JP2000152418A - Motive power unit and control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce switching time in a hybrid vehicle with an assist motor having a switchable joining end. SOLUTION: An engine 150 and an axle 116 are joined via a clutch motor 130. An assist motor 140 is provided with its joining end joined changeably to an engine side or an axle side through synchronized gears 111, 112, and 113. In addition, the assist motor 140 is joined to the axle 116 via a one-way clutch 182. The one-way clutch 182 is provided in a direction such that the motive power is transmitted, only when the revolutions of the assist motor 140 is higher than that of the axle 116. In this way, the motive power can be transmitted just at the disconnection of the assist motor 140 from the engine side, even if the assist motor 140 is not joined to the axle side to reduce the switching time.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power output device having an engine and a motor as a power source and a control method therefor. More specifically, the motor can be switched to an output shaft and a drive shaft of the engine. The present invention relates to a power output device having coupling means.

[0002]

2. Description of the Related Art In recent years, a hybrid vehicle using an engine and an electric motor as power sources has been proposed (for example, Japanese Unexamined Patent Publication No.
-47094). As one type of hybrid vehicle, there is a so-called parallel hybrid vehicle. In a parallel hybrid vehicle, part of the power output from the engine is transmitted to the drive shaft by a power adjustment device,
The remaining power is regenerated as electric power. This electric power is stored in a battery or used to drive an electric motor as a power source other than the engine. In the above-described power transmission process, the parallel hybrid vehicle can output the power output from the engine to the drive shaft at an arbitrary rotation speed and torque by controlling the power adjustment device and the electric motor. Regardless of the required power to be output from the drive shaft, the engine can select and operate an operation point with high operation efficiency, so the hybrid vehicle saves resources and saves energy compared to a conventional vehicle that uses only the engine as the drive source. Excellent exhaust purification.

[0003] In the parallel hybrid vehicle, the motor can be connected to the drive shaft or the output shaft of the engine in two ways. With respect to these couplings, in a configuration in which the electric motor is coupled to the drive shaft, there is a characteristic that the operating efficiency is increased during underdrive traveling in which the rotational speed of the drive shaft is lower than the rotational speed of the engine. Conversely, the configuration in which the electric motor is coupled to the output shaft of the engine has a characteristic that the driving efficiency is increased during overdrive traveling in which the rotation speed of the drive shaft is higher than the rotation speed of the engine. These characteristics are based on the occurrence of the following power circulation.

First, how power is transmitted when an electric motor is connected to a drive shaft will be described with reference to FIGS. 28 and 29. FIG. Here, the output shaft CS and the drive shaft D of the engine EG are connected via a paired rotor motor CM as a power adjusting device.
The following describes an example in which S is coupled to the drive shaft DS and the assist motor AM is coupled to the drive shaft DS. FIG. 28 schematically shows the flow of power during underdrive, in which the rotation of the crankshaft CS is reduced and the torque is increased to output from the drive shaft DS. Power PU1 output from engine EG is transmitted as power PU2 whose rotational speed has been reduced by anti-rotor motor CM. At this time, since relative slip occurs between the two rotors in the anti-rotor motor, power generation is performed based on the rotational speed difference between the two rotors, and part of the power output from the engine EG is converted to the electric power EU.
Regenerated as. With this power, the assist motor A
By powering M and adjusting the shortage torque,
The power PU3 having the requested rotation speed and torque is output to the drive shaft DS.

FIG. 29 schematically shows the flow of power during overdrive output from the drive shaft DS by increasing the rotation of the crankshaft CS and reducing the torque.
At this time, power PU1 output from engine EG
Is transmitted as power PU4 whose rotation speed has been increased by powering the anti-rotor motor CM. Next, by applying a load with the assist motor AM and adjusting the surplus torque, the power PU5 having the required rotation speed and torque is output to the drive shaft DS. The assist motor AM applies a load by regenerating a part of the power PU4 as electric power EU2. This electric power is supplied to the anti-rotor motor CM.

Comparing the two, during the underdrive, in the path where the power output from the engine is transmitted to the drive shaft, the power regenerated by the paired rotor motor CM located on the upstream side is assisted by the assist motor located on the downstream side. AM
Supplied to Conversely, at the time of overdrive, electric power regenerated by the assist motor AM located on the downstream side is supplied to the paired rotor motor CM located on the upstream side. The electric power supplied to the anti-rotor motor CM is supplied again as mechanical power to the assist motor AM located on the downstream side. Thus, at the time of overdrive, the illustrated power circulation γ1 occurs. When the circulation γ1 occurs, the power that is effectively transmitted to the drive shaft DS out of the power output from the engine EG decreases, so that the operating efficiency of the hybrid vehicle decreases.

FIGS. 30 and 31 show how power is transmitted when the electric motor is connected to the output shaft of the engine. FIG.
0 shows how power is transmitted during underdrive, and FIG. 31 shows how power is transmitted during overdrive. In such a configuration, the reverse phenomenon occurs when the motor is coupled to the drive shaft. During the underdrive, the electric power EO regenerated by the paired rotor motor CM located on the downstream side
1 is supplied to the assist motor AM located on the upstream side. During overdrive, EO2 regenerated by the assist motor AM located on the upstream side is supplied to the anti-rotor motor CM located on the downstream side. Therefore, when the electric motor is connected to the output shaft of the engine, the power circulation γ2 shown in FIG. 28 occurs during the underdrive, and the operating efficiency of the hybrid vehicle decreases.

In view of such characteristics, the coupling state of the motor is
There has been proposed a hybrid vehicle configured to be switchable between a drive shaft side and an output shaft side of an engine (for example, a hybrid vehicle described in JP-A-10-75501). Such a vehicle is provided with a first clutch for connecting and releasing the electric motor and the output shaft of the engine, and a second clutch for connecting and releasing the electric motor and the drive shaft.
When the rotation speed of the engine becomes higher than the rotation speed of the drive shaft, the first clutch is released and the second clutch is connected, so that the electric motor is connected to the drive shaft. In the opposite case, the first clutch is connected and the second clutch is released, so that the electric motor is connected to the output shaft side of the engine. By doing so, highly efficient operation is realized in both underdrive traveling and overdrive traveling.

[0009]

However, in a hybrid vehicle in which the coupling state of the electric motor can be switched, there is a problem that the switching takes a long time. A long time is required for switching the connection state, which causes a problem that responsiveness to a driver's instruction with respect to an increase or decrease in power is delayed.

For example, consider the case where the coupling destination of the electric motor is switched from the output shaft side of the engine to the drive shaft side. When such switching is performed, the operating state of the engine is controlled such that the required power is output to the drive shaft even when the motor is disconnected. After such operating conditions have been substantially achieved, the motor is disconnected. Next, the rotation speed of the electric motor is made to match the rotation speed of the drive shaft to which the motor is connected, and the motor is connected to the drive shaft when the rotation speeds of both motors substantially match. Conventionally, the connection destination of the electric motor is switched by sequentially executing these steps. Although attempts have been made to reduce the time for each step, the time required for switching has not been sufficiently reduced. The same applies to the case where the coupling destination of the motor is switched from the drive shaft side to the output shaft side of the engine.

The problem described above can occur not only in a hybrid vehicle but also in a hybrid power output device in general. The present invention has been made to solve at least a part of these problems, and an object of the present invention is to provide a technique for reducing a time required for switching a connection destination of an electric motor.

[0012]

Means for Solving the Problems and Actions and Effects Thereof The power output apparatus and the control method thereof according to the present invention employ the following means in order to achieve at least a part of the above objects. A power output device of the present invention includes an engine having an output shaft, a drive shaft for outputting power, and a power shaft coupled to the output shaft and the drive shaft, which increases and decreases the power output from the engine by exchanging power. A power output device having a power adjustment device that can be transmitted to a drive shaft, comprising: an electric motor coupled to one of the drive shaft and the output shaft by a one-way clutch; the drive shaft and the output shaft The gist of the invention is to have a connecting means for connecting and disconnecting the other rotating shaft from the electric motor.

According to this power output device, the connection destination of the electric motor can be switched between the drive shaft and the output shaft by the action of the one-way clutch and the connecting means. That is,
By operating the coupling means, the electric motor can be coupled to and disconnected from the other rotating shaft described above. Regardless of the coupling state of the coupling means, the electric motor is coupled to the one rotating shaft by a one-way clutch, so that power is transmitted between the electric motor and the one rotating shaft when the electric motor is disconnected from the other rotating shaft. It becomes possible. That is, the one-way clutch can be used to switch the connection destination of the electric motor according to the magnitude relationship between the number of rotations of the output shaft and the drive shaft, and there is no need to reconnect the electric motor to one of the rotation shafts. Therefore, according to the power output device described above,
The switching time of the coupling state of the electric motor can be greatly reduced.

Here, the one-way clutch is a mechanism for connecting the first rotating shaft and the second rotating shaft.
Means a mechanism capable of transmitting power only when the relative rotation direction of the second rotation shaft with respect to the rotation shaft is a predetermined one direction.
Taking the case where both are rotating in the forward direction as an example, when the rotation speed of the first rotation shaft is higher than the rotation speed of the second rotation shaft, power can be transmitted, but the opposite is true. In this case, the mechanism cannot transmit power. As the one-way clutch, a so-called roller type or a sprag type is known. In addition to such a well-known mechanism, various mechanisms performing the above-described functions correspond to the one-way clutch described in this specification.

In the power output device of the present invention, various combinations of the connection destination of the electric motor by the one-way clutch and the direction thereof are possible. For example, as a first combination, the one rotating shaft may be the drive shaft, and the one-way clutch may be a mechanism capable of transmitting power only from the electric motor to the drive shaft.

In this case, when the motor is disconnected from the output shaft, power can be transmitted from the motor to the drive shaft. In such a coupled state, for example, in an underdrive state in which it is required to increase the torque output from the engine and output the torque from the drive shaft, torque can be added to the drive shaft by powering the electric motor. As the electric power required for powering the electric motor, electric power regenerated by a power adjusting device located upstream of a power transmission path can be applied.

On the other hand, when the motor is connected to the output shaft, power can be transmitted between the motor and the output shaft.
Therefore, in an overdrive state in which it is required to reduce the torque output from the engine and increase the number of revolutions to output from the drive shaft, the power output from the engine is regenerated as electric power by the electric motor to load the engine. Can be given. The regenerated electric power can be applied to increase the rotation speed by a power adjusting device located downstream of the power transmission path.

Thus, according to the first combination,
In both the underdrive state and the overdrive state, power is transmitted only from upstream to downstream,
The power output device can be operated efficiently. Further, according to the first combination, power can be transmitted from the motor to the drive shaft when the motor is disconnected from the output shaft. Therefore, the time required for switching from the overdrive state to the underdrive state can be greatly reduced. For example, considering the case where the above-described power output device is applied to a hybrid vehicle, the configuration based on the first combination is used when it is desired to quickly increase the output torque of the drive shaft in response to a driver's request. Particularly useful.

