JPH09175203A - Power transmitting device and four-wheel driven vehicle and power transmitting method therefor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suitably distribute the output power of an engine to two shafts by providing a second power control means for controlling the power output to a second output shaft by controlling a second electric motor based on the power which is input to or output from a first electric motor in an electric state by a first power control means. SOLUTION: Since the aiming engine torque Te and engine speed Ne of an engine 50 is set, the engine torque and engine speed of an engine 50 is controlled such that the engine torque and engine speed of an engine 50 become the setting values. A direction is transmitted to EFIECU by a control CPU to gradually adjust the torque of the engine to Te and the engine speed to Ne. In an assist motor 40, the driving shaft 22B for the rear wheels is given torque by power regenerated by a clutch motor 30 in proportion to the deviation of the rotational speed of the crankshaft 56 of the engine 50 from the rotational speed of the inner rotor 34 of the clutch motor 30.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power transmission device, a four-wheel drive vehicle using the power transmission device, a power transmission method and a four-wheel drive method, and more specifically, a power transmission or utilization of power obtained from a prime mover efficiently. The present invention relates to a transmission device and a four-wheel drive vehicle using the same.

[0002]

2. Description of the Related Art Conventionally, a torque converter using a fluid has been used to convert the output torque of a prime mover or the like to transmit power. In a torque converter using a fluid, the input shaft and the output shaft are not completely locked, and energy loss is generated according to the slip between the both shafts. To be precise, this energy loss is represented by the product of the rotational speed difference between both shafts and the transmission torque at that time. This energy loss is
It becomes heat and is consumed. Therefore, a vehicle using such a power transmission device has a large loss during a transition such as starting. Further, even during steady running, the efficiency in power transmission does not reach 100%, and the fuel consumption is inevitably low as compared with, for example, a manual transmission.

There has been proposed such a power transmission device that transmits power by mechanical-electrical-mechanical conversion instead of using a fluid (for example, Japanese Patent Publication No. 51).
"Arrangement of rotating electric machines" disclosed in Japanese Patent No. 22132
etc). In this technology, the output of a prime mover is coupled to a power transmission means including an electromagnetic coupling and a rotating electric machine, and the number of poles P of the rotating electric machine is P.
1. A reduction ratio (torque conversion ratio) of 1 + P2 / P1 is realized by the number of poles P2 of the electromagnetic coupling. According to this configuration, since there is no energy loss due to the fluid, it is considered that the energy loss of the power transmission means can be made relatively small by increasing the efficiency of the electromagnetic coupling and the rotary electric machine.

[0004]

However, such a power transmission device has a fixed torque conversion ratio and cannot be used for a device such as a vehicle that needs to have a wide conversion ratio change. Further, it has been difficult to realize a desired conversion ratio depending on the operating conditions of the vehicle and the prime mover. Of course, as described above, a fluid type cannot avoid energy loss due to slippage between shafts. Further, such a power transmission device can only transmit power to one axis and cannot be applied to a four-wheel drive vehicle or the like.

The power transmission device of the present invention and the four-wheel drive vehicle using the power transmission device solve these problems and transmit or utilize the power obtained from the prime mover with high efficiency to output the output of the prime mover to two shafts. The purpose was to properly distribute the power and to propose a completely new four-wheel drive vehicle configuration using the power transmission device. The following configuration was adopted.

[0006]

A first power transmission device of the present invention is provided with a rotary shaft to which the power of a prime mover is transmitted, and the power from the prime mover inputted from the rotary shaft is A power transmission device for transmitting to a first output shaft and a second output shaft different from the output shaft, the first electric motor being associated with the rotation of the rotation shaft, and being input to the rotation shaft. The total of the input and output balances the distribution of the motive power, the motive power input / output to / from the first output shaft in a mechanical form, and the motive power input / output to / from the first electric motor in an electrical form. The distribution means to be controlled under the conditions, the second electric motor coupled to the second output shaft, and the power input / output to / from the first electric motor in an electrical form to control the first electric motor. The operating state of the electric motor of No. 1 is changed to control the distribution of the power in the distribution means. The operation of the second electric motor is controlled based on the first power control means and the power input and output to and from the first electric motor in an electrical form by the first power control means, and the second electric power is controlled. And a second power control means for controlling the power output to the output shaft of.

In such a power transmission device, a first electric motor associated with the rotation of the rotary shaft to which the power of the prime mover is transmitted is provided, and the motive power input to and output from the first electric motor in an electrical form is first. It is controlled by the power control means. When the power input / output to / from the first electric motor in electrical form is controlled, the power input / output to / from the first electric motor in electrical form and the power of the prime mover are input to the rotating shaft. The distribution of the power and the power input / output to / from the first output shaft in a mechanical form is controlled by the distribution means under the condition that the total of the input / output is balanced. The power to be played is determined. On the other hand, the second power control means controls the operation of the second electric motor based on the power input and output to and from the first electric motor in the electrical form by the first power control means to control the second electric power. Controls the power output to the output shaft.
As a result, the power from the prime mover can be transmitted to the first output shaft and the second output shaft different from the output shaft.

FIG. 46 shows how the power is distributed by the distribution means as a relationship between the rotational speed and the torque. When the prime mover is operated at a certain output, the torque T ×
The energy of the rotation speed N is output. Now, it is assumed that the prime mover is operating at the point P1 of the rotation speed Ne and the torque Te. At this time, if it is assumed that the rotation speed of the first output shaft is Ndf by the distribution means, the distribution means is in the illustrated area G1.
It is possible to extract the energy corresponding to the above in an electrical form and use this as the output on the second output shaft side. Assume that the second output shaft is rotating at the same number of revolutions Ndf as the first output shaft, and that all the energy extracted in the electrical form by the distribution means is output to the second output shaft. ,
The torque Tdf that satisfies the relationship of (Ne-Ndf) * Te = Ndf * Tdr is output to the second output shaft. Since the torque of the first output shaft is Te,
If the output shaft of is driving the same target as the second output shaft, the total torque is Te + Tdr, and the target to which the power is transmitted is driven at the point P2 of the rotation speed Ndf and the torque Te + Tdr. become. Therefore, the power transmission device of the present invention can be understood as a device that performs torque conversion from the viewpoint of torque and rotation speed. The torque conversion can be performed in the opposite direction, that is, from the point P2 to the point P1. In the case of a four-wheel drive vehicle, which will be described later, the rotational speeds of the first and second axles are usually the same, so from the viewpoint of the torque and the rotational speed of the power output to the axle, the above discussion of torque conversion remains the same. Applicable.

In such a power transmission device, the third electric motor coupled to the first output shaft and the operation of the third electric motor are controlled, and power is input and output by the distribution means in a mechanical form. It is also possible to provide the first output shaft with third power control means for applying input / output of power by a third electric motor.

According to this structure, the input / output of the power from the third electric motor can be added to the input / output of the first output shaft, and the final output / input to the first output shaft. The power can be widely varied without being limited to the range of power mechanically input / output by the distribution means.

Several modes can be considered as the distributing means of the power transmission device of the present invention described above. One of them is that the first electric motor is mechanically coupled to the rotary shaft of the prime mover. And a second rotor that is electromagnetically coupled to the first rotor and can rotate relative to the first rotor, and the second rotor is It is mechanically coupled to the first output shaft and constitutes the distribution means. In this power transmission device, the first and second power control means further control electromagnetic coupling between the first and second rotors of the first electric motor by means of polyphase alternating current, A first electric motor drive circuit capable of exchanging electric power in at least one direction with a first electric motor, and a second electric motor drive exchanging electric power in at least one direction with the second electric motor. A circuit and power distribution control means for controlling the distribution of the power input to and output from the first and second output shafts by controlling the first and second electric motor drive circuits. You can

In such a power transmission device, the distribution of the power input to the rotating shaft of the prime mover by the distribution means is performed as follows. Due to the strength of the electromagnetic coupling between the first and second rotors, power is input to and output from the first output shaft in a mechanical form, and based on the rotational speed difference between the first and second rotors,
Power is input and output in an electrical form. The total sum of these input and output powers is balanced by eliminating friction and other factors. This form in which the distribution means is configured as a motor of some kind is hereinafter referred to as an electric distribution type. In the electric distribution type power transmission device, the first and second electric motor drive circuits can exchange electric power with the first and second electric motors in at least one direction. By controlling the motor drive circuit, the power output to the first output shaft and the second output shaft can be freely distributed.

In this electric distribution type power transmission device,
The first or second electric motor drive circuit includes a secondary battery capable of storing at least a part of electric power regenerated between the first or second electric motor, and the power distribution control means,
In addition to exchanging electric power with the first and second electric motors under the control of the first and second electric motor drive circuits, accumulation of electric power in the secondary battery and electric power from the secondary battery It is also possible to provide means for controlling the output to control the distribution of the power input to and output from the first and second output shafts. In this case, it is not necessary to drive the other as it is with the electric power regenerated from one, that is, it is not necessary to balance the balance of the electric power of the first electric motor drive circuit and the electric power of the second electric motor drive circuit. (Power running)
The advantage is that the degree of freedom of the control is further increased.

In such a power transmission device, the power distribution control means further controls the first electric motor drive circuit so that the first electric motor drives the first rotor and the second rotor.
Regenerating control means for regenerating electric power corresponding to the sliding rotation generated between the rotor and the rotor via the first electric motor drive circuit,
A power running control means for powering the second electric motor by the second electric motor drive circuit using at least a part of the regenerated electric power can be provided. In this case, electric power is regenerated from the first electric motor through the first electric motor drive circuit, and at least a part of the electric power is used to power the second electric motor, and the electric power is supplied to the first and second output shafts. , The torque of the prime mover can be freely distributed.

In this power transmission device, the power distribution control means uses the electric power stored in the secondary battery to control the first electric motor drive circuit to power the first electric motor. It is also possible to include the power running control means and the second power running control means that powers the second electric motor by controlling the second electric motor drive circuit. In this case, both electric motors can be powered, and a large torque can be output from the first and second output shafts.

Another important aspect of the power transmission device of the present invention is hereinafter referred to as a mechanical distribution type, and the distribution means includes a rotating shaft of the prime mover, the first output shaft, and the first output shaft.
Has three shafts respectively coupled to the rotation shaft of the electric motor of
Of the shafts, the shaft coupled to the rotation shaft of the prime mover and the first shaft.
When the power input / output to / from the shaft coupled to the rotating shaft of the electric motor is determined, the power input / output to / from the shaft coupled to the first output shaft is determined based on the determined power. Can be realized as a three-axis power input / output means. In this power transmission device, further, the first and second
The power control means is capable of exchanging electric power in at least one direction between the first electric motor drive circuit capable of exchanging electric power in at least one direction with the first electric motor and the second electric motor. A possible second electric motor drive circuit, and a power distribution control means for controlling the first and second electric motor drive circuits to control distribution of power input to and output from the first and second output shafts. It can be provided.

In such a power transmission device, the distribution of the power input to the rotary shaft of the prime mover by the distribution means is performed as follows. The three-axis power input / output unit is configured to output power input / output to / from a shaft connected to the rotary shaft of the prime mover and a shaft connected to the rotary shaft of the first electric motor among the three shafts. Based on the determined power, the power input / output to / from the shaft coupled to the first output shaft is determined, and the input / output of power to / from the first output shaft is performed in a mechanical form. Further, the first electric motor inputs and outputs power in an electrical form. Even in the mechanical distribution type power transmission device, since the first and second electric motor drive circuits can exchange electric power with the first and second electric motors in at least one direction, the power distribution control means can control the electric power. By controlling the motor drive circuit, the power output to the first output shaft and the second output shaft can be freely distributed.

In this mechanical distribution type power transmission device,
Like the power distribution device of the electric distribution type, the first or second
The electric motor drive circuit includes a secondary battery capable of storing at least a part of electric power regenerated between the electric motor drive circuit and the first or second electric motor, and the power distribution control means includes the first and second electric power sources.
In addition to exchanging electric power with the first and second electric motors under the control of the electric motor drive circuit, the accumulation of electric power in the secondary battery and the output of electric power from the secondary battery are controlled, A means for controlling distribution of power input to and output from the first and second output shafts can be used.

Further, in these mechanical distribution type power transmission devices, the power distribution control means controls the first electric motor drive circuit to make the rotary shaft of the prime mover similar to the electric distribution type power transmission device. Power input and output to and the first
The electric power according to the difference with the power input and output to the output shaft of
Regeneration control means for regenerating from a first electric motor via the first electric motor drive circuit, and power running for powering the second electric motor by the second electric motor drive circuit using at least a part of the regenerated electric power. And control means.

In the mechanical distribution type power transmission device, as in the electric distribution type power transmission device, the electric power accumulated in the secondary battery is used as the power distribution control means.
A first power running control means for controlling the first electric motor drive circuit to power the first electric motor, and a second power running controller for controlling the second electric motor drive circuit to power the second electric motor.
It is also possible to provide the power running control means.

A second power transmission device of the present invention transmits mechanical energy output from a prime mover to a first electric motor via a rotary shaft, and the mechanical energy transmitted by using the first electric motor. A part of the energy is converted into electric energy and extracted, the remaining mechanical energy is output to the first output shaft, and at least a part of the electric energy extracted from the first electric motor is used. A second electric motor is driven to output to a second output shaft different from the first output shaft, and the mechanical energy transmitted in the first electric motor and the extracted electrical energy are distributed. Is controlled to adjust the power output to the first and second output shafts to a predetermined magnitude.

The power transmission device controls the distribution of the mechanical energy transmitted using the first electric motor and the extracted electrical energy, and uses at least a part of the extracted electrical energy. Since the second electric motor is driven, the power output to the first output shaft and the second output shaft can be adjusted to a predetermined magnitude.

In the power transmission device described above, the first
Of the power output to the output shaft and the power output to the second output shaft, the distribution determination means for determining the distribution of the power output to the second output shaft, the first and second power control means by the distribution determination means. The determined power distribution can be used as a means for controlling the target value.

