JP3412503B2 - Power output device, control method thereof, and hybrid vehicle - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid power output apparatus having an electric motor and a prime mover and a control method thereof, and more particularly to a hybrid power output apparatus having a switching means for switching a coupling state between the electric motor and the prime mover. And its control method.

[0002]

2. Description of the Related Art In recent years, a parallel hybrid type power output device having an electric motor and a prime mover and capable of rotating a drive shaft regardless of the power output from both has been proposed, which has low fuel consumption and environmental friendliness. In order to take advantage of its characteristics such as superiority, it has been proposed to mount it on a vehicle. Examples of the configuration of the parallel hybrid power output device include those shown in FIGS. 3 and 4 (the devices described in JP-A-9-46819 and JP-A-9-46965).

The parallel hybrid type power output device shown in FIG. 3 transmits the power output from the engine 50 to the drive shaft 22 via the clutch motor 30 and the assist motor 40. The clutch motor 30 is a pair-rotor electric motor in which both an inner rotor connected to the crankshaft 56 of the engine 50 and an outer rotor connected to the drive shaft 22 can rotate.
Is an electric motor having a rotor connected to the drive shaft 22 and a stator fixed to the case. Clutch motor 30
The engine 50 regenerates electric power according to the relative slip between the inner rotor and the outer rotor.
A part of the power output from the engine is taken out, or conversely, the power output from the engine 50 is added to the power output by consuming the power supplied from the battery or the like to add power to the drive shaft. 22. The assist motor 40 can adjust the excess and deficiency power so that the power output from the drive shaft 22 matches the required power. With such an action, the parallel hybrid power output device shown in FIG. 3 converts the power output from the engine 50 into power having various rotational speeds and torques to drive the drive shaft 2.
It is possible to output from 2.

The parallel hybrid type power output device shown in FIG. 4 has the same basic function as that of the power output device shown in FIG. In the power output device shown in FIG. 3, the clutch motor 30 is connected to the crankshaft 56 of the engine 50 and the assist motor 40 is connected to the drive shaft 22, whereas in the power output device shown in FIG. The axes are different. The characteristics of the power output device shown in FIGS. 3 and 4 will be described in detail later. However, the power output device shown in FIG. 3 is used in the case of underdrive, that is, “the rotation speed of the engine 50> the rotation speed of the drive shaft 22”. The driving efficiency is high, the power output device shown in FIG.
That is, there is a feature that the operation efficiency is high when “the number of revolutions of the engine 50 <the number of revolutions of the drive shaft 22”.

[0005]

However, in the above-described power output device, the operating efficiency cannot be increased in both underdrive and overdrive. Since the operating range of the power output device usually includes both operating states, it was not possible to increase the operating efficiency in the entire operable range of the power output device. As one means for solving such a problem, there may be considered a method in which the rotation shaft of the electric motor is switched to the crankshaft and the drive shaft of the engine by a clutch or the like so that they can be connected. That is,
In the case of underdrive, the clutch is switched so that the engagement state shown in FIG. 3 is realized, and in the case of overdrive, the clutch is switched so that the engagement state shown in FIG. 4 is realized.

As described above, in the power output device capable of switching between the coupling state of FIG. 3 and the coupling state of FIG. 4 according to underdrive / overdrive, a shock or the like does not occur at the time of switching in order to perform the switching. Thus, it is necessary to control the clutch motor 30, the assist motor 40, and the like. Conventionally, the above-described switching technology using a clutch or the like and control at that time have not been disclosed. Generally, so-called proportional control is used to operate the clutch motor 30 and the like in order to smoothly perform such switching.

Although the proportional control can smoothly shift to the target state, it has a characteristic that it takes time to shift to the target state. In the above-mentioned device in which the operation of the clutch motor 30 and the like is controlled by the proportional control, it takes a long time to switch the engagement state. The operating state of the power output device during the switching of the coupling state is different from the operating state that is determined by giving priority to efficiency. Therefore, it takes a long time to switch the coupling state, which also reduces the operation efficiency of the power output device. Further, during the switching of the coupled state, a transient control different from the original operation control is performed.
If it takes a long time to switch the coupling state, the time delay until the original operation control is performed becomes large, and the responsiveness of the power output device also deteriorates.

The present invention has been made to solve the above problems, and in a parallel hybrid type power output device, it is possible to switch the coupling state between the electric motor and the prime mover to improve the operating efficiency and to perform the switching. The purpose is to be able to do quickly.

[0009]

MEANS FOR SOLVING THE PROBLEMS AND OPERATIONS 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-mentioned objects. A power output apparatus of the present invention includes a prime mover and a pair-rotor electric motor having two rotors respectively coupled to an output shaft and a drive shaft of the prime mover, and at least a part of the power output from the prime mover A power output device capable of outputting from the drive shaft via electromagnetic coupling between two rotors, and an electric motor different from the paired rotor electric motor,
A rotating shaft of the electric motor, connecting means for connecting and disconnecting one or both of the output shaft and the drive shaft, and a connection destination of the electric motor via the connecting means,
Of the output shaft and the drive shaft, switching instruction means for instructing to switch from one axis to the other axis, and a rotation axis of the electric motor corresponding to the switching instruction from the switching instruction means The target rotation state setting means for setting the rotation state of the rotating shaft to be connectable to the shaft as the target rotation state, and controlling the connection means in response to the switching instruction from the switching instruction means. The rotation shaft of the motor and the motor releasing means for disconnecting both the output shaft and the drive shaft, and after the connection is released, the rotation state of the rotation shaft of the motor is changed to the target rotation. Torque applying means for causing the electric motor to generate a torque for approaching the state in a predetermined pattern, and controlling the connecting means after the rotation state of the rotating shaft reaches the target rotation state. The rotation shaft of the serial motor and summarized in that comprises an electric motor connecting means for connecting to the other shaft.

A control method for a power output apparatus according to the present invention comprises a prime mover, a paired rotor electric motor having two rotors respectively coupled to an output shaft and a drive shaft of the prime mover, and an electric motor different from the paired rotor electric motor. A connecting means that is interposed between the electric motor and the output shaft and the drive shaft for connecting and disconnecting them, and at least a part of the power output from the prime mover is provided between the two rotors. A method of controlling a power output device capable of outputting from the drive shaft via electromagnetic coupling, comprising: (a) instructing switching of the shaft to which the electric motor is connected via the connecting means; (B) Corresponding to the switching instruction in step (a), the rotation state of the rotating shaft of the electric motor which is to be connected to the other shaft is set as the target rotating state. Step (c), corresponding to the switching instruction in step (a), controlling the connecting means to disconnect the rotating shaft of the electric motor from both the output shaft and the drive shaft. , (D) after releasing in step (c), causing the motor to generate a torque in a predetermined pattern for bringing the rotation state of the rotating shaft of the motor close to the target rotation state; and (e) rotating the rotation. After the rotation state of the shaft reaches the target rotation state, the connecting means is controlled to connect the rotation shaft of the electric motor to the other shaft.

In the power output apparatus and the control method thereof, the electric motor is switched between the output shaft and the drive shaft so as to be connectable, and the target of the rotary shaft of the electric motor is issued when the instruction to switch the connection destination of the electric motor is issued. Set the rotation state,
By generating a torque for approaching the target state in a predetermined pattern, the rotation state of the electric motor is shifted to the target rotation state and the connection means is switched. At this time, the torque is generated in the electric motor in a predetermined pattern, not by so-called proportional control. In the proportional control or the like, it takes time to shift to the target rotation state because the torque is controlled to decrease as the rotation state of the electric motor approaches the target rotation state. On the other hand, in the power output device and the like of the present invention, since the torque is output in the predetermined pattern, the predetermined torque is continuously output regardless of whether the rotation state of the electric motor approaches the target rotation state.

As a result, according to the power output apparatus and the like of the present invention, first, the operating efficiency of the power output apparatus can be improved by switching and connecting the electric motor to the output shaft and the drive shaft. In addition, at the time of this switching, the rotation state of the electric motor can be swiftly changed to the target rotation state, so that the connection destination of the electric motor can be swiftly switched. When the electric motor is switched, the operation efficiency of the power output device usually decreases. The power output apparatus of the present invention can improve the operation efficiency of the apparatus by performing the switching in a short time as described above.

The term "rotating state" as used in this specification means that
It means the motion state of each shaft represented by the rotation speed and the torque. Therefore, in the above-mentioned invention, only the target value of the rotation speed may be set as the target rotation state,
There are cases where only the torque is set, and cases where both are set.

Further, in the above invention, the predetermined pattern means a predetermined change in torque generated in the electric motor with time. As such a pattern, for example, a pattern in which a constant torque is continuously output, a pattern in which a torque that changes stepwise is output, and the like are conceivable. This pattern also includes a pattern that changes the torque in a curve.

In the above power output device, the rotation state is the rotation speed of each shaft, and the predetermined pattern in the torque applying means is the rotation speed of the electric motor at the time of starting the switching, and the rotation speed of the electric motor. It is desirable that the pattern has a constant value determined according to the deviation from the rotation speed of the other shaft.

According to such a power output device, by outputting a constant torque from the electric motor, it is possible to quickly shift the rotation state to the target rotation state. In the above invention, the rotating state means the number of rotations. The constant torque is determined according to the deviation between the rotation speed of the electric motor and the rotation speed of the other shaft when the switching is started. The other shaft is the shaft to which the electric motor should be connected after switching.

For example, when this deviation is large, it is necessary to increase the torque of the electric motor and sharply increase the rotation speed. On the other hand, when the deviation is small, it is necessary to prevent the overshoot by making the torque of the electric motor relatively small and slightly increasing the rotation speed. In the power output device described above, the rotation speed of the electric motor can be appropriately shifted to the target rotation speed by setting the torque according to the deviation. The torque determined according to the deviation is
Both a torque that is determined to change continuously according to the deviation and a torque that is determined stepwise are included.

Further, in the above power output device, the torque applying means may set the torque to a no-load state having a value of 0 for a predetermined period after the rotational state of the rotary shaft reaches the target rotational state. it can.

In such a power output device, after the rotational state of the rotary shaft reaches the target rotational state, the connecting means is connected across the unloaded state by leaving the unloaded state for a predetermined period. become. That is, when connecting the electric motor to the output shaft or the drive shaft, the electric motor does not output any torque. Therefore, it is possible to prevent a shock from occurring at the time of connection.

It should be noted that the predetermined period of no-load state may be a fixed period set in consideration of the responsiveness of the connecting means, or the rotation state of the shaft to which the electric motor is connected and the electric motor. The period may be determined according to the deviation from the rotation state of the. In addition, when there is a time delay from setting the torque to be output by the electric motor to a value of 0 until the torque actually reaches a value of 0, the predetermined period is determined in consideration of the time delay. Is desirable.

In the power output device with no load, the rotation state is the rotation speed of each shaft, and the target rotation state is the rotation speed of the electric motor after being changed in the no load state, and The deviation from the rotation speed of the other shaft may be a rotation speed set so as to be within a predetermined rotation speed difference predetermined according to the connecting means.