As a second combination, the one rotating shaft may be the output shaft, and the one-way clutch may be a mechanism capable of transmitting power only from the output shaft to the electric motor.

In this case, when the motor is disconnected from the drive shaft, power can be transmitted from the output shaft to the motor. In such a coupled state, in the overdrive state, it is possible to apply a load to the engine by regenerating the power output from the engine as electric power by the electric motor. The regenerated electric power can be applied to increase the rotation speed by a power adjusting device located downstream of the power transmission path.

On the other hand, when the motor is connected to the output shaft, power can be transmitted between the motor and the output shaft.
In such a coupled state, in the underdrive state,
By powering the motor, torque can be applied to the drive shaft. As the electric power required for powering the electric motor, electric power regenerated by a power adjusting device located upstream of a power transmission path can be applied.

Thus, according to the second combination,
In both the underdrive state and the overdrive state, power is transmitted only from upstream to downstream,
The power output device can be operated efficiently. Further, according to the second combination, power can be transmitted from the output shaft to the motor when the motor is disconnected from the drive shaft. Therefore, the time required for switching from the underdrive state to the overdrive state can be greatly reduced. For example, considering the case where the above-described power output device is applied to a hybrid vehicle, it is desired that the configuration based on the second combination switch the coupling state from the underdrive state to the overdrive state quickly and smoothly with the acceleration of the vehicle. Especially useful in cases.

Alternatively, as a third combination, the motor can be coupled to the drive shaft in a direction in which power can be transmitted only from the drive shaft to the motor. As a fourth combination, in a direction in which power can be transmitted only from the electric motor to the output shaft,
An electric motor can be coupled to the output shaft.

For example, according to the third combination, it is possible to quickly switch to a state in which power is transmitted from the drive shaft to the electric motor. Therefore, when the drive shaft is rotated by an external force, there is an advantage that the power can be quickly regenerated by the electric motor. Further, according to the fourth combination, it is possible to quickly switch to a state where power is transmitted from the electric motor to the output shaft. Therefore, there is an advantage that the motoring of the engine by the electric motor can be performed quickly. As described above, the power output device of the present invention can variously select the coupling destination of the electric motor via the one-way clutch and the directionality of the one-way clutch in accordance with the switching direction in which it is necessary to reduce the time. .

In the power output device of the present invention, the above-mentioned connecting means may be switched manually, for example.
In the power output device to which the first combination and the second combination are applied, a detecting unit that detects a deviation between the rotation speed of the output shaft and the rotation speed of the drive shaft; When the rotation speed of the drive shaft is higher than a predetermined value by a predetermined value or more, the first control unit controls the coupling unit to bring the electric motor and the drive shaft into a coupled state in which power can be exchanged. It is desirable that

A detecting means for detecting a deviation between the rotation speed of the output shaft and the rotation speed of the drive shaft, wherein when the rotation speed of the drive shaft is higher than the rotation speed of the output shaft by a predetermined value or more, It is preferable that the apparatus further includes a second control unit that controls the coupling unit so as to establish a coupling state in which power can be exchanged between the electric motor and the output shaft.

By controlling the coupling means by these control means, the power output device can be operated efficiently based on the deviation. According to the first control means, in an underdrive state in which the rotation speed of the output shaft is higher than the rotation speed of the drive shaft by a predetermined value or more, a state in which power can be exchanged between the motor and the drive shaft is established. I do. That is, in the power output device configured by the first combination,
The coupling means is controlled so as to disconnect the electric motor from the output shaft, and in the power output device constituted by the second combination, the coupling means is controlled so as to couple the electric motor and the drive shaft. By doing so, it is possible to adopt a coupling state in which power does not circulate in the underdrive state, and it is possible to operate the power output device efficiently.

Further, according to the second control means, in an overdrive state in which the rotation speed of the drive shaft is higher than the rotation speed of the output shaft by a predetermined value or more, power exchange between the motor and the output shaft is not possible. A possible connection state. That is, the first
In the power output device composed of the combination of the above, the coupling means is controlled so as to couple the electric motor and the output shaft, and in the power output device composed of the second combination,
The coupling means is controlled to disconnect the electric motor from the drive shaft. By doing so, it is possible to adopt a coupling state in which power does not circulate in the overdrive state, and it is possible to operate the power output device efficiently.

These control means may be provided with only one of them, or may be provided with both. Various values suitable for switching can be used as the predetermined values in these control means. If the operational efficiency of the power output device is considered as important, the predetermined value can be set to a value of 0, and hysteresis can be provided for the purpose of avoiding frequent switching. In this case, the power output device of the present invention has an advantage that the width of hysteresis can be narrower than usual because the time required for switching is short.

In the power output apparatus according to the present invention, the electric motor and the one rotating shaft can be connected only in one direction through the one-way clutch. It is desirable to provide a switching coupling means that can switch and couple to and.

When the electric motor and the one of the rotating shafts are connected via a one-way clutch, the power transmission direction is limited to any one direction according to the structure of the one-way clutch. According to the above configuration, since a state in which power can be transmitted in both directions can be adopted as a coupling state between one of the rotating shafts and the electric motor, power can be transmitted more widely, and operation of the power output device can be performed. Efficiency can be improved.

For example, in the above-described first combination, the electric motor and the drive shaft are connected by a one-way clutch that can transmit power from the electric motor to the drive shaft. When such a configuration is employed, when the drive shaft is rotated by an external force, the power cannot be regenerated as electric power by the electric motor. On the other hand, if the electric motor and the drive shaft are connected by the switching connection means, the power input to the drive shaft can be regenerated as electric power,
The operation efficiency of the power output device can be improved. Further, if the motor and the drive shaft are connected, the drive shaft can be reversed by reversing the motor, so that the range of power that can be output from the power output device can be expanded. Similarly, in other combinations, according to the switching coupling means, it is possible to transmit power in a direction in which power cannot be transmitted by the one-way clutch, so that the operation efficiency of the power output device can be improved, Also, the range of power that can be output can be expanded.

In such a case, the switching coupling means may be operated manually. Is transmitted, when the deviation is within a predetermined range,
It is preferable that the apparatus further includes control means for controlling the switching coupling means to switch a coupling state between the electric motor and the one rotating shaft to a state in which power can be transmitted bidirectionally. In this case, the connection state between the two can be appropriately switched. Note that even while the above switching is being performed,
Since power can be transmitted from the motor to one of the rotating shafts via a one-way clutch, the power output device can output the required power within a certain range.

In the power output apparatus according to the present invention, it is preferable that the power output apparatus further includes a disconnecting means capable of releasing the connection between the one-way clutch and the one rotating shaft.

When the electric motor is connected to the one rotating shaft via a one-way clutch, and when the electric motor is connected to the other rotating shaft, depending on the magnitude relationship between the two rotating shafts. Thus, a configuration equivalent to directly connecting the two is realized. That is, in a state where the electric motor and the other rotating shaft are connected, the rotating state of one rotating shaft is limited to a predetermined range. According to the above configuration, by releasing the one-way clutch, it is possible to adopt a configuration in which the electric motor is coupled only to the other rotating shaft, so that power can be transmitted more widely. As a result, it is possible to appropriately provide hysteresis for suppressing frequent switching of the connection destination of the electric motor.

For example, in the above-described first combination, the electric motor and the drive shaft are connected by a one-way clutch that can transmit power from the electric motor to the drive shaft. In such a configuration, when the motor is coupled to the output shaft side, in a state where the rotation speed of the output shaft is equal to or higher than the rotation speed of the drive shaft,
This is equivalent to a configuration in which the output shaft and the drive shaft are directly connected. Therefore, a state where the rotation speed of the output shaft is higher than the rotation speed of the drive shaft cannot be taken. On the other hand, if the one-way clutch is released by the release means, the rotational speed of the output shaft can be higher than the rotational speed of the drive shaft even when the electric motor is connected to the output shaft. Therefore, the range of power conversion in the power output device can be expanded. Similarly, in other combinations, according to the release means,
The configuration in which the drive shaft and the output shaft are directly connected can be avoided, and the range of power conversion in the power output device can be widened.

The operation of the release means may be manually performed. However, if a predetermined condition for inhibiting the transmission of power to the one rotating shaft by the one-way clutch is established, the release means is operated. It is preferable that a control means be provided for controlling and releasing the one-way clutch from the one rotation shaft. In this case, the connection state between the two can be appropriately switched.
Note that the predetermined condition in which the transmission of power in the above-described mode is to be prohibited is that when the electric motor is coupled to the other rotating shaft, the one rotating shaft and the other rotating shaft are in a magnitude relationship of the number of rotations. Refers to the condition required to rotate without limitation.

For example, in the above-described first combination, the electric motor and the drive shaft are connected by a one-way clutch that can transmit power from the electric motor to the drive shaft. In such a configuration, consider the case where the motor is coupled to the output shaft. If hysteresis is provided to suppress frequent switching, it may be necessary to rotate the drive shaft at a lower rotational speed than the output shaft without disconnecting the motor from the output shaft. Such conditions correspond to the above predetermined conditions.

Various devices can be applied to the power adjusting device of the present invention. For example, the power adjustment device may be a paired rotor motor having a first rotor coupled to the output shaft and a second rotor coupled to the drive shaft.

According to such a paired rotor motor, power can be transmitted from one rotor to the other rotor by electromagnetic coupling between the first rotor and the second rotor. Further, it is also possible to regenerate a part of the power as electric power by relative sliding between the two. The above-described paired rotor motor can function as a power adjusting device by these two actions.

Further, the power adjusting device includes a generator having a rotor shaft, and a planetary gear having three rotation shafts, the rotation shafts being respectively coupled to the output shaft, the drive shaft, and the rotor shaft. It can also be a device.

According to this configuration, the power generated by the rotation of the output shaft can be distributed to the drive shaft and the rotor shaft and transmitted based on the general operation of the planetary gear. Therefore, a part of the power input to the output shaft can be transmitted to the drive shaft, and the power distributed to the rotor shaft can be regenerated as electric power by the generator. The above-described device can function as a power adjusting device by these two actions.

In the power output device of the present invention, various configurations can be applied to the coupling means. For example, the coupling means may use a clutch. Also,
As another configuration, a so-called synchronized gear can be used. The synchronized gear refers to a mechanism including two gears arranged in series in the axial direction, and a gear that can selectively mesh with these gears.

The present invention can also be configured as a power output device control method described below. According to a first control method of the present invention, an engine having an output shaft, a drive shaft for outputting power, and a drive shaft coupled to the output shaft and the drive shaft for increasing or decreasing the power output from the engine by exchanging power. An electric motor connected to the drive shaft by a one-way clutch capable of applying power to the drive shaft and connected to the output shaft by coupling means capable of performing connection and disconnection. A method of controlling a power output device comprising:
(B) when the rotation speed of the output shaft is higher than the rotation speed of the drive shaft by a predetermined value or more, controlling the coupling means to disconnect the electric motor from the output shaft. It is a control method.

