects one of the two sets of power control circuits to the second motor, A power control device as a means for powering both motors together with one connected to the first motor. 8. The power control device according to claim 1, wherein the motor drive circuit connects one of the two sets of power control circuits to the first motor, In a state where one of the motors is connected to the third motor, a part of the power of the prime mover is regenerated as electric power by the first motor, and the third electric motor is regenerated by at least a part of the regenerated electric power.
A power control device, which is means for driving the electric motor of (1) to output power to the second drive shaft. 9. The power control device according to claim 1, wherein a battery capable of storing power is connected to the power control circuit, wherein the motor drive circuit includes the two sets of power control circuits. Is connected to the first motor, and the other is connected to the third motor, and the remaining power of the power output from the prime mover to the first drive shaft is transferred to the first motor. A power control device, which is means for regenerating as electric power by the first motor and storing at least a part of the regenerated electric power in the battery. 10. The power control device according to claim 1, wherein a battery capable of storing electric power is connected to the power control circuit, wherein the motor drive circuit includes the two sets of power control circuits. One is connected to the first motor, and the other is connected to the third motor, powering the first motor using the power stored in the battery,
A power control device that is means for driving the first drive shaft at a higher rotation speed than the output shaft of the prime mover. 11. The power control device according to claim 10, wherein the control device further powers the third electric motor by using electric power stored in the battery, and further controls the second drive shaft. A power control device comprising means for outputting power to a vehicle. 12. The power control device according to claim 1, wherein the second electric motor is coupled to an output shaft of the prime mover, and the control device is configured such that the electric motor drive circuit includes the two sets of power control. In a state where one of the circuits is connected to the second motor and the other is connected to the third motor, the power of the prime mover is regenerated as electric power by the second motor, A power control device which is means for driving the second drive shaft by powering an electric motor. 13. The power control device according to claim 1, wherein the second electric motor includes a battery coupled to an output shaft of the prime mover and capable of storing electric power, and the control device controls the electric motor drive. A circuit connecting one of the two sets of power control circuits to the second electric motor and connecting the other to the third electric motor, and using the second electric motor to power the prime mover. A power control device that is means for regenerating electric power and storing at least a part of the regenerated electric power in the battery. 14. The power control device according to claim 1, wherein the second electric motor is coupled to the first drive shaft, and the control device is configured such that the electric motor drive circuit includes the two sets of electric power. Power exchange between the second motor and the first drive shaft with one of the control circuits connected to the second motor and the other connected to the third motor. And a power control device for controlling exchange of power between the third electric motor and the second drive shaft. 15. The power control device according to claim 14, further comprising a battery capable of storing electric power, wherein the control device regenerates electric power by at least one of the second and third electric motors, A power control device that is means for storing the regenerated power in the battery. 16. The power control device according to claim 1, wherein the prime mover is an engine driven by supplying fuel, the second electric motor is coupled to an output shaft of the engine, An engine control device for controlling the operation of the engine is provided. The control device includes a motor drive circuit that connects one of the two sets of power control circuits to the second motor.
Means for starting the engine by breaking the power coupling between the output shaft of the engine and the first drive shaft, cranking the engine by the second electric motor, and driving the engine control device; Power control device equipped. 17. The power control device according to claim 1, wherein the prime mover is an engine driven by supplying fuel, and the second electric motor is coupled to the first drive shaft. An engine control device for controlling the operation of the engine is provided. The control device is configured such that the motor drive circuit connects one of the two sets of power control circuits to the second motor, and the other Is connected to the first electric motor, the engine is cranked by the first electric motor and the engine control device is driven to start the engine, and at the same time, controls the second electric motor. And a power control device comprising means for suppressing fluctuations in power output to the first drive shaft. 18. The power control device according to claim 1, wherein the second electric motor is coupled to an output shaft of the prime mover, and the control device is configured such that the electric motor drive circuit includes the two sets of power control. With one of the circuits connected to the second motor and the other connected to the third motor, the power of the prime mover is regenerated by the second motor, and the third motor is connected to the third motor. A power control device which is means for performing power running and rotating the second drive shaft in a direction opposite to a direction in which the first drive shaft is rotated by the prime mover. 19. The power control device according to claim 1, wherein a coupling shaft switching device that switches the second electric motor to be coupled to one of an output shaft of the prime mover and the first drive shaft. A power control device, wherein the control device is capable of driving the coupling shaft switching device. 20. The power transmission device according to claim 1, wherein the power control circuit is an inverter including a plurality of switching elements. 21. The power transmission device according to claim 20, wherein the third electric motor is a DC motor, and the connection switching device includes terminals of the DC motor and a power control circuit. It is a contact provided between some of the switching elements constituting the inverter, and the third electric motor is replaced with the third electric motor by turning on and off the contact. A power transmission device that drives a DC motor. 22. Power capable of controlling power between a prime mover and a first drive shaft and capable of exchanging power with a second drive shaft different from the first drive shaft. A method for controlling a transmission system, comprising: exchanging a power of a difference between powers input to and output from an output shaft of the prime mover and a first motor mechanically associated with the first drive shaft. A second electric motor capable of exchanging power is connected to any part from the output shaft to the first drive shaft, and the second drive shaft is connected to the drive shaft. A third motor capable of exchanging power is provided, and two sets of power control circuits for controlling the power of the motor are connected to the first motor, the second motor, and the third motor. Enabling any two of the three motors to be driven; Control method of a power transmission system for controlling the exchange of power by the electric motor. 23. A prime mover having an output shaft, first and second drive shafts respectively driving front wheels and rear wheels, and power exchange between the prime mover and the first and second drive shafts. A four-wheel drive vehicle comprising: a power transmission device for performing power transmission and reception of a difference between powers input and output to and from the output shaft of the prime mover and the first drive shaft. A possible first motor, a second motor coupled to any point from the output shaft to the first drive shaft and capable of exchanging power, and The third that can exchange power
An electric motor, two sets of power control circuits, an operating state detecting device for detecting an operating state including a running state of the vehicle, and the two sets of power control circuits based on the operating state including the detected running state A four-wheel drive vehicle comprising: a motor drive circuit that switches connection between the first motor, the second motor, and the third motor to drive any two of the three motors. 24. A four-wheel drive vehicle comprising a prime mover having an output shaft, and first and second drive shafts for driving a front wheel and a rear wheel, respectively. A power control device, and a driving state detection device that detects a driving state including a driving state of the vehicle, and based on the driving state including the detected driving state,
By driving the connection switching device of the power control device to switch the connection between the two sets of power control circuits and the first, second, and third motors, based on the traveling state, By driving the control device of the power control device,
A four-wheel drive vehicle comprising: a motor drive circuit that drives the two connected motors to exchange power.