JP4038215B2 - Power output apparatus, automobile equipped with the same, and control method of power output apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress overheating of an electric motor, and its driving circuit in an automobile wherein the electric motor is connected to a drive shaft via a transmission. <P>SOLUTION: When a vehicle speed V is less than a predetermined vehicle speed Vref, and a motor current Im applied to the motor is a predetermined current Iref or more, basically, output torque To outputted to the drive shaft is estimated on the basis of motor torque Tm based upon the motor current Im, engagement torque Tc* is set such that the estimated torque To matches with required torque T* required in the drive shaft, a corresponding brake of the transmission is controlled by the set engagement torque Tc* (S190-S210), and the motor is controlled such that a revolution Nm of the motor matches with a predetermined rotation Nset (S220, and S230). By this, since the motor can be rotated while outputting power to the drive shaft, the current concentrates in only one particular phase of a three phase coil of the motor, and overheating of the electric motor and its driving circuit can be suppressed. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a power output apparatus, an automobile equipped with the power output apparatus, and a method for controlling the power output apparatus.

Conventionally, this type of power output apparatus includes an engine, a planetary gear having a carrier connected to a crankshaft of the engine and a ring gear connected to a drive shaft, a first motor connected to a sun gear of the planetary gear, and a transmission. The thing mounted in the hybrid vehicle provided with the 2nd motor connected to the drive shaft via is proposed (for example, refer to patent documents 1). In this apparatus, the drive shaft is driven by the power output from the engine with the drive of the first motor and the power output from the second motor via the transmission.
JP 2002-225578 A

  In the power output device described above, when the rotation of the second motor is stopped despite the torque being output from the second motor, for example, when traveling on a slope, each phase coil of the second motor is stopped. In some cases, the current continues to flow only in a specific phase, and the second motor and its drive circuit may overheat. In order to suppress such overheating, the torque output from the second motor may be limited, but the required drive force required for the drive shaft cannot be met.

  The power output apparatus according to the present invention, the automobile equipped with the power output apparatus, and the control method for the power output apparatus include a predetermined method in which a current equal to or greater than a predetermined current is applied to the electric motor in a state where the rotation of the electric motor substantially stops while outputting power to the drive shaft. One of the purposes is to suppress the rotation stop state from being maintained. Another object of the power output apparatus of the present invention, a vehicle equipped with the power output apparatus, and a control method for the power output apparatus is to suppress overheating of the electric motor and its drive device while outputting power to the drive shaft.

  In order to achieve at least a part of the above object, the power output apparatus of the present invention, the automobile equipped with the power output apparatus, and the control method of the power output apparatus employ the following means.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An electric motor,
Shaft engaging means for engaging the rotating shaft and the driving shaft so that the engaging force between the rotating shaft of the electric motor and the driving shaft can be adjusted;
State determination means for determining whether or not a predetermined rotation stop state in which a current greater than or equal to a predetermined current is applied to the electric motor in a state where the rotation of the electric motor is substantially stopped;
When it is determined by the state determination means that the predetermined rotation stop state is not reached, the rotating shaft of the electric motor and the driving shaft are engaged without slipping, and the power from the electric motor is output to the driving shaft. The shaft engaging means and the electric motor are controlled such that when the state determining means determines that the predetermined rotation stop state is reached, the rotating shaft of the electric motor and the drive shaft are engaged with each other with slip. Control means for controlling the shaft engaging means and the electric motor so that power from the electric motor is output to the drive shaft;
It is a summary to provide.

  In the power output device of the present invention, when it is determined that the predetermined rotation stop state in which a current of a predetermined current or more is applied to the motor in a state where the rotation of the motor is substantially stopped, the rotation shaft and the drive shaft of the motor are The shaft engagement means and the motor are controlled so that the power from the motor is output to the drive shaft without being slipped, and when it is determined that the predetermined rotation stop state is reached, the rotation shaft and the drive shaft of the motor Are engaged with slipping, and the shaft engaging means and the motor are controlled so that the power from the motor is output to the drive shaft. Accordingly, it is possible to suppress the electric motor from being maintained in a predetermined rotation stop state while outputting power to the drive shaft. As a result, it is possible to suppress overheating of the electric motor and its driving device while outputting power to the driving shaft.