In the above control method, the power output device may be configured to transmit the power to the electric motor and the drive shaft only in one direction via the one-way clutch.
A power output device further comprising a switching coupling means that can be coupled by switching to a state in which power can be transmitted in both directions,
(C) detecting an absolute value of a deviation between the rotation speed of the drive shaft and the rotation speed of the electric motor as a second deviation;
(D) After the execution of the step (b), when the second deviation is equal to or less than a predetermined value, the switching coupling means is controlled to change the coupling state between the electric motor and the one rotating shaft to both. Switching to a state in which power can be transmitted in the opposite direction.

According to a second control method of the present invention, there is provided an engine having an output shaft, a drive shaft for outputting power, and a power output from the engine coupled to the output shaft and the drive shaft and exchanging power. And a power adjusting device capable of transmitting power to the drive shaft by increasing / decreasing the power, and being connected to the output shaft by means of a one-way clutch capable of adding power to the drive shaft and being connected to the drive shaft and capable of performing connection / disconnection. And (b) detecting a deviation between the number of revolutions of the output shaft and the number of rotations of the drive shaft, and (b) determining the number of revolutions of the drive shaft. And a step of controlling the coupling means to couple the electric motor and the output shaft when the rotation speed becomes higher than the rotation speed by a predetermined value or more.

According to these control methods, the power output device in which the electric motor is connected to the drive shaft by the one-way clutch can be operated with high efficiency. That is, according to the first control method, when the rotation speed of the output shaft is higher than the rotation speed of the drive shaft, operation with high efficiency can be realized,
According to the second control method, operation with high efficiency can be realized when the rotation speed of the drive shaft is higher than the rotation speed of the output shaft.

Here, in the case where the motor and the drive shaft are connected by a one-way clutch in a direction in which power can be transmitted from the motor to the drive shaft, that is, the control method for the first combination described above with respect to the power output device. The invention was shown. It goes without saying that the invention of the control method can be configured for any of the second to fourth combinations described above for the power output device according to the coupling destination of the electric motor and the directionality of the one-way clutch.

The various inventions described above are directly applied to a power output device. In addition, the present invention can be configured as various devices to which the power output device is applied, for example, a hybrid vehicle.

[0050]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples. (1) Configuration of Embodiment: First, the configuration of the embodiment will be described with reference to FIG. FIG. 1 is an explanatory diagram showing a schematic configuration of a hybrid vehicle equipped with the power output device of the present embodiment. The power system of this hybrid vehicle has the following configuration. The engine 150 provided in the power system is a normal gasoline engine, and the crankshaft 15
Rotate 6. The operation of the engine 150 is EFI ECU
170. The EFIECU 170 is a one-chip microcomputer having a CPU, a ROM, a RAM, and the like therein. To enable these controls,
Various sensors indicating the operating state of the engine 150 are connected to the EFIECU 170. One of them is a rotation speed sensor 1 for detecting the rotation speed of the crankshaft 156.
There are 52. Illustration of other sensors and switches is omitted. The EFIECU 170 is also electrically connected to the control unit 190, and the control unit 1
90, various kinds of information are exchanged by communication. The EFIECU 170 controls the engine 150 in response to various command values related to the operating state of the engine 150 from the control unit 190.

The crankshaft 156 of the engine 150
Is connected to the clutch motor 130. The clutch motor 130 includes an inner rotor 132 connected to the inner rotor shaft 133 and an outer rotor 134 connected to the outer rotor shaft 135, and is a pair-rotor motor in which both can rotate relatively. An inner rotor shaft 133 of the clutch motor 130 is connected to a crankshaft 156 via a damper 157. The outer rotor shaft 135 is driven via a differential gear 114 to drive wheels 116R,
It is connected to an axle 116 with 116L. Also,
To couple with the assist motor 140, a first gear 111 is provided on the outer rotor shaft 135, and a second gear 112 is provided on the inner rotor shaft 133.

The power system of the hybrid vehicle according to the present embodiment is further provided with an assist motor 140. The assist motor 140 has a stator 144 fixed to a case, and the rotor 142 has a hollow rotor shaft 143. The rotor shaft 143 has the first gear 111,
A third gear 113 meshing with the second gear 112 is provided. The rotor shaft 143 is slidably supported in the axial direction. Its operation is controlled by the control unit 190. Although not shown, the rotor 142 is connected to the rotor shaft 143 via a spline, and even if the rotor shaft 143 slides, the axial positional relationship between the rotor 142 and the stator 143 does not change.

The rotor shaft 143 is connected to the spline 18.
0, spline shaft 181 and one-way clutch 18
2 is connected to the outer rotor shaft 135 via the second shaft 2. As is well known, the spline 180 is a mechanism that slidably couples the rotor shaft 143 and the spline shaft 181 while transmitting power between the two. Therefore, even if the rotor shaft 143 slides in the axial direction, its power is transmitted to the spline shaft 181. On the other hand, the one-way clutch 182 can transmit power from the spline shaft 181 to the outer rotor shaft 135 when the rotation speed of the spline shaft 181 is higher than the rotation speed of the outer rotor shaft 135 in the forward direction. Is not transmitted.

In the hybrid vehicle according to the present embodiment, the coupling destination of the assist motor 140 can be variously changed by sliding the rotor shaft 143 in the axial direction and changing the position of the third gear 113. Hereinafter, the configuration of the power system according to the position of the third gear 113 will be described.

When the rotor shaft 143 is at the position shown by the broken line in FIG. 1, the first gear 111 and the third gear 113 are engaged. When in this position, the assist motor 1
The 40 rotor 142 is in a state of being connected only to the outer rotor shaft 135. As a result, the power output from the engine 150 is output to the front axle 116 via the clutch motor 130 and the assist motor 140 in this order. FIG. 2 schematically shows this configuration. Rotor shaft 143
Is in the position UD, it is equivalent to the configuration of FIG. Hereinafter, this connection state is referred to as underdrive connection. At this time, the one-way clutch 182 has no effect.

When the coupling destination of the third gear 113 is switched between the first gear 111 and the second gear 112, the third gear 113 enters a neutral state in which the third gear 113 is not coupled to any gear. FIG. 3A schematically shows the configuration in the neutral state.
As shown, the assist motor 140 is connected to the outer rotor shaft 135 via only the one-way clutch 182. When the rotation speed of the assist motor 140 is higher than the rotation speed of the outer rotor shaft 135, power can be transmitted from the assist motor 140 to the outer rotor shaft 135, which is equivalent to the configuration shown in FIG. When the rotation speed of the assist motor 140 is lower than the rotation speed of the outer rotor shaft 135, the assist motor 140 corresponds to a state of being completely separated from the outer rotor shaft 135,
It becomes equivalent to the configuration shown in FIG.

When the rotor shaft 143 is at the position OD indicated by a solid line in FIG. 1, the second gear 112 and the third gear 11
3 engages. FIG. 4A shows the configuration in such a state. At this time, the rotor 142 of the assist motor 140 is connected to the crankshaft 156 and connected to the outer rotor shaft 135 via the one-way clutch 182. Hereinafter, this connection state is called overdrive connection. In such a coupled state, when the rotation speed of the assist motor 140 is lower than that of the outer rotor shaft 135, power is not transmitted from the assist motor 140 to the outer rotor shaft 135, so that the configuration is equivalent to the configuration shown in FIG. Become. When the rotation speed of the assist motor 140 is higher than that of the outer rotor shaft 135, power is transmitted from the assist motor 140 to the outer rotor shaft 135. Therefore, the configuration shown in FIG. The assist motor 1
This is equivalent to a configuration directly connected through the connection 40. At this time, as a result, the rotation speed of the crankshaft 156 and the rotation speed of the outer rotor shaft 135 become equal.

Next, returning to FIG.
0, the configuration of the assist motor 140 will be described. As described above, the clutch motor 130 is configured as a paired rotor synchronous motor generator, in which an inner rotor 132 having a plurality of permanent magnets on an outer peripheral surface and a three-phase coil forming a rotating magnetic field are wound. And an outer rotor 134. The outer rotor 134 and the inner rotor 132 are both rotatably supported on a shaft. The clutch motor 130 operates as an electric motor in which the two are relatively driven to rotate by the interaction between the magnetic field generated by the permanent magnet provided on the inner rotor 132 and the magnetic field formed by the three-phase coil provided on the outer rotor 134. These interactions also operate as a generator that generates electromotive force at both ends of the three-phase coil wound around the outer rotor 134. The clutch motor 130 may be a sine wave magnetized motor in which the magnetic flux density between the inner rotor 132 and the outer rotor 134 has a sine distribution in the circumferential direction. However, in this embodiment, a relatively large torque is used. A non-sinusoidal wave magnetized motor capable of outputting the same is adopted.

The clutch motor 130 is connected to the inner rotor 13
2 and the outer rotor 134 are both rotatable,
Power input from one of the inner rotor shaft 133 and the outer rotor shaft 135 can be transmitted to the other.
If the clutch motor 130 is operated as a motor to perform power running operation, torque-added power will be transmitted to the other shaft. Power can be transmitted. If neither the power running operation nor the regenerative operation is performed, power is not transmitted. This state corresponds to a state where the mechanical clutch is released.

Outer rotor 13 of clutch motor 130
4 is electrically connected to the battery 194 via the slip ring 138 and the drive circuit 191. The drive circuit 191 is a transistor inverter including a plurality of transistors as switching elements inside, and is electrically connected to the control unit 190. Control unit 1
When the PWM 90 controls the on / off time of the transistor of the drive circuit 191, the three-phase alternating current using the battery 194 as a power source is supplied to the clutch motor 1 via the slip ring 138.
30 to the outer rotor 134. A rotating magnetic field is formed in the outer rotor 134 by the three-phase alternating current, and the clutch motor 130 rotates.

The assist motor 140 is also configured as a synchronous motor generator like the clutch motor 130, and has a rotor 142 having a plurality of permanent magnets on its outer peripheral surface and a stator around which a three-phase coil for forming a rotating magnetic field is wound. 144. The difference from the clutch motor 130 is that the stator 144 is fixed to the case. The assist motor 140 is connected to a battery 194 via a drive circuit 192.
It is connected to the. The drive circuit 192 is also configured by a transistor inverter, and is electrically connected to the control unit 190. When the transistor of the drive circuit 192 is switched by the control signal of the control unit 190, a three-phase alternating current flows through the stator 144 to generate a rotating magnetic field, and the assist motor 140 rotates. In this embodiment,
As the assist motor 140, a non-sinusoidal wave magnetized motor was applied.