In order to further reduce the shock when accompanied by a no-load condition, it is desirable that the deviation between the rotational speed of the other rotating shaft to which the electric motor is coupled and the rotational speed of the electric motor is small. The allowable deviation is determined according to the connecting means. In the power output device, the target rotation state is set in consideration of the fluctuation of the rotation speed of the electric motor in the unloaded state. Therefore,
When the electric motor is connected to the other shaft through the unloaded state, the above deviation can be set within the allowable range. As a result,
The power output device can switch the connection of the electric motor promptly and without causing a shock. The fluctuation of the rotation speed of the electric motor in the unloaded state changes depending on the configuration of the device, the inertia of each part, the frictional force, and the like, and thus can be set by an experiment or the like.

In such a power output device, there are a case where the drive shaft is switched to the output shaft and a case where the output shaft is switched to the drive shaft. In consideration of the operating efficiency of the power output device, it is preferable that the former is switched while increasing the rotation speed of the electric motor, and the latter is preferably changed while decreasing the rotation speed of the electric motor.
The following inventions are conceivable as a power output device that realizes such switching.

In the power output apparatus, the switching instruction means is means for instructing to switch the shaft to which the electric motor is connected from the drive shaft to the output shaft of the prime mover. The target rotation state is a rotation speed that is set by correcting the rotation speed of the output shaft of the prime mover in consideration of the fluctuation of the rotation speed of the electric motor in the unloaded state, and the torque applying unit is the It is a power output device that is means for applying torque that increases the rotation speed of the electric motor.

In addition, as the device corresponding to the latter, in the power output device, the switching instruction means is a means for instructing to switch the shaft to which the electric motor is connected from the output shaft of the prime mover to the drive shaft. The target rotation state is a rotation speed that is set by correcting the rotation speed of the drive shaft in consideration of fluctuations in the rotation speed of the electric motor in the unloaded state, and the torque applying unit is
It is a power output device that is means for applying a torque that reduces the rotation speed of the electric motor.

According to these power output devices, switching from the drive shaft to the output shaft or switching from the output shaft to the drive shaft can be performed quickly and smoothly. The variations in these inventions will be determined by experiments or the like. Here, in the latter power output device, that is, in the power output device that switches from the output shaft to the drive shaft, since switching is performed while reducing the rotation speed of the electric motor,
The fluctuation in the no-load state can occur only in the direction in which the rotation speed of the electric motor decreases. On the other hand, in the former power output device, since the rotational speed of the electric motor is increased, various states of fluctuations in the rotational speed of the electric motor can occur in the unloaded state. For example, when there is a time delay after the electric motor reaches the target rotational speed until the torque of the electric motor actually becomes 0, the rotational speed of the electric motor may further increase. Further, in the unloaded state, the rotation speed may decrease due to friction of the electric motor or the like. The power output apparatus of the above invention can be applied regardless of any fluctuation.

The power output device described above can be applied to various devices utilizing the power output from the prime mover. As an example, the power output device is mounted,
So-called hybrid vehicles can be mentioned.

The hybrid vehicle of the present invention comprises a prime mover,
2 respectively connected to the output shaft and drive shaft of the prime mover
A pair of rotor electric motors having two rotors, and drive wheels coupled to the drive shaft and rotatable with the drive shaft. At least a part of the power output from the prime mover is electromagnetically coupled between the two rotors. A hybrid vehicle capable of traveling by transmitting to the drive shaft via the drive shaft and rotating the drive wheel, wherein an electric motor different from the paired rotor electric motor, a rotary shaft of the electric motor, the output shaft and the drive shaft An instruction to switch from one of the output shaft and the drive shaft to the other of the output shaft and the drive shaft, and a connecting means for connecting to and disconnecting from one or both of them and a connection destination of the electric motor via the connecting means. Switching instruction means to perform,
Target rotation state setting means for setting the rotation state of the rotation shaft to be satisfied so that the rotation shaft of the electric motor can be connected to the other shaft, and rotation of the electric motor by controlling the connection means. A shaft, an electric motor releasing means for releasing the connection with both the output shaft and the drive shaft, and a torque for making the rotating state of the rotating shaft of the electric motor approach the target rotating state in the electric motor in a predetermined pattern. And a motor connecting unit that controls the connecting unit to connect the rotating shaft of the electric motor to the other shaft after the rotating state of the rotating shaft reaches the target rotating state. Is the gist.

According to such a hybrid vehicle, since the power output device described above is mounted, it is possible to operate the hybrid vehicle utilizing the characteristics of the power output device. The hybrid vehicle is originally known to have high driving efficiency and excellent fuel consumption, but the hybrid vehicle of the present invention can further improve driving efficiency.

[0030]

BEST MODE FOR CARRYING OUT THE INVENTION Next, embodiments of the present invention will be described based on examples. FIG. 1 is a configuration diagram showing a schematic configuration of a power output device 20 as a first embodiment of the present invention, and FIG. 2 is a configuration diagram showing a schematic configuration of a vehicle incorporating the power output device 20 of FIG. For convenience of explanation, first, referring to FIG.
The configuration of the entire vehicle will be described.

(1) Device Configuration As shown in FIG. 2, this vehicle is equipped with a gasoline engine 50 as a power source. This engine 50
A mixture of air sucked from the intake system via the throttle valve 66 and gasoline injected from the fuel injection valve 51 is sucked into the combustion chamber 52, and the motion of the piston 54 pushed down by the explosion of the mixture is caused by the crankshaft 56. Convert to the rotational motion of. Here, the throttle valve 66 is opened and closed by an actuator 68. Spark plug 6
2 forms an electric spark by the high voltage introduced from the igniter 58 through the distributor 60, and the air-fuel mixture is ignited by the electric spark and explodes and burns.

The operation of the engine 50 is controlled by an electronic control unit (hereinafter referred to as EFIECU) 70. Various sensors indicating the operating state of the engine 50 are connected to the EFIECU 70. For example, a throttle valve position sensor 67 that detects the opening (position) of the throttle valve 66, an intake pipe negative pressure sensor 72 that detects the load of the engine 50, a water temperature sensor 74 that detects the water temperature of the engine 50, and a distributor 60.
A rotation speed sensor 76 and a rotation angle sensor 78, which are provided in the crankshaft 56 and detect the rotation speed and the rotation angle of the crankshaft 56. In addition to the above, the EFIECU 70 is also connected to a starter switch 79 for detecting the state ST of the ignition key.
Illustration of switches and the like is omitted.

The drive shaft 22 is coupled to the crankshaft 56 of the engine 50 via a clutch motor 30 and an assist motor 40 which will be described later. Drive shaft 2
2 is connected to the differential gear 24,
The torque from the power output device 20 is finally transmitted to the left and right drive wheels 26, 28. The coupling of the clutch motor 30 and the like will be described based on FIG. As shown in FIG. 1, the inner rotor 31 of the clutch motor 30 is connected to the crankshaft 56 of the engine 50, and the outer rotor 33 is connected to the drive shaft 22. The rotor 41 of the assist motor 40 can be mechanically connected to the crankshaft 56 or the drive shaft 22 by the first clutch 45 and the second clutch 46. The first clutch 45 is turned off and the second
When the clutch 46 is turned on, the rotor rotary shaft 38 and the crankshaft 56 are disconnected and the rotor rotary shaft 38 and the drive shaft 22 are connected. In this case, the power output device has a configuration in which the assist motor 40 is attached to the drive shaft 22 as shown in the schematic view of FIG. On the other hand, the first
When the clutch 45 is turned on and the second clutch 46 is turned off, the rotor rotary shaft 38 and the crankshaft 56 are connected and the rotor rotary shaft 38 and the drive shaft 22 are disconnected. In this case, the power output device has a configuration in which the assist motor 40 is attached to the crankshaft 56, as shown in the schematic view of FIG. The first clutch 45
The second clutch 46 is operated by a hydraulic circuit (not shown).

As shown in FIG. 1, the clutch motor 30 is provided with a permanent magnet 32 on the outer peripheral surface of an inner rotor 31,
It is configured as a synchronous motor in which a three-phase coil 34 is wound around a slot formed in the outer rotor 33. Electric power to the three-phase coil 34 is supplied via the slip ring 35. Three-phase coil 3 in the outer rotor 33
The portions for forming the slots for 4 and the teeth are formed by laminating thin sheets of non-oriented electrical steel sheets.
In the embodiment, the number of permanent magnets 32 is 8 (4 for N pole and 4 for S pole).
Individual pieces) and are attached to the inner peripheral surface of the inner rotor 31. The magnetization direction is a direction toward the axial center of the clutch motor 30, and every other magnetic pole is in the opposite direction. The three-phase coil 34 of the outer rotor 33, which faces the permanent magnet 32 with a slight gap, is wound around a total of 12 slots (not shown) provided in the outer rotor 33. Form a magnetic flux through the teeth that separate the two. Each of the three-phase coils 34 is connected to receive power from the slip ring 35. This slip ring 35
Rotating ring 35a and brush 35 fixed to the drive shaft 22
b and. Three phases (U, V, W phases)
In order to exchange the currents, the slip ring 35 is provided with three-phase rotating rings 35a and brushes 35b.

On the other hand, although the assist motor 40 is also configured as a synchronous motor, the three-phase coil 44 that forms the rotating magnetic field is wound around the stator 43 fixed to the case 49. The stator 43 is also formed by stacking thin non-oriented electrical steel sheets. The rotor 41 is attached to a rotor rotating shaft 38 that is a hollow shaft that is coaxial with the crankshaft 56, and the outer peripheral surface of the rotor 41 has
A plurality of permanent magnets 42 are provided.