  In such a power output apparatus of the present invention, the power output device includes temperature detection means for detecting the temperature of the shaft engagement means, and the control means is detected when the state determination means determines that the predetermined rotation stop state is reached. It can also be a means for controlling based on temperature. If it carries out like this, it can suppress that a malfunction arises in a shaft engagement means with a heat | fever. In this case, when the detected temperature is equal to or higher than the predetermined temperature, the control means causes the rotation shaft of the motor and the drive shaft to slip even when the state determination means determines that the predetermined rotation stop state is to be established. The shaft engaging means and the electric motor may be controlled so that the power from the electric motor is output to the drive shaft without being engaged.

  In the power output apparatus of the present invention, the power output device further includes a required drive force setting means for setting a required drive force to be output from the electric motor to the drive shaft, and the control means is a drive force based on the set required drive force. May be a means for controlling to be output to the drive shaft. In this way, it is possible to cope with the required driving force. In this aspect of the power output apparatus of the present invention, when the control means determines that the predetermined rotation stop state is established by the state determination means, the driving force output to the drive shaft based on the control of the electric motor. And the means for controlling the shaft engaging means and the electric motor so that the estimated driving force becomes the set required driving force. In this way, the required power can be handled more reliably. Furthermore, in the power output apparatus according to the present invention of these aspects, when the state determination unit determines that the predetermined rotation stop state is established by the state determination unit, the shaft engagement unit causes the motor to rotate at a predetermined number of rotations. And means for controlling the electric motor. If it carries out like this, it can be more stably engaged with the slip of a shaft engaging means, and the motive power from an electric motor can be output to a drive shaft.

  Furthermore, in the power output apparatus of the present invention, the shaft engaging means has at least one clutch, and is means for shifting and transmitting power between the rotating shaft of the electric motor and the drive shaft. You can also In this case, the shaft engaging means may be a stepped transmission capable of shifting at least in two stages.

  Further, in the power output apparatus of the present invention, the internal combustion engine, the output shaft of the internal combustion engine and the drive shaft are connected, and at least a part of the power from the internal combustion engine with input and output of electric power and power is An electric power drive input / output means capable of outputting to the drive shaft may be provided.

The automobile of the present invention
The power output apparatus of the present invention according to any one of the above-described aspects, that is, basically a power output apparatus that outputs power to a drive shaft, comprising an electric motor, a rotating shaft of the electric motor, and the drive shaft. A shaft engagement means for engaging the rotating shaft and the drive shaft so that the engagement force can be adjusted, and a predetermined rotation stop state in which a current greater than a predetermined current is applied to the motor in a state where the rotation of the motor is substantially stopped When the state determining means determines whether or not the predetermined rotation stop state is not reached by the state determining means, the rotating shaft of the motor and the drive shaft are engaged without slipping. The shaft engaging means and the electric motor are controlled so that power from the electric motor is output to the drive shaft, and when it is determined by the state determining means that the predetermined rotation stop state is reached, the rotation shaft of the electric motor Sliding with the drive shaft And a power output device including a control means for controlling the shaft engaging means and the electric motor so that the power from the electric motor is output to the drive shaft. The main point is that the vehicle is connected.

  In this automobile of the present invention, since the power output device of the present invention according to any one of the above-described aspects is mounted, the same effect as the power output device of the present invention, for example, while outputting power to the drive shaft Responding to the effect of suppressing the motor being maintained in a predetermined rotation stop state, the effect of suppressing overheating of the motor and its driving device while outputting power to the drive shaft, and the required driving force The effect which can be produced can be produced.