In this power transmission device, the distribution determining means first determines the power distributed to the first output shaft and the second output shaft. The first and second power control means perform control with the determined power distribution as a target value. As a result, the control is performed by giving priority to the distribution of the power input and output to the first and second output shafts.

Further, in the above-described power transmission device having a third electric motor, the power of the first electric motor is controlled via the first power control means to keep the prime mover within a desired operating range. And a distribution determining unit that determines distribution of power output to the first output shaft and power output to the second output shaft, and the third power control. Means for controlling the power distribution determined by the distribution determining means with respect to the first output shaft as a target value, and the second power control means for the second output shaft by the distribution determining means. Can be used as a means for controlling the power distribution determined with respect to the target value. In this power transmission device, it is possible to freely control the distribution of power input / output to / from the first and second output shafts while operating the prime mover under desired operating conditions, for example, operating conditions that reduce fuel consumption. it can.

In this power transmission device, the first electric motor is electromagnetically coupled to the first rotor, which is mechanically coupled to the rotating shaft of the prime mover, and the first rotor is electromagnetically coupled to the first rotor. A second rotor rotatable relative to the first output shaft, the second rotor being mechanically coupled to the first output shaft, and the distribution means may be configured by this structure. it can. That is, the above control can be realized by an electric distribution type power transmission device.

On the other hand, in this power transmission device, the distributing means has three shafts respectively coupled to the rotary shaft of the prime mover, the first output shaft and the rotary shaft of the first electric motor, When the power input / output to / from the shaft connected to the rotary shaft of the prime mover and the shaft connected to the rotary shaft of the first electric motor among the three shafts is determined, the power is input based on the determined power. It may be a three-axis type power input / output means in which the power input / output to / from the shaft coupled to the first output shaft is determined. That is, the above control can be realized by the mechanical distribution type power transmission device.

In these power transmission devices, the first or second electric motor (and also the third electric motor in the case of having the third electric motor) has a rotating magnetic field composed of polyphase alternating current and a permanent magnet. Can be a synchronous motor that rotates by interaction with the magnetic field. The synchronous motor can take out a large amount of power in spite of its small size and light weight.
The power transmission device can be made compact.

Next, a four-wheel drive vehicle of the present invention will be described in which power is independently transmitted to the first axle and the second axle of the vehicle. A four-wheel drive vehicle of the present invention has a rotating shaft from which power is taken out, a prime mover rotating the rotating shaft, a first electric motor associated with rotation of the rotating shaft, and input to the rotating shaft. A condition in which the total of input and output balances distribution of power, power input and output to and from the first axle in mechanical form, and power input and output to and from the first motor in electrical form. And a second electric motor coupled to the second axle, and a power supplied to and output from the first electric motor in an electrical form to control the first electric motor. First power control means for controlling the distribution of the power in the distribution means by changing the operating state of the power supply, and power input / output to and from the first electric motor in an electrical form by the first power control means. And controlling the operation of the second electric motor based on And summarized in that and a second power control means for controlling the power output.

This four-wheel drive vehicle is provided with a first electric motor associated with the rotation of the rotary shaft to which the power of the prime mover is transmitted, and the power input to and output from the first electric motor in an electrical form is It is controlled by the power control means No. 1. When the power input to and output from the first electric motor in an electrical form is controlled,
The distribution of the power input / output to / from the first electric motor in electrical form, the power input to the rotating shaft to which the power of the prime mover is transmitted, and the power input / output to / from the first axle in mechanical form are , Is controlled by the distribution means under the condition that the total of the input and output is balanced, the power input to and output from the first axle is determined. On the other hand, the operation of the second electric motor is controlled by the second power control means on the basis of the power input and output to and from the first electric motor in the electrical form by the first power control means,
It controls the power output to the second axle. As a result, the power from the prime mover can be transmitted to the first axle and the second axle.

In this four-wheel drive vehicle, the third electric motor coupled to the first axle and the operation of the third electric motor are controlled, and power is input / output in a mechanical form by the distribution means. It is also possible to equip the first axle with the third power control means for inputting and outputting the power from the third electric motor.

According to this structure, the input / output of the power by the third electric motor can be added to the input / output of the first axle, and the final input / output of the power of the first axle is generated. It is possible to widely change not only the range of power mechanically input / output by the distribution means.

In such a four-wheel drive vehicle, the first
Of the electric motor of the present invention includes a first rotor mechanically coupled to the output shaft of the prime mover, a second rotor electromagnetically coupled to the first rotor, and a second rotor capable of rotating relative to the first rotor. A second rotor, which is mechanically coupled to the first axle, and which constitutes the distributing means, and wherein the first and second power control means are multiphase A first electric motor capable of controlling electromagnetic coupling between the first and second rotors of the first electric motor to exchange electric power in at least one direction with the first electric motor.
Controlling the second motor driving circuit capable of exchanging electric power in at least one direction between the second motor driving circuit and the second motor driving circuit, and controlling the first and second motor driving circuits. It is also possible to provide a power distribution control means for outputting the power of the above to the first and second output shafts in a predetermined distribution. In this structure, the distribution means is an electric distribution type structure.

In an electric distribution type four-wheel drive vehicle, the first or second electric motor drive circuit includes the first or second electric motor drive circuit.
A secondary battery capable of storing at least a part of electric power regenerated between the first and second electric motor drive circuits.
And in addition to exchanging electric power with the second electric motor,
The means for controlling the distribution of the power output to the first and second output shafts by controlling the storage of the electric power in the secondary battery and the output of the electric power from the secondary battery.
In this case, it is not necessary to drive the other as it is with the electric power regenerated from one, that is, it is not necessary to balance the balance of the electric power of the first electric motor drive circuit and the electric power of the second electric motor drive circuit. There is an advantage that the degree of freedom of control such as (power running) is further increased.

Further, in such a four-wheel drive vehicle, the power distribution control means controls the first electric motor drive circuit so that the first electric motor drives the first rotor and the second electric motor.
Regenerating control means for regenerating electric power corresponding to the sliding rotation generated between the rotor and the rotor via the first electric motor drive circuit,
A power running control means for powering the second electric motor by the second electric motor drive circuit using at least a part of the regenerated electric power may be provided. In this case, electric power is regenerated from the first electric motor through the first electric motor drive circuit, and at least a part of this electric power is used to generate the second electric power.
The electric motor can be powered to freely distribute the torque of the prime mover to the first and second output shafts. By distributing the torque in this way, the vehicle as a whole can be accelerated and run freely.

On the contrary, in the four-wheel drive vehicle, the power distribution control means controls the second electric motor drive circuit to rotate the second electric motor by the rotation of the second axle. It is also possible to have a configuration including regenerative control means for regenerating electric power from the electric power source, and power running control means for powering the first electric motor by the first electric motor drive circuit using at least a part of the regenerated electric power. In the case of a four-wheel drive vehicle, the four wheels are related via the road surface,
It is also possible to perform regeneration on the side of the second axle and powering on the side of the first axle. By distributing such torque, the vehicle as a whole can be accelerated, run freely, and brake.

Further, in a four-wheel drive vehicle having a secondary battery, the power distribution control means controls the first electric motor drive circuit so that the first electric motor drives the first rotor and the second rotor. By controlling a first regeneration control unit that regenerates electric power according to the sliding rotation generated between the rotor and the rotor via the first electric motor drive circuit, and the second electric motor drive circuit,
A second regenerative control means for regenerating electric power from the second electric motor rotated by rotation of the second axle, and at least a part of the regenerated electric power is stored in the secondary battery. It can also be configured. In this case, it is possible to generate a braking force on at least the second axle, recover electric power from both electric motors coupled to both axles, and use the electricity for charging the secondary battery. A driving force or a braking force can be applied to the first axle. Therefore, as a whole, the vehicle can be put into a free run or a braking state.

On the other hand, in a four-wheel drive vehicle having a secondary battery, the power distribution control means uses the electric power accumulated in the secondary battery to control the first electric motor drive circuit to control the first electric motor drive circuit. And a second power running control unit that powers the second electric motor by controlling the second electric motor drive circuit. In this case, power using the electric power of the secondary battery can be applied to both shafts, and the vehicle can be placed in a free-run state or an accelerated state together with the driving force of the prime mover. If you put it in an accelerated state,
It is possible to output higher power to the axle and achieve higher acceleration than in the case where electric power is regenerated by causing the electric motor to slip and rotate. In addition, even when the prime mover is stopped, the driving force can be generated in the first and second axles.

As a four-wheel drive vehicle, the distributing means has three shafts respectively coupled to the rotating shaft of the prime mover, the first axle and the rotating shaft of the first electric motor. When the power input / output to / from the shaft coupled to the rotary shaft of the prime mover and the shaft coupled to the rotary shaft of the first electric motor is determined, the first power is determined based on the determined power. A three-axis type power input / output unit for determining the power input / output to / from a shaft coupled to the axle is provided, and the first and second power control units are provided in at least one direction between the first and second electric motors. A first electric motor drive circuit capable of exchanging electric power; and a second electric motor drive circuit capable of exchanging electric power in at least one direction between the second electric motor; and the first and second electric motors.
And a power distribution control means for controlling the distribution of the power input to and output from the first and second axles. In this configuration, the distribution means is a mechanical distribution type structure.

In such a four-wheel drive vehicle, the power input to the rotary shaft of the prime mover is performed by the distribution means as follows. The three-axis type power input / output means, when the power input / output to / from the shaft connected to the rotary shaft of the prime mover and the shaft connected to the rotary shaft of the first electric motor among the three shafts is determined, Based on the determined power, the power input / output to / from the shaft coupled to the first axle is determined, and the input / output of power to / from the first axle is performed in a mechanical form. Further, the first electric motor inputs and outputs power in an electrical form.
Even in a four-wheel drive vehicle that adopts the mechanical distribution type, since the first and second electric motor drive circuits can exchange electric power in at least one direction with the first and second electric motors,
By the power distribution control means controlling these electric motor drive circuits, the power output to the first axle and the second axle can be freely distributed.

In the four-wheel drive vehicle having the mechanical distribution type structure, the first or second electric motor drive circuit is connected to the first or second electric motor as in the electric distribution type structure. A secondary battery capable of accumulating at least a part of regenerated electric power is provided, and the power distribution control means controls electric power between the first and second electric motors under the control of the first and second electric motor drive circuits. In addition to exchanging the electric power, the means for controlling the distribution of electric power output to the first and second axles by controlling the accumulation of electric power in the secondary battery and the output of electric power from the secondary battery. be able to.

Further, in the four-wheel drive vehicle having such a mechanical distribution type structure, as in the case of the electric distribution type structure, the power distribution control means controls the first electric motor drive circuit to rotate the prime mover. Power input and output to the shaft and the first
Of electric power according to the difference between the power input to and output from the axle of the first electric motor through the first electric motor drive circuit, and at least a part of the regenerated electric power. Power running control means for power running the second electric motor by the second electric motor drive circuit may be provided.

Further, in the four-wheel drive vehicle having such a mechanical distribution type structure, the power distribution control means controls the second electric motor drive circuit to control the second motor drive circuit similarly to the electric distribution type structure. The second is rotated by rotation of the axle of
The regenerative control means for regenerating electric power from the electric motor, and the power running control means for powering the first electric motor by the first electric motor drive circuit using at least a part of the regenerated electric power. You can

In a mechanical distribution type four-wheel drive vehicle provided with a secondary battery, the power distribution control means controls the first electric motor drive circuit to control the first electric motor drive circuit as in the electric distribution type configuration. Electric power according to the difference between the power input / output to / from the rotating shaft of the prime mover and the power input / output to / from the first axle,
The first regeneration control means for regenerating from a first electric motor via the first electric motor drive circuit and the second electric motor drive circuit are controlled to rotate the second axle by the rotation of the second axle. A second regenerative control means for regenerating electric power from the second electric motor may be provided, and at least a part of the regenerated electric power may be stored in the secondary battery.

Similarly, in a four-wheel drive vehicle equipped with a secondary battery, the power distribution control means controls the first electric motor drive circuit using the electric power stored in the secondary battery, A first power running control means for power running the first electric motor and a second power running control means for controlling the second electric motor drive circuit to power run the second electric motor may be provided. it can.

In the second four-wheel drive vehicle of the present invention, the mechanical energy output from the prime mover is transmitted to the first electric motor via the rotary shaft, and the transmitted mechanical energy is transmitted in the first electric motor. Part of the electric energy is converted into electric energy and extracted, the remaining mechanical energy is output to the first axle, and at least a part of the electric energy extracted from the first electric motor is used to generate a second electric energy. Driving the electric motor of the first electric motor to output the electric power to the second axle, and controlling distribution of the mechanical energy transmitted using the first electric motor and the electric energy taken out by the first electric motor. The gist is to adjust the power output to the second axle to a predetermined magnitude.

This four-wheel drive vehicle controls distribution of mechanical energy transmitted using the first electric motor and extracted electric energy, and uses at least a part of the extracted electric energy. Since the second electric motor is driven by the above, the power output to the first axle and the second axle can be adjusted to a predetermined magnitude.

In the four-wheel drive vehicle described above, the first
Of the power output to the second axle and the power output to the second axle, the power distribution determined by the first power control means. Can be used as a target value to perform control.

In this four-wheel drive vehicle, the motive power distributed to the first axle and the second axle is determined by the distribution determining means. The first and second power control means perform control with the determined power distribution as a target value. As a result, the first
The control is performed by giving priority to the distribution of the power input / output to / from the second axle.

In the above four-wheel drive vehicle equipped with a third electric motor, the power of the first electric motor is controlled via the first power control means to keep the prime mover within a desired operating range. And a distribution determining means for determining distribution of power output to the first axle and power output to the second axle, and the third power control means. Is a means for performing control with the power distribution determined by the distribution determining means for the first axle as a target value, and the second power control means is defined for the second axle by the distribution determining means. It is possible to use the means for controlling the power distribution as a target value. In this four-wheel drive vehicle, it is possible to freely control the distribution of power input to and output from the first and second axles while operating the prime mover under desired operating conditions, for example, operating conditions that reduce fuel consumption. it can.