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

The clutch motor 30 and the assist motor 40 are driven by using the electric power of the battery 94 or the like by driving the first drive circuit 91 and the second drive circuit 92 according to the control signal from the control unit 90. It The control unit 90 has a CPU 90c, a RAM 90a, and an R inside.
It is a microcomputer including the OM 90b and the like. Various sensors are connected to the control unit 90 to enable control of the clutch motor 30 and the like.
The rotation angle θd of the drive shaft 22 from the resolver 37, the rotation angle θr of the rotor rotation shaft 38 from the resolver 47, the rotation angle θe of the engine 50 from the resolver 57, and the accelerator pedal position (accelerator pedal position from the accelerator pedal position sensor 64a). Depression amount AP, brake pedal position from brake pedal position sensor 65a (depression amount of brake pedal 65) BP, shift position SP from shift position sensor 84, both clutches from first clutch 45 and second clutch 46 are turned on. OFF signal, clutch current value Iuc from the two current detectors 95 and 96 provided in the first drive circuit 91,
Ivc, the assist current values Iua and Iva from the two current detectors 97 and 98 provided in the second drive circuit, the remaining capacity BRM from the remaining capacity detector 99 that detects the remaining capacity of the battery 94, and the like are input. It

From the control unit 90, a control signal SW1 for driving the six transistors Tr1 to Tr6 which are switching elements provided in the first drive circuit 91,
A control signal SW2 for driving the six transistors Tr11 to Tr16 as switching elements provided in the second drive circuit 92, a drive signal for driving the first clutch 45 and the second clutch 46, and the like are output. The six transistors Tr1 to Tr6 in the first drive circuit 91 constitute a transistor inverter, and each pair of two transistors is a source side and a sink side with respect to the pair of power supply lines L1 and L2. The three-phase coil (UVW) 3 of the clutch motor 30 is arranged at the connection point.
Each of 6 is connected via a slip ring 35. Since the power supply lines L1 and L2 are connected to the positive side and the negative side of the battery 94, respectively, the transistors Tr1 to T paired by the control unit 90.
When the ratio of the ON time of r6 is sequentially controlled by the control signal SW1 and the current flowing in each coil 34 is made into a pseudo sine wave by PWM control, a rotating magnetic field is formed by the three-phase coil 34. The clutch motor 30 is operated in various states due to the interaction between this rotating magnetic field and the magnetic field formed on the permanent magnet attached to the inner rotor 31.

On the other hand, the six transistors Tr11 to Tr16 of the second drive circuit 92 also form a transistor inverter, and are arranged in the same manner as the first drive circuit 91, respectively, and form a pair of transistors. The connection point is connected to each of the three-phase coils 44 of the assist motor 40. Therefore, when the control unit 90 sequentially controls the on-time of the paired transistors Tr11 to Tr16 by the control signal SW2 and the current flowing in each coil 44 is made into a pseudo sine wave by PWM control, the three-phase coil 44 causes A rotating magnetic field is formed. The assist motor 40 rotates due to the interaction between this rotating magnetic field and the magnetic field formed on the permanent magnet attached to the rotor 41.

Further, the control unit 90 uses the above-mentioned EF.
Various information is exchanged with the IECU 70 by communication, and E
It also outputs a required value for the operating state of the engine 50 to the FI ECU 70. Furthermore, the control unit 90
Also controls the engagement state of the first clutch 45 and the second clutch 46 by controlling a hydraulic circuit (not shown).

(2) General Operation The operation of the power output apparatus 20 of the embodiment having the above-described configuration will be described. First, the case where the first clutch 45 is turned off and the second clutch 46 is turned on (see FIG. 3) will be described. The operating principle in such a case, particularly the principle of torque conversion, is as follows. It is assumed that the engine 50 is rotating at the rotation speed Ne and the drive shaft 22 is rotating at the rotation speed Nd1 which is smaller than the rotation speed Ne. At this time, if the control unit 90 turns off the transistor of the first drive circuit 91, no current flows through the three-phase coil 34. In the disengaged state, the crankshaft 56 of the engine 50 idles, that is, idles.

When the control unit 90 outputs the control signal SW1 to turn on / off the transistor of the first drive circuit 91, the deviation between the rotation speed Ne of the crankshaft 56 of the engine 50 and the rotation speed Nd1 of the drive shaft 22. (In other words, the rotation speed difference Nc (Nc = Ne−Nd1) between the inner rotor 31 and the outer rotor 33 in the clutch motor 30.
The current flows according to the following). When the rotational speed Ne of the engine 50> the rotational speed Nd1 of the drive shaft 22 (called underdrive), the clutch motor 30 functions as a generator, and the current is regenerated through the first drive circuit 91. . At this time, the inner rotor 31 and the outer rotor 3
3 becomes a combined state in which there is a certain slippage, and the crankshaft 56 moves from the inner rotor 31 to the outer rotor 33.
Torque is output to the drive shaft 22 via the connection with. In this state, when the control unit 90 controls the second drive circuit 92 so that the power equivalent to the electric power regenerated by the clutch motor 30 is consumed by the assist motor 40, a current flows through the three-phase coil 44 of the assist motor 40. Torque is generated in the assist motor 40.

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

Next, consider a case where the engine 50 is operated at the rotational speed Ne and the drive shaft 22 is rotating at the rotational speed Nd2 larger than the rotational speed Ne (referred to as overdrive). In this case, the outer rotor 33 of the clutch motor 30
Is the rotational speed difference Nc with respect to the inner rotor 31 (Nc = N
The rotation speed is indicated by the absolute value of (e-Nd2), and relatively rotates in the rotation direction of the drive shaft 22. Therefore, the clutch motor 30 functions as a normal motor, and the battery 94
Power is supplied to the drive shaft 22 to provide rotational power.
On the other hand, when the control unit 90 controls the second drive circuit 92 so that the assist motor 40 regenerates electric power, the regenerative current flows through the three-phase coil 44 due to the slip between the rotor 41 and the stator 43 of the assist motor 40. If the control unit 90 controls the first and second drive circuits 91 and 92 so that the electric power regenerated by the assist motor 40 is consumed by the clutch motor 30, the clutch motor 30 is stored in the battery 94. It can be driven without using high power.

Referring to FIG. 6, the engine 50 has a rotational speed N
When operating at the operating point P0 represented by e and the torque Te, the power Te · (Nd2-Ne) represented by the hatched region Pc2 is applied to the clutch motor 30.
To output the torque Tc (equal to the output torque Te of the engine 50) to the drive shaft 22 and supply the power to the clutch motor 30 as the power Nd2 · (Tc-Td2) represented by the region Pa2. The drive shaft 22 rotates at a rotation speed Nd
2. It can be rotated at the operating point P2 of the torque Td2.

Next, the principle of operation when the first clutch 45 is turned on and the second clutch 46 is turned off (schematic diagram of FIG. 4) will be described. The engine 50 is operating at the operating point P0 of the rotational speed Ne and the torque Te, and the drive shaft 2
2 is rotating at a rotation speed Nd1 smaller than the rotation speed Ne (underdrive). If the torque Ta (Ta = Td1-Te) is output from the assist motor 40 attached to the crankshaft 56 to the crankshaft 56, the torque of the crankshaft 56 will be the value Td1 (Td1).
= Te + Ta). On the other hand, if the torque Tc of the clutch motor 30 is controlled to the value Td1, this torque Tc is output to the drive shaft 22 and the rotation speed difference Nc between the rotation speed Ne of the engine 50 and the rotation speed Nd1 of the drive shaft 22 is obtained. Based on the electric power is regenerated. Therefore, if the torque Ta of the assist motor 40 is set so as to be covered by the electric power regenerated by the clutch motor 30 and the regenerated electric power is supplied to the second drive circuit 92 via the power supply lines L1 and L2, the assist motor 40 Are driven by this regenerative power.

Referring to FIG. 7, the engine 50 has a rotational speed N
When the vehicle is operating at the operating point P0 represented by e and the torque Te, the assist motor 40 applies the power Ne · (Td1−Te) represented by the hatched area Pa3.
To the torque Td1 of the crankshaft 56, the clutch motor 30 outputs the torque Td1 (torque Tc) to the drive shaft 22, and the power Tc · (Ne-Nd1) to be supplied to the assist motor 40 falls within the range. P
By regenerating as the power represented by c3, the drive shaft 22 is driven at the operating point P of the rotation speed Nd1 and the torque Td1.
It can be rotated by 1.

Further, consider a case where the engine 50 is operated at the operating point P0 of the rotational speed Ne and the torque Te, and the drive shaft 22 is rotating at the rotational speed Nd2 larger than the rotational speed Ne (overdrive). At this time, if the torque Ta of the assist motor 40 is controlled as a value obtained by Td2-Te, the assist motor 40 is regeneratively controlled, and power (electric power) is regenerated from the crankshaft 56. on the other hand,
The clutch motor 30 functions as a normal motor because the outer rotor 33 rotates relative to the inner rotor 31 at a rotation speed difference Nc (Nc = Ne−Nd2) in the rotation direction of the drive shaft 22. , A power corresponding to the rotational speed difference Nc is applied to the drive shaft 22 as rotational power. Therefore, if the torque Ta of the assist motor 40 is set so that the power regenerated by the assist motor 40 can exactly cover the power consumed by the clutch motor 30, the clutch motor 30 is driven by the power regenerated by the assist motor 40. To do.

Referring to FIG. 8, the engine 50 has a rotational speed N
When the vehicle is operating at the operating point P0 represented by e and the torque Te, the assist motor 40 applies the power Ne. (Te-Td2) represented by the hatched area Pa4.
The clutch motor 30 regenerates the torque Tc (torque Td) by supplying the regenerated power to the clutch motor 30 as the power represented by the region Pc4.
(Equal to 2) is output to the drive shaft 22, and the drive shaft 22 can be rotated at the operating point P2 of the rotation speed Nd2 and the torque Td2.

When the rotational speed Ne of the engine 50 is in the underdrive state larger than the rotational speed Nd of the drive shaft 22, the torque conversion illustrated in FIG. 5 is performed in the configuration of the schematic diagram of FIG. 3, and the configuration of the schematic diagram of FIG. The torque conversion illustrated in FIG. 7 is performed. Generally, the loss in a motor or generator increases as the amount of power consumed or regenerated increases.
The torque conversion in the configuration of the schematic diagram of FIG. 3 causes less loss than the torque conversion in the configuration of the schematic diagram of FIG.

The relationship will be described based on the flow of power and electric power. According to the configuration of FIG. 3, part of the power output from the engine 50 is taken out as electric power by the clutch motor 30 during underdrive, and the remaining power is transmitted to the drive shaft 22. The extracted electric power is supplied to the assist motor 40 and becomes the power output to the drive shaft 22 again. In this case, power and electric power are transmitted in the order of the engine 50, the clutch motor 30, and the assist motor 40. On the other hand, according to the configuration of FIG. 4, the power output from the engine 50 is added to the power output from the engine 50 during underdrive, and the power is input to the clutch motor 30. The clutch motor 30 takes out a part of it as electric power and outputs the remaining power to the drive shaft. The electric power extracted by the clutch motor 30 is supplied to the assist motor 40. In this case, part of the power takes the form of electric power, which is in the opposite direction to the originally transmitted direction,
That is, it is transmitted from the clutch motor 30 to the assist motor 40. Considering that such electric power is again input to the clutch motor 30 as power, so-called power circulation occurs in the configuration of FIG. The power that circulates in this way is consumed as heat without being output to the drive shaft. Therefore, during underdrive, the operation efficiency of the configuration of FIG. 4 decreases.

On the contrary, when the engine speed Ne of the engine 50 is in the overdrive state smaller than the engine speed Nd of the drive shaft 22, the configuration of the schematic diagram of FIG. 3 results in the torque conversion illustrated in FIG. 5, and the schematic diagram of FIG. Since the torque conversion illustrated in FIG. 7 is performed in this configuration, the torque conversion in the configuration of the schematic diagram of FIG. 4 causes less loss than the torque conversion in the configuration of the schematic diagram of FIG.