The method for controlling the power output apparatus of the present invention includes:
A control method for a power output device, comprising: an electric motor; and a shaft engaging means for engaging the rotary shaft and the drive shaft so that the engagement force between the rotary shaft and the drive shaft of the motor can be adjusted.
It is determined whether or not a predetermined rotation stop state in which a current greater than or equal to a predetermined current is applied to the motor in a state in which the rotation of the motor is substantially stopped, and when it is determined that the predetermined rotation stop state is not reached, the rotation of the motor When the shaft engaging means and the electric motor are controlled so that the shaft and the drive shaft are engaged without slipping and the power from the electric motor is output to the drive shaft, and the predetermined rotation stop state is reached. When the determination is made, the shaft engaging means and the electric motor are controlled so that the rotating shaft of the electric motor and the driving shaft are engaged with each other with slip and the power from the electric motor is output to the driving shaft. The gist of the feature.

  According to the control method for a power output apparatus of the present invention, when it is determined that the motor does not enter a predetermined rotation stop state in which a current of a predetermined current or more is applied to the motor while the rotation of the motor is substantially stopped, the rotating shaft of the motor The shaft engagement means and the motor are controlled so that the power and the drive shaft are engaged without slipping and the power from the motor is output to the drive shaft. The shaft engaging means and the electric motor are controlled so that the shaft and the driving shaft are engaged with each other with slip and the power from the electric motor is output to the driving shaft. Accordingly, it is possible to suppress the electric motor from being maintained in a predetermined rotation stop state while outputting power to the drive shaft. As a result, it is possible to suppress overheating of the electric motor and its driving device while outputting power to the driving shaft.

  In such a power output device control method of the present invention, the temperature of the shaft engaging means is detected, and when the detected temperature is equal to or higher than a predetermined temperature, it is determined that the predetermined rotation stop state is established. The shaft engaging means and the electric motor may be controlled such that the driving shaft is engaged without slipping and power from the electric motor is output to the driving shaft. it can. If it carries out like this, it can suppress that a malfunction arises in a shaft engagement means with a heat | fever.

  In the method for controlling the power output apparatus of the present invention, when the required driving force to be output from the electric motor to the drive shaft is set and it is determined that the predetermined rotation stop state is reached, the driving is performed based on the control of the electric motor. The driving force output to the shaft is estimated, and the shaft engaging means and the electric motor are controlled so that the estimated driving force becomes the set required driving force. . In this way, the required driving force can be handled more reliably.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of an automobile 20 equipped with a power output apparatus as an embodiment of the present invention. The vehicle 20 of the embodiment is connected to a motor 22, a rotating shaft 24 of the motor 22, and a driving shaft 30 connected to driving wheels 34 a and 34 b through a differential gear 32, as shown in the figure. A transmission 40 that shifts and outputs the power to the drive shaft 30, an inverter 26 that converts DC power from the battery 28 into three-phase AC power and supplies it to the motor 22, and an electronic control unit 50 that controls the entire power output device. With.

  The motor 22 is configured as a well-known synchronous generator motor that can function as a motor as well as a generator, and is driven as a motor or a generator based on the operation of the accelerator pedal 63 and the brake pedal 65 and the vehicle speed.