In this four-wheel drive vehicle, the first electric motor is electromagnetically coupled to the first rotor, which is mechanically coupled to the rotating shaft of the prime mover, and is electromagnetically coupled to the first rotor. A second rotor capable of rotating relative to the rotor, wherein the second rotor is mechanically coupled to the first axle, and the distribution means is configured by this configuration. You can That is, the above control can be realized by the electric distribution method.

On the other hand, in this four-wheel drive vehicle, the distributing means has three shafts respectively coupled to the rotating shaft of the prime mover, the first axle and the rotating shaft of the first electric motor,
Of the three shafts, when the power input / output to / from the shaft coupled to the rotary shaft of the prime mover and the shaft coupled to the rotary shaft of the first electric motor is determined, based on the determined power, It may be a three-axis power input / output means for determining the power input / output to / from the shaft coupled to the first axle. That is, the above control can be realized by the mechanical distribution type.

Further, in the third four-wheel drive vehicle of the present invention, the power of the prime mover is transmitted to the first axle of the vehicle and the second axle where the first axle is not mechanically directly coupled. A four-wheel drive vehicle equipped with a power transmission device that has a rotating shaft that outputs power, and a prime mover that rotates the rotating shaft, and a first rotor that is mechanically coupled to the rotating shaft of the prime mover. , A second rotor that is electromagnetically coupled to the first rotor and can rotate relative to the first rotor, and the second axle is mechanically connected to the first axle. Electromagnetic coupling between the first electric motor coupled to the first electric motor and the first and second rotors of the first electric motor by a multi-phase alternating current, and at least one direction between the first electric motor and the first electric motor. Of the first electric motor drive circuit capable of exchanging electric power of And a fourth rotor that is electromagnetically coupled to the third rotor and that can rotate relative to the third rotor. A second electric motor mechanically coupled to a second axle, and electromagnetic coupling between the first and second rotors of the first electric motor is controlled by a polyphase alternating current to control the second electric motor. A second electric motor drive circuit capable of exchanging electric power in at least one direction with the first electric motor drive circuit and a second electric motor drive circuit so that the power of the prime mover is distributed in a predetermined manner. And a power distribution control means for outputting to the second axle.

In this four-wheel drive vehicle, the same structure as an electric motor having a rotor capable of relative rotation is added to the path extending from both ends of the output shaft of the prime mover to the first or second axle. , By controlling the exchange of electric power between the electric motor placed on each axis and the electric motor drive circuit,
And the power of the prime mover output to the second axle can be freely distributed.

In this four-wheel drive vehicle, the first or second electric motor drive circuit includes a secondary battery capable of storing at least a part of the electric power regenerated between the first or second electric motor, The power distribution control means accumulates electric power in the secondary battery and / or outputs electric power from the secondary battery, in addition to regeneration and consumption of electric power under control of the first and second electric motor drive circuits. A secondary battery control means for controlling the battery can be provided. In this case, it is not necessary to balance the balance of electric power between the electric motors, and the distribution of power to the first and second axles can be controlled more freely by exchanging electric power including the secondary battery. ..

Furthermore, a fourth four-wheel drive vehicle of the present invention is a four-wheel drive vehicle equipped with a power transmission device for transmitting the power of a prime mover to a first axle and a second axle of the vehicle. Having a rotating shaft for outputting the rotating shaft, a prime mover rotating the rotating shaft, a first rotor mechanically coupled to the rotating shaft of the prime mover, and an electromagnetically coupled to the first rotor, A second rotor capable of rotating relative to one rotor,
A first electric motor in which the first axle is mechanically coupled to the second rotor is controlled, and electromagnetic coupling between the first and second rotors in the first electric motor is controlled by a polyphase alternating current. A first motor drive circuit capable of exchanging electric power in at least one direction with the first motor, and a second axle not mechanically directly coupled to the first axle. A second electric motor driving circuit capable of exchanging electric power in at least one direction between the second electric motor coupled to the second electric motor, and the first and second electric motor driving circuits The gist of the present invention is to provide a braking force control means for applying a braking torque to the first and / or second axle.

In this four-wheel drive vehicle, the braking force is applied to the first and / or second axles by controlling the first and second electric motor drive circuits, so that the braking force in the four-wheel drive vehicle is increased. It can be controlled freely. Further, the energy efficiency of the vehicle can be further improved by regenerating energy during braking through the first or second electric motor drive circuit.

The power transmission method of the present invention includes a rotary shaft to which the power of the prime mover is transmitted, and a first output to which the first prime mover is coupled with the power from the prime mover input from the rotary shaft as a reference. A method for controlling distribution of power input / output to / from a shaft and power input / output to / from a second output shaft different from the first output shaft by coupling a second electric motor to the rotary shaft. Distribution of power input to the first output shaft, power input to and output from the first output shaft in mechanical form, and power input to and output from the first electric motor in electrical form. Distributing means for controlling under the condition where the total sum is balanced is prepared, and the power input / output to / from the first electric motor in an electrical form is controlled to change the operating state of the first electric motor. The distribution of the power in the distribution means is controlled, and the operation of the distribution means causes the first The basis of the power input to and output an electrical form to the electric motor, and controls the operation of the second electric motor, and summarized in that to control the power output to the second output shaft.

Further, the four-wheel drive method of the present invention is provided with a rotary shaft to which the power of the prime mover is transmitted, and the first prime mover coupled to the first prime mover with reference to the power from the prime mover input from the rotary shaft. A four-wheel drive method for controlling distribution of power input / output to / from one axle and power input / output to / from a second axle that is coupled to a second electric motor and is different from the first axle,
The distribution of power input to the rotary shaft, power input / output to / from the first axle in mechanical form, and power input / output to / from the first electric motor in electrical form is Distributing means for controlling under the condition that the total sum of outputs is balanced is prepared, and the motive power input / output to / from the first electric motor in an electrical form is controlled to change the operating state of the first electric motor. ,
Controlling the distribution of the motive power in the distributing means, controlling the operation of the second electric motor based on the motive power input / output to / from the first electric motor in an electrical form with the operation of the distributing means, The gist of the invention is to control the power input to and output from the second axle.

In any of the above constructions, the prime mover can be any prime mover such as a rotary engine, a gas turbine or a Stirling engine, as well as an internal combustion engine such as a gasoline engine or a diesel engine. These prime movers may be controlled in a steady operation state, may be controlled to be turned on / off, or may be controlled in output according to the accelerator opening degree, required torque, or the like.
Further, in the configuration including the secondary battery, the control may be performed according to the charge state of the secondary battery or the like. It is natural to control from the overall condition of the entire vehicle.

Further, as the first and second electric motors,
In addition to permanent magnet type synchronous motors, various types of permanent magnet type DC motors, ordinary DC motors, induction motors, reluctance synchronous motors, permanent magnet type or reluctance type vernier motors, stepping motors, superconducting motors, etc. A motor can be used. An electric motor drive circuit for controlling these electric motors may be one suitable for the type of electric motor. For example, an IGBT inverter, an inverter using a transistor, a thyristor inverter,
Various types of circuits are known, such as voltage PWM inverters, current inverters, resonant inverters, and the like. Further, as the secondary battery, a lead battery, nickel hydrogen (NiM
H) Battery, lithium battery, large capacitor,
Various feasible configurations can be adopted, such as mechanical flywheels. It suffices if the regenerated energy can be stored, and when electric power that cannot be stored in the secondary battery is regenerated, it may be stored in the form of hydrogen gas or the like by utilizing it for methane reforming or the like.

[0062]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples. FIG. 1 is a four-wheel drive vehicle 15 incorporating a power transmission device 20 as a first embodiment of the present invention.
FIG. 2 is a block diagram showing a schematic configuration of the four-wheel drive vehicle 15
3 is a configuration diagram showing a schematic configuration including a prime mover 50, FIG.
FIG. 2 is a configuration diagram in which the configuration of FIG. 1 is electrically detailed.
For convenience of description, first, the configuration of the entire vehicle will be described with reference to FIG.

As shown in FIG. 2, this vehicle is equipped with a gasoline engine driven by gasoline as a prime mover 50. This prime mover 50 is configured so that the air injected from the intake system via the throttle valve 66 and the fuel injection valve 5
The air-fuel mixture injected from 1 is sucked into the combustion chamber 52, and the movement of the piston 54 pushed down by the explosion of the air-fuel mixture is converted into the rotational movement of the crankshaft 56. Here, the throttle valve 66 is opened and closed by a motor 66a. The spark plug 62 is an igniter 58.
An electric spark is formed by the high voltage introduced from the above through the distributor 60, and the air-fuel mixture is ignited by the electric spark and explodes and burns. The energy extracted by this explosive combustion serves as a power source for driving this vehicle.

The operation of the prime mover 50 is controlled by an electronic control unit (hereinafter referred to as EFIECU) 70. Various sensors indicating the operating state of the prime mover 50 are connected to the EFIECU 70. For example, a throttle position sensor 67 for detecting the opening of the throttle valve 66, an intake pipe negative pressure sensor 72 for detecting the load on the prime mover 50, and a water temperature sensor 7 for detecting the water temperature of the prime mover 50.
4. A rotation speed sensor 76 provided in the distributor 60 for detecting the rotation speed and the rotation angle of the crankshaft 56
And a rotation angle sensor 78. In addition, EFIEC
In addition, a starter switch 79 for detecting the state ST of the ignition key and the like are also connected to the U70, but illustration of other sensors and switches is omitted.

The crankshaft 56 of the prime mover 50 is connected to the drive shaft 22A via the clutch motor 30. The drive shaft 22A is coupled to a front-wheel drive differential gear 24 via a reduction gear 23, and the torque output from the drive shaft 22A is finally the left and right front wheels 2.
6, 28. On the other hand, an assist motor 30 is coupled to the rear wheels 27, 29 via a rear wheel differential gear 25. That is, this vehicle 15
The front wheels 26, 28 are connected to the prime mover 50 and the clutch motor 3
0, the other rear wheels 27, 29 are configured as a four-wheel drive vehicle driven by an assist motor 40.

The clutch motor 30 and the assist motor 40 are controlled by the controller 80. Although the configuration of the control device 80 will be described later in detail, the control CP is internally provided.
U, a shift position sensor 84 provided on the shift lever 82, an accelerator pedal position sensor 65 provided on the accelerator pedal 64 for detecting the operation amount thereof, and a brake pedal for detecting the operation amount of the brake pedal 68. The position sensor 69 and the like are also connected. Further, the control device 80 is the EFIECU described above.
Various kinds of information are exchanged by communicating with 70. Control including the exchange of such information will be described later.

The structure of the power transmission device 20 will be described. As shown in FIG. 3, the power transmission device 20 roughly includes a prime mover 50 that generates power, a clutch motor 30 in which an outer rotor 32 is mechanically coupled to one end of a crankshaft 56 of the prime mover 50, and the clutch motor 3
The assist motor 40 includes a rotor 42 that is provided separately from 0 and that is coupled to the drive shaft 22B for the rear wheels, and a clutch motor 30 and a control device 80 that drives and controls the assist motor 40.

The schematic structure of each motor will be described with reference to FIGS. As shown in FIGS. 3 and 4, the clutch motor 30 includes a permanent magnet 35 on the inner peripheral surface of the outer rotor 32, and is configured as a synchronous motor that winds a three-phase coil 36 in a slot formed in the inner rotor 34. ing. Electric power is exchanged with the three-phase coil 36 via a rotary transformer 38. Although the details will be described later, the clutch motor 30 has a case where power is supplied to the three-phase coil 36 for power running, and a case where power is taken out from the three-phase coil 36 and regenerated. Portions of the inner rotor 34 where slots and teeth for the three-phase coil 36 are formed are formed by laminating non-oriented electrical steel sheets. The inner rotor 34 is coupled to the drive shaft 22, and the force that rotates the drive shaft 22 is amplified by the reduction ratio of the reduction gear 23 (about 1: 4 in the embodiment) to be combined with the drive force of the front wheels 26 and 28. Become. The crankshaft 56 is provided with a resolver 39A for detecting its rotation angle θe, while the drive shaft 22A is provided with a resolver 39B for detecting its rotation angle θf.
Based on the rotation angle θe of the crankshaft 56 and the rotation angle θf of the drive shaft 22A detected by the resolvers 39A and 39B, the control device 80 controls the relative rotation angle of the inner rotor 34 with respect to the outer rotor 32 of the clutch motor 30 (electrical You can know the corner.

On the other hand, the assist motor 40 provided separately from the clutch motor 30 is also configured as a synchronous motor like the clutch motor 30, but the three-phase coil 44 that forms the rotating magnetic field is fixed to the case 45. It is wound around the stator 43 formed. The stator 43 is also formed by laminating thin sheets of non-oriented electromagnetic steel sheets.
A plurality of permanent magnets 46 are provided on the outer peripheral surface of the rotor 42. In the assist motor 40, during the power running, the rotor 42 rotates due to the interaction between the magnetic field formed by the permanent magnet 46 and the magnetic field formed by the three-phase coil 44. During regeneration, electric power is taken out from the three-phase coil 44 by the rotation of the rotor 42. The shaft to which the rotor 42 is mechanically coupled is the drive shaft 22B of the rear wheels 27 and 29, and the drive shaft 22B is provided with a resolver 48 that detects the rotation angle θr. Further, the drive shaft 22B is pivotally supported by a bearing 49 provided on the case 45.

The assist motor 40 is constructed as a normal permanent magnet type three-phase synchronous motor, but the clutch motor 30 rotates both the outer rotor 32 having the permanent magnet 35 and the inner rotor 34 having the three-phase coil 36. Is configured to. Therefore, the details of the configuration of the clutch motor 30 will be supplemented with reference to FIG. The outer rotor 32 of the clutch motor 30 is connected to the crankshaft 5.
Press-fit pin 59a is attached to the outer peripheral end of wheel 57 fitted to
And the screw 59b. Wheel 5
The central portion of 7 is provided in a projecting manner in the shape of a shaft, and the inner rotor 34 is rotatably attached thereto by using bearings 37A and 37B. Further, one end of the drive shaft 22A is fixed to the inner rotor 34.