The operating state of the hybrid vehicle of this embodiment is controlled by the control unit 190. The control unit 190 also has a CPU,
ROM, a one-chip microcomputer having a RAM, etc., according to a program recorded in the ROM,
The CPU is configured to perform various control processes described later. To enable these controls, various sensors and switches are electrically connected to the control unit 190. The sensors and switches connected to the control unit 190 include an accelerator pedal position sensor 16 for detecting the operation amount of the accelerator pedal.
5. Rotation speed sensor 11 for detecting the rotation speed of axle 116
7, a rotation speed sensor 145 for detecting the rotation speed of the assist motor 140, and the like. Control unit 190
Is also electrically connected to the EFIECU 170,
Various kinds of information are exchanged with the EFIECU 170 by communication. By outputting information necessary for control of engine 150 from control unit 190 to EFIECU 170, engine 150 can be indirectly controlled. Conversely, information such as the number of revolutions of the engine 150 can be input from the EFIECU 170.

(2) General operation: Next, as a general operation of the hybrid vehicle of this embodiment, an operation of converting the power output from the engine 150 into a required rotation speed and torque and outputting the required power to the axle 116. Will be described. In the hybrid vehicle according to the present embodiment, the path of the conversion differs depending on the magnitude relationship between the rotation speed Ne of the engine 150 and the rotation speed Nd of the axle 116 and the coupling state of the assist motor 140. FIG. 5 schematically shows how power is transmitted in each case. Hereinafter, each case will be described individually.

First, the case where the rotational speed Nd of the axle 116 is equal to or lower than the rotational speed Ne of the engine 150 in the underdrive coupling (FIG. 2) will be described. FIG. 6 shows how the torque is converted in such a case. FIG. 6 is a diagram showing the operation point Pe of the engine 150 and the rotation point Pd of the axle 116, with the rotation speed N taken along the horizontal axis and the torque T taken along the vertical axis. A curve P in FIG. 6 is a curve in which the product of the power, that is, the product of the rotation speed and the torque, is constant. It is assumed that power Pe output from engine 150 at rotation speed Ne and torque Te is converted to power Pd having rotation speed Nd lower than Ne and torque Td higher than Te and output from axle 116.

When performing the conversion shown in FIG.
Is smaller than the rotation speed Ne of the engine 150. The clutch motor 130 has an outer rotor having a rotation speed Nd.
And the inner rotor rotates at a higher rotation speed Ne, the clutch motor 130 relatively rotates in the reverse direction, and the rotation speed Nc of the clutch motor 130 becomes a negative value. The torque Tc of the clutch motor 130 is determined by the output torque Te of the engine 150 from the principle of action and reaction.
And is a positive value. That is, the clutch motor 13
0 indicates a part of the power output from engine 150 to axle 1
16, while the remaining power is regenerated as electric power. At this time, the regenerated power is equal to the product of the rotation speed Nc of the clutch motor 130 and the torque Tc, and is equal to the area of the hatched area GU1 in FIG.

On the other hand, the torque Td of the axle 116 is larger than the torque Te of the engine 150. Therefore, the assist motor 140 is operated with a positive torque and a positive rotation speed. That is, the assist motor 140 receives power supply and is powered. The electric power supplied at this time is the assist motor 140
And is equal to the area of the hatched area AU1 in FIG. Assuming that the operating efficiency of both motors is 100%, the power regenerated by the clutch motor 130 and the power supplied to the assist motor 140 are equal. That is, the energy corresponding to the area GU1 is extracted in the form of electric power by the clutch motor 130,
The power represented by the operating point Pe of the engine 150 is converted into the state of the point Pd by supplying the energy corresponding to the area AU1. Since the operation efficiency does not actually become 100%, the above conversion is realized by taking out the electric power from the battery 194 or outputting extra power corresponding to the loss from the engine 150. FIG. 5 schematically shows the state of such conversion. The solid arrows in the drawing indicate the transmission of mechanical power, and the dotted arrows in the drawing indicate the transmission of electric power.

Next, a case where the rotational speed Nd of the axle 116 is higher than the rotational speed Ne of the engine 150 in the underdrive connection will be described. FIG. 7 shows how the torque is converted in such a case. When the conversion shown in FIG. 7 is performed, the rotation speed Nd of the axle 116 is higher than the rotation speed Ne of the engine 150. Therefore, the clutch motor 130
It rotates with a positive rotation speed Nc and a positive torque Tc. That is,
The clutch motor 130 is powered by power supply. At this time, the supplied power is the clutch motor 130
And is equal to the area of the hatched area “GU2 + GU3” in FIG. on the other hand,
The torque Td of the axle 116 is the torque Te of the engine 150
Less than. Therefore, the assist motor 140 is operated with a negative torque and a positive rotation speed. That is, the assist motor 140 is regenerated. The power regenerated at this time is equal to the product of the rotational speed of the assist motor 140 and the torque,
It is equal to the area of the hatched area "AU2 + GU3" in FIG. Assuming that the operating efficiency of both motors is 100%, the power regenerated by the clutch motor 130 and the power supplied to the assist motor 140 are equal. In this conversion, as schematically shown in FIG. 5, power is supplied from the assist motor 140 located on the downstream side to the clutch motor 130 located on the upstream side, so that power circulation occurs.

In the underdrive connection, the operating points of the assist motor 140 and the clutch motor 130 for realizing the above-described conversion are as follows. Revolution Nc of clutch motor 130 = Nd-Ne; Torque Tc = Te; Revolution of assist motor 140 Na = Nd; Torque Ta = Td-Te;

Next, the conversion of the torque in the neutral state will be described. The rotation speed Nd of the axle 116 is
If the rotation speed is equal to or less than 0, the assist motor 140
Is equivalent to underdrive coupling as described above. Therefore, the conversion of the torque in such a case is as follows.
As in the case of the underdrive coupling, the electric power regenerated by the clutch motor 130 is supplied to the assist motor 140.

The rotation speed Nd of the axle 116
When the rotation speed Ne is larger than the rotation speed Ne, the configuration is equivalent to a configuration in which the assist motor 140 is completely separated as shown in FIG. At this time, the rotational speed of the power output from engine 150 is increased by powering clutch motor 130. Electric power for powering the clutch motor 130 is supplied from the battery 194. FIG. 8 shows how the torque is converted in such a case. In a configuration in which the assist motor 140 is completely separated, the torque Te of the engine 150 and the torque Td of the axle 116 are equal. Therefore, a power larger than the power Pe output from the engine 150 is output from the axle 116 by an amount corresponding to the power supplied to the clutch motor 130. The electric power supplied to the clutch motor 130 is
This corresponds to the area AN indicated by hatching in FIG.

In the neutral state, the assist motor 140 and the clutch motor 1 for realizing the above conversion are provided.
The 30 operating points are the same as those for the underdrive coupling. The rotational speed Nc of the clutch motor 130 = Nd−Ne; the torque Tc = Te; the rotational speed Na of the assist motor 140 = Nd; the torque Ta = Td−Te; When the rotation speed Ne is larger than 150, the assist motor 140 is equivalent to a completely separated configuration. Therefore, the operation point can be set to any value, and both the rotation speed Na and the torque Ta are set to 0. It does not matter. In this embodiment,
In order to simplify the control process, the above-described operation point is set regardless of the magnitude relationship between the rotation speed Nd of the axle 116 and the rotation speed Ne of the engine 150.

Next, a case where the rotational speed Nd of the axle 116 is smaller than the rotational speed Ne of the engine 150 in the case of overdrive coupling will be described. In such a case, as shown in FIG. 4C, the configuration is equivalent to a configuration in which the crankshaft 156 and the axle 116 are directly connected without the intervention of the clutch motor 130. Therefore, the engine 150
Cannot be driven in a state where the rotation speed Ne of the axle 116 is different from the rotation speed Nd of the axle 116.

The case where the rotational speed Nd of the axle 116 is equal to or higher than the rotational speed Ne of the engine 150 in the case of overdrive coupling will be described. FIG. 9 shows how the torque is converted in such a case. When performing the conversion shown in FIG. 9, the clutch motor 130 is powered and supplied with electric power to increase the number of revolutions transmitted to the axle 116. The supplied power is indicated by a hatched area GO3 in FIG.
Is equal to the area of The assist motor 140 is connected to the engine 15
Regenerative operation is performed to apply a load to 0 and reduce the torque Te to the torque Td. The regenerated power is equal to the area of the hatched area AO2 in FIG. Assuming that the operating efficiency of both motors is 100%, the power supplied to the clutch motor 130 and the power regenerated by the assist motor 140 are equal.

The operation points of the assist motor 140 and the clutch motor 130 for realizing the above-mentioned conversion in the overdrive connection are as follows. Revolution Nc of clutch motor 130 = Nd-Ne; Torque Tc = Td; Revolution of assist motor 140 Na = Ne; Torque Ta = Td-Te;

As described above, in the hybrid vehicle of this embodiment, the connection state of the assist motor 140, the rotation speed Nd of the axle 116 and the rotation speed Ne of the engine 150
In accordance with the magnitude relationship, the power output from engine 150 can be converted into the power consisting of the required number of revolutions and torque, and output from axle 116 (hereinafter, referred to as the following).
This operation mode is called normal traveling). In addition, it is also possible to stop the engine 150 and run using the assist motor 140 as a power source (hereinafter, this operation mode is referred to as E
V running).

As shown in FIG. 5, the rotation speed N of the axle 116
If the vehicle runs with the underdrive coupling during the overdrive running in which d is greater than the rotation speed Ne of the engine 150, power circulation occurs, and the driving efficiency of the vehicle is reduced. If the vehicle runs in a neutral state, the power of the battery 194 is consumed. In the hybrid vehicle according to the present embodiment, the rotational speed Nd of the axle 116
When the rotation speed Ne is equal to or higher than 50, the vehicle travels with overdrive coupling, and the rotation speed Nd of the axle 116
When the rotation speed is equal to or less than 0, the assist motor 14 is controlled to travel in an underdrive-coupled or neutral state.
0 is controlled.

FIG. 10 shows how to use various driving modes in the hybrid vehicle of this embodiment. A curve LIM in the figure indicates an area where the hybrid vehicle can travel. As shown in the figure, EV traveling is performed in a region where the vehicle speed and the torque are relatively low. In a region where the vehicle speed and the torque are equal to or higher than the predetermined values, the vehicle travels normally. A curve A in the figure indicates a boundary where the rotation speed Ne of the engine 150 and the rotation speed Nd of the axle 116 are equal. In a region where the torque is lower than the curve A, the vehicle travels in principle by overdrive coupling, and in a region where the torque is higher, the vehicle travels by underdrive coupling or in a neutral state. For example, curve D in FIG.
When the traveling state of the vehicle changes along D, after the EV traveling is performed at first, the vehicle shifts to traveling by overdrive coupling.