  The transmission 40 connects and disconnects the rotating shaft 24 and the drive shaft 30 of the motor 22 and reduces the number of rotations of the rotating shaft 24 of the motor 22 to two stages by connecting the both shafts to the drive shaft 30. It is configured to be able to communicate. An example of the configuration of the transmission 40 is shown in FIG. The transmission 40 shown in FIG. 2 includes a double-pinion planetary gear mechanism 40a, a single-pinion planetary gear mechanism 40b, and two brakes B1 and B2. The planetary gear mechanism 40a of a double pinion includes an external gear sun gear 41, an internal gear ring gear 42 arranged concentrically with the sun gear 41, a plurality of first pinion gears 43a meshing with the sun gear 41, A plurality of second pinion gears 43b meshing with the one pinion gear 43a and meshing with the ring gear 42, and a carrier 44 that holds the plurality of first pinion gears 43a and the plurality of second pinion gears 43b so as to rotate and revolve freely. The sun gear 41 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 40 b includes an external gear sun gear 45, an internal gear ring gear 46 disposed concentrically with the sun gear 45, and a plurality of pinion gears 47 that mesh with the sun gear 45 and mesh with the ring gear 46. And a carrier 48 that holds a plurality of pinion gears 47 so as to rotate and revolve. The sun gear 45 is connected to the rotating shaft 24 of the motor 22, the carrier 48 is connected to the drive shaft 30, and the ring gear 46 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 40a and the single pinion planetary gear mechanism 40b are connected by a ring gear 42 and a ring gear 46, and a carrier 44 and a carrier 48, respectively. The transmission 40 can disconnect the rotating shaft 24 of the motor 22 from the drive shaft 30 by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 24 of the motor 22. Is rotated at a relatively large reduction ratio and transmitted to the drive shaft 30 (hereinafter, this state is referred to as a Lo gear state), the brake B1 is turned on, the brake B2 is turned off, and the rotary shaft 24 of the motor 22 is turned off. Is rotated at a relatively small reduction ratio and transmitted to the drive shaft 30 (hereinafter, this state is referred to as a Hi gear state). Note that when the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 24 and the drive shaft 30 is prohibited.

  The electronic control unit 50 is configured as a microprocessor centered on the CPU 52. In addition to the CPU 52, a ROM 54 for storing processing programs, a RAM 56 for temporarily storing data, input / output ports and communication ports (not shown), and the like. Is provided. The electronic control unit 50 includes a motor current Im from a current sensor 27 that detects a rotation position from a rotation position detection sensor 23 attached to the rotation shaft 24 of the motor 22 and a current applied to the motor 22, and the transmission 40. The brake temperature BT from the temperature sensor 49 that detects the temperature of the brakes B1 and B2, the ignition signal from the ignition switch 60, the shift position SP from the shift position sensor 62 that detects the operation position of the shift lever 61, and the depression of the accelerator pedal 63 The accelerator opening Acc from the accelerator pedal position sensor 64 for detecting the amount, the brake pedal position BP from the brake pedal position sensor 66 for detecting the depression amount of the brake pedal 65, the vehicle speed V from the vehicle speed sensor 68, etc. via the input port. Typed To have. Further, the electronic control unit 50 outputs a switching control signal to the inverter 26, a drive signal to an actuator (not shown) of the brakes B1 and B2 of the transmission 40, and the like.

  An operation of the automobile 20 of the embodiment configured as described above, particularly an operation when the rotation of the rotating shaft 24 of the motor 22 is stopped will be described. FIG. 3 is a flowchart illustrating an example of a drive control routine executed by the electronic control unit 50 of the automobile 20 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  When the drive control routine is executed, the CPU 52 of the electronic control unit 50 firstly detects the accelerator opening Acc from the accelerator pedal position sensor 64, the vehicle speed V from the vehicle speed sensor 68, and the motor 22 detected by the rotational position detection sensor 23. Data necessary for controlling the rotational speed Nm calculated based on the rotational position of the motor, the motor current Im from the current sensor 27, the brake temperature BT from the temperature sensor 49, the motor torque limit Tmax, the transmission gear ratio Gr of the transmission 40, etc. Is input (step S100). Here, the motor torque limit Tmax is a value of 50% or 60% of the rated torque of the motor 22 based on the temperature of the motor 22 or the inverter 26, for example, when the temperature of the motor 22 or the inverter 42 exceeds a predetermined temperature. Suppose that what was set as input. The gear ratio Gr is input based on the value of a flag that is set when the gear position of the transmission 40 is changed.