It has already been explained that the outer rotor 32 is provided with the permanent magnet 35. Four permanent magnets 35 are provided in the embodiment, and are attached to the inner peripheral surface of the outer rotor 32. The magnetization direction is clutch motor 3
It is a direction toward the axis center of 0, and the direction of every other magnetic pole is opposite. Three-phase coil 36 of the inner rotor 34, which faces the permanent magnet 35 with a slight gap.
Are wound around a total of 24 slots (not shown) provided in the inner rotor 34, and when each coil is energized, a magnetic flux passing through the teeth separating the slots is formed.
When a three-phase alternating current flows through each coil, this magnetic field rotates. Each of the three-phase coils 36 is connected to receive power supply from the rotary transformer 38. This rotary transformer 38
Is composed of a primary winding 38A fixed to the case 45 and a secondary winding 38B attached to the drive shaft 22A coupled to the inner rotor 34.
Power can be bidirectionally exchanged between 8A and the secondary winding 38B. The rotary transformer 38 is provided with windings for three phases in order to exchange currents of three phases (U, V, W phases).

Due to the interaction between the magnetic field formed by a pair of adjacent permanent magnets 35 and the rotating magnetic field formed by the three-phase coil 36 provided on the inner rotor 34, the outer rotor 3
2 and the inner rotor 34 exhibit various behaviors. Normally, the frequency of the three-phase alternating current flowing through the three-phase coil 36 is a frequency of a deviation between the rotation speed (the rotation speed per second) of the outer rotor 32 directly connected to the crankshaft 56 and the rotation speed of the inner rotor 34. As a result, there is slippage in the rotation of both. The details of the control of the clutch motor 30 that constitutes the distribution unit and corresponds to the first electric motor and the assist motor 40 that corresponds to the second electric motor will be described later in detail using a flowchart.

Next, the control device 80 for driving and controlling the clutch motor 30 and the assist motor 40 will be described. As shown in FIG. 3, the control device 80 includes a first drive circuit 91 capable of bidirectionally exchanging electric power with the clutch motor 30, and a second drive circuit 91 capable of bidirectionally exchanging electric power with the assist motor 40. 2 drive circuit 92, both drive circuits 9
It is composed of a control CPU 90 for controlling 1, 92 and a battery 94 which is a secondary battery. The control CPU 90 is 1
A chip microprocessor, which internally has a work RAM 90a and a ROM 90 storing a processing program
b, an input / output port (not shown) and a serial communication port (not shown) for communicating with the EFIECU 70. The control CPU 90 includes an engine rotation angle θe from the resolver 39A and a drive shaft 22 from the resolver 39B.
A rotational angle θf, rotational angle θr of drive shaft 22B from resolver 48, accelerator pedal position (accelerator pedal depression amount) AP from accelerator pedal position sensor 65, shift position SP from shift position sensor 84, brake pedal position The brake position BP from the sensor 69, the clutch current values Iuc and Ivc from the two current detectors 95 and 96 provided in the first drive circuit 91, and the two current detectors 97 provided in the second drive circuit. , 98 from the assist current value Iua,
Iva, the remaining capacity BRM from the remaining capacity detector 99 that detects the remaining capacity of the battery 94, and the like are input through the input port. The remaining capacity detector 99 is a battery 94.
Of measuring the specific gravity of the electrolytic solution or the total weight of the battery 94 to detect the remaining capacity, detecting the remaining capacity by calculating the charging / discharging current value and time, and instantaneously measuring between the terminals of the battery. It is known that the remaining capacity is detected by short-circuiting a current and flowing an electric current to measure the internal resistance.

Further, from the control CPU 90, a control signal SW for driving the six transistors Tr1 to Tr6 which are switching elements provided in the first drive circuit 91.
1 and six transistors Tr11 to Tr16 as switching elements provided in the second drive circuit 92.
And a control signal SW2 for driving Six transistors Tr1 to Tr in the first drive circuit 91
Reference numeral 6 denotes a transistor inverter, and two transistors are arranged in pairs so as to be respectively on the source side and the sink side with respect to the pair of power supply lines P1 and P2. Each of the coils (UVW) 36 is connected via a rotary transformer 38. Since the power supply lines P1 and P2 are connected to the plus side and the minus side of the battery 94, respectively, the control CPU 9
When the ratio of the on-time of the transistors Tr1 to Tr6 forming a pair by 0 is sequentially controlled by the control signal SW1, and the current flowing through each coil 36 is changed into a pseudo sine wave by PWM control, the rotating magnetic field is generated by the three-phase coil 36. Is formed.

On the other hand, the six transistors Tr11 to Tr16 of the second drive circuit 92 also constitute a transistor inverter, and are arranged in the same manner as the first drive circuit 91, respectively, and of the 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 CPU 90 sequentially controls the on-time of the pair of transistors Tr11 to Tr16 by the control signal SW2 and the current flowing through each coil 44 is converted into a pseudo sine wave by the PWM control, the three-phase coil 44 causes the rotation. A magnetic field is created.

The controller 80 and the clutch motor 30 and the assist motor 4 controlled by the controller 80
Although it is arranged separately from 0, power is distributed to the four wheels.
Since the power is transmitted, the power transmission device 20 will be generically referred to below. FIG. 46 schematically shows the configuration for distributing and transmitting the driving force. The energy (torque x rotation speed) extracted from the prime mover 50 is the clutch motor 30.
Is transmitted to the drive shaft 22 via the clutch motor 3
When slip rotation is generated at 0, energy corresponding to this rotational speed difference × transmission torque is regenerated from the three-phase coil 36 of the clutch motor 30. This energy is recovered from the rotary transformer 38 via the first drive circuit 91 and stored in the battery 94. On the other hand, in the assist motor 40, the drive shaft 22
A torque substantially equal to the torque output to A is generated.
This torque is obtained by powering the assist motor 40 with the energy stored in the battery 94 or the energy regenerated by the clutch motor 30. As a result, torque is applied to the front wheels 26, 28 and the rear wheels 27, 29 at a predetermined distribution ratio. If the torques distributed to the respective wheels are approximately equal, the distribution of the driving force will be almost the same as in the so-called full-time 4WD.

The power transmission device 20 having the above construction is
Various operations other than the full-time 4WD operation are possible. Hereinafter, the operation of the power transmission device 20 will be described. The operating principle of the power transmission device 20, in particular, the principle of torque conversion is as follows. The prime mover 50 is the EFIECU7.
It is assumed that the engine is driven at 0 and rotates at a predetermined rotation speed N1. At this time, if the control device 80 does not pass any current to the three-phase coil 36 of the clutch motor 30 via the rotary transformer 38, that is, the transistors Tr1 to Tr6 of the first drive circuit 91 are always off. If
Since no current flows through the three-phase coil 36, the outer rotor 32 and the inner rotor 34 of the clutch motor 30 are not electromagnetically coupled to each other, and the prime mover 5
The 0 crankshaft 56 is idle. In this state, since the transistors Tr1 to Tr6 are off, the regeneration from the three-phase coil 36 is not performed. That is, the prime mover 50 is idling.

When the control CPU 90 of the control device 80 outputs the control signal SW1 to control the on / off of the transistor,
The rotation speed of the crankshaft 56 of the prime mover 50 and the drive shaft 2
The three-phase coil 3 of the clutch motor 30 according to the deviation from the rotational speed of 2 A (in other words, the rotational speed difference between the outer rotor 32 and the inner rotor 34 in the clutch motor 30).
A constant current flows through 6. That is, the clutch motor 30 functions as a generator, current is regenerated through the first drive circuit 91, and the battery 94 is charged. At this time, the outer rotor 32 and the inner rotor 34 are in a connected state in which a certain amount of slip exists. That is, the inner rotor 34 rotates at a rotational speed lower than the rotational speed of the crankshaft 56 of the prime mover 50. In this state, when the control CPU 90 controls the second drive circuit 92 so that energy equal to the regenerated electric energy is consumed by the assist motor 40, a current flows through the three-phase coil 44 of the assist motor 40, A torque is generated in the motor 40. As shown in FIG. 46, the prime mover 50 has its crankshaft 5
6 is operated at the rotation speed Ne and the torque Te, and the drive shaft 22A on the output side of the clutch motor 30 rotates at the rotation speed Ndf.
Region G1 corresponding to the rotational speed difference of the clutch motor 30 (Ne−Ndf) × transmission torque Te when rotating at
By regenerating that energy from the clutch motor 30 and applying this energy to the assist motor 40, the drive shaft 22B is rotated at the rotation speed Ndr (= Ndf) and the torque Tdr. In this way, energy corresponding to the slip (rotational speed difference) in the clutch motor 30 is applied to the drive shaft 22B as the torque Tdf, and the four-wheel drive vehicle 15 causes the torque Te + Tdr larger than the output torque Te of the prime mover 50.
Will be driven by. It should be noted that, during steady running on a straight road, the rotational speeds of the front wheels 26 and the rear wheels 27 of the four-wheel drive vehicle 15 (that is, the drive shaft 22A for the front wheels and the drive shaft 2 for the rear wheels).
The rotational speeds Ndf and Ndr of 2B are equal, but the two do not necessarily match during cornering. Therefore, the torque Tdr transmitted from the assist motor 40 to the rear wheels 27 is Tdr = (Ne−Ndf) × Te / Ndr unless efficiency is taken into consideration.

The control in the controller 80 will be described in detail below. FIG. 5 is a flowchart showing an outline of torque control processing in the control CPU 90. As shown in the figure, when this processing routine is started, processing for reading the rotation speed Ndf of the drive shaft 22A is first performed (step S100). The rotation speed Ndf of the drive shaft 22A is the rotation angle θf of the drive shaft 22A read from the resolver 39B.
Can be obtained from Next, a process of reading the accelerator pedal position AP from the accelerator pedal position sensor 65 is performed (step S101). The accelerator pedal 64 is depressed when the driver feels that the output torque is insufficient. Therefore, the value of the accelerator pedal position AP is the output torque desired by the driver (that is, the total of the drive shafts 22A and 22B). Torque). Subsequently, a process of deriving a target value (hereinafter, also referred to as a torque command value) Td * of the output torque (torque required by the entire vehicle) according to the read accelerator pedal position AP is performed (step S10).
2). That is, the output torque command value Td * is set in advance for each accelerator pedal position AP, and when the accelerator pedal position AP is read, the output torque set corresponding to the accelerator pedal position AP is set. The value of the command value Td * is derived.

Next, the derived output torque command Td *
The energy Pd to be output from the drive shaft 22 is calculated from the read rotational speed Ndf of the drive shaft 22 (Pd = Td
* × Ndf) is performed (step S1)
03). Then, based on the obtained output energy Pd, target engine torque Te and engine speed N
A process of setting e is performed (step S104). Here, assuming that all the energy Pd to be output from the drive shaft 22A and the drive shaft 22B is supplied by the prime mover 50, the energy supplied by the prime mover 50 is equal to the product of the engine torque Te and the engine speed Ne, and therefore the output. Energy Pd, engine torque Te, engine speed Ne
And Pd = Te × Ne. However, the engine torque Te and the engine speed Ne that satisfy the relationship
There are countless combinations of. Therefore, in the present embodiment, the combination of the engine torque Te and the engine speed Ne is set so that the prime mover 50 operates in the most efficient state. That is, this control is a control that prioritizes the operating efficiency of the prime mover 50. 4 in case of four-wheel drive vehicle 15
There may be a case where the wheel torque distribution needs to be prioritized. The torque distribution priority control will be described in the second embodiment.

Next, a process for setting the torque command value Tc * of the clutch motor 30 is performed based on the set engine torque Te (step S106). Prime mover 50
In order to make the rotational speed of the above-mentioned substantially constant, the torque of the clutch motor 30 may be made equal to the torque of the prime mover 50 and balanced. Therefore, here, the torque command value Tc * of the clutch motor 30 is set to the engine torque T
Set to be equal to e.

Thus, the clutch motor torque command value T
After setting c (step S106), control of the clutch motor 30 (step S108) and the assist motor 40 are performed.
Control (step S110) and control of the prime mover 50 (step S111). Note that, for convenience of illustration, the control of the clutch motor 30, the control of the assist motor 40, and the control of the prime mover 50 are described as separate steps, but in reality, these controls are comprehensively performed. For example, the control CPU 90 uses the interrupt process to simultaneously control the clutch motor 30 and the assist motor 40, and transmits an instruction to the EFIECU 70 by communication,
The EFIECU 70 also controls the prime mover 50 at the same time.

In the control process of the clutch motor 30 (step S108 in FIG. 5), first, as shown in FIG. 6, a process of reading the rotation angle θf of the drive shaft 22 from the resolver 39B (step S112) is performed. Next, resolver 3
The rotation angle θe of the crankshaft 56 of the prime mover 50 is input from 9A (step S114), and the relative angle θ of both shafts is input.
A process for obtaining c is performed (step S116). That is,
θc = θe−θd is calculated.

Next, the current detectors 95 and 96 detect the currents Iuc and Ivc flowing in the U and V phases of the three-phase coil 36 of the clutch motor 30 (step S118). The current flows in the three phases U, V, and W, but since the sum is zero, it is sufficient to measure the current flowing in the two phases. Coordinate conversion (three-phase to two-phase conversion) is performed using the three-phase current thus obtained (step S12).
0). The coordinate transformation is performed on the d axis and q of the permanent magnet type synchronous motor.
It is the conversion into the current value of the shaft, which is performed by calculating the following equation (1).