(3) Operation Control Processing: Next, the operation control processing of the hybrid vehicle of this embodiment will be described. As described above, the hybrid vehicle of the present embodiment can travel in various operation modes such as EV traveling and normal traveling. A CPU (hereinafter simply referred to as “CPU”) in the control unit 190 determines an operation mode according to a traveling state of the vehicle, and determines an engine 15 for each mode.
0, control of the clutch motor 130, the assist motor 140, and the like is executed. These controls are performed by periodically executing various control processing routines. Below,
The contents of the torque control process in the normal driving mode among these driving modes will be described.

FIG. 11 is a flowchart showing the contents of the torque control routine during normal running. When this process is started, the CPU sets the energy Pd to be output from the drive shaft, that is, the axle 116 (step S10). This power is set based on the accelerator depression amount detected by the accelerator pedal position sensor 165. The energy Pd to be output from the drive shaft is
Of the target rotation speed Nd * and the torque Td *. Although not shown in the flowchart, the combination of the target rotation speed Nd * and the target torque Td * of the axle 116 is set together with the setting of the energy Pd to be output from the drive shaft.

Next, the charge / discharge power Pb and the auxiliary equipment driving energy Ph are calculated (steps S15 and S20). The charge / discharge power Pb is energy required for charging / discharging the battery 194, and takes a positive value when the battery 194 needs to be charged and a negative value when it needs to be discharged. The accessory drive energy Ph is electric power required to drive an accessory such as an air conditioner. The sum total of the power calculated in this manner is the required power Pe (step S2).
5).

In the torque control routine, control of the engine 150 and the like is executed in consideration of the energy balance per unit time. Therefore, the term “energy” in this specification means energy per unit time. In this sense, in the present specification, mechanical energy is synonymous with motive power, and electrical energy is synonymous with electric power. For ease of explanation, it is assumed that no transmission is provided between the axle 116 and the outer rotor shaft 135. That is, the rotation speed and the torque of the axle 116 are equal to the rotation speed and the torque of the outer rotor shaft 135.

Next, the CPU sets the operating point of engine 150 based on the required power Pe thus set (step S30). The operating point is a combination of the target rotation speed Ne of the engine 150 and the target torque Te. The operation points of the engine 150 are basically set with priority given to the operation efficiency of the engine 150 according to a predetermined map.

FIG. 12 shows an example of such a map. FIG.
Indicates the operating state of the engine 150 with the engine speed Ne on the horizontal axis and the torque Te on the vertical axis. A curve B in FIG. 12 indicates a limit range in which the operation of the engine 150 is possible. Curves α1 to α6 indicate operation points at which the operation efficiency of the engine 150 is constant. The operation efficiency decreases in the order of α1 to α6. Also, the curve C
Reference numerals 1 to C3 denote lines on which the power (rotation speed × torque) output from the engine 150 is constant.

As shown in FIG. 12, the operating efficiency of the engine 150 greatly differs depending on the rotational speed and the torque.
When the power corresponding to the curve C1 is output from the engine 150, the operation efficiency is highest when the engine 150 is operated at the operation point (the rotation speed and the torque) corresponding to the point A1 in FIG. Similarly, curves C2 and C2
In the case of outputting power corresponding to No. 3, the efficiency is highest when the vehicle is operated at points A2 and A3 in FIG. When the operation point at which the operation efficiency is highest is selected for each power to be output, a curve A in FIG. 12 is obtained. This is called an operation curve. Note that this curve A is the same as the curve A shown in FIG.

In setting the operating point in step S30 in FIG. 11, the operating curve A experimentally obtained in advance is stored as a map in the ROM in the control unit 190, and the operation curve corresponding to the required power Pe is obtained from the map. By reading the points, the target rotation speed N of the engine 150 is obtained.
e and the target torque Te are set. By doing so, a highly efficient operation point can be set.

In accordance with the operating point of engine 150 set in this way, the CPU performs a coupling state switching control process (step S100). This process is a process of switching the meshing destination of the third gear 113 to the first gear 111, the second gear 112, and the neutral state according to the traveling state of the hybrid vehicle. Details of the processing content will be described later. By executing this processing, the assist motor 140 adopts the respective coupling states of the underdrive coupling shown in FIG. 2, the neutral state shown in FIG. 3, and the overdrive coupling shown in FIG.

Next, the CPU sets command values for the torque and the number of revolutions of the clutch motor 130 and the assist motor 140 (step S200). The command value is calculated according to Equations (1) to (1) shown above according to the coupling state of the assist motor 140.
It is set as shown in (3).

Based on the torque command value and the rotation speed command value set in this way, the CPU
0, the operation of the assist motor 140 and the engine 150 is controlled (step S205). As the motor operation control processing, processing known as control of a synchronous motor can be applied. In this embodiment, control by so-called proportional integration control is executed. That is, the current torque of each motor is detected, and the voltage command value to be applied to each phase is set based on the deviation from the target torque and the target rotation speed. The applied voltage value is set by a proportional term, an integral term, and a cumulative term of the deviation. An appropriate value is set for the proportional coefficient according to each term through experiments or the like. The voltage set in this way is replaced by the switching duty of the transistor inverters constituting the drive circuits 191 and 192, and is applied to each motor by so-called PWM control.

As described above, the CPU directly controls the operation of the clutch motor 130 and the assist motor 140 by controlling the switching of the drive circuits 191 and 192. On the other hand, the operation of the engine 150 is actually a process performed by the EFIECU 170. Therefore,
The CPU of the control unit 190 indirectly controls the operation of the engine 150 by outputting information on the operation points of the engine 150 to the EFIECU 170.

By periodically executing the above processing, the hybrid vehicle of the present embodiment converts the power output from engine 150 into a desired rotation speed and torque, outputs the desired power from the drive shaft, and travels. Can be.

Next, switching of the connection state will be described. FIG. 13 is a flowchart of the connection state switching control routine. When this routine is started, the CPU reads the target operation point of the axle 116, that is, the target rotation speed Nd * and the target torque Td * (step S10).
2). The target driving point of the axle 116 is set based on the amount of depression of the accelerator, as described earlier in step S10 of the torque control routine of FIG.

Based on the input target driving point of the axle 116, the CPU determines whether or not it is necessary to switch the connection state (step S104). FIG. 14 and FIG. 15 are explanatory diagrams illustrating how to determine whether the operation mode needs to be switched. FIG. 14 is an explanatory diagram relating to determination of switching from underdrive coupling to overdrive coupling, and FIG. 15 is an explanatory diagram relating to determination of switching from overdrive coupling to underdrive coupling.

A curve A in FIG. 14 is an operation curve of the engine 150. A curve DU shows changes in vehicle speed and torque during running of the hybrid vehicle. As indicated by the arrow in the figure, the vehicle is accelerated by outputting a torque larger than the running resistance DD. The output torque decreases with acceleration, and the vehicle travels constantly at a speed at which the output torque and the travel resistance DD are balanced. Switching from underdrive coupling to overdrive coupling occurs, for example, during such an acceleration process. The rotation state of the axle 116 with the change of the vehicle speed is shown in FIG.
When it changes as indicated by the arrow in FIG. 4 and reaches the point PD1 that intersects the curve A, the CPU determines that switching to overdrive coupling should be performed.

FIG. 15 is an explanatory diagram showing how switching from overdrive coupling to underdrive coupling is determined. A broken line HL in the drawing is a curve showing a point at which the overdrive coupling is switched to the underdrive coupling. When the driver steps on the accelerator while traveling at a certain vehicle speed, the output torque of the vehicle increases as shown by a curve DO in FIG. 15 and the vehicle accelerates. Switching from overdrive coupling to underdrive coupling occurs, for example, in such a process. When the rotation state of the axle 116 changes according to the arrow in FIG. 15 and reaches the point PO1 intersecting the curve HL, the CPU determines that switching to the underdrive coupling should be performed.

The switching to the underdrive coupling is performed on the curve HL located on the side where the torque is lower than the curve A, so that the coupling state switching processing has hysteresis. In other words, assuming that the switch to the underdrive coupling is executed on the curve A, similarly to the switch to the overdrive coupling, the switching process is frequently performed when the vehicle is traveling near the curve A. May be affected. The curve HL is set in a range where such frequent switching can be avoided.

Based on the criteria shown in FIGS. 14 and 15, when it is determined that switching is necessary, a switching process is executed (step S106). The process is skipped and the connection state switching control routine ends.

FIG. 16 is a flowchart of the switching processing routine. When this process is started, the CPU first substitutes the target rotation speed Ne * of the engine 150 into the target rotation speed Nd * of the axle 116 (step S110). Next, control of the clutch motor 130 and the assist motor 140 is executed based on the set values (step S11).
2). These control contents are determined in step S205 in FIG.
This is the same as the control described above. The above-described processing is repeatedly executed until the rotation speed Ne * of the engine 150 substantially matches the rotation speed Nd * of the axle 116, that is, until the absolute value of the difference between them becomes equal to or less than a predetermined value N1 (step S).
114). The predetermined value N1 is set to a value at which the rotational speeds of both motors substantially match, and a large torque shock does not occur even when the coupling state of the assist motor 140 is disconnected. When the rotation speeds match, the inner rotor 132 and the outer rotor 134 of the clutch motor 130 rotate at the same rotation speed. If it is determined that the rotation speeds match, the assist motor 140 is set to a neutral state (step S116).

Next, the CPU determines whether switching from overdrive coupling to underdrive coupling is in progress (step S118). In the transition period to the underdrive coupling, as shown in FIG. 5, when the assist motor 140 is in the neutral state, it is possible to realize the same torque conversion as in the underdrive coupling. Accordingly, the CPU sets a torque command value for adding torque to the axle 116 for the assist motor 140, and controls the operation of the assist motor 140 (step S120).

Thereafter, the rotation speed N of the assist motor 140
a and the rotational speed Nd of the axle 116 are detected (step S
122), it is determined whether the deviation between the two falls within a predetermined range N2 (step S124). If both are within the predetermined range N2, the assist motor 14
0 is connected to the axle 116 (step S126). That is, the third gear 113 of the synchronized gear is meshed with the first gear 111 on the outer rotor shaft 135 side.

At the time of switching to the overdrive coupling, the assist motor 140 needs to be coupled to the crankshaft 156 side in order to perform the torque conversion shown in FIG. The control for coupling the assist motor 140 to the crankshaft 156 side is performed instead of the operation control for the above. That is, the rotation speed Ne of the engine 150 is set as the target rotation speed Na * of the assist motor 140, and the operation of the assist motor 140 is controlled (step S128). At the time of switching to overdrive coupling, the operation shifts to a direction in which the rotational speed of the assist motor 140 is reduced.

Thereafter, the rotational speed N of the assist motor 140
a and the rotation speed Ne of the engine 150 are detected (step S130), and it is determined whether or not the deviation between them is within a predetermined range N3 (step S132). If both are within the predetermined range N3, the assist motor 140 is coupled to the crankshaft 156 (step S134). That is, the third gear 113 of the synchronized gear is meshed with the second gear 112 on the outer rotor shaft 135 side.