  When the data is input in this way, a required torque T * required for the drive shaft 30 is set based on the input accelerator opening Acc and the vehicle speed V (step S110). Here, in the embodiment, the required torque T * is obtained in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque T * in the ROM 54 as a required torque setting map. When the vehicle speed V is given, it is set by deriving the corresponding required torque T * from the stored map. An example of the required torque setting map is shown in FIG.

  Then, whether or not the vehicle speed V is less than the predetermined vehicle speed Vref (step S120), whether or not the motor current Im is greater than or equal to the predetermined current Iref (step S130), whether or not the motor torque limit Tmax is greater than or equal to the predetermined torque Tref (step S140), It is determined whether the brake temperature BT is lower than the predetermined temperature BTref (step S150). When a negative determination is made in any of the processing of steps S120 to S150, the corresponding brake is engaged, that is, when the transmission 40 should be operated with the Hi gear, the brake B1 should be engaged and the Lo gear should be operated. Sometimes the brake B2 is engaged (step S160), and the motor torque limit Tmax is compared with the motor torque limit Tmax, which is obtained by dividing the required torque T * set in step S110 by the input transmission gear ratio Gr. The target torque Tm * is set (step S170), the motor 22 is controlled with the set target torque Tm * (step S230), and this routine is terminated. Specifically, the motor 22 is controlled by switching control of the switching element of the inverter 26 so that a torque corresponding to the target torque Tm * is output from the motor 22.

  On the other hand, when all of the processes of steps S120 to S150 are affirmative, current concentrates only on a specific one phase of the three-phase coils of the motor 22, and the motor 22 and the inverter 26 may be overheated. The motor torque Tm output from the motor 22 is estimated based on the input motor current Im (step S180), and the output torque To (== output to the drive shaft 30 based on the estimated motor torque Tm). (Tm × Gr) is estimated (step S190), and the brake engagement torque Tc * corresponding to the following equation (1) is set based on the estimated output torque To and the required torque T * set in step S110 ( In step S200, the corresponding brake is friction-engaged with the set engagement torque Tc * (step S210). Then, based on the predetermined rotational speed Nset and the input current rotational speed Nm so that the motor 22 rotates at the predetermined rotational speed Nset, the target torque Tm * of the motor 22 is set by the following equation (2) (step S220). The motor 22 is controlled with the set target torque Tm * (step S230). Expression (1) is a relational expression in feedback control for making the output torque To coincide with the required torque T *, and “KP1” in the second term on the right side in Equation (1) indicates the gain in the proportional term, and the right side The third term “KI1” indicates the gain in the integral term. Expression (2) is a relational expression in feedback control for making the rotational speed Nm of the motor 22 coincide with the predetermined rotational speed Nset, and “KP2” in the second term on the right side in Expression (2) is in the proportional term. “KI2” in the third term on the right side indicates the gain in the integral term. Here, the predetermined rotational speed Nset is determined as the rotational speed necessary for stably maintaining the friction engagement (slip) of the corresponding brake. By such control, torque corresponding to the required torque T * is output from the motor 22 to the drive shaft 30 while rotating the motor 22 at a predetermined rotation speed Nset. The alignment chart in this state is shown in FIG.

Tc * = previous Tc * + KP1 (T * −To) + KI1∫ (T * −To) dt (1)
Tm * = previous Tm * + KP2 (Nset−Nm) + KI2∫ (Nset−Nm) dt (2)