[0085]

[Equation 1]

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 with three phases. Next, the current command value Idc of each axis obtained from the torque command value Tc * of the clutch motor 30 after the conversion into the current value of two axes.
The deviations of *, Iqc * and the currents Idc, Iqc actually flowing in each axis are obtained, and the voltage command values Vdc, Vqc of each axis are obtained (step S122). That is, the operation of the following equation (2) is performed first, and then the operation of the following equation (3) is performed.

[0087]

[Equation 2]

[0088]

(Equation 3)

Here, Kp1,2 and Ki1,2 are coefficients, respectively. These coefficients are adjusted to suit the characteristics of the applied motor

Here, the voltage command values Vdc and Vqc are proportional to the deviation ΔI from the current command value I * (the above equation (3)).
It is obtained from the first term on the right side) and the accumulated i times of the deviation ΔI in the past (second term on the right side). After that, 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 S120 (step S124), and the voltage V actually applied to the three-phase coil 36.
Processing for obtaining uc, Vvc, Vwc is performed. Each voltage is obtained by the following equation (4).

[0091]

(Equation 4)

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 on time of each of the transistors Tr1 to Tr6 is adjusted so as to obtain each voltage command value obtained by the equation (4). Is PWM controlled (step S126). Through the above processing, control is performed to make the torque mechanically transmitted by the clutch motor 30 to the drive shaft 22A the target torque.

Next, details of torque control by the assist motor 40 (step S110 in FIG. 5) will be described. As shown in FIG. 7, the control of the assist motor 40 first performs a process of reading the rotation speed Ndf of the drive shaft 22A for the front wheels 26 (step S131). The rotation speed of the drive shaft 22A can be obtained from the rotation angle θf of the drive shaft 22A read from the resolver 39B. Next, a process of reading the rotation speed Ne of the prime mover 50 is performed (step S13).
2). The rotation speed Ne of the prime mover 50 can be obtained from the rotation angle θe of the crankshaft 56 read from the resolver 39A, or can be directly detected by the rotation speed sensor 76 provided in the distributor 60. When the rotation speed sensor 76 is used, the information on the rotation speed Ne is received from the EFI ECU 70 connected to the rotation speed sensor 76 by communication.

After that, from the read rotational speed Ndf of the drive shaft 22A and the rotational speed Ne of the prime mover 50, the rotational speed difference Nc between the two shafts is calculated (Nc = Ne-Ndf) (step S133). Next, a process of calculating the electric power generated on the clutch motor 30 side is performed (step S134). That is, regenerated electric power (energy) P
c is calculated as Pc = Ksc × Nc × Tc. Here, since Tc is the actual torque in the clutch motor 30 and Nc is the rotational speed difference, Nc × Tc corresponds to obtaining energy corresponding to the region G1 in FIG. Ksc is the efficiency of power generation (regeneration) of the clutch motor 30.

Subsequently, the torque command value Ta * given by the assist motor 40 is calculated as Ta * = ksa × Pc / Ndr (step S135). Note that ksa is
This is the efficiency of the assist motor 40 itself. It is determined whether or not the obtained torque command value Ta * exceeds the maximum torque Tamax that can be applied by the assist motor 40 (step S136). S138).

Next, the angle θr of the drive shaft 22B is detected using the resolver 48 (step S140), and the phase currents of the assist motor 40 are detected using the current detectors 97 and 98 (step S142). Do. Thereafter, as shown in FIG. 7, coordinate conversion (step S144) and voltage command values Vda, Vq are performed similarly to the clutch motor 30.
a is calculated (step S146), the inverse coordinate conversion of the voltage command value is further performed (step S148), and the transistor T of the second drive circuit 92 of the assist motor 40 is calculated.
The on / off control time of r11 to Tr16 is calculated, and PW
M control is performed (step S150). These processes are exactly the same as those performed for the clutch motor 30.

Next, control of the prime mover 50 (step S11)
1) will be described. In the control of the prime mover 50, the target engine torque Te and engine speed Ne have already been set in step S104 of FIG.
The torque and the rotation speed of the prime mover 50 are controlled so that the torque and the rotation speed of the prime mover 50 become the set values.
Actually, the EFIECU is communicated from the control CPU 90.
A command is transmitted to 70, and the fuel injection amount and throttle valve opening are increased or decreased to gradually adjust the torque of the prime mover 50 to Te and the rotational speed to Ne.

Through the above processing, the torque converted into electric power by the clutch motor 30 at a predetermined efficiency Ksc, that is, proportional to the deviation between the rotation speed of the crankshaft 56 of the prime mover 50 and the rotation speed of the inner rotor 34 of the clutch motor 30. By the electric power regenerated by the clutch motor 30, the assist motor 40 can apply torque to the drive shaft 22B for the rear wheels. The torque applied to the drive shaft 22B by the assist motor 40 matches the torque converted into electric power by the clutch motor 30. As a result,
In FIG. 46, the energy in region G1 can be transferred to region G2 to perform torque conversion.

Of course, some loss is present in the clutch motor 30, the assist motor 40, the first drive circuit 91, and the second drive circuit 92. Therefore, the energy shown in the region G1 and the energy shown in the region G2 are present. Although it is difficult in reality to exactly match, the loss of both motors is relatively small because the efficiency of the synchronous motor itself is extremely close to 1. Also, the transistor T
Since the on resistances of r1 to Tr16 are also known to be extremely small, such as GTO, the loss in the first drive circuit 91 and the second drive circuit 92 can be made sufficiently small. Therefore, most of the deviation of the rotation speed between the crankshaft 56 and the drive shaft 22A, that is, most of the slip of the rotation of the clutch motor 30 is converted into energy for power generation in the three-phase coil 36, and the assist motor 40 drives the rear wheel. Axis 22
It is output as the torque that drives B.

Next, a second embodiment of the present invention will be described. In this embodiment, the structure of the power transmission device 20 itself is the same as that of the first embodiment described above. In the power transmission device 20 of the first embodiment and the four-wheel drive vehicle 15 using the power transmission device 20, the rear wheels 27, 29 slip into a muddy state and become idling, and the rear wheels 27, 29 slip on a snowy road. In this case, since the front wheels 26 and 28 are driven by the torque Tc as they are, the vehicle can escape and be stably driven by the driving force of the front wheels 26 and 28. On the other hand, the front wheels 26, 2 driven by the prime mover 50 and the clutch motor 30.
When the driving force by the front wheels 26, 28 is lost due to the fact that 8 is stuck in a muddy state, it is possible that the regeneration of electric power from the clutch motor 30 becomes insufficient. As shown in FIG. 46, the torque Tdr obtained by the assist motor 40 (target torque Ta * of the assist motor 40) is
Energy regenerated by the clutch motor 30 (region G
(Energy equivalent to 1) is the rotational speed Ndr of the drive shaft 22B.
It is equivalent to the one divided by. If the front wheels 26, 28 slip into the mud and the front wheels 26, 28 run idle, the wheels cannot grip the output torque of the prime mover 50 by gripping the road surface.
The rotation speed Ndf of A and the rotation speed Ne of the prime mover 50 itself increase, and the rotation speed difference Nc decreases. As a result, it is conceivable that the clutch motor 30 cannot regenerate sufficient electric power, and the output torque from the assist motor 40 also decreases. Further, as in the case of an uphill road, the torque may be insufficient only by distributing the energy of the prime mover 50.

Therefore, in the second embodiment, instead of the first embodiment, the assist motor 40 is used to drive the rear wheel drive shaft 22.
The torque applied to B is controlled regardless of the electric power regenerated by the clutch motor 30. The main routine of this embodiment is shown in FIG. FIG. 9 corresponds to FIG. 5 of the first embodiment. Corresponding processing has the same last two digits, and the description thereof will be omitted. As shown in FIG. 9, after obtaining the torque Td * required by the vehicle from the accelerator pedal position AP (step S202), the front wheels 26, 28 side and the rear wheels 27,
The torque ratio RT to be distributed to the 29 side is obtained based on the operating state (step S213), and the target torques Tc * and T of the drive shafts 22A and 22B are calculated from the torque ratio RT.
Processing for obtaining a * is performed (steps S214, 21).
6). Clutch motor control (step S208, FIG. 6)
Then, the target torque Tc * is used to perform the same processing as that of the first embodiment, but the assist motor control (step S2
In 10), the processes of steps S131 to S135 in FIG. 7 are not necessary, and the process is started from step S136 assuming that the target torque Ta * has already been obtained.
Further, in the engine control (step S211), since the torque Te of the prime mover 50 = the torque Tc of the clutch motor 30, the torque Te = Tc the rotational speed Ne = (Tc × (Ndf− Ne) + Ta × Nd
The prime mover 50 is operated in the operating state r) / Tc.

According to such control, the front wheels 26, 28 and the rear wheels 27, 2 are irrespective of the regenerative energy from the prime mover 50.
It is possible to secure a torque that can be applied to the motor 9, and to secure a torque higher than the output of the prime mover 50 on an uphill road or the like. Therefore, it is possible to obtain a sufficient torque for climbing an uphill road or the like. Further, even if the front wheels 26, 28 run idle, the torque of the rear wheels 27, 29 can be secured, so that the front wheels 26, 28 can be easily escaped even if the front wheels 26, 28 are caught in a muddy area or the like. The same applies when the front wheels slip on a snowy road.

In such a case, the control for ensuring the torque by utilizing the electric power stored in the battery 94 (so-called power assist control) is performed. In the above embodiment, the torque of the assist motor 40 is always maintained at the predetermined torque ratio RT and the charging / discharging state of the battery 94 is not taken into consideration. However, as shown in FIG. It is determined whether the accelerator pedal position AP from the accelerator pedal position sensor 65 exceeds a threshold APmax (step S232), and if it exceeds, the remaining capacity of the battery 94 detected by the remaining capacity detector 99. It is determined whether BRM is larger than a predetermined value Bref (step S234), and the remaining capacity BRM
If there is enough, the remaining capacity BRM of this battery 94
The target torque Tamax is set according to (step S
236). The assist motor 40 is controlled by the target torque Tamax thus obtained (step S238). The control of the assist motor 40 (step S238) is the same as the control shown in FIGS. 7 and 8.

When the power assist control is performed, the prime mover 5
Drive shaft 22A with more energy than can be extracted from 0 output
And the drive shaft 22B can be driven. Moreover,
Since the torque according to the remaining capacity BRM of the battery 94 is applied, when the remaining capacity of the battery 94 is sufficient, the torque can be sufficiently increased, while the battery 94
When the remaining capacity of the battery becomes small, the battery 94 is not excessively consumed.

Next, a third embodiment of the present invention will be described. Note that, also in this embodiment, the configuration of the power transmission device 20 itself is the same as that of the first embodiment described above. Now,
In the above-described second embodiment, when the torque is insufficient with only the electric power regenerated from the clutch motor 30, the electric power stored in the battery 94 is used to perform the power assist control to compensate the insufficient torque. However, if such power assist control is continued, the electric power stored in the battery 94 will only decrease, and the remaining capacity BRM of the battery 94 will eventually reach the bottom. Therefore, the battery 94
It is necessary to allow the battery 94 to be charged when the remaining capacity BRM of the above exceeds the preset allowable minimum value, or when the remaining amount of charge BRM does not exceed the preset allowable value by the driver. As the electric power for charging the battery 94, the electric power regenerated by the motor is used. As mentioned in the first embodiment,
In the assist control, the clutch motor 30 functions as a generator and the electric power is regenerated through the first drive circuit 91. Therefore, a part of the electric power (that is, the assist motor 40) is generated.
The part not used for torque assist in
It is possible to turn it for 4 charging. However, when it is desired to charge the battery rapidly, the regenerative electric power generated by the clutch motor 30 is insufficient. Therefore, in the present embodiment, in the four-wheel drive vehicle 15, the battery 94 is charged using not only the regenerative power by the clutch motor 30 but also the regenerative power by the assist motor 40 by regenerating the power also by the assist motor 40. I am trying to do it.

FIG. 11 is a flow chart showing the outline of the control of the power transmission system as the third embodiment of the present invention.
As shown in FIG. 11, when this processing routine is activated, first, as in the case of the first embodiment, the front wheels 2
A process of reading the rotation speed Ndf of the drive shaft 22A for 6 and 28 is performed (step S300), and then a process of reading the accelerator pedal position AP from the accelerator pedal position sensor 65 is performed (step S302).
Then, a process of deriving an output torque (torque of the drive shaft 22) command Td * according to the read accelerator pedal position AP is performed (step S304).

Next, the derived output torque (drive shaft 2
2A torque) Command Td * and read drive shaft 22A
Based on the rotational speed Ndf of No. 1 and the energy (Td * × Ndf) output from the prime mover 50, it is determined whether or not it is within the chargeable region (step S306). That is, the output torque command value Td * and the rotation speed Nd of the drive shaft 22 are applied to a chargeable region map as shown in FIG. 10 to output the output torque command value Td * and the rotation speed N of the drive shaft 22.
It is determined whether or not the coordinate point defined by df is located within the chargeable area. In FIG. 12, the vertical axis represents the torque of the drive shaft 22A, and the horizontal axis represents the rotation speed of the drive shaft 22A. Here, the chargeable area PE is the prime mover 50.
Represents a region in which the energy supplied by the motor can be regenerated as electric power, and corresponds to a region in which the prime mover 50 can operate. Further, the power assist area PA represents an area in which the power assist control described above, that is, the control for compensating for the insufficient torque by using the electric power stored in the battery 94 is performed. In other words, in the power assist area PA, the electric power stored in the battery 94 is consumed, and naturally, it becomes an unchargeable area.

If it is determined in step S306 that the battery is not within the chargeable area, it is determined that charging is not possible (step S3).
30) End the process. On the other hand, if it is determined that the remaining capacity BRM of the battery 94 detected by the remaining capacity detector 99 is smaller than the proper amount Bpr, then it is determined whether or not it is within the chargeable area (step S308). .
That is, when the remaining capacity BRM of the battery 94 is less than the predetermined appropriate amount Bpr, it is necessary to charge the battery 94. Therefore, the process proceeds to step S310. Since it is not necessary to charge 94, charging is not possible (step S330).
The process ends.