The relationship will be described based on the flow of power and electric power. According to the configuration of FIG. 3, the power output from the engine 50 is added to the power output from the clutch motor 30 and transmitted to the drive shaft 22 during overdrive.
The assist motor 40 extracts part of it as electric power.
This electric power is supplied to the clutch motor 30. In this case, part of the power is circulated between the assist motor 40 and the clutch motor 30. On the other hand, according to the configuration of FIG. 4, during the underdrive, the assist motor 40 takes out a part of the power output from the engine 50 as electric power and inputs the remaining power to the clutch motor 30. The clutch motor 30 further adds power and outputs it to the drive shaft. The electric power taken out by the assist motor is supplied to the clutch motor 30. In this case, the circulation of power as described above does not occur. Therefore, during overdrive, the operating efficiency of the configuration of FIG. 3 is reduced.

Therefore, in the embodiment, basically, in the underdrive state (Ne> Nd), the torque is converted as the configuration of the schematic diagram of FIG. 3, and in the overdrive state (Ne <Nd), the torque conversion is performed. In the configuration of the schematic diagram of No. 4, torque conversion is performed to control the power efficiency of the entire device to be higher.

In the power output device 20 of the embodiment, both the first clutch 45 and the second clutch 46 are turned on,
Both can be turned off. Both clutches 45,
When both 46 are turned on, the rotor rotation shaft 38 to which the rotor 41 of the assist motor 40 is attached is mechanically connected to the crankshaft 56 and the drive shaft 22, and the clutch motor 30 does not function. Figure 9
As shown in the schematic diagram of FIG.
The configuration is the same as the configuration in which the crankshaft 56 and the drive shaft 22 are simply connected to 1. In this state, the power output from the engine 50 is adjusted by the assist motor 40 and output to the drive shaft 22. At this time,
At the same time, it is necessary to control the current to the clutch motor 30 to be zero.

On the other hand, when both clutches 45 and 46 are turned off, the rotor rotary shaft 38 to which the rotor 41 of the assist motor 40 is attached is disconnected from the crankshaft 56 and the drive shaft 22. As shown in the schematic view of FIG. 10, the state is the same as that in which the inner rotor 31 of the clutch motor 30 is connected to the crankshaft 56 and the outer rotor 33 of the clutch motor 30 is connected to the drive shaft 22. At this time, the power output from the engine 50 is adjusted by the clutch motor 30 and output to the drive shaft 22.

In the above description, it is assumed that the power output from the engine 50 and the power output to the drive shaft 22 are equal. When the power output from the engine 50 is larger than the power to be output from the drive shaft 22, the surplus power is stored in the battery 94 as electric power. When the power output from the engine 50 is smaller than the power output from the drive shaft 22,
The shortage of electric power is taken out from the battery 94.

(3) Torque Control Next, the torque control in the power output apparatus 20 of the embodiment capable of such various operations will be described. FIG. 11 is a flowchart showing the flow of the torque control routine.
This routine is repeatedly executed by the CPU 90c in the control unit 90 every predetermined time (for example, every 20 msec) after the power output device 20 is activated.

When the torque control routine is executed, CP
The U90c first reads the rotation speed Nd of the drive shaft 22 (step S100). The rotation speed Nd of the drive shaft 22 can be obtained from the rotation angle θd of the drive shaft 22 read from the resolver 37. Next, a process of reading the accelerator pedal position AP detected by the accelerator pedal position sensor 64a is performed (step S102).
Since the accelerator pedal 64 is depressed when the driver feels that the output torque is insufficient, the accelerator pedal position AP is set to the output torque desired by the driver (that is,
The torque that should be output to the drive shaft 22).

Subsequently, the torque command value Td *, which is the target value of the torque to be output to the drive shaft 22, is derived based on the read accelerator pedal position AP and the rotational speed Nd of the drive shaft 22 (step S104). . In this embodiment, a map showing the relationship between the torque command value Td *, the rotational speed Nd of the drive shaft 22 and the accelerator pedal position AP is stored in advance in the ROM 90b, and when the accelerator pedal position AP is read, the map is read. The corresponding torque command value Td * is derived from the accelerator pedal position AP and the rotational speed Nd of the drive shaft 22. An example of this map is shown in FIG.

Next, the power Pd to be output to the drive shaft 22 is determined by the product of the derived torque command value Td * and the rotation speed Nd of the drive shaft 22 (step S106).
Is divided by the transmission efficiency ηt to calculate the power Pe to be output from the engine 50 (step S108). Then, it is determined whether or not the clutches 45 and 46 are currently being switched (step S110), and when the clutches are being switched, the torque control routine is temporarily terminated.

On the other hand, when both clutches 45 and 46 are not being switched, the power Pe to be output from the engine 50
A process for setting the target torque Te * and the target rotation speed Ne * of the engine 50 is performed based on the above (step S11).
2). The product of the target rotation speed Ne * and the target torque Te * is the power Pe. Target rotation speed Ne * that satisfies this relationship
And the target torque Te * exist in innumerable combinations. Therefore, the target rotational speed Ne * is set so that the engine 50 can be operated in the most efficient state for each power Pe and that the operating state of the engine 50 can smoothly change in response to the change in the power Pe. A combination of target torque Te * is set. In the present embodiment, the combination obtained by experiments or the like is stored in advance in the ROM 90b as a map, and the combination of the target rotation speed Ne * and the target torque Te * corresponding to the power Pe is derived from this map. This map will be further described.

FIG. 13 is a graph showing the relationship between the operating points of the engine 50 and the efficiency of the engine 50. Curve B in the figure indicates the boundary of the operable region of the engine 50.
In the drivable region of the engine 50, isoefficiency lines such as curves α1 to α6 showing operating points with the same efficiency can be drawn according to the characteristics. Also, the engine 5
In the drivable region of 0, a curve represented by the product of the torque Te and the rotation speed Ne has a constant power, for example, a curve C1-C.
1 to C3-C3 can be drawn. In this way, the power Pe drawn along the curves C1-C1 to C3-C3 with a constant power Pe indicates the efficiency at each operating point and the rotational speed N of the engine 50.
When e is represented on the horizontal axis, the graph shown in FIG. 14 is obtained.

As shown in the figure, even if the power Pe output from the engine 50 is the same, the efficiency of the engine 50 varies greatly depending on the operating point. For example, on the curve C1-C1 where the power is constant, the efficiency can be maximized by operating the engine 50 at the operation point A1 (torque Te1, rotation speed Ne1). The operating points with the highest efficiency are the curves C2-C2 and C3-C3 where the output power Pe is constant.
Then, the power Pe is present on each constant curve so that the driving points A2 and A3 correspond to each other. A curve A in FIG. 13 is obtained by connecting operating points at which the efficiency of the engine 50 is as high as possible for each power Pe output from the engine 50 based on these, with a continuous line, and the engine 50 can be efficiently used. It is a motion curve that can be driven. In the embodiment, the target torque Te * of the engine 50 is used by using a map of the relationship between each operating point (torque Te, rotation speed Ne) on the operation curve A and the power Pe.
And the target rotation speed Ne * was set.

Here, the operation curve A is connected by a continuous curve. When the operating point of the engine 50 is determined by a discontinuous curve with respect to the change of the power Pe, the power Pe crosses the discontinuous operating point. This is because the operating state of the engine 50 suddenly changes when the engine 50 changes, and depending on the degree of the change, the target operating state may not be smoothly changed and knocking may occur or the engine may stop. Therefore, when the operation curve A is connected by a continuous curve in this way, each operation point on the operation curve A may not be the most efficient operation point on the curve where the power Pe is constant. In FIG. 13, the torque Temin and the rotation speed Ne are shown.
The operating point Amin represented by min is the operating point of the minimum power that can be output from the engine 50.

Thus, the target speed Ne * of the engine 50 is
And the target torque Te * are set, the engine 50
The rotational speed Ne and the torque Te are controlled so that a steady operating state is achieved at the operating point represented by the set value. Specifically, the target rotation speed Ne * and the target torque Te * are received by communication from the control unit 90 so that the engine 50 is operated at the operation point represented by the target rotation speed Ne * and the target torque Te *. EFIECU7
0 controls the opening of the throttle valve 66, controls the fuel injection from the fuel injection valve 51, and controls the ignition by the ignition plug 62. The control unit 90 controls the clutch motor 30 and the assist motor 40 as the load torque of the engine 50. The torque is controlled. Since the output torque Te and the rotation speed Ne of the engine 50 change depending on the load torque of the engine 50, the EFIECU 70
It is not possible to operate at the operation points of the target torque Te * and the target rotation speed Ne * only by the control by the control by the clutch motor 30 and the assist motor 40 that apply the load torque.
This is because it is necessary to control the torque of. The torque control of the clutch motor 30 and the assist motor 40 will be described later.

Thus, the target engine speed Ne * of the engine 50 is
And target torque Te * are set, the CPU 90c
Then, the value of the flag FD is checked (step S114).
This flag FD is set by the switching process of both clutches 45 and 46, and is underdrive mode (see FIG. 3).
The value 0 is set in the configuration shown in Fig. 4), and the value 1 is set in the overdrive mode (the configuration shown in Fig. 4).

The flag FD has a value 0, that is, the power output device 20.
Is in the underdrive mode, the torque Tc of the clutch motor 30 becomes the load torque of the engine 50, as is clear from FIG. Therefore, the torque Tc of the clutch motor 30 is equal to the target torque Te * of the engine 50.
The clutch motor 30 is calculated by the following equation (1) so that
The torque command value Tc * of is set (step S11
6). Further, the torque command value Ta * of the assist motor 40 is set by the following equation (2) so that the required torque Td * is output to the drive shaft 22 (step S118).

[0069]

[Equation 1]

Here, the second term on the right side in the above equation (1) is a proportional term for canceling the deviation of the rotational speed Ne from the target rotational speed Ne *, and the third term on the right side is an integral term for eliminating the steady deviation. Is. Therefore, the torque command value Tc * of the clutch motor 30 is set to the target torque Te * of the engine 50 in the steady state (when the deviation of the rotation speed Ne from the target rotation speed Ne * is 0). . Note that K1 and K2 in equation (1) are proportional constants. In this way, the torque command value Tc * of the clutch motor 30 is set on the basis of the rotation speed Ne of the engine 50 to control the torque Tc of the clutch motor 30 as the load torque of the engine 50. * And the target rotation speed Ne * can be stabilized at operating points.

On the other hand, when the value of the flag FD is 1, that is, when the power output device 20 is in the overdrive mode, the torque Tc of the clutch motor 30 is equal to the output torque of the drive shaft 22, as is apparent from FIG. Become. Therefore, the torque command value Tc * of the clutch motor 30 is set by the following equation (3) so that the torque Tc of the clutch motor 30 outputs the required torque Td * of the drive shaft 22 (step S120). Further, the torque command value Ta * of the assist motor 40 is set by the following equation (4) so that the target torque Te * is applied to the engine 50 as a load (step S122).