The predetermined ranges N2 and N3 are values used as a criterion for determining whether or not to couple the assist motor 140, and can be set based on the rotational speed difference allowed by the synchronized gear. The predetermined ranges N2 and N3 may be set to the same value or different values.
For example, when switching to underdrive coupling, torque conversion equivalent to underdrive coupling can already be realized with the assist motor 140 in the neutral state, so that coupling to the axle 116 takes a little longer time. It is acceptable. Therefore, the predetermined range N2 is set to a relatively small value, and the rotation speed of the assist motor 140 is set to the axle 1
The number of rotations may be sufficiently matched with the number of rotations of 16, and the switching may be performed in a state where the load on the synchronized gear is small.

According to the hybrid vehicle of the present embodiment described above, the coupling destination of the assist motor 140 is switched according to the magnitude relationship between the rotation speeds of the axle 116 and the engine 150, thereby achieving high efficiency in which power circulation is suppressed. Can drive a hybrid vehicle.

Further, according to the hybrid vehicle of this embodiment, there is an advantage that the time required for switching to the underdrive coupling can be reduced by the operation of the one-way clutch. FIG. 17 shows changes in the number of revolutions and the torque of the hybrid vehicle of the present embodiment when switching from overdrive coupling to underdrive coupling. Overdrive coupling in section d1 in the figure, section d2
In the neutral state, and in the section d3, the underdrive coupling state is established. FIG. 17A shows a change in the amount of depression of the accelerator by the driver. As shown
It is assumed that the driver increases the accelerator depression amount from the value Aps to Apf at time t0.

FIG. 17B shows changes in the rotation speeds of the engine 150, the axle 116, and the assist motor 140. As the depression amount of the accelerator increases, the rotation speed Ne of the engine 150 increases. In the overdrive coupling state OD, the rotation speed Ne of the engine 150 and the rotation speed Na of the assist motor 140 are equal. The rotation speed Nd of the axle 116, that is, the vehicle speed starts to increase as the accelerator is depressed.

The rotational speed Nd of the axle 116 and the engine 150
When the rotation speed Ne reaches the predetermined relationship shown in FIG. 15 (time t1 in FIG. 17), the switching process of the coupling of the assist motor 140 is started. Revolution Nd of axle 116
And the rotation speed Ne of the engine 150 substantially coincides,
The connection of the assist motor 140 is disconnected. As shown in FIG. 17, the third gear 113 of the synchronized gear starts sliding at time t1, and reaches the neutral state N at time t2. During this time, the output torque of the assist motor 140 becomes 0, and the torque Td of the axle 116 and the output torque Te from the engine 150 become equal. Further, the rotation speed of engine 150 is controlled so as to maintain a state substantially matching the rotation speed of axle 116.

When the assist motor 140 reaches the neutral state N, as described above, the operation of the one-way clutch 182 enables the conversion of torque equivalent to that in the underdrive coupling state. Therefore, engine 150 is axle 1
The control is released from making the rotation speed equal to 16 and the rotation speed increases in accordance with the amount of depression of the accelerator. At the same time, the assist motor 140 is controlled to execute the conversion of the torque output from the engine 150.
The sixteenth torque Td also increases with an increase in the output torque from the engine 150. Further, the output torque Ta of the assist motor 140 itself also increases.

At this time, since the rotation speed of the assist motor 140 and the rotation speed of the axle 116 are substantially the same, control for coupling the assist motor 140 to the axle 116 is performed following the switching to the neutral state N. Is That is, at time t2, the third gear 113 of the synchronized gear starts to mesh with the first gear 111 coupled to the outer rotor shaft 135, and completes meshing at time t3. Since the torque conversion is being performed at the time of the neutral state, the control process for performing the conversion is continuously executed after the underdrive coupling UD is completed.

FIG. 18 shows, as a comparative example, how switching is performed when the one-way clutch 182 is not provided. The sequence for executing the switching to the underdrive connection UD is almost the same as in the present embodiment. That is, after the accelerator depression amount increases at time t0, the disconnection of the assist motor 140 starts at time t1 at which the rotation speed Ne of the engine 150 and the rotation speed Nd of the axle 116 reach a predetermined relationship, and neutral at time t2. State N is reached. However, when the one-way clutch 182 is not provided, the torque cannot be converted because the assist motor 140 is completely disconnected at this time. Thereafter, control is performed to match the rotation speed of the assist motor 140 with the rotation speed of the axle 116, and at time t3, the assist motor 140
Is connected to the axle 116 side, and the underdrive connection UD
Switching to is completed. When the switching is completed, the torque output from the engine 150 can be converted, so that the rotation speed Ne of the engine 150 increases,
Also, the torque Td of the axle 116 increases.

As is clear from FIGS. 17 and 18, according to the hybrid vehicle of the present embodiment, the output torque of the axle 116 can be rapidly increased when switching to underdrive coupling. Compared to a conventional hybrid vehicle in which the output torque of the axle 116 increases after the switch to the underdrive connection is completed, the axle 11
6 can be increased, so that the time required for increasing the output torque can be reduced to half or less. Since the driver steps on the accelerator when the driver wants to quickly increase the torque of the axle 116, the hybrid vehicle according to the present embodiment can achieve the responsiveness of the vehicle according to the driver's intention.

In this embodiment, the switching time can be reduced as follows:
This corresponds to the time | t3−t2 | in FIGS. This time corresponds to the time required until the third gear 113 of the synchronized gear shown in FIG. 1 is separated from the second gear 112 to be in a neutral state and is engaged with the first gear 111. In the interval between times t1 and t3, the third gear 113 is disconnected from the second gear 112 and the first gear 1
11 corresponds to the time required to combine. Time t1
The interval from to t2 corresponds to the time from when the third gear 113 is separated from the second gear 112 to reach the neutral state. In the neutral state, since the third gear 113 has a predetermined play with respect to both the first gear 111 and the second gear 112, after the third gear 113 is separated from the second gear 112, First after moving by the amount corresponding to
The engagement with the gear 111 is started. That is, from time t2 to t
The interval of 3 is longer than the interval of time t1 to t2. Therefore, according to the present embodiment, the time required for switching can be reduced to half or less.

In the hybrid vehicle of this embodiment, the assist motor 140 is brought into the underdrive coupling state after the neutral state from the overdrive coupling. On the other hand, when switching from the overdrive coupling to the coupling state, the assist motor 140 may be maintained in the neutral state. A control process in such a case is shown in a flowchart of FIG. 19 as a modified example.

When this control process is started, the CPU
First, it is determined whether or not to switch to underdrive coupling (step S140). In the case of switching to the underdrive coupling, the target rotation speed Ne * of the engine is set to the target rotation speed Nd * of the axle, and the clutch motor 13
0 and the assist motor 140 are controlled, and when the rotational speed of the axle substantially matches the rotational speed of the engine, the assist motor 140 is set to the neutral state (step S144).
To S148). In the control processing shown in FIG. 16, after the assist motor 140 is set to the neutral state,
Although the connection to the axle 116 was performed in S126, the connection to the axle 116 is not performed in the processing of the modified example. That is, the switching to the underdrive coupling is performed by setting the assist motor 140 to the neutral state and setting the operation point for converting the torque (step S15).
0), completed. As described above, torque conversion equivalent to underdrive coupling can be performed in this state as well.

On the other hand, when switching to the overdrive coupling, the coupling to the crankshaft 156 may be performed after the rotational speed of the assist motor 140 in the neutral state matches the rotational speed of the engine. The CPU sets the target rotation speed Na * of the assist motor 140 as the engine 15
The rotation speed Ne of 0 is set, the operation of the assist motor 140 is controlled, and the assist motor 140 is coupled to the crankshaft 156 when the rotation speeds of the two almost match (steps S152 to S158).

FIG. 20 shows a state of switching in the modification. As illustrated, the same torque and rotation speed as those in FIG. 17 can be realized except that the assist motor 140 is maintained in a neutral state. The output torque to axle 116 increases after time t2. When the switching process of the modified example is performed, there is no need to perform an operation of disconnecting the assist motor 140 from the axle 116 when coupling to the overdrive, and thus there is an advantage that the switching can be completed in a short time.

In the hybrid vehicle of this embodiment, the assist motor 140 is connected to the axle 116 via a one-way clutch in a direction in which power can be transmitted.
And the axle 116. The method of connecting the assist motor 140 via the one-way clutch is not limited to this, and various combinations can be applied. For example,
The assist motor 140 and the crankshaft 156 may be connected by a one-way clutch that can transmit power from the crankshaft 156 to the assist motor 140. FIG. 21 shows the state of power conversion in such a case. The meanings of the symbols in the figure are the same as in FIG.

In this configuration, when the rotation speed of the axle 116 is lower than the rotation speed of the engine 150 at the time of the underdrive coupling, the configuration is equivalent to a direct connection between the two. When the rotation speed of the axle 116 is equal to or higher than the rotation speed of the engine 150, torque conversion can be performed by supplying electric power regenerated by the assist motor 140 to the clutch motor 130.

Since the assist motor 140 cannot be run in the neutral state, when the rotation speed of the axle 116 is lower than the rotation speed of the engine 150, the clutch motor 13
The electric power generated when the rotation speed is adjusted at zero is supplied to the battery 194.
Is charged. When the rotation speed of the axle 116 is equal to or higher than the rotation speed of the engine 150, torque conversion can be performed by supplying electric power regenerated by the assist motor 140 to the clutch motor 130.

In overdrive coupling, the one-way clutch has no effect. Therefore, when the rotation speed of the axle 116 is lower than the rotation speed of the engine 150, the electric power regenerated by the clutch motor 130 is supplied to the assist motor 14.
The torque conversion can be performed by supplying the electric power regenerated by the assist motor 140 to the clutch motor 130 when the rotation speed of the axle 116 is higher than the rotation speed of the engine 150. It can be performed.

By applying such a configuration, when the assist motor 140 is disconnected from the axle 116, torque conversion equivalent to that of the overdrive coupling can be executed, so that the switching to the overdrive coupling can be quickly performed. Can be performed.

As another coupling method, the assist motor 140 is connected to the axle 11 by a one-way clutch that can transmit power from the axle 116 to the assist motor 140.
6 may be combined. FIG. 22 shows how the torque is converted in such a case.

In such a configuration, when the rotation speed of the axle 116 is higher than the rotation speed of the engine 150 at the time of overdrive coupling, the configuration is equivalent to the direct connection of the two. When the rotation speed of the axle 116 is equal to or lower than the rotation speed of the engine 150, torque conversion can be performed by supplying electric power regenerated by the clutch motor 130 to the assist motor 140.