Subsequently, a process for obtaining the electric power W1 that can be regenerated by the clutch motor 30 and the assist motor 40 by the following calculation is performed (step S310). W1 = P- (Td * × Ndf)

Here, P is the prime mover 50 in a certain state.
Is the maximum energy that can be supplied by. That is, the electric power W1 that can be regenerated by the clutch motor 30 and the assist motor 40 is the remaining energy obtained by subtracting the energy output from the drive shaft 22, that is, Td * × Ndf from the maximum energy P that can be supplied by the prime mover 50. Equivalent to energy.

Next, based on the remaining capacity BRM of the battery 94 detected by the remaining capacity detector 99, the chargeable electric power W2 of the battery 94 is derived (step S).
312). FIG. 13 shows a battery 94 in the third embodiment.
It is explanatory drawing which shows the chargeable electric power with respect to the remaining capacity of. In FIG. 13, the vertical axis represents the electric power W2 [w] that can charge the battery 94, and the horizontal axis represents the remaining capacity BRM [%] of the battery 94. As shown in FIG. 11, the battery 9
As the remaining capacity BRM of 4 increases, the electric power W2 that can charge the battery 94 decreases.

In this way, when the electric power W1 regenerated by the motors 30 and 40 and the electric power W2 rechargeable by the battery 94 are obtained, the two are compared to determine which is lower, and the lower one is determined. The electric power is determined as the electric power W to be actually charged. That is, in step S314, it is determined whether the regenerable power W1 is lower than the rechargeable power W2, and if the regenerable power W1 is lower, the actually rechargeable power W is determined to be W1 (step S3).
316), if the chargeable power W2 is lower, W2 is determined (step S318).

Next, it is determined how the determined electric power W is regenerated to the clutch motor 30 and the assist motor 40. That is, the electric power W is allocated to the regenerative electric power Wc of the clutch motor 30 and the regenerative electric power Wa of the assist motor 40 so as to satisfy W = Wc + Wa (step S320), and the regenerative electric power Wc of the clutch motor 30 and the regenerative electric power of the assist motor 40 are allocated. Wa is determined respectively (step S322). At this time, the clutch motor 30 and the assist motor 40 are allocated in consideration of the power generation capacity and power generation efficiency of each motor, or the temperature difference up to the allowable maximum temperature of each motor (that is, the allowable maximum temperature-current temperature). To decide.

After the regenerative electric powers of the clutch motor 30 and the assist motor 40 are thus determined (step S322), the assist motor 40 is controlled (step S3).
24) and control of the clutch motor 30 (step S32
6) and control of the prime mover 50 (step S328). Note that, also in FIG. 11, similarly to FIG. 5, for convenience of illustration, the control of the clutch motor 30 and the assist motor 40 are performed.
Although the control of 1 and the control of the prime mover 50 are described as separate steps, in actuality, these controls are performed comprehensively. For example, the control CPU 90 uses the interrupt processing to execute them simultaneously.

In the control process of the assist motor 40 (step S324 in FIG. 11), although not shown in the figure, first, a process of obtaining the assist motor torque command value Ta * by the following calculation is performed. Ta * =-{Wa / (Ksc × Ndr)}

The electric power to be regenerated by the assist motor 40 is W
Since this is a, the power generation (regeneration) efficiency Ksa of the assist motor 40 and the drive shaft 22B for the rear wheels 27 and 29 are calculated as follows.
Of the torque target value (torque command value) T to be obtained by the assist motor 40 by dividing the product by the rotation speed Ndr of
It is possible to obtain a *. However, the assist motor 40
Then, unlike the case of the first or second embodiment, since the regenerative operation is performed instead of the power running operation, the torque generated in the assist motor 40 is the torque in the opposite direction to that in the first or second embodiment, that is, , The torque is in the direction opposite to the rotation direction of the drive shaft 22B. Therefore, a negative sign is attached to the term on the right side.

Thereafter, the assist motor 40 is controlled using the torque command value Ta *. The control content is
Step S140 of FIGS. 7 and 8 in the first embodiment.
~ The same as step S150. However, as described above, the direction of the torque generated in the assist motor 40 is opposite to that in the first embodiment, and the torque command value Ta * has the opposite sign (a negative sign is added). It is necessary to control in consideration of the point.

Next, the control process for the clutch motor 30 (step S326 in FIG. 9) will be described. To control the clutch motor 30, first, the clutch motor torque command value Tc * is obtained by the following calculation. Tc * = Td * -Ta *

As described above, since the output torque (torque of the four-wheel drive vehicle 15 as a whole) is represented by the sum of the torque of the clutch motor 30 and the torque of the assist motor 40, the torque command value Tc of the clutch motor 30 is obtained. * Can be obtained as a difference between the output torque command value Td * and the torque command value Ta * of the assist motor 40. However, it should be noted that the torque of the assist motor 40 is opposite to the rotation direction of the drive shaft 22 and the sign of the assist motor torque command value Ta * is negative as described above.

Thereafter, the torque command value Tc * is used to control the clutch motor 30, and the control contents are the same as those in steps S112 to S126 of FIG. 6 in the first embodiment.

Next, the control of the prime mover 50 (step S32)
8) will be described. The control of the prime mover 50 first performs a process of setting the torque command value Te * of the prime mover 50 based on the torque command value Tc * of the clutch motor 30. In order to keep the rotation speed of the prime mover 50 substantially constant, the torque of the clutch motor 30 and the torque of the prime mover 50 may be equalized and balanced. Therefore,
Here, the torque command value Te * of the prime mover 50 is set to be equal to the torque command value Tc * of the clutch motor 30.

Next, a process for obtaining the rotation speed command value Ne * of the prime mover 50 by the following calculation is performed. Ne * = Wc / (Ksc × Tc *) + Ndf (5)

The rotation speed of the clutch motor 30 is represented by the difference between the rotation speed of the prime mover 50 (the rotation speed of the crankshaft 56) and the rotation speed of the drive shaft 22A for the front wheels 26 and 28. On the other hand, the rotation speed of the clutch motor 30 is obtained by multiplying the electric power Wc to be regenerated in the clutch motor 30 by the power generation (regeneration) efficiency Ksc in the clutch motor 30 and the torque target value (torque command value) Tc * of the clutch motor 30. It is calculated by dividing by. Therefore, prime mover 5
The rotational speed target value (rotational speed command value) Ne * of 0 is derived as in the above equation (5).

Thus, the torque command value Te of the prime mover 50 is obtained.
When * and the rotation speed command value Ne * are set, the torque and the rotation speed of the prime mover 50 are controlled so that the torque and the rotation speed of the prime mover 50 become the set values. Actually, the control CPU 90 transmits an instruction to the EFIECU 70 via communication to increase or decrease the fuel injection amount or the throttle valve opening, and gradually adjust the torque of the prime mover 50 to Te * and the rotational speed to Ne *. To do.

FIG. 14 shows a prime mover 50 according to the third embodiment.
It is explanatory drawing which shows the utilization distribution of the energy supplied more. In FIG. 14, Tc is the output torque (torque of the drive shaft 22A for the front wheels), and Ndf is A of the drive shaft 22 for the front wheels.
Rotation speed, Te is the torque of the prime mover 50 (engine torque), Ne is the rotation speed of the prime mover 50 (engine rotation speed),
Tc is the torque of the clutch motor 30, and Ta is the torque of the assist motor 40. The energy supplied from the prime mover 50 is Te × Ne, and this energy is output energy Pd output from the drive shaft 22A for the front wheels, and electric power Wc regenerated by the clutch motor 30 and charged in the battery 94, The electric power Wa is regenerated by the assist motor 40 and charged in the battery 94. The electric power Wc regenerated by the assist motor 40 and charged in the battery 94 originally has a different axis from the clutch motor 30 side, and thus may be considered as an independent region as shown by Wa ′ in the figure, but the four-wheel drive vehicle 15 When thinking as a whole, prime mover 5
Since it is considered that the energy output from the clutch motor 30 and the energy regenerated by the clutch motor 30 are subtracted from the energy output from 0, it can be considered as the area Wa in the figure.

With the above processing, in the four-wheel drive configuration shown in FIG. 1, not only the clutch motor 30 but also the assist motor 40 regenerates electric power to regenerate electric power Wc in the clutch motor 30 and the assist motor 40. Since it is possible to charge the battery 94 together with the regenerative electric power Wa in the above, it is possible to charge the battery 94 at a power generation capacity higher than that of the clutch motor 30. It is also possible to use the energy regenerated on the assist motor 40 side or the energy stored in battery 94 to power clutch motor 30 in the rotational direction of prime mover 50. In this case, the drive shaft 22A for the front wheels 26, 28 rotates at a rotational speed higher than the rotational speed Ne of the prime mover 50, which is a so-called overdrive state.

When the electric current is being regenerated by the assist motor 40 connected to the rear wheels 27 and 29, the rear wheels 27 and 29 rotated by the road surface are in effect acting on the braking force. . Therefore, when the brake pedal 68 is depressed, the first drive circuit 91 on the clutch motor 30 side is turned off to set the drive force of the front wheels 26, 28 to 0, and the vehicle is driven by the regenerative braking force on the rear wheels 27, 29 side. Can be braked. In this case, if the prime mover 50 is fuel cut, the prime mover 50 will not blow up. The braking by the assist motor 40 is theoretically the same as that conventionally performed in an electric vehicle, and the energy at the time of braking is recovered and the battery 94 is charged, whereby the energy efficiency of the entire vehicle is increased. Can be further enhanced.

Next, as a fourth embodiment of the present invention, braking using the clutch motor 30 in the four-wheel drive vehicle 15 will be described. Braking by the clutch motor 30
The clutch motor 30 exerts a torque in a direction opposite to the rotation direction of the drive shaft 22A coupled to the front wheels 26, 28. Now, it is assumed that the drive shaft 22A is rotating in a direction (forward direction) for moving the vehicle forward, and the clutch motor 30 applies a torque Tc in a direction (negative direction) opposite to the rotation direction of the drive shaft 22A. Then, the drive shaft 22
A torque Tc in the forward direction having the same magnitude as the torque Tc applied to A but in the opposite direction acts on the crankshaft 56 via the outer rotor 32, and the prime mover 50 tries to blow up. The prime mover 50 uses the external force (torque T
In contrast to c), if fuel injection is stopped, the force required for friction and compression of the piston rotates at a rotational speed that balances with the external force (torque Tc). For example, referring to FIG. 15 exemplifying the relationship between the external force (torque Tc) when the fuel injection is stopped and the rotation speed Ne of the prime mover 50, the prime mover 50 shows that when the torque Tc as the external force is the value Tc (A). Rotational speed Ne (A)
When the torque Tc has a value Tc (B), the rotation speed is Ne (B).

The clutch motor 30 rotationally drives the inner rotor 34 connected to the drive shaft 22A relative to the outer rotor 32 connected to the crankshaft 56 that rotates at the rotational speed Ne of the prime mover 50. Therefore, the rotation speed is the difference Nc (Ne-Nd) between the rotation speed Ne of the prime mover 50 and the rotation speed Ndf of the drive shaft 22.
f). Here, when the inner rotor 34 is rotating relative to the outer rotor 32 in the forward direction (the forward rotation direction of the drive shaft 22A), that is, the rotation speed Ne of the prime mover 50.
When the rotational speed Ndf of the drive shaft 22 is higher (the rotational speed difference Nc is negative) when the clutch motor 30 rotates in the positive direction, the negative torque Tc by the clutch motor 30 rotating in the positive direction is obtained. Of the clutch motor 30 on the drive shaft 22A reduces the relative number of rotations of the clutch motor 30 in the forward direction. Therefore, the clutch motor 30 is regeneratively controlled (hereinafter, this braking will be referred to as "the clutch motor 30"). Braking by regenerative control of. ").

On the other hand, when the clutch motor 30 is rotating in the negative direction, that is, the rotation speed Ne of the prime mover 50 is the drive shaft 2
When the rotational speed Ndf is higher than 2A, the action of the negative torque Tc on the drive shaft 22 by the clutch motor 30 causes a motion to increase the relative negative rotational speed of the clutch motor 30, so that the clutch motor 30 is operated. Will be under power control (this braking is referred to as “clutch motor 30
Braking by powering control. " ).

A negative torque Tc is applied to the clutch motor 30.
FIG. 16 shows the relationship between the rotation speed Ndf of the drive shaft 22A and the time t (line A) when the value Tc (A) is set as (1) and the state of the clutch motor 30 in the meantime. Straight line A in the figure
Is the drive shaft 2 when the negative torque Tc (value Tc (A)) is applied to the drive shaft 22 by the clutch motor 30.
2 shows the change of the rotation speed Ndf of 2. When the torque Tc (value Tc (A)) in the negative direction is set in the clutch motor 30, the rotation speed Ne of the prime mover 50 corresponds to the rotation speed Ne (external force) as described with reference to FIG. A). Therefore, the clutch motor 30
The action of the negative torque Tc on the drive shaft 22A by
In the range on the upper left of the point PNe, which is the intersection of the straight line A and the broken line Ndf = Ne (A) (the range on the left side of the time t2), the clutch motor 30 is rotating in the positive direction.
The braking is performed by the regenerative control of the clutch motor 30, and is in the lower right area from the point PNe (the right area from the time t2).
Since the clutch motor 30 is rotating in the negative direction, braking is performed by the power running control of the clutch motor 30.

Here, the regeneration control and the power running control of the clutch motor 30 are performed by the permanent magnet 35 attached to the outer rotor 32 and the three-phase coil 36 of the inner rotor 34.
Since the transistors Tr1 to Tr6 of the first drive circuit 91 are controlled such that the torque Tc in the negative direction is always generated by the rotating magnetic field generated by the current flowing through the switching circuit, the same switching control is performed. Therefore, if the value of the torque Tc in the negative direction applied from the clutch motor 30 to the drive shaft 22A does not change, the clutch motor 30
Even if the control of 1 changes from the regenerative control to the power running control, the switching control of the transistors Tr1 to Tr6 of the first drive circuit 91 does not change.