  Here, the predetermined vehicle speed Vref and the predetermined current Iref are for detecting a state in which the rotation of the rotating shaft 24 of the motor 22 is stopped although torque is output from the motor 22. Consider a state where a vehicle is traveling on a slope. In this state, depending on the accelerator opening degree Acc and the slope of the slope, the slope and the torque of the motor 22 are balanced and the vehicle remains stopped. In this state, because of the characteristics of the motor 22, current continues to flow in only one specific phase of the three-phase coils, so the motor 22 and the inverter 26 generate heat. When the motor 22 or the inverter 26 generates heat, the required torque T * is largely limited by the motor torque limit Tmax. Therefore, the motor 22 may not be able to output the torque balanced with the slope and the vehicle may slip down. In the embodiment, since the torque is output from the motor 22 in a state where the corresponding brake of the transmission 40 is frictionally engaged, the rotating shaft 24 of the motor 22 is rotated while transmitting the torque of the motor 22 to the driving shaft 30. Can do. Therefore, since it is possible to avoid the current from being concentrated only on a specific one of the three-phase coils of the motor 22, it is possible to prevent the motor 22 and the inverter 26 from being overheated. It is possible to suppress the vehicle from slipping due to the limitation of the torque of the motor 22 that accompanies it. The predetermined torque Tref is used to determine whether a necessary torque can be output to the drive shaft 30 in a state where the brakes B1 and B2 are friction-engaged. The predetermined temperature BTref is the friction applied to the brakes B1 and B2. This is for determining whether or not seizure occurs when engaged. Accordingly, when the motor torque limit Tmax is less than the predetermined torque Tref or when the brake temperature BT is equal to or higher than the predetermined temperature BTref, even if the vehicle speed V is lower than the predetermined vehicle speed Vref and the motor current Im is equal to or higher than the predetermined current Im, as described above. In steps S160 and S170, the motor 22 is controlled with the corresponding brakes fully engaged. However, in this case, the motor 22 is controlled with a target torque Tm * obtained by limiting the required torque T * with the motor torque limit Tmax as an upper limit.

  According to the automobile 20 of the embodiment described above, when a current greater than a predetermined current is applied to the motor 22 when the rotation of the motor 22 is stopped, the corresponding brake of the transmission 40 is frictionally engaged. Since the motor 22 and the brakes B1 and B2 are controlled so that the motor 22 is rotated at a predetermined rotation speed Nset and the required torque T * is output to the drive shaft 30, the three phases of the motor 22 are output while outputting power to the drive shaft 30. It can suppress that an electric current concentrates and flows only to one specific phase among coils. As a result, power can be output to the drive shaft 30 and the motor 22 and the inverter 26 can be prevented from overheating.

  In the automobile 20 of the embodiment, when the vehicle speed V is lower than the predetermined vehicle speed Vref and the motor current Im is equal to or higher than the predetermined current Iref, the motor 22 and the transmission 40 are set so that the torque output to the drive shaft 30 matches the required torque T *. The corresponding brake is controlled. However, when the vehicle speed V is lower than the predetermined vehicle speed Vref and the motor current Im is equal to or higher than the predetermined current Iref, the motor 22 may be controlled by limiting the required torque T *.

  In the automobile 20 of the embodiment, the engagement torque Tc * is set by estimating the output torque To output to the drive shaft 30 based on the motor torque Tm output from the motor 22. The output torque may be detected to set the engagement torque Tc *, or the engagement torque with which the corresponding brake of the transmission 40 is engaged is estimated or detected, and the engagement torque is driven. The torque output to the shaft 30 may be estimated to set the engagement torque Tc *.

  In the automobile 20 of the embodiment, the motor 22 is controlled by feedback control so that the rotational speed Nm of the rotating shaft 24 of the motor 22 matches the predetermined rotational speed Nset, and the output torque To matches the required torque T *. However, the present invention is not limited to controlling the motor 22 and the brake by such control. For example, when all of the processes in steps S120 to S150 are positive determinations When the engagement torque of the brake corresponding to the transmission 40 is gradually loosened and waits until the rotational speed Nm of the rotating shaft 24 of the motor 22 reaches the predetermined rotational speed Nset, and the rotational speed Nm reaches the predetermined rotational speed Nset. The transmission 40 (gear ratio of the planetary gear mechanism 40a of the double pinion and the gear of the planetary gear mechanism of the single pinion The target torque Tm * and the engagement torque Tc * are set so that the sum of the torque of the motor 22 and the corresponding brake engagement torque becomes the required torque T * with the torque ratio based on 40b), and the motor 22 corresponds. It is good also as what controls a brake.