In the neutral state, the assist motor 140 cannot be run at power. Therefore, when the rotation speed of the axle 116 is lower than the rotation speed of
The electric power generated when the rotation speed is adjusted at zero is supplied to the battery 194.
Is charged. When the rotation speed of the axle 116 is equal to or higher than the rotation speed of the engine 150, torque conversion can be performed by supplying electric power regenerated by the assist motor 140 to the clutch motor 130. On the other hand, in this state, when the axle 116 is being rotated by an external force, the power can be regenerated by the assist motor 140.

In the underdrive connection, the one-way clutch has no effect. Therefore, when the rotation speed of the axle 116 is lower than the rotation speed of the engine 150, the electric power regenerated by the clutch motor 130 is supplied to the assist motor 14.
The torque conversion can be performed by supplying the electric power regenerated by the assist motor 140 to the clutch motor 130 when the rotation speed of the axle 116 is higher than the rotation speed of the engine 150. It can be performed.

Further, as another coupling method, the one-way clutch in a direction in which power can be transmitted from the assist motor 140 to the crankshaft 156 is provided by the assist motor 1.
40 may be coupled to crankshaft 156. FIG. 23 shows how the torque is converted in such a case.
Shown in

In such a configuration, when the rotation speed of the axle 116 is higher than the rotation speed of the engine 150 during the underdrive connection, the configuration is equivalent to connecting both directly. When the rotation speed of the axle 116 is equal to or lower than the rotation speed of the engine 150, torque conversion can be performed by supplying electric power regenerated by the clutch motor 130 to the assist motor 140.

In the neutral state, electric power cannot be regenerated by the assist motor 140. Therefore, when the rotation speed of the axle 116 is higher than the rotation speed of the engine 150, the battery 19
The power of 4 drives the clutch motor 130 to adjust the rotation speed. When the rotation speed of the axle 116 is equal to or lower than the rotation speed of the engine 150, the torque can be converted by supplying the electric power regenerated by the clutch motor 130 to the assist motor 140. In this coupled state, motoring of engine 150 can be performed by assist motor 140.

In overdrive coupling, the one-way clutch has no effect. Therefore, when the rotation speed of the axle 116 is lower than the rotation speed of the engine 150, the electric power regenerated by the clutch motor 130 is supplied to the assist motor 14.
The torque conversion can be performed by supplying the electric power regenerated by the assist motor 140 to the clutch motor 130 when the rotation speed of the axle 116 is higher than the rotation speed of the engine 150. It can be performed.

In the hybrid vehicle described above, the one-way clutch is connected to the axle 116 via the clutch.
Alternatively, by coupling to the crankshaft 156,
Both may be cut off. 5 and FIGS.
As described with reference to FIG. 23, in the above embodiment and its modified example, in any case, the rotation speed N of the axle 116
Regarding the magnitude relationship between d and the rotation speed Ne of the engine 150, there is a specific state that cannot be realized. Such a state exists because the axle 116
And the crankshaft 156 are directly connected. If the one-way clutch can be disengaged from the axle 116 or the crankshaft 156, the configuration in which the axle 116 and the crankshaft 156 are directly connected can be avoided, so that the vehicle can run in any rotational state.

The hybrid vehicle of the present embodiment has a clutch motor 13 as a power adjusting device for transmitting the power output from engine 150 by increasing or decreasing the power by exchanging electric power.
0 is applied. On the other hand, for example, the vehicle is connected as shown in FIG.
The configuration shown in FIG. In a hybrid vehicle as a modification, a planetary gear 200 and a motor generator 210 are used as a power adjusting device. Other configurations are the same as those of the hybrid vehicle of the first embodiment (see FIG. 1).

The planetary gear 200 includes a sun gear 201 that rotates at the center, a planetary carrier 203 having a planetary pinion gear that revolves while rotating around the outer periphery of the sun gear 201, and a ring gear 2 that further rotates around the outer periphery.
02. The sun gear 201, the planetary carrier 203, and the ring gear 202 have separate rotating shafts. The sun gear shaft 204, which is the rotation shaft of the sun gear 201, is hollow and connected to the rotor 212 of the motor generator 210. Planetary carrier shaft 20 that is the rotation axis of planetary carrier 203
6 is connected to the crankshaft 156 of the engine 150. A ring gear shaft 205, which is the rotation shaft of the ring gear 202, is connected to the front axle 116 via a differential gear 114.

[0132] The planetary gear 200 is
4, planetary carrier shaft 206 and ring gear shaft 2
It is well known mechanically that the following relationship is established between the rotation speed and the torque of the three axes 05. That is, when the power states of two of the three rotating shafts are determined,
The power state of the remaining one rotating shaft is determined based on the following relational expression. Ns = (1 + ρ) / ρ × Nc−Nr / ρ; Nc = ρ / (1 + ρ) × Ns + Nr / (1 + ρ); Nr = (1 + ρ) Nc−ρNs; Ts = Tc × ρ / (1 + ρ) = ρTr; Tr = Tc / (1 + ρ); ρ = number of teeth of sun gear 201 / number of teeth of ring gear 202;

Here, Ns is the rotation speed of the sun gear shaft 204; Ts is the torque of the sun gear shaft 204; Nc is the rotation speed of the planetary carrier shaft 206 (that is, N
e); Tc is the torque of planetary carrier shaft 206 (ie, Tc
e); Nr is the rotation speed of the ring gear shaft 205 (that is, Nd); Tr is the torque of the ring gear shaft 205 (that is, Td).

The motor generator 210 includes the assist motor 14
It has the same configuration as 0. That is, the motor generator 210
Is configured as a three-phase synchronous motor in which a coil is wound around a stator 214 and a permanent magnet is attached to a rotor 212. Stator 214 is fixed to the case. When a three-phase alternating current is applied to a coil wound around the stator 214, a rotating magnetic field is generated, and the rotor 212 rotates by interaction with a permanent magnet attached to the rotor 212. Motor generator 2
The rotor 10 also functions as a generator that regenerates the power as electric power when the rotor 212 is rotated by an external force. The coil wound around the stator 214 of the motor generator 210 is electrically connected to the drive circuit 191 similarly to the clutch motor 130 of the first embodiment (see FIG. 1). The operation of the motor generator 210 can be controlled by the control unit 190 turning on / off the transistor of the drive circuit 191.

In the hybrid vehicle of the modified example, the combination of planetary gear 200 and motor generator 210
Functions equivalent to those of the clutch motor 130 in the embodiment shown in FIG. 1 can be achieved. Clutch motor 130
The inner rotor shaft 133 corresponds to the planetary carrier shaft 206, and the outer rotor shaft 135 corresponds to the ring gear shaft 205. In the modified example, a function as a power adjusting device is achieved by the combination of these as described below.

When power is input from the engine 150 to the planetary carrier shaft 206, the ring gear 202 and the sun gear 201 rotate according to the above equation (4). It is also possible to stop the rotation of either the ring gear 202 or the sun gear 201. As the ring gear 202 rotates, a part of the power output from the engine 150 can be transmitted to the front axle 116 in a mechanical form. Further, as the sun gear 201 rotates, a part of the power output from the engine 150 is
Regeneration as electric power can be performed by setting to 0. On the other hand, when the motor generator 210 is powered, the torque output from the motor generator 210 can be mechanically transmitted to the axle 116 via the sun gear 201, the planetary carrier 203, and the ring gear 202. Therefore, the motor generator 21
By powering 0, the torque output from engine 150 can be increased and output to front axle 116. Thus, in the second embodiment, the same function as the clutch motor 130 can be achieved by the combination of the planetary gear 200 and the motor generator 210.

In the modified example, the first gear 111 and the second gear
Various configurations can be adopted according to the meshing state of the gear 112 and the third gear 113. FIGS. 25 to 27 schematically show this configuration. FIG. 25 shows the first gear 111
And the third gear 113 are meshed. The rotor 142 of the assist motor 140 is a planetary gear 200
With the ring gear shaft 205. Therefore, as shown in FIG. 25, the power output from the engine 150 is transmitted to the axle 11 via the planetary gear 200 and the assist motor 140.
6 is transmitted. This is a coupling state corresponding to the underdrive coupling (FIG. 2) in the embodiment.

FIG. 26A corresponds to the neutral state. Assist motor 140 is coupled to ring gear shaft 205 via only one-way clutch 182. When the rotation speed of the assist motor 140 is higher than the rotation speed of the ring gear shaft 205, the configuration is equivalent to the underdrive coupling shown in FIG. When the rotation speed of the assist motor 140 is lower than the rotation speed of the ring gear shaft 205, FIG.
As shown in (b), this is equivalent to a configuration in which the assist motor 140 is completely separated.

FIG. 27A shows a state where the second gear 112 and the third gear 113 are engaged. The assist motor 140 is connected to the planetary carrier shaft 206 of the planetary gear 200 and has a one-way clutch 182.
Through the ring gear shaft 205. In a state where the rotation speed of the assist motor 140 is lower than the rotation speed of the ring gear shaft, the one-way clutch 182 does not act at all, so that the configuration is equivalent to the configuration shown in FIG. At this time, the power output from engine 150 is transmitted to axle 116 via planetary gear 200 while being regenerated as electric power by assist motor 140. Further, by running the motor generator 210 using this electric power, the shortage of torque can be compensated. Assist motor 140
Is higher than the rotation speed of the ring gear shaft,
As shown in FIG. 27C, the operation becomes equivalent to a configuration in which the engine 150 and the ring gear 205 are directly connected by the action of the one-way clutch 182.

Even in the case where the configuration using the planetary gear 200 is employed, various connection states such as the underdrive connection, the neutral state, and the overdrive connection shown in FIGS. 2 to 4 can be realized. In addition, the power can be transmitted from the assist motor 140 to the axle 116 in the neutral state by the operation of the one-way clutch. Therefore, the present invention can be applied to a hybrid vehicle of a modified example having the configuration of FIG.

Further, the present invention can be applied to a four-wheel drive vehicle. The power system according to the embodiment (FIG. 1) or the modification (FIG. 24) is applied to the front wheels of the vehicle, and a four-wheel drive hybrid vehicle is configured by providing a separate driving motor on the rear wheel axle. be able to. Even in such a vehicle, highly efficient driving can be performed by switching the coupling state according to the magnitude relationship between the rotation speed of the front axle and the rotation speed of the engine 150. Therefore, if the present invention is applied to such switching control, the various effects described in the above embodiments can be obtained.

In the present embodiment, the switching mechanism of the assist motor 140 is realized by a synchronized gear.
You may comprise using a clutch. For example, instead of the synchronized gear in the configuration of FIG. 1, a first clutch for connecting / disconnecting the assist motor 140 and the inner rotor shaft 133, and a second clutch for connecting / disconnecting the assist motor 140 and the outer rotor shaft 135 May be provided.