As described above, when the rotation speed Ndf of the drive shaft 22A is the value Ndf1 larger than the value Ne (A) (at the time t1 (1)) or at the value Ndf2 (at the time t1 (2)). When the brake pedal 68 is depressed, the torque Tc of the clutch motor 30 has a negative value Tc (A).
If is set, the clutch motor 30 is first subjected to regenerative control so as to function as a generator, and after the rotational speed Ndf of the drive shaft 22A matches the value Ne (A) (point P
It can be seen that power control is performed after Ne). Further, the rotation speed Ndf of the drive shaft 22A is a value N smaller than the value Ne (A).
At df3 (at time t1 (3)), the brake pedal 68 is depressed and the torque T of the clutch motor 30 is increased.
It is understood that if a negative value Tc (A) is set for c, the braking start position is after the time t2, and therefore the regenerative control of the clutch motor 30 is not performed and the power running control is immediately performed.

The control of the clutch motor 30 during braking is no different from the control shown in FIG. Based on the magnitude relationship between the rotation speed Ne of the prime mover 50 and the rotation speed Ndf of the drive shaft 22A coupled to the front wheels 26, 28, the clutch motor 30 may be powered or regenerated to brake. Which braking method is adopted is determined by the magnitude relationship between the two rotation speeds. If the fuel injection amount of the prime mover 50 is further controlled, the rotation speed Ne of the prime mover 50 can be freely adjusted to some extent. Based on the above, either braking can be performed. In the four-wheel drive vehicle 15 provided with the power transmission device 20 using the clutch motor 30 and the assist motor 40, it is possible to avoid unnecessary use of energy as much as possible and control the driving force freely. It is also extremely important to efficiently charge and discharge. Therefore, it is also practical to prioritize charging / discharging of the battery 94 to control the prime mover 50. FIG. 17 shows an example of the braking process routine in this case.

When the routine shown in FIG. 17 is executed,
The control CPU 90 of the control device 80 firstly determines the brake pedal position sensor 6 provided on the brake pedal 68.
The brake pedal position BP detected by 9 is read (step S330), and a process for deriving a torque command value Tc * of the clutch motor 30 that generates a braking force according to the read brake pedal position BP is performed (step S332). . The torque command value Tc * is preset for each brake pedal position BP and stored in the ROM 90b. When the brake pedal position BP is read, the torque command value Tc * corresponding to the brake pedal position BP is set. It is designed to be read.

Next, the remaining capacity BRM of the battery 94 detected by the remaining capacity detector 99 is read (step S33).
6) The read remaining capacity BRM is compared with the threshold value B1 (step S338). Here, the threshold value B1 is set as a value close to full charge in which it is determined that the battery 94 is not required to be charged any more.
It is determined by the type and characteristics of the.

When the remaining capacity BRM of the battery 94 is equal to or greater than the threshold value B1, it is determined that charging is unnecessary, and the clutch motor 3
Braking is performed by the power running control of 0 (step S34
0), when the remaining capacity BRM of the battery 94 is less than the threshold value B1, it is determined that charging is necessary, and braking is performed by regenerative control of the clutch motor 30 (step S342). The braking by the powering control of the clutch motor 30 is, specifically,
As described above, the rotation speed Ne of the prime mover 50 is set to the drive shaft 22.
The rotation speed Ne is controlled to be higher than the rotation speed Ndf of A. The braking by the regenerative control of the clutch motor 30 is performed by changing the rotation speed Ne of the prime mover 50 to the rotation speed N of the drive shaft 22A.
It is performed by controlling so as to be smaller than df.
In any control, the rotation speed Ne of the prime mover 50 may be kept constant during the control, or the deviation between the rotation speed Ne of the prime mover 50 and the rotation speed Ndf of the drive shaft 22A may be kept constant. May be Alternatively, the deviation between the rotation speed Ne of the prime mover 50 and the rotation speed Ndf of the drive shaft 22A may be sequentially changed.

According to the braking process described above, in the four-wheel drive vehicle 15, braking by the power running control of the clutch motor 30 and braking by the regenerative control can be performed according to the state of the battery 94. As a result, not only energy can be recovered to the battery 94 during braking, but also braking can be performed while using energy. Therefore,
It is possible to prevent the battery 94 from being overcharged or completely discharged. Of course, the braking of the clutch motor 30 with current consumption or regeneration and the braking of the assist motor 40 with current consumption or regeneration may be performed together. It is also preferable to combine both brakings and appropriately distribute the braking force to the four wheels.

As described above, in the power transmission device 20 having the two output shafts (the drive shaft 22A and the drive shaft 22B) and the four-wheel drive vehicle 15 using the same, control for outputting torque from both shafts at a predetermined ratio, front wheel Although the control for overdriving the 26 and 28 sides, the control for braking by regeneration and power running, etc. have been described, the control of a four-wheel drive vehicle using the power transmission device of the present invention is not limited to these controls. In addition to this, it is also possible to perform reverse control and start control.

There are the following three methods for retracting the vehicle. (1) The fuel injection to the prime mover 50 is cut so that no current flows to the clutch motor 30.
In this case, the output torque of the clutch motor 30 becomes 0 and the drive shaft 22A becomes free. In this state,
The electric power stored in the battery 94 is used to rotate the assist motor 40 in a direction opposite to that during traveling, reversely rotate the drive shaft 22B, and retract the vehicle. (2) The prime mover 50 is idled or operated at a low speed, and most of the energy is recovered by the clutch motor 30. On the other hand, the assist motor 40 is rotated in the reverse direction by utilizing the recovered energy and the energy stored in the battery 94 to move the vehicle backward. In this case, the drive shaft 22A is forced to rotate in the opposite direction by the reverse rotation of the rear wheels 27, 29, but the vehicle itself can be moved backward. (3) The fuel injection to the prime mover 50 is cut so that the crankshaft 56 is stationary. In this state, the electric power stored in the battery 94 is used to rotate the clutch motor 30 in the reverse direction. In this case, the torque of the clutch motor 30 is controlled to be equal to or less than the static torque due to the static friction of the prime mover 50 viewed from the crankshaft 56. Therefore, when viewed from the clutch motor 30, the side of the prime mover 50 is regarded as a fixed wall, and the drive shaft 22A on the opposite side rotates,
The vehicle retreats.

When the vehicle is started, the electric power of the battery 94 is used to servo-lock the assist motor 40 to control the drive shaft 22B so as not to rotate, while the clutch motor 30 is operated to operate the crankshaft 56. Turn,
You can do cranking. In this case, the front wheel 2 of the vehicle
Although the driving force is transmitted to 6 and 28, if the assist motor 40 directly connected to the rear wheels 27 and 29 is servo-locked, the four-wheel drive vehicle 15 does not move in principle. Of course, if a clutch is provided between the drive shaft 22A and the reduction gear 23 and the drive shaft 22A is fixed at the time of starting, the driving force is not transmitted to the front wheels 26, 28.

Next, a fifth embodiment of the present invention will be described. In the following embodiments, the distribution means is configured by using the planetary gear instead of the clutch motor 30.
First, the overall configuration will be described with reference to FIG. The hardware configuration other than the distributing means is almost the same as that of the first embodiment, and illustration of the accelerator pedal and the like is omitted.

(1) Hardware Configuration As shown in FIG. 18, this four-wheel drive vehicle has a gasoline engine (hereinafter simply referred to as engine) as a prime mover.
150 and the crankshaft 15 of this engine 150
6, the planetary gear 120 connected to the gear 6, the motor MG1 as the first electric motor connected to the sun gear shaft 125 of the planetary gear 120, and the front wheel to which the power of the ring gear shaft 126 of the planetary gear 120 is transmitted via the chain belt 129 or the like. Differential gear 1 for
14, a motor MG2 incorporated in the rear wheel differential gear 115. These configurations will be further described focusing on power transmission.

Crank shaft 156 of engine 150
Via the planetary gear 120, the chain belt 129 is attached to the power transmission gear 111 having the drive shaft 112 as a rotating shaft.
Are mechanically coupled by the power transmission gear 11
1 is gear-coupled to a differential gear 114. Therefore, the power output from the power output device 110 is finally transmitted to the drive wheels 116 and 118 on the left and right front wheels. On the other hand, the drive wheels 117 and 119 on the left and right of the rear wheels are driven by the power of the motor MG2. Motor MG1 and motor MG2 are electrically connected to control device 180, and are controlled by control device 180. The configuration of the control device 180 is the same as that of the control device 80 of the first embodiment. Although various sensors such as a shift position sensor provided on the shift lever are connected to the control device 180 as in the first embodiment, their illustration is omitted. Further, the control device 180 exchanges various information by communicating with the EFIECU 170 that controls the operation of the engine 150. The EFIECU 170 is also the first
It has the same configuration as the EFIECU 70 of the embodiment.

Planetary gear 120 and motor MG1
19 will be described with reference to FIG. The planetary gear 120 includes a sun gear 12 coupled to a hollow sun gear shaft 125 which is penetrated by the crankshaft 156 at the axial center.
1 and a ring gear shaft 1 coaxial with the crankshaft 156
26 and a ring gear 122, and a sun gear 121.
And a plurality of planetary pinion gears 123 that are arranged between the ring gear 122 and the sun gear 121 while revolving around the outer circumference of the sun gear 121, and a planetary carrier 124 that is coupled to the end of the crankshaft 156 and that pivotally supports the rotation shaft of each planetary pinion gear 123. It consists of In this planetary gear 120, the sun gear shaft 125, the ring gear shaft 126, and the crankshaft 156, which are respectively coupled to the sun gear 121, the ring gear 122, and the planetary carrier 124, serve as the power input / output shafts, and two of the three shafts are used. When the power input / output to / from the remaining one axis is determined, the power input / output to the remaining one axis is determined based on the power input / output to the two previously determined axes. The details of input and output of power to the three shafts of the planetary gear 120 will be described later.

The ring gear 122 is extended to the motor MG1 side, and a power take-out gear 128 for taking out power is provided at one end thereof. This power take-off gear 128
Are connected to the power transmission gear 111 by a chain belt 129, and the power take-out gear 128 and the power transmission gear 1
11 is configured to transmit power.

The motor MG1 is constructed as a synchronous motor generator like the assist motor 40 of the first embodiment,
Rotor 132 having a plurality of permanent magnets 135 on its outer peripheral surface
And a stator 133 around which a three-phase coil 134 for forming a rotating magnetic field is wound. The rotor 132 is connected to a sun gear shaft 125 connected to the sun gear 121 of the planetary gear 120. The stator 133 is formed by laminating thin sheets of non-oriented electrical steel sheets.
9 is fixed. This motor MG1 has a permanent magnet 1
The motor operates as a motor for rotating the rotor 132 by the interaction between the magnetic field of the three-phase coil 134 and the magnetic field formed by the three-phase coil 134. Operates as a generator that generates an electromotive force. In addition,
The sun gear shaft 125 is provided with a resolver 139S that detects the rotation angle θs of the sun gear shaft 125.
56 is a resolver 139 for detecting the rotation angle θe.
E is provided.

The motor MG2 is also configured as a synchronous motor generator like the motor MG1, and as shown in FIG. 20, the rotor 142 having a plurality of permanent magnets 145 on the outer peripheral surface.
And a stator 143 around which a three-phase coil 144 that forms a rotating magnetic field is wound. The rotor 142 is coupled to the axle 147 of the differential gear 115,
The stator 143 is fixed to the case 148. The stator 143 of the motor MG2 is also formed by stacking thin non-oriented electrical steel sheets. This motor MG2 is also a motor M
Like G1, it operates as a motor or a generator.
The axle 147 is provided with a resolver 149 that detects the rotation angle θr.

Next, the control device 180 for driving and controlling the motors MG1 and MG2 will be described. As shown in FIG. 20, the control device 180 controls the first drive circuit 191 that drives the motor MG1, the second drive circuit 192 that drives the motor MG2, and the control C that controls both drive circuits 191 and 192.
It includes a PU 190 and a battery 194 that is a secondary battery. Since these configurations are the same as those in the first embodiment,
Only in the figure, detailed description is omitted. Note that FIG.
Regarding the internal configuration of the control device 180 shown in FIG. 2, the reference numerals are the same as the numbers of the respective members shown in FIG.

(2) Operation Principle The operation of the four-wheel drive vehicle having the above-described structure will be described. The operating principle of this four-wheel drive vehicle, in particular the principle of torque conversion, is as follows. The engine 150 is rotated at Ne,
The engine is operated at the operating point P1 of the torque Te, and has the same energy as the energy Pe output from the engine 150, but is different from the operating point P of the rotational speed Nr and the torque Tr.
2, the case where the ring gear shaft 126 is operated, that is, the case where the power output from the engine 150 is torque-converted and applied to the ring gear shaft 126 will be considered. FIG. 21 shows the relationship between the engine 150 and the rotation speed and torque of the ring gear shaft 126 at this time.

The relationship between the rotational speeds and torques of the three axes of the planetary gear 120 (the sun gear shaft 125, the ring gear shaft 126 and the planetary carrier 124) is a diagram called a collinear diagram illustrated in FIG. 22 according to the teaching of mechanics. Can be expressed as and can be solved geometrically. The relationship between the rotational speeds and torques of the three axes in the planetary gear 120 can be mathematically analyzed by calculating the energy of each axis without using the above-mentioned collinear chart. In this embodiment, a description will be given using a collinear chart for ease of description.

In FIG. 22, the vertical axis represents the number of rotations of the three axes, and the horizontal axis represents the ratio of positions on the coordinate axes of the three axes. That is, the position S of the sun gear shaft 125 and the ring gear shaft 126,
When R is taken at both ends, the position C of the planetary carrier 124 is defined as a position that internally divides the position S and the position R into 1: ρ. Here, ρ is the ratio of the number of teeth of the sun gear 121 to the number of teeth of the ring gear 122, and is represented by the following equation (5).