[0072]

[Equation 2]

When the torque command value Tc * of the clutch motor 30 and the torque command value Ta * of the assist motor 40 are set in this manner, the torque command value T from both motors 30 and 40 is set.
The torque corresponding to c * and Ta * is output as shown in FIG.
Both motors 3 are controlled by the clutch motor control routine illustrated in FIG. 16 and the assist motor control routine illustrated in FIG.
Control of 0, 40 is performed. These routines are CP
The U90c executes an interrupt process at predetermined time intervals (for example, every 200 μsec) independently of other processes and in parallel.

When the clutch motor control routine of FIG. 15 is executed, the CPU 90c first inputs the rotation angle θd of the drive shaft 22 from the resolver 37 and the rotation angle θe of the crankshaft 56 of the engine 50 from the resolver 57 ( Steps S200 and S201), clutch motor 30
The electrical angle θc is calculated from the rotation angles θe and θd of both axes (step S202). In the embodiment, the clutch motor 3
Since a 4-pole pair synchronous motor is used as 0, θc = 4
(Θe−θd) will be calculated.

Next, the current detectors 95 and 96 detect the currents Iuc and Ivc flowing in the U and V phases of the three-phase coil 34 of the clutch motor 30 (step S20).
3). The current flows in the three phases U, V and W, but since the sum of them is zero, it is sufficient to measure the currents flowing in the two phases. Coordinate conversion (three-phase-two-phase conversion) is performed using the three-phase currents thus obtained (step S204). The coordinate conversion is conversion into d-axis and q-axis current values of the permanent magnet type synchronous motor, and is performed by calculating the following equation (5). The coordinate conversion is performed here because in the permanent magnet type synchronous motor, the d-axis and q-axis currents are essential amounts for controlling the torque. Of course, it is also possible to control the three phases as they are.

[0076]

[Equation 3]

Next, after the current values of the two axes are converted, the current command values Idc *, Iqc * of each axis obtained from the torque command value Tc * of the clutch motor 30 and the currents Idc, Iqc actually flowing in each axis. And the deviation are obtained to obtain the voltage command values Vdc and Vqc for each axis (step S206). That is, first the following equation (6) is calculated, and then the following equation (7)
Is calculated. Here, Kp and Ki are coefficients that are adjusted so as to match the characteristics of the applied motor. The voltage command values Vdc and Vqc are the deviations Δ from the current command value I *.
It is obtained from a portion proportional to I (first term on the right side of the equation (7)) and an i-th past cumulative portion of the deviation ΔI (second term on the right side).

[0078]

[Equation 4]

[0079]

[Equation 5]

Thereafter, the voltage command value thus obtained is subjected to coordinate conversion (two-phase to three-phase conversion) corresponding to the inverse conversion of the conversion performed in step S204 (step S208), and is actually applied to the three-phase coil 34. Voltage Vuc, Vvc, Vw
A process for obtaining c is performed. Each voltage is calculated by the following equation (8).

[0081]

[Equation 6]

Since the actual voltage control is performed by the on / off time of the transistors Tr1 to Tr6 of the first drive circuit 91, the voltage control values of the transistors Tr1 to Tr6 are adjusted so as to be the voltage command values obtained by the equation (8). The ON time is PWM-controlled (step S209).

Torque command value Tc * of clutch motor 30
The sign of is positive when a positive torque acts on the drive shaft 22 in the rotation direction of the crankshaft 56. At this time, the control of the clutch motor 30 with respect to the positive torque command value Tc * is not necessarily the power running control. "Engine 5
When the rotational speed Ne is 0> the rotational speed Nd of the drive shaft 22 (a positive rotational speed difference Nc (Ne−Nd) occurs), regenerative control is performed to generate a regenerative current according to the rotational speed difference Nc. . “Rotation speed Ne <rotation speed Nd (negative rotation speed difference N
When c (Ne-Nd) occurs, powering control is performed. If the torque command value Tc * is positive, the clutch motor 3
The regenerative control and the power running control of 0 are such that a positive torque acts on the drive shaft 22 by the permanent magnet 32 attached to the inner rotor 31 and the rotating magnetic field generated by the current flowing through the three-phase coil 34 of the outer rotor 33. The transistors Tr1 to Tr6 of the first drive circuit 91 are controlled, and the same switching control is performed. That is, if the torque command values Tc * have the same sign, the clutch motor 3
The control of 0 is the same switching control regardless of whether it is regeneration or power running. Further, the control when the torque command value Tc * is a negative value only reverses the direction of change of the electrical angle θc of the clutch motor 30 in step S202.
This can be performed by the clutch motor control routine shown in FIG.

When the assist motor control routine of FIG. 16 is executed, the CPU 90c firstly determines that the rotor rotating shaft 38
Is detected using the resolver 47 (step S210), and the electrical angle θa of the assist motor 40 is obtained from the rotation angle θr of the rotor rotation shaft 38 (step S2).
11). Since the assist motor 40 also uses a 4-pole pair synchronous motor, θa = 4θr is calculated. Then, the process of detecting each phase current of the assist motor 40 using the current detectors 97 and 98 (step S212) is performed. After that, coordinate conversion (step S214) and voltage command values Vda, V similar to the control of the clutch motor 30 (FIG. 15) are performed.
qa is calculated (step S216), and the inverse coordinate transformation of the voltage command value (step S218) is performed to calculate the transistor Tr of the second drive circuit 92 of the assist motor 40.
PWM to obtain the on / off control time of 11 to Tr16
Control is performed (step S219). These processes are exactly the same as those performed for the clutch motor 30.

The assist motor 40 uses the torque command value Ta *
When is a positive value, it becomes power running, and when it is a negative value, it becomes regenerative. The assist motor 40 is also controlled by the clutch motor 3
Similar to the control of 0, the assist motor control routine of FIG. 16 can be performed regardless of whether powering or regenerative. The same applies when the drive shaft 22 is rotating in the direction opposite to the rotating direction of the crankshaft 56. The sign of the torque command value Ta * of the assist motor 40 is the same as the drive shaft 2
The case where a positive torque acts on the crankshaft 56 in the rotational direction of the crankshaft 56 is defined as positive.

According to the torque control described above, the power output apparatus 20 of the embodiment operates in the underdrive mode (FIG. 3) or the overdrive mode (FIG. 4) to obtain the required rotation speed. Power composed of Nd and torque Td * can be output to the drive shaft 22.

(4) Operation Mode Switching Process Next, the operation mode switching process will be described with reference to FIG.
A description will be given based on the clutch switching processing routine. This routine is repeatedly executed by the CPU 90c every predetermined time (for example, 20 msec) after the power output device 20 is activated. When this routine is executed, the CPU 9
0c is the operating point of the engine 50 (torque T
e and rotation speed Ne) are read (step S30).
0). In the underdrive mode (see FIG. 3), the torque Tc of the clutch motor 30 changes to the engine 50.
Therefore, the torque command value Tc * is used as the torque Te of the engine 50 instead. In the overdrive mode (see FIG. 4), the torque Tc of the clutch motor 30 minus the torque Ta of the assist motor 40 corresponds to the load torque of the engine 50, so the torque command value Tc * is set as the torque Te of the engine 50. The value obtained by subtracting the torque command value Ta * is used instead.

Next, the operating point of the drive shaft 22 (torque T
d and rotation speed Nd) are read (step S30).
2). In the underdrive mode, the torque Tc of the clutch motor 30 and the torque T of the assist motor 40
The sum of “a” corresponds to the torque Td of the drive shaft 22. In the overdrive mode, the torque Tc of the clutch motor 30 corresponds to the torque Td of the drive shaft 22.

In this embodiment, the torque Te of the engine 50 and the torque Td of the drive shaft 22 are thus set to the torque command value Tc of the clutch motor 30 and the assist motor 40.
Although a value based on *, Ta * is used instead, a torque sensor or a strain sensor for detecting torque may be attached to the crankshaft 56 or the drive shaft 22 to directly detect the torque Te or the torque Td.

Next, the CPU 90c determines whether it is necessary to switch the operation mode based on the operation points of the engine 50 and the drive shaft 22 (step S304). Figure 1
FIG. 8 is an explanatory diagram for explaining how to determine whether or not the operation mode needs to be switched. In the figure, the curve A indicates the operating curve of the engine 50 described with reference to FIG. 13, the broken line HL indicates the point at which the underdrive mode is switched to the overdrive mode, and the broken line HH indicates the point at which the overdrive mode is switched to the underdrive mode. It is a curve. The curve Pd is a curve in which the power to be output to the drive shaft 22 is constant, and the curve Pe is a curve in which the power to be output from the engine 50 is constant. It is assumed that the engine 50 is operating at the operation point Pe0 on the operation curve A and the drive shaft 22 is rotating at any point on the curve Pd.

Consider now that the power output device 20 is in the underdrive mode (FIG. 3). In this mode, "the rotational speed Ne of the engine 50> the rotational speed N of the drive shaft 22"
d ”is applied. At this time, the drive shaft 22 is
8 is rotating at a point on the upper left side of the operation curve A (e.g., point Pd2). When the rotation speed of the drive shaft 22 increases from such a point and exceeds the operation curve A and reaches the operation point Pd1 or higher, the CPU 90c determines that the switching to the overdrive mode is necessary.

On the contrary, consider a case where the power output device 20 is in the overdrive mode (FIG. 4). In this mode, “the engine speed Ne is less than the drive shaft 22 speed N”
d ”is applied. At this time, the drive shaft 22 is
8 is rotating at a point on the lower right side of the operation curve A (eg, point Pd1). When the rotation speed of the drive shaft 22 decreases from this point and reaches the rotation speed below the operation point Pd2 beyond the operation curve A, the CPU 90c determines that it is necessary to switch to the underdrive mode.

The reason why the mode is not switched at the moment when the operation curve A is exceeded is to prevent the frequent switching in the vicinity of the operation curve A by providing hysteresis. Note that the width of the hysteresis, that is, the interval between the curve HL or HH in FIG. 18 and the operation curve A is determined by the usage characteristics of the vehicle or the like equipped with the power output device 20.

As a result of the judgment, when it is judged that the switching of the operation mode is unnecessary (step S306), this routine is finished as it is. When it is determined that the underdrive mode needs to be switched to the overdrive mode (step S306), the process of switching from the underdrive mode to the overdrive mode illustrated in FIG. 19 is executed (step S400), and the overdrive mode is changed to the underdrive mode. When it is determined that switching to the drive mode is necessary (step S30
6), the process of switching from the overdrive mode illustrated in FIG. 20 to the underdrive is executed (step S500), and this routine ends. Hereinafter, both switching processes will be described.