Although the embodiments of the present invention have been described above, the present invention is not limited to these embodiments at all, and may be embodied in various other forms without departing from the gist of the present invention. Obviously you can get it.
For example, in the hybrid vehicle of this embodiment, the gasoline engine 150 is used as the engine, but a diesel engine or another device serving as a power source can be used. Further, in the present embodiment, all three-phase synchronous motors are applied as motors, but an induction motor or another AC motor and DC motor may be used. Further, in the present embodiment, various control processes are realized by the CPU executing software, but such control processes may be realized by hardware. Of course, the present invention is not limited to the hybrid vehicle as in the embodiment, and it is needless to say that the present invention can be applied to various power output devices such as a ship, an aircraft, and a machine tool.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram showing an overall configuration of a hybrid vehicle as an embodiment.

FIG. 2 is an explanatory diagram showing a schematic configuration of a power system at the time of underdrive coupling in the hybrid vehicle of the embodiment.

FIG. 3 is an explanatory diagram illustrating a schematic configuration of a power system in a neutral state in the hybrid vehicle according to the embodiment.

FIG. 4 is an explanatory diagram showing a schematic configuration of a power system at the time of overdrive coupling in the hybrid vehicle of the embodiment.

FIG. 5 is an explanatory diagram showing a coupling state of the assist motor 140 and a state of torque conversion for each magnitude relationship between the rotation speed Nd of the axle and the rotation speed Ne of the engine.

FIG. 6 is an explanatory diagram showing a state in which power output from an engine is converted to a lower rotation speed in an underdrive-coupled state.

FIG. 7 is an explanatory diagram illustrating a state in which power output from an engine is converted to a higher rotation speed side in an underdrive coupling state.

FIG. 8 is an explanatory diagram showing a state where power output from an engine is converted to a higher rotation speed in a neutral state.

FIG. 9 is an explanatory diagram showing a case where power output from the engine is converted to a higher rotation speed side in the overdrive coupling state.

FIG. 10 is an explanatory diagram showing how to use each traveling mode in the traveling region of the hybrid vehicle.

FIG. 11 is a flowchart of a torque control routine.

FIG. 12 is an explanatory diagram showing a relationship between an engine operation point and an operation efficiency.

FIG. 13 is a flowchart of a coupling state switching control routine.

FIG. 14 is an explanatory diagram showing a change in an operation state when switching from underdrive coupling to overdrive coupling.

FIG. 15 is an explanatory diagram showing a change in an operation state when switching from overdrive coupling to underdrive coupling.

FIG. 16 is a flowchart of a switching process.

FIG. 17 is an explanatory diagram showing changes in torque and rotation speed when switching to underdrive coupling is performed in the hybrid vehicle of the present embodiment.

FIG. 18 is an explanatory diagram showing changes in torque and rotation speed when switching to underdrive coupling in a conventional hybrid vehicle.

FIG. 19 is a flowchart of a switching process as a modification.

FIG. 20 is an explanatory diagram showing changes in torque and rotation speed when switching to underdrive coupling in a hybrid vehicle according to a modified example.

FIG. 21 shows a first modification of the assist motor 14;
FIG. 5 is an explanatory diagram showing a coupling state of 0 and a state of torque conversion for each magnitude relationship between the axle rotation speed Nd and the engine rotation speed Ne.

FIG. 22 is a view showing an assist motor 14 according to a second modification;
FIG. 5 is an explanatory diagram showing a coupling state of 0 and a state of torque conversion for each magnitude relationship between the axle rotation speed Nd and the engine rotation speed Ne.

FIG. 23 is a view showing an assist motor 14 according to a third modification;
FIG. 5 is an explanatory diagram showing a coupling state of 0 and a state of torque conversion for each magnitude relationship between the axle rotation speed Nd and the engine rotation speed Ne.

FIG. 24 is an explanatory diagram showing a configuration of a hybrid vehicle as a modification.

FIG. 25 shows a hybrid vehicle as a modification.
FIG. 4 is an explanatory diagram showing a configuration at the time of underdrive coupling.

FIG. 26 shows a hybrid vehicle as a modification.
It is explanatory drawing which shows a structure in a neutral state.

FIG. 27 shows a hybrid vehicle as a modification.
FIG. 4 is an explanatory diagram showing a configuration at the time of overdrive coupling.

FIG. 28 is an explanatory diagram showing how power is transmitted during underdrive traveling when an assist motor is coupled to a drive shaft in a conventional hybrid vehicle.

FIG. 29 is an explanatory diagram showing a state of power transmission during overdrive traveling when an assist motor is coupled to a drive shaft in a conventional hybrid vehicle.

FIG. 30 is an explanatory diagram showing a state of transmission of power during underdrive traveling when an assist motor is coupled to an output shaft in a conventional hybrid vehicle.

FIG. 31 is an explanatory diagram showing a state of power transmission during overdrive traveling when an assist motor is coupled to an output shaft in a conventional hybrid vehicle.

[Explanation of symbols]

 111 1st gear 112 2nd gear 113 3rd gear 114 ... differential gear 116R, 116L ... drive wheel 116 ... axle 117 ... rotation speed sensor 130 ... clutch motor 132 ... inner rotor 133 ... inner rotor shaft 134 ... outer rotor 135 ... outer rotor Shaft 138 Slip ring 140 Assist motor 142 Rotor 143 Rotor shaft 144 Stator 145 Speed sensor 150 Engine 152 Speed sensor 156 Crankshaft 157 Damper 165 Accelerator pedal position sensor 180 Spline 181 Spline shaft 182 ... One-way clutch 190 ... Control unit 191,192 ... Drive circuit 194 ... Battery 200 ... Planetary gear 201 ... Sun gear 202 ... Ring gear 03 ... planetary carrier 204 ... sun gear shaft 205 ... ring gear shaft 206 ... planetary carrier shaft 210 ... motor generator 212 ... rotor 214 ... stator

Continued on the front page F term (reference) 3D039 AA02 AA03 AB27 AC06 AC21 AD02 AD11 5H115 PG04 PI16 PI22 PI29 PO17 PU10 PU22 PU24 PU25 PV09 PV23 QN03 QN23 RB22 RE03 RE05 SE04 SE05 TB01 TE02 TO22

Claims (14)

[Claims] 1. An engine having an output shaft, a drive shaft for outputting power, and a power shaft coupled to the output shaft and the drive shaft for increasing or decreasing the power output from the engine by exchanging power to the drive shaft. A power output device comprising: a power adjusting device capable of transmitting power; and a motor coupled to one of the drive shaft and the output shaft by a one-way clutch; and The other axis of rotation,
A power output device comprising: coupling means for coupling to and disconnecting from the electric motor. 2. The power output device according to claim 1, wherein the one rotation shaft is the drive shaft, and the one-way clutch is a mechanism capable of transmitting power only from the electric motor to the drive shaft. Power output device. 3. The power output device according to claim 1, wherein the one rotation shaft is the output shaft, and the one-way clutch is a mechanism capable of transmitting power only from the output shaft to the electric motor. Power output device. 4. The power output device according to claim 2, wherein a detection unit that detects a deviation between a rotation speed of the output shaft and a rotation speed of the drive shaft, and a rotation speed of the output shaft. A power output including control means for controlling the coupling means so that power can be exchanged between the electric motor and the drive shaft when the rotation speed of the drive shaft is higher than the rotation speed of the drive shaft by a predetermined value or more. apparatus. 5. The power output device according to claim 2, wherein a detection unit that detects a deviation between a rotation speed of the output shaft and a rotation speed of the drive shaft, and a rotation speed of the drive shaft. A power output including control means for controlling the coupling means to bring the electric motor and the output shaft into a coupled state in which power can be exchanged when the rotation speed is higher than the rotation speed of the output shaft by a predetermined value or more. apparatus. 6. The power output device according to claim 1, wherein the motor and the one rotation shaft can transmit power only in one direction through the one-way clutch.
A power output device comprising a switching coupling means capable of coupling by switching to a state in which power can be transmitted in both directions. 7. The power output device according to claim 6, wherein detection means for detecting a deviation between the rotation speed of the electric motor and the rotation speed of the one of the rotating shafts, and power is transmitted by the one-way clutch. And when the deviation is within a predetermined range, the control means controls the switching coupling means to switch a coupling state between the electric motor and the one rotating shaft to a state in which power can be transmitted bidirectionally. A power output device comprising: 8. The power output device according to claim 1, further comprising a disconnecting means capable of releasing a connection between the one-way clutch and the one rotation shaft. 9. The power output device according to claim 8, wherein when a predetermined condition for inhibiting transmission of power to said one rotation shaft by said one-way clutch is satisfied, said disconnection means is controlled. And a control means for disconnecting the one-way clutch from the one rotation shaft. 10. The power output device according to claim 1, wherein the power adjustment device has a first rotor connected to the output shaft, and a second rotor connected to the drive shaft. A power output device that is a pair rotor motor. 11. The power output device according to claim 1, wherein the power adjustment device has a generator having a rotor shaft, and three rotation shafts, wherein the rotation shafts are the output shaft, the drive shaft,
And a planetary gear coupled to the rotor shaft. 12. An engine having an output shaft, a drive shaft for outputting power, and a power shaft coupled to the output shaft and the drive shaft for increasing or decreasing the power output from the engine by exchanging power to the drive shaft. A power output device comprising: a power adjusting device capable of transmitting power; and an electric motor connected to the drive shaft by a one-way clutch capable of adding power to the drive shaft and connected to the output shaft by coupling means capable of performing connection and disconnection. A method for controlling an apparatus, comprising: (a)
Detecting a deviation between the rotation speeds of the output shaft and the drive shaft; and (b) controlling the coupling means when the rotation speed of the output shaft is higher than the rotation speed of the drive shaft by a predetermined value or more. And disconnecting the connection between the electric motor and the output shaft. 13. The control method according to claim 12, wherein
The power output device is configured to switch the electric motor and the drive shaft between a state in which power can be transmitted in only one direction and a state in which power can be transmitted in two directions via the one-way clutch. A power output device further comprising coupling means, (c) a step of detecting an absolute value of a deviation between the rotation speed of the drive shaft and the rotation speed of the electric motor as a second deviation, and (d) the step (b). If the second deviation becomes equal to or less than a predetermined value after the execution of the step (b), the switching coupling means is controlled so that the coupling state between the electric motor and the one rotating shaft can be transmitted bidirectionally. Switching to a state. 14. An engine having an output shaft, a drive shaft for outputting power, and a power shaft coupled to the output shaft and the drive shaft for increasing or decreasing the power output from the engine by exchanging power to the drive shaft. A power output device comprising: a power adjusting device capable of transmitting power; and an electric motor connected to the drive shaft by a one-way clutch capable of adding power to the drive shaft and connected to the output shaft by coupling means capable of performing connection and disconnection. A method for controlling an apparatus, comprising: (a)
Detecting a deviation between the rotation speeds of the output shaft and the drive shaft; and (b) controlling the coupling means when the rotation speed of the drive shaft is higher than the rotation speed of the output shaft by a predetermined value or more. And coupling the electric motor and the output shaft.