  In the vehicle 20 of the embodiment, when the brake temperature BT is equal to or higher than the predetermined temperature BTref, the corresponding brake of the transmission 40 is completely applied even when the vehicle speed V is lower than the predetermined vehicle speed Vref and the motor current Im is equal to or higher than the predetermined current Iref. Although the torque is output from the motor 22 in the engaged state, the upper limit value of the engagement torque Tc * is set based on the brake temperature BT, and the corresponding brake is friction-engaged within the set upper limit value range. Then, torque may be output from the motor 22.

  Although the automobile 20 of the embodiment includes the motor 22 connected to the drive shaft 30 via the transmission 40, it may be applied to a hybrid automobile including an engine in addition to such a configuration. For example, as illustrated in the automobile 120 of FIG. 6, the engine 130, the planetary gear 140 in which the carrier is connected to the crankshaft of the engine 130 and the drive shaft 30 is connected to the ring gear, and the sun gear of the planetary gear 140. A motor 150 capable of generating electricity may be provided, or as illustrated in the automobile 220 in FIG. 7, the engine 230, the inner rotor 242 connected to the crankshaft of the engine 130, and the drive shaft 30. It may be provided with an outer rotor 244 and a counter-rotor motor 240 that relatively rotates both rotors by electromagnetic action, and as illustrated in the automobile 320 of FIG. It may be provided with an engine 330 connected via a clutch CL .

  In the automobile 20 of the embodiment and its modification, the transmission 40 that connects the rotary shaft 24 of the motor 22 and the drive shaft 30 has two gears capable of switching between the Hi gear and the Lo gear. However, it is also possible to use a gear having three or more speeds, or to connect the rotating shaft 24 of the motor 22 and the drive shaft 30 by a clutch that is not limited to such a transmission 40 but can be simply frictionally engaged. Also good.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention is applicable to industries such as automobiles and trains.

It is a block diagram which shows the outline of a structure of the motor vehicle 20 carrying the power output device as one Embodiment of this invention. FIG. 2 is a configuration diagram showing an outline of a configuration of a transmission 40. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit 50 of the motor vehicle 20 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that the motive power from the motor 22 is output to the drive shaft 30, sliding the brake B1. It is a block diagram which shows the outline of a structure of the motor vehicle 120 of a modification. It is a block diagram which shows the outline of a structure of the motor vehicle 220 of a modification. It is a block diagram which shows the outline of a structure of the motor vehicle 320 of a modification.

Explanation of symbols

20, 120, 220, 320 Car, 22 Motor, 23 Rotation position detection sensor, 24 Rotation shaft, 26 Inverter, 27 Current sensor, 28 Battery, 30 Drive shaft, 32 Differential gear, 34a, 34b Drive wheel, 40 Transmission, 40a planetary gear mechanism of double pinion, 40b planetary gear mechanism of single pinion, 41 sun gear, 42 ring gear, 43a first pinion gear, 43b second pinion gear, 44 carrier, 45 sun gear, 46 ring gear, 47 pinion gear, 48 carrier, 49 temperature sensor , 50 Electronic control unit, 52 CPU, 54 ROM, 56 RAM, 60 ignition switch, 61 shift lever, 62 shift position sensor, 63 accelerator pedal, 64 accelerator pedal position sensor, 65 brake Pedal, 66 brake pedal position sensor, 68 vehicle speed sensor.