FIG. 19 is a flow chart showing the flow of processing for switching from the underdrive mode to the overdrive mode. When this processing is executed, the CPU 9
0c corresponds to the target torque Te * of the engine 50 and the drive shaft 22
The torque command value Td * to be output is substituted (step S402). The target power Pe of the engine 50 is divided by the target torque Te * set in this way to set the target rotational speed Ne * of the engine 50 (step S404). Further, using these values, the torque command value Tc * of the clutch motor 30 is calculated by the equations (1) and (2) described above.
And the torque command value Ta * of the assist motor 40 are set (steps S406 and S408). By setting in this way, the engine is controlled by the control of the clutch motor 30 (FIG. 15), the control of the assist motor 40 (FIG. 16), and the control of the engine 50 by the EFIECU 70, which are performed independently and in parallel with this switching process. 50 is operated at an operation point at which the same torque as the torque (torque command value Td *) to be output to the drive shaft 22 is output while the power Pe is output.

Then, the deviation between the torque command value Tc * of the clutch motor 30 and the torque command value Td * is compared with the threshold value T1 (step S410), and the processes of steps S402 to S408 are performed until the deviation becomes equal to or less than the threshold value T1. Execute repeatedly. The threshold value T1 is for determining whether or not the torque command value Tc * of the clutch motor 30, that is, the torque Te output from the engine 50 substantially matches the torque Td output to the drive shaft 22. .

Torque command value Tc * of clutch motor 30
When the deviation between the torque command value Td * and the torque command value Td * is less than or equal to the threshold value T1, the second clutch 46 is turned off (step S41).
2) The power output device 20 has the configuration shown in the schematic view of FIG. At this time, the torque command value Tc of the clutch motor 30
Since * is almost equal to the torque command value Td *, the drive shaft 22
The clutch motor 30 outputs a torque corresponding to the torque command value Tc *.

Next, the rotation speed Ne of the engine 50 is read (step S414), and the target rotation speed Ntag of the assist motor 40 is set based on this rotation speed Ne (step S416). The setting of the target rotation speed Ntag will be described later. Then, the current rotation speed Na of the assist motor 40 is read (step S418), and the target rotation speed Ntag and the current rotation speed Na are used to calculate the following equation (9).
Thus, the torque command value Ta * of the assist motor 40 is set (step S420). Here, the torque command value Ta
* Is always a positive value. The setting of the proportionality coefficient Ksp and the rotation speed of the assist motor 40 in the following equation will also be described later.

[0099]

[Equation 7]

When the torque command value Ta * is set in this manner, the assist motor 40 is operated at this torque Ta * by the control routine that is executed in parallel, and the rotation speed increases. The CPU 90c waits until the rotation speed Na of the assist motor 40 becomes equal to or higher than the target rotation speed Ntag (step S422), and sets the torque command value Ta * to 0 when the rotation speed Na becomes equal to or higher than the target rotation speed Ntag (step S42).
4). Although not explicitly shown in the flowchart,
In step S422, the rotation speed Na of the assist motor 40
It is judged after inputting.

When the torque command value Ta * becomes 0, the assist motor 40 becomes idle. At the time when this process is executed, the second clutch 46 is released in step S412, and the assist motor 40 is released from both the crankshaft 56 and the drive shaft 22 of the engine 50. There is no load. As a result, the rotation speed of the assist motor 40 decreases due to friction of the bearing portion and the like. When there is a time lag between when the torque command value Ta * is set to 0 and when the torque is actually set to 0 by the control routine of the assist motor 40, the rotational speed may increase.

Next, the CPU 90c causes the assist motor 40
It is determined whether the difference between the rotation speed Na and the rotation speed Ne of the engine 50 is within a predetermined threshold N1 (step S426). In the overdrive mode, it is necessary that the engine speed Ne of the engine 50 and the engine speed Na of the assist motor 40 match as is clear from FIG. This is because the first clutch 45 cannot be engaged in a situation where they do not match. The threshold value N1 is a value serving as a criterion for determining whether or not the rotation speed Ne of the engine 50 and the rotation speed Na of the assist motor 40 are substantially equal to each other. The threshold value N1 is set based on the rotational speed difference allowed when the first clutch 45 is engaged.

Thus, the rotation speed Na of the assist motor 40
When the deviation between the engine speed and the engine speed Ne becomes less than or equal to the threshold value N1, the CPU 90c turns on the first clutch 45 to bring them into a coupled state (step S430). As a result, the configuration of the overdrive mode shown in FIG. 4 is achieved. Further, in synchronization with this, the torque command value Tc * of the clutch motor 30 and the torque command value Ta * of the assist motor 40 are calculated by the equations (3) and (4) shown above.
Is set (steps S432 and S434). As a result, the power output device 20 is operated in the overdrive mode (FIG. 4). Since these three processes are performed simultaneously, they are surrounded by a broken line in FIG. 19 and shown as step S428. Finally, a value 1 representing the overdrive mode is set in the flag FD (step S
436), the processing routine for switching to overdrive ends.

In step S426, it is determined whether the deviation between the rotation speed Na of the assist motor 40 and the rotation speed Ne of the engine 50 is less than or equal to the threshold value N1. This is because reaching the number Ntag does not necessarily mean that the engine speed is substantially the same as the engine speed Ne of the engine 50. Target rotation speed Nt
If the deviation between the ag and the engine speed Ne of the engine 50 is set to the threshold value N1 or less, the above step S426 is performed.
Can be omitted.

FIG. 20 is a diagram for explaining the manner of processing for switching from the underdrive mode to the overdrive mode. It is assumed that the engine 50 is operating at the operating point Pe0. The above switching is performed when the drive shaft 22 reaches the point Pd1. At this time, according to the above processing, the engine 50 outputs the output torque Te
Is controlled to match the torque Td output to the drive shaft 22 (steps S402 to S410 in FIG. 19). This corresponds to the operation state of the engine 50 reaching from the operation point Pe0 to the operation point Pe3 via the route indicated by the arrow. The operating point Pe3 is an operating point where the torque is equal to the point Pd1 at which the drive shaft 22 is rotating. When the engine 50 reaches the driving point Pe3, the second clutch 46 is turned off (step S412 in FIG. 19). After that, when the rotation speed of the assist motor 40 matches the rotation speed at the operation point Pe3, the first clutch 45 is turned on, and the power output device 20 is operated in the overdrive mode. After being switched to the overdrive mode, the engine 50 is again operated at the operation point Pe0.

Next, the processing for switching from the overdrive mode to the underdrive mode will be described with reference to the flowchart shown in FIG. In this process as well, similar to the process of switching from underdrive (FIG. 19), first, the torque Tc of the clutch motor 30 is changed to the drive shaft 22.
The required torque Td * is controlled to match (steps S502 to S510). Configuration with both the first clutch 45 and the second clutch 46 disengaged (FIG.
0) when switching from underdrive (Fig. 19)
This is because there is no difference. When the torque Tc of the clutch motor 30 matches the required torque of the drive shaft 22, the first clutch 45 is disengaged (step S512), and the assist motor 40 is disengaged from any shaft. Next, the rotational speed Nd of the drive shaft 22 is read (step S51
4) The target rotation speed Ntag of the assist motor 40 is set based on this rotation speed Nd (step S516).
The setting of the target rotation speed Ntag will be described later. Then, the current rotation speed Na of the assist motor 40 is read (step S518), and the rotation speed Na and the target rotation speed N are read.
The assist motor 4 is calculated by the following equation (10) using
The torque command value Ta * of 0 is set. Here, the torque command value Ta * is always a negative value. The setting of the proportional coefficient Ksp2 in the following equation (10) will also be described later.

[0107]

[Equation 8]

The CPU 90c waits until the rotation speed Na of the assist motor 40 becomes equal to or lower than the target rotation speed Ntag (step S522), and sets the torque command value Ta * to 0 when the rotation speed Na becomes equal to or lower than the target rotation speed Ntag (step S52).
4). The rotation speed Na of the assist motor 40 gradually decreases according to the friction of the bearing portion, the time lag due to the control routine, and the like. Next, the CPU 90c causes the assist motor 40
It is determined whether the deviation between the rotation speed of the drive shaft 22 and the rotation speed Nd of the drive shaft 22 is within a predetermined threshold value N1 or less (step S52).
6) If the threshold value N1 or less, the second clutch 46 is engaged (step S530). This achieves the underdrive mode configuration (FIG. 3). Threshold N1 is switched to overdrive mode (Fig. 19)
Is the same as that described in. However, it is not necessary to use the same value for switching to the overdrive mode and for this routine.

The torque command values Tc *, Ta * of the clutch motor 30 and the assist motor 40 are set in synchronization with the engagement of the second clutch 46 (steps 532, 53).
4). Thus, the power output device 20 is operated in the underdrive mode. The second clutch 46
Since the processes after the combining are performed at the same time, they are collectively shown as step S528 in FIG. Finally, the value 0 is assigned to the flag FD (step S536), and the process of switching to the underdrive mode is completed.

FIG. 22 is a diagram for explaining the manner of processing for switching from the overdrive mode to the underdrive mode. It is assumed that the engine 50 is operating at the operating point Pe0. The above switching is performed when the drive shaft 22 reaches the point Pd2. At this time, according to the above processing, the engine 50 is controlled so that the output torque Te matches the torque Td output to the drive shaft 22 (steps S502 to S510 in FIG. 20). This corresponds to the operation state of the engine 50 reaching from the operation point Pe0 to the operation point Pe4 via the route indicated by the arrow. The operating point Pe4 is an operating point where the torque is equal to the point Pd2 at which the drive shaft 22 is rotating. When the engine 50 reaches the operating point Pe4, the first clutch 45 is turned off (step S512 in FIG. 20). After that, when the rotation speed of the assist motor 40 matches the rotation speed at the operation point Pe4, the second clutch 46 is turned on, and the power output device 20 is operated in the underdrive mode. After being switched to the underdrive mode, the engine 50 is again operated at the operation point Pe0.

Here, the target rotation speed Nta of the assist motor 40 used in the respective switching control processings.
g (step S416 in FIG. 19, step S5 in FIG. 20)
16) and the torque command value Ta * of the assist motor 40
The proportionality coefficient used in the calculation of ((9) and (1
0)) will be described with reference to FIGS. 23 to 25.

23 and 24 show the rotation speed Na of the assist motor 40 and the torque command value T when the underdrive mode is switched to the overdrive mode.
It is a graph which shows change of a *. FIG. 23 shows that the target rotation speed Ntag of the assist motor 40 is the rotation speed N of the engine 50.
24 shows a change when the target rotation speed Ntag is higher than the rotation speed Ne of the engine 50, and FIG. 24 shows a change when the rotation speed Ne is lower than e.

The period during the switching control is divided into four sections according to the state of the torque command value Ta * of the assist motor 40 (sections D1 to D in FIGS. 23 and 24).
4). The section D1 corresponds to a state in which the power output device 20 is operating in the underdrive mode. The torque command value Ta * here is the value set in step S118 of the torque control routine (FIG. 11). Torque command value Ta
Although shown as a constant value in FIGS. 23 and 24, * is a value that actually changes according to the rotation state of the drive shaft 22 and the operating state of the engine 50.

The section D2 is a period during which the switching control to the overdrive (FIG. 19) is being performed. Especially in FIG.
Is a period corresponding to steps S420 and S422. Here, the constant torque command value Ta * set in step S420 of FIG. 19 continues to be output.
Further, the rotation speed Na of the assist motor 40 increases according to the torque command value Ta *.

Similarly, the section D3 is also a period during which the switching control to the overdrive (FIG. 19) is being performed, and particularly the period corresponding to steps S424 and S426.
In this section, the torque command value Ta * of the assist motor 40
Is a constant value of 0.

The section D4 is a period in which the switching control is completed and the overdrive operation is being executed. The torque command value Ta * in this section is set in step S122 of the torque control routine. Torque command value T
Although a * is shown as a constant value in FIGS. 23 and 24, it is a value that actually changes according to the rotation state of the drive shaft 22 and the like.

Switching control to overdrive (see FIG.
9) target rotation speed Ntag of the assist motor 40
Is set as a rotational speed at which the rotational speed Na of the assist motor 40 can smoothly reach almost the same rotational speed as the rotational speed Ne of the engine 50. If the target rotation speed Ntag is set in this way, the torque command value Ta * becomes 0 in the section D3.
This is because the first clutch 45 can be connected in this state, and the assist motor 40 can be connected to the crankshaft 56 of the engine 50 without causing torque shock or the like.

In the switching control, when the rotation speed Na matches the target rotation speed Ntag, the torque command value Ta *.
Is set to a value of 0 and the assist motor 40 is in a so-called free run (corresponding to the section D3). Since the control of the assist motor 40 itself is executed in another routine, there may be a time lag before the torque command value Ta * is actually reflected in the operation even if the torque command value Ta * becomes 0. In such a case, the rotation speed Na of the assist motor 40 may gradually increase even in the free-running section D3. This change is shown in the section D3 of FIG.
In such a case, as a result of the increase in the rotation speed of the assist motor 40 in the section D3, the rotation speed N of the engine 50 is increased.
The target rotation speed Ntag is set by an experiment or the like so as to coincide with e.

When the rotation speed Na decreases immediately after the torque command value Ta * is set to 0, the target rotation speed Nt
It is necessary to set ag to a value higher than the rotation speed Ne of the engine 50. The change in such a case is shown in FIG.
4 is a section D3.

Based on the above-described concept, the target rotation speed Nt
When setting ag, the length of the section D3 becomes a problem. The section D3 is a buffering period provided for smooth engagement by setting the torque command value Ta * of the assist motor 40 to a value of 0 when the first clutch 45 is engaged.
It is desirable that the section D3 is as short as possible in view of the fact that it is preferable to switch the operation mode quickly. When the control of the assist motor 40 and the control of the first clutch 45 are instantaneously performed, the section D
The period of 3 may be a period during which it hardly exists.
In such a case, the target rotation speed Nta of the assist motor 40
g is substantially the same value as the engine speed Ne of the engine 50.

Actually, since a predetermined time is required for engaging the first clutch 45 and the like, the length of the section D3 is determined as a lower limit value in consideration of a time margin for these.
Then, the target rotation speed Ntag can be set based on the behavior of the rotation speed Na of the assist motor 40 during the section D3. The value itself of the target rotation speed Ntag is the engine 5
It changes according to the rotational speed Ne of 0. Therefore, in this embodiment, the difference ΔN1 between the engine speed Ne of the engine 50 and the target engine speed Ntag is set in advance, and “Ntag = Ne−ΔN1”.
Then, the target rotation speed Ntag is calculated. In the present embodiment, ΔN1 is set to a constant value, but it can be held as a map according to the rotation speed Ne of the engine 50.

Next, the setting of the torque command value Ta * in step S420 of FIG. 19 will be described. This torque command value Ta * is the number of revolutions N of the assist motor 40 in the underdrive mode as shown in the equation (9).
a and the difference between the engine speed Ne of the engine 50 and the proportional coefficient K
It is set by the product with sp. This torque command value Ta *
Is output in the section D2, and the rotation speed Na of the assist motor 40 increases. Proportional coefficient K
As sp increases, the torque in section D2 increases, and the rate of increase in rotational speed Na increases. That is, the time required to reach the target rotation speed Ntag is shortened. In this sense, it is desirable to set the proportional coefficient Ksp to a value as large as possible.

On the other hand, when the proportional coefficient Ksp is made extremely large, the torque of the assist motor 40 discontinuously greatly changes at the boundary between the section D1 and the section D2.
May cause shock. Further, it is not preferable to set the torque command value Ta * to a large torque that exceeds the rating of the assist motor 40. Further, due to the inertia of the assist motor 40, a phenomenon may occur in which even if the torque command value is increased more than necessary, it does not directly lead to an increase in the rotation speed Na. Therefore, the proportional coefficient Ks
p will be set to a large value within a possible range in consideration of the above-mentioned various matters.

In this embodiment, the torque command value Ta * is set to the rotation speed N of the assist motor 40 in the underdrive mode.
The reason why the difference between a and the rotation speed Ne of the engine 50 is also taken into consideration is that it is desirable to change the torque in the section D2 in accordance with this difference. When the difference between the two is large, a large torque is required to quickly increase the rotation speed Na of the assist motor 40,
This is because a small torque is sufficient when the difference is small. Even if the difference is small, if the torque command value Ta * is set to a large value, the rotation speed Na of the assist motor 40 may overshoot the rotation speed of the engine 50.

However, it is possible to set an appropriate value as the torque command value Ta * of the assist motor 40 in consideration of such matters. In such a case, step S420 of the switching control process (FIG. 19) may be set to a predetermined constant. Further, it is also possible to prepare in advance a map according to the number of revolutions Na of the assist motor 40 and the like, and set the torque command value Ta * based on the map.

Next, the setting of the target rotation speed Ntag and the like in the switching control (FIG. 20) from the overdrive mode to the underdrive mode will be described. The basic idea of setting these values is the same as in the case of the control for switching to the overdrive mode described above. FIG. 25 shows how the rotational speed Na of the assist motor 40 and the torque command value Ta * change during the switching control to the underdrive mode. The meanings of symbols in the drawings are the same as those in FIGS. 23 and 24.

At the time of switching to the underdrive mode, the torque command value Ta * is set to a negative value in the section D2,
The rotation speed Na of the assist motor 40 is reduced. Section D
When the assist motor 40 is in the free-run state at 3, the rotation speed Na further decreases due to friction or the like. Unlike when switching to overdrive, there is no factor for increasing the rotation speed Na in the section D3. As a result of the reduction of the rotation speed Na in this way, the target rotation speed Ntag is set based on an experiment or the like so as to match the rotation speed Ne of the engine 50. Naturally, the engine speed is slightly higher than the engine speed Ne of the engine 50. In the present embodiment, the difference ΔN2 between the target rotation speed Ntag and the rotation speed Ne of the engine 50 is set in advance, and the target rotation speed Nt is calculated by “Ntag = Ne + ΔN2”.
It was decided to obtain ag. Similar to ΔN1 described above,
ΔN2 may be a fixed value or may be held as a map.

According to the power output apparatus 20 described above, it is possible to quickly switch between the underdrive mode (FIG. 3) and the overdrive mode (FIG. 4). The switching control according to this embodiment ends in the periods of the section D2 and the section D3 as shown in FIG. Rotational speed N of the assist motor 40 when the conventional switching control is performed
The change in a is shown by the broken line in FIG. In the conventional switching control, the torque command value Ta * of the assist motor 40 is set by proportional control. Assist motor 40 for proportional control
The torque command value Ta * is appropriately changed according to the deviation between the rotation speed Na and the rotation speed Ne of the engine 50. That is, the torque command value Ta * gradually decreases as the rotation speed Na of the assist motor 40 approaches the rotation speed Ne of the engine 50. According to this control, the rotation speed of the assist motor 40 is the rotation speed Ne of the engine 50, which is the final target value.
However, the time required for the transition becomes longer as shown by the broken lines in FIGS. 23 to 25. Further, if the gain in the proportional control is increased, the rise of the rotation speed can be increased, but overshoot or undershoot occurs as shown by the dashed line in each figure, so that the rotation speed Ne is finally settled. It will take time. In this embodiment, the rotational speed Na is set by setting the torque command value Ta * of the assist motor 40 to a predetermined constant value in the section D2 during the switching control.
Can be increased rapidly, and as a result, switching control can be performed quickly.

Further, according to the switching control of this embodiment,
Since the section D3 for free running the assist motor 40 is provided before the first clutch 45 or the second clutch 46 is engaged, these clutches can be engaged without causing a torque shock. Further, the switching control of the present embodiment is performed by the assist motor 40 in the section D2.
Since the torque command value Ta * of is set to a constant value, the CPU
There is also an advantage that the processing load of 90c is small.

In the embodiment, the first clutch 45 and the second clutch
The clutch 46 is assist motor 40 and clutch motor 3
Although it is arranged between the engine 50 and the assist motor 40, as shown in the power output device 20B of the modified example of FIG. 26, the first clutch 45B and the second clutch 46B are arranged between the engine 50 and the assist motor 40. As shown in the power output device 20C of the twenty-seventh modified example, the first clutch 45C is arranged between the engine 50 and the assist motor 40, and the second clutch 46C is arranged between the assist motor 40 and the clutch motor 30. It may be one. Further, in each of the embodiments, the assist motor 40 is arranged between the engine 50 and the clutch motor 30, but as shown in the power output device 20D of the modified example of FIG. 28, the clutch motor 30D is replaced by the engine 50 and the assist motor 40. It may be arranged between and.
In the power output device 20D of this modification, an outer rotor 31D having a permanent magnet 32D of a clutch motor 30D on its inner peripheral surface is coupled to the crankshaft 56, and the drive shaft 2
An inner rotor 33D around which a three-phase coil 34 is wound is coupled to 2. This difference is because the first clutch 45D and the second clutch 46D are arranged between the clutch motor 30D and the assist motor 40. As described above, even if the arrangement of the clutch motor 30, the assist motor 40, and the like is different from that of the power output device 20 of the embodiment, the operation is similar to that of the power output device 20 of the embodiment. The arrangement of the power output device 20 of the embodiment and the clutch motor 30, the assist motor 40, the first clutch 45, the second clutch 46, and the slip ring 35 is different from that of the clutch motor 30 and the assist motor 40.
, The first clutch 45 and the second clutch 46 are arranged in three ways, and the slip ring 35 is arranged in three ways.
There are 8 (2 × 3 × 3) ways.