Claims (13)

A power output device that outputs power to a drive shaft,
An electric motor,
Shaft engaging means for engaging the rotating shaft and the driving shaft so that the engaging force between the rotating shaft of the electric motor and the driving shaft can be adjusted;
State determination means for determining whether or not a predetermined rotation stop state in which a current greater than or equal to a predetermined current is applied to the electric motor in a state where the rotation of the electric motor is substantially stopped;
When it is determined by the state determination means that the predetermined rotation stop state is not reached, the rotating shaft of the electric motor and the driving shaft are engaged without slipping, and the power from the electric motor is output to the driving shaft. The shaft engaging means and the electric motor are controlled such that when the state determining means determines that the predetermined rotation stop state is reached, the rotating shaft of the electric motor and the drive shaft are engaged with each other with slip. Control means for controlling the shaft engaging means and the electric motor so that power from the electric motor is output to the drive shaft;
A power output device comprising: The power output device according to claim 1,
Temperature detecting means for detecting the temperature of the shaft engaging means;
The control means is a means for controlling based on the detected temperature when it is determined by the state determination means that the predetermined rotation stop state is reached.   When the detected temperature is equal to or higher than a predetermined temperature, the control means does not cause slippage between the rotating shaft and the drive shaft of the electric motor even when the state determining means determines that the predetermined rotation stop state occurs. The power output apparatus according to claim 2, wherein the shaft engaging means and the electric motor are controlled so that power from the electric motor is combined and output to the drive shaft. The power output device according to any one of claims 1 to 3,
A required driving force setting means for setting a required driving force to be output from the electric motor to the driving shaft;
The said control means is a means to control so that the driving force based on the set said request | required driving force is output to the said drive shaft. Power output device.   The control means estimates the driving force output to the drive shaft based on the control of the electric motor and determines the estimated driving force when the state determination means determines that the predetermined rotation stop state is reached. 5. A power output apparatus according to claim 4, wherein said power output device is means for controlling said shaft engaging means and said electric motor so as to obtain a set required driving force.   5. The control means is means for controlling the shaft engaging means and the electric motor so that the electric motor rotates at a predetermined rotational speed when it is determined by the state determining means that the predetermined rotation stop state is reached. Or the power output device of 5.   7. The power output apparatus according to claim 1, wherein the shaft engaging means has at least one clutch, and is means for shifting and transmitting power between a rotating shaft of the electric motor and the drive shaft. .   The power output apparatus according to claim 7, wherein the shaft engaging means is a stepped transmission capable of shifting in at least two stages. The power output device according to any one of claims 1 to 8,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power;
A power output device comprising:   An automobile mounted with the power output device according to any one of claims 1 to 9 and having an axle connected to the drive shaft. A control method for a power output device, comprising: an electric motor; and a shaft engaging means for engaging the rotary shaft and the drive shaft so that the engagement force between the rotary shaft and the drive shaft of the motor can be adjusted.
It is determined whether or not a predetermined rotation stop state in which a current greater than or equal to a predetermined current is applied to the motor in a state in which the rotation of the motor is substantially stopped, and when it is determined that the predetermined rotation stop state is not reached, the rotation of the motor When the shaft engaging means and the electric motor are controlled so that the shaft and the drive shaft are engaged without slipping and the power from the electric motor is output to the drive shaft, and the predetermined rotation stop state is reached. When the determination is made, the shaft engaging means and the electric motor are controlled so that the rotating shaft of the electric motor and the driving shaft are engaged with each other with slip and the power from the electric motor is output to the driving shaft. A control method for a power output device.   The temperature of the shaft engagement means is detected, and when the detected temperature is equal to or higher than the predetermined temperature, the rotation shaft of the motor and the drive shaft are engaged without slipping even when it is determined that the predetermined rotation stop state is reached. 12. The method for controlling a power output apparatus according to claim 11, wherein the shaft engaging means and the electric motor are controlled such that the power from the electric motor is output to the drive shaft. When a required driving force to be output from the electric motor to the driving shaft is set and it is determined that the predetermined rotation stop state is reached, the driving force output to the driving shaft is estimated and controlled based on the control of the electric motor. The method for controlling the power output apparatus according to claim 11 or 12, wherein the shaft engaging means and the electric motor are controlled such that the estimated driving force becomes the set required driving force.

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