In each of the embodiments, the clutch motor 30 and the assist motor 40 are arranged side by side in the axial direction, but as shown in the power output device 20E of the modification of FIG.
0 may be arranged on the outer side in the radial direction of the clutch motor 30E. In this configuration, the clutch motor 30E and the assist motor 40E are the inner rotor 31E and the three-phase coil 34E of the clutch motor 30E, which are coupled to the crankshaft 56 and the permanent magnet 32E is attached to the outer peripheral surface, from the inside. Assist motor 40E coupled to outer rotor 33E and rotor rotation shaft 38E of motor 30E and having permanent magnet 42E attached to its outer peripheral surface
41E, three-phase coil 44 fixed to the case 49
E is wound in order of the wound stator 43E. By disposing the assist motor 40 radially outside the clutch motor 30 in this manner, the axial length of the device can be significantly reduced. As a result, the entire device can be made more compact. Even in the configuration in which the assist motor 40E is arranged on the outer side in the radial direction of the clutch motor 30, the first clutch 45 is further added.
There is a degree of freedom in the arrangement of E and the second clutch 46E and a degree of freedom in the arrangement of the slip ring 35.

In each of the embodiments, the clutch motor 30 and the assist motor 40 are arranged coaxially, but as shown in the power output device 20F of the modification of FIG. 30 and the power output device 20G of the modification of FIG. The clutch motor and the assist motor may be arranged on different axes. In the power output device 20F of the modified example, the engine 50 and the clutch motor 30F are coaxially arranged, and the assist motor 40F is used.
Are arranged on different shafts, the outer rotor 33F of the clutch motor 30F is coupled to the drive shaft 22 by a belt 22F, and the crankshaft 56 is a belt 56F.
To rotate the rotor shaft 38F through the first clutch 45F.
Is bound to. Further, a modified power output device 20G
Then, the engine 50 and the assist motor 40G are coaxially arranged, the clutch motor 30G is arranged on a different shaft, and the outer rotor 33G of the clutch motor 30G is coupled to the crankshaft 56 by a belt 56G. 22 is a second clutch 4 by a belt 22G
It is connected to the rotor rotating shaft 38G via 6G. If the clutch motor 30 and the assist motor 40 are arranged on different axes as in these modified examples, the axial length of the device can be significantly shortened. As a result, the device can be advantageously mounted on a front-wheel drive vehicle. In the case where the clutch motor 30 and the assist motor 40 are arranged on different axes,
There is a degree of freedom in arrangement of the clutch 45, the second clutch 46, and the like.

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

[Brief description of drawings]

FIG. 1 is a configuration diagram showing a schematic configuration of a power output device 20 as an embodiment of the present invention.

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

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

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

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

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

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

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

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

FIG. 10 is a schematic diagram showing a configuration of a power output device 20 of an embodiment when both first clutch 45 and second clutch 46 are turned off.

FIG. 11 is a flowchart illustrating a torque control routine in this embodiment.

FIG. 12 is an explanatory diagram illustrating a map showing a relationship between a torque command value Td *, a rotation speed Nd, and an accelerator pedal position AP.

FIG. 13 is a graph exemplifying a relationship between an operating point of the engine 50 and efficiency.

FIG. 14 is an engine 50 along a curve with a constant power Pe.
5 is a graph illustrating the relationship between the efficiency of the driving point and the rotation speed Ne of the engine 50.

FIG. 15 is a flowchart illustrating a clutch motor control routine.

FIG. 16 is a flowchart illustrating an assist motor control routine.

FIG. 17 is a flowchart illustrating a clutch switching processing routine.

FIG. 18 is an explanatory diagram illustrating a state in which it is determined whether the operation mode needs to be switched.

FIG. 19 is a flowchart showing an example of a switching processing routine from underdrive to overdrive.

FIG. 20 is an explanatory diagram illustrating a state when the operation mode is switched from underdrive to overdrive.

FIG. 21 is a flowchart illustrating a switching processing routine from overdrive to underdrive.

FIG. 22 is an explanatory diagram illustrating a state when the operation mode is switched from overdrive to underdrive.

FIG. 23 is a first graph showing changes in the rotation speed and torque of the assist motor 40 when the operation mode is switched from underdrive to overdrive.

FIG. 24 is a second graph showing changes in the rotation speed and torque of the assist motor 40 when the operation mode is switched from underdrive to overdrive.

FIG. 25 is a graph showing changes in the rotation speed and torque of the assist motor 40 when the operation mode is switched from overdrive to underdrive.

FIG. 26 is a configuration diagram showing a schematic configuration of a power output device 20B of a modified example.

FIG. 27 is a configuration diagram showing a schematic configuration of a power output device 20C of a modified example.

FIG. 28 is a configuration diagram showing a schematic configuration of a power output device 20D of a modified example.

FIG. 29 is a configuration diagram showing a schematic configuration of a power output device 20E of a modified example.

FIG. 30 is a configuration diagram showing a schematic configuration of a power output device 20F of a modified example.

FIG. 31 is a configuration diagram showing a schematic configuration of a power output device 20G of a modified example.

[Explanation of symbols]

20 ... Power output device 20B to 20G ... Power output device 22 ... Drive shaft 22 ... Direct drive shaft 24 ... Differential gear 26, 28 ... Drive wheels 30 ... Clutch motor 31 ... Inner rotor 32 ... Permanent magnet 33 ... Outer rotor 34 ... Three-phase coil 35 ... slip ring 35a ... rotating ring 35b ... brush 37 ... Resolver 38 ... Rotor rotating shaft 40 ... Assist motor 41 ... rotor 42 ... Permanent magnet 43 ... Stator 44 ... Three-phase coil 45,46 ... Clutch 47 ... Resolver 49 ... Case 50 ... Engine 51 ... Fuel injection valve 52 ... Combustion chamber 54 ... Piston 56 ... Crank shaft 57 ... Resolver 58 ... Igniter 60 ... Distributor 62 ... Spark plug 64 ... accelerator pedal 64a ... Accelerator pedal position sensor 65 ... Brake pedal 65a ... Brake pedal position sensor 66 ... Throttle valve 67 ... Throttle valve position sensor 68 ... Actuator 70 ... EFIECU 72 ... Intake pipe negative pressure sensor 74 ... Water temperature sensor 76 ... Revolution sensor 78 ... Rotation angle sensor 79 ... Starter switch 80 ... Control device 82 ... shift lever 84 ... Shift position sensor 90 ... Control unit 90a ... RAM 90b ... ROM 90c ... CPU 91 ... First drive circuit 92 ... Second drive circuit 94 ... Battery 95, 96 ... Current detector 97, 98 ... Current detector 99 ... Remaining capacity detector L1, L2 ... Power line Tr1 to Tr6 ... Transistor Tr11 to Tr16 ... Transistor

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁷ Identification code FI F16D 28/00 F16D 28/00 A (56) References JP 10-75501 (JP, A) JP 8-98322 ( JP, A) JP 9-158998 (JP, A) JP 5-176571 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60L 11 / 02-11 / 14 B60K 6/02-6/06 F16D 48/00-48/12 H02P 5 / 00,7 / 00

Claims (5)

(57) [Claims] 1. A prime mover, and an output shaft and drive of the prime mover.
Twin rotor having two rotors each coupled to a shaft
An electric motor is provided, and the power output from the prime mover is small.
At least in part through the electromagnetic coupling between the two rotors
A power output device capable of outputting from the drive shaft, the motor being different from the paired rotor motor , the rotating shaft of the motor , and the output shaft and the drive shaft.
Connection to connect to or disconnect one or both
Means and the connection destination of the electric motor through the connecting means, the output
Of the drive shaft and the drive shaft from one shaft to the other
In response to a switching instruction means for giving an instruction to switch and a switching instruction from the switching instruction means,
In order to connect the rotary shaft of the electric motor to the other shaft
The rotation state of the rotary shaft that should be satisfied as
In response to the target rotation state setting means to be set and the switching instruction from the switching instruction means,
The connecting means is controlled to control the rotation shaft of the electric motor and the output shaft.
Electric motor for disconnecting both the power shaft and the drive shaft
The releasing means and the rotation state of the rotating shaft of the electric motor after the connection is released.
The torque to bring the state closer to the target rotation state is set in advance.
Applying means for producing the electric motor in a fixed pattern
And after the rotation state of the rotary shaft reaches the target rotation state,
By controlling the connecting means, the rotary shaft of the electric motor is
An electric motor connecting means connected to the shaft, wherein the rotation state is the rotational speed of each shaft, the predetermined pattern in the torque applying means, the rotational speed of the electric motor at the time of starting the switching, A power output device, which is a pattern having a constant value determined according to a deviation from the rotation speed of the other shaft. 2. A prime mover, and an output shaft and drive of the prime mover.
Twin rotor having two rotors each coupled to a shaft
An electric motor is provided, and the power output from the prime mover is small.
At least in part through the electromagnetic coupling between the two rotors
A power output device capable of outputting from the drive shaft, the motor being different from the paired rotor motor , the rotating shaft of the motor , and the output shaft and the drive shaft.
Connection to connect to or disconnect one or both
Means and the connection destination of the electric motor through the connecting means, the output
Of the drive shaft and the drive shaft from one shaft to the other
In response to a switching instruction means for giving an instruction to switch and a switching instruction from the switching instruction means,
In order to connect the rotary shaft of the electric motor to the other shaft
The rotation state of the rotary shaft that should be satisfied as
In response to the target rotation state setting means to be set and the switching instruction from the switching instruction means,
The connecting means is controlled to control the rotation shaft of the electric motor and the output shaft.
Electric motor for disconnecting both the power shaft and the drive shaft
The releasing means and the rotation state of the rotating shaft of the electric motor after the connection is released.
The torque to bring the state closer to the target rotation state is set in advance.
Applying means for producing the electric motor in a fixed pattern
And after the rotation state of the rotary shaft reaches the target rotation state,
By controlling the connecting means, the rotary shaft of the electric motor is
And a motor connecting unit connected to the shaft, wherein the torque applying unit further outputs a power output that sets the torque to a zero-load state for a predetermined period after the rotating state of the rotating shaft reaches the target rotating state. apparatus. 3. The power output device according to claim 2 , wherein the rotation state is a rotation number of each shaft, and the target rotation state is a rotation number of the electric motor after being changed in the no-load state. And a deviation from the rotation speed of the other shaft is a rotation speed that is set so as to be within a predetermined rotation speed difference predetermined according to the connecting means. 4. The power output apparatus according to claim 3 , wherein the switching instructing means is an means for instructing to switch the shaft to which the electric motor is connected from the drive shaft to the output shaft of the prime mover. The rotation state is a rotation speed that is set by correcting the rotation speed of the output shaft of the prime mover in consideration of fluctuations in the rotation speed of the electric motor in the unloaded state, and the torque applying unit is the electric motor. A power output device that is a means for applying a torque that increases the rotation speed of the. 5. The power output apparatus according to claim 3 , wherein the switching instructing means is an means for instructing to switch the shaft connected to the electric motor from the output shaft of the prime mover to the drive shaft. The rotation state is a rotation speed that is set by correcting the rotation speed of the drive shaft in consideration of fluctuations in the rotation speed of the electric motor in the unloaded state, and the torque applying unit is a rotation speed of the electric motor. A power output device that is a means for applying a torque that reduces the number.