[0153]

(Equation 5)

Now, consider a case where the engine 150 is operating at the rotational speed Ne and the ring gear shaft 126 is operating at the rotational speed Nr. At this time, the rotation speed Ne of the engine 150 can be plotted at the position C of the planetary carrier 124 to which the crankshaft 156 of the engine 150 is coupled, and the rotation speed Nr can be plotted at the position R of the ring gear shaft 126. If a straight line that passes through these points (hereinafter referred to as the operation collinear line) is drawn, the value at the position S of this operation collinear line becomes the rotation speed Ns of the sun gear shaft 125. That is, the operating line is
The rotation speed can be treated as a straight line for proportional calculation. The rotation speed Ns is the rotation speed Ne and the rotation speed Nr.
And can be obtained by the proportional calculation formula (the following formula (6)). As described above, in planetary gear 120, when any two rotations of sun gear 121, ring gear 122 and planetary carrier 124 are determined, the remaining one rotation is determined based on the determined two rotations.

[0155]

(Equation 6)

Next, the torque Te of the engine 150 at the position C of the planetary carrier 124 is entered as acting from the bottom to the top in the drawing with respect to the operation collinear line drawn in the alignment graph of FIG. . At this time, the operation collinear line can be treated as a rigid body that receives a force acting on each point as a vector with respect to torque. Therefore, it is easy to separate the force acting on one point into the force acting on two points, and the torque Te acting on the position C in the upward direction is set to the torque Te on the position S and the torque on the position R. T
er and er. At this time the torque Tes
And the magnitudes of Ter are represented by the following equation (7).

[0157]

(Equation 7)

If the torque Te of the engine 150 acting at the position C indicating the position of the planetary carrier 124 is grasped as the torques at the positions S and R at both ends of the operation collinear line, the positions S and R at both ends act from the outside. By knowing the magnitude of the torque, it is possible to know how the force is generated on the operation line. Specifically, at the position S corresponding to the sun gear shaft 125, the torque of the motor MG1 can be applied, and at the position R, the reaction torque equal to the torque Ter when the ring gear shaft 126 is driven at the rotation speed Nr. Will be received. If the reaction torque Tr is equal to the torque required to drive the vehicle at the vehicle speed, the vehicle continues traveling at a speed corresponding to the shaft rotation speed Nr. Of course, the present embodiment is a four-wheel drive vehicle, and it is possible to obtain power to drive the vehicle by driving the motor MG2. When the friction coefficient of the road surface is considered to be an ideal state, it can be considered that the traveling torque Tm2 by the motor MG2 acts as the traveling torque of the vehicle at the position R. On the other hand, at the position S, the torque T generated by the motor MG1
will receive m1. Therefore, in order to drive the vehicle in a desired state, it is only necessary to control the operation of the motors MG1 and MG2 and adjust the torques Tm1 and Tm2 thereof. If the torques are balanced in the state shown in FIG. 22, the torque Tm1 by the motor MG1 is made equal to the torque Tes to which the engine torque Te is distributed, and the torque Tm2 by the motor MG2 is set to the vehicle speed (rotation speed Nr). The torque (= Tr−Ter) which is insufficient for the distribution torque Ter of the engine torque Te is controlled to be equal to the torque (which is equal to the reaction torque Tr) required to continue traveling at the corresponding vehicle speed. Will be there.

At this time, the torque is applied in the motor MG1 in the direction opposite to the direction of rotation.
G1 will operate as a generator, and torque Tm1
The electric energy Pm1 represented by the product of the rotation speed Ns is regenerated from the sun gear shaft 125. In the motor MG2, since the rotation direction and the torque direction are the same, the motor M2
G2 operates as an electric motor, and has torque Tm2 and rotation speed Nr.
The electric energy Pm2 represented by the product of and is output as power to the rear wheel axle.

Here, if the electric energy Pm1 and the electric energy Pm2 are made equal, all the electric power consumed by the motor MG2 can be regenerated and covered by the motor MG1. For this purpose, all of the input energy may be output. Therefore, the energy Pe output from the engine 150 is output to the rear wheel axle by the energy Pf output to the sun gear shaft 125 and the motor MG2. It is sufficient to make it equal to the sum of the energy Pm. According to FIG. 21, the engine 1 being driven at the driving point P1
The power represented by the torque Te and the rotational speed Ne output from the motor 50 is converted into torque, and the torque T is applied to the front wheel axle.
The power represented by the product of r and the rotation speed Nr is output via the ring gear shaft 126, and the power of the rear wheel axle is output as the power represented by the product of the torque Tm2 and the rotation speed Nr.

Next, control of torque distribution in a four-wheel drive vehicle having this hardware structure will be described.
The control device 180 repeatedly executes the four-wheel processing routine shown in FIG. 23, and when the control is started, first, a process of reading the accelerator opening AP and the vehicle speed (axle rotation speed na) is performed (step S400). . The accelerator opening α can be read from the accelerator pedal position sensor 164a. Further, the vehicle speed can be known as the rotation speed of the axle of the rear wheel read from the resolver 149, but may be read from a vehicle speed sensor (not shown) provided on the propeller shaft.

From the accelerator opening AP and the vehicle speed (rotational speed na), the torque command value Ta required for the vehicle and the vehicle output P are obtained.
A process of calculating a is performed (step S410). The torque command value Ta required for the vehicle can be obtained from the graph shown in FIG. 24, for example. Also, the output P of the vehicle
As shown in FIG. 25, a corresponds to an operating point determined by the vehicle torque Ta and the vehicle speed (rotational speed na).
Assuming that all the output Pa of the vehicle is obtained from the engine 150, the output Pe of the engine 150 is then determined (Pe ← P
a), the throttle opening θth is determined (step S4)
20). Next, the torque Ta at the output Pa of the engine 150 is distributed to the holding torque Tae of the engine 150 and the holding torque Tam of the motor MG2 (step S430). By this processing, the torque ratio distributed to the front wheels and the rear wheels is determined.

Subsequently, the torque Ta received by the engine 150 is Ta.
engine 15 from the gear ratio of the planetary gear 120
A process of determining the required torque Te * of 0 is performed (step S440), and the output P of the engine 150 at this time
The target rotational speed ne * of the engine 150 is determined from e and the required torque Te * (step S45).
0). It is the work of the motor MG1 to actually change the operating state of the engine 150 in response to these decisions. As shown in the collinear chart of FIG. 22, since the operating collinear line is changed by the torque acting on both ends, the vehicle is traveling at a constant speed and the right end of the operating collinear line (position R of the ring gear shaft) is fixed. If so, the rotation speed of the engine 150 can be changed by adjusting the torque balance at the left end of the operation collinear line. Therefore, the motor M in which the rotation speed of the engine 150 is ne *
The rotation speed ng of G1 is determined (step S46).
0). Further, a process of determining the required torque Tm * of the motor MG2 from the received torque Tam of the motor MG2 is performed (step S470).

By the above processing, all the operating points of the engine 150 and the motors MG1 and MG2, which are the objects of control by the control device 180, are determined. Therefore, a command is output to the EFIECU 170 to control the first drive circuit 191 and the like. do it,
A process of actually controlling the engine 150, the motors MG1, MG2, etc. is performed (step S480), and thereafter,
After exiting to "NEXT", this processing routine is once ended.

According to the fifth embodiment described above, the planetary gear 120 is used as the distribution means, and the power of the engine 150 is freely distributed to the front wheel axle and the rear wheel axle by using a so-called mechanical distribution type structure. can do.
When the engine 150 is operated at high rotation speed and low torque, a part of its power is output from the planetary gear 120 via the ring gear shaft 126 and further via the chain belt 129 to the front wheels, and the remaining power is supplied to the motor MG.
1 through the first drive circuit 191 as a regenerative current, and the second drive circuit 192 outputs the regenerated current to the motor MG2.
The vehicle can be driven with a high torque as a whole by supplying the power running current to the vehicle. When the engine 150 is operated at low rotation and high torque, current is regenerated from the motor MG2 on the rear wheel side and the motor MG1 on the front wheel is powered to convert the torque to high rotation and low torque. Good (so-called overdrive control).
These controls are almost the same as those of the electric distribution type four-wheel drive vehicle described as the first to fourth embodiments.

The operation control that can be realized in the four-wheel drive vehicle of the fifth embodiment will be described based on the operation control routine illustrated in FIG. When this operation control routine is executed, the control CPU 190 of the control device 180 performs a process of calculating the output energy required for the vehicle based on the operation state of the accelerator pedal position AP of the vehicle and the like (step S500). After that, the remaining capacity BRM of the battery 194 detected by the remaining capacity detector 199 is read in to perform the operation mode determination processing (step S510). This operation mode determination process is shown in FIG.
The operation mode determination processing routine illustrated in FIG. In the operation mode determination processing routine, an appropriate operation mode for the power output apparatus 110 at that time is determined using the data read in or calculated in steps S500 and S508 of the operation control routine. Here, the description of the operation control routine of FIG. 26 is once interrupted, and the operation mode determination processing will be described first based on the operation mode determination processing routine of FIG.

When the operation mode determination processing routine is executed, the control CPU 190 of the control device 180 causes the battery 1
It is determined whether the remaining capacity BRM of 94 is within the range represented by the threshold value BL and the threshold value BH (step S530). If it is not within this range, it is determined that the battery 194 needs to be charged and discharged, and the power is reduced. The charge / discharge mode is set as the operation mode of the output device 110 (step S532).
Here, the threshold value BL and the threshold value BH indicate the lower limit value and the upper limit value of the remaining capacity BRM of the battery 194, and in the embodiment, the threshold value BL is the drive or power assist by only the motor MG2 in the motor drive mode described later. The value is set to a value equal to or more than the amount of electric power required to continuously add power by discharging power from the battery 194 depending on the mode for a predetermined time. The threshold value BH is set to a value equal to or less than a value obtained by subtracting the amount of electric power regenerated by the motor MG1 and the motor MG2 when the vehicle in the normal traveling state is stopped from the remaining capacity BRM when the battery 194 is fully charged.

When the remaining capacity BRM of the battery 194 is within the range represented by the threshold value BL and the threshold value BH in step S530, the energy Pr to be output as the driving force of the entire vehicle is the maximum energy Pemax that can be output from the engine 150. It is determined whether or not it has exceeded (step S534). When the maximum energy Pemax is exceeded, the maximum energy Pe output from the engine 150
When max is determined, it is determined that the energy stored in battery 194 needs to be covered, and the power assist mode is set as the operation mode of power output device 110 (step S536).

On the other hand, when the energy Pr to be output to the ring gear shaft 126 is equal to or less than the maximum energy Pemax that can be output from the engine 150, the total Tr * of the torque command values of the front and rear wheels and the shaft rotation speed Nr are within the predetermined range. It is determined whether or not there is (step S538), and when it is within the predetermined range, the lockup mode in which the rotation of the sun gear shaft 125 is stopped is set as the operation mode (step S5).
40). Here, the predetermined range is a range in which the engine 150 can be efficiently operated with the rotation of the sun gear 121 stopped. Specifically, when the engine 150 is operated at each operation point within a range in which the engine 150 can be efficiently operated with the sun gear 121 stopped, each torque and rotation speed output to the ring gear shaft 126 are mapped. Is stored in advance in the ROM 190b as
It is determined whether the operating point represented by the torque command value Tr * and the rotation speed Nr is within the range of this map. An example of a range in which the engine 150 can be efficiently operated is shown in FIG. 21 as a dashed-dotted area QW. In the figure, the inside of the area QE is an area where the engine 150 can be operated, and the area QW is an area where the engine 150 can be efficiently operated. It should be noted that this range QW is determined by the emission efficiency as well as the operating efficiency of the engine 150, and can be set in advance by experiments or the like.

In step S538, the total sum T of torque command values is calculated.
When r * and the shaft speed Nr are not within the predetermined range,
It is determined whether or not the energy Pr to be output is smaller than the predetermined energy PML and the shaft rotation speed Nr is smaller than the predetermined rotation speed NML (step S542). When both are small, the motor driven by only the motor MG2 is set as the operation mode. The drive mode is set (step S544). The predetermined energy PML and the predetermined rotation speed NML are determined by the engine 15
The range 0 is set based on the fact that 0 is a low rotation speed and the efficiency is reduced at low torque, and the energy Pr becomes a region below the predetermined efficiency as the operating region of the engine 150.
And the rotation speed Nr. The specific value is determined by the characteristics of engine 150, the gear ratio of planetary gear 120, and the like. In step S542, the energy Pr is equal to or greater than the predetermined energy PML, or the rotation speed N
When r is equal to or higher than the predetermined rotation speed NML, it is determined that the normal operation is performed, and the normal operation mode is set as the operation mode (step S546).

After the operation mode is determined in this way, the operation is switched to each mode and the required torque control is performed (steps S512 to S520).
These torque controls are the same as in the case of the electric distribution type four-wheel drive vehicle, and thus the description thereof will be omitted, but the power flow in some control modes will be described with reference to FIGS. 28 to 33.
It was shown to. Although these figures do not necessarily correspond to the above operation modes, it is possible to know the difference in the route of power transmission due to the difference in torque control. In each of FIGS. 2A and 2B, an arrow indicates a flow of energy, and a hatched arrow indicates a path through which energy is actually exchanged in the operation mode. In the case of a white arrow, energy is not exchanged in that operation mode. FIG. 28 shows a flow of energy in the normal operation, and the planetary gear 1
The power distributed by 20 is distributed to the front wheels and the rear wheels. Further, FIG. 29 shows a state of overdrive control. Energy is recovered from the rear wheels that rotate at the same rotational speed as a result of the driving force of the front wheels, and this is regenerated from the motor MG2 to drive the motor MG1, and the rotational speed of the front wheels of the engine 150 is changed via the planetary gear 120. It is higher than the rotation speed.

30 and 31 both show operating modes in which the output of the engine 150 is output only to the front wheels or the rear wheels. FIG. 30 shows a state in which the total energy of the engine 150 is output only to the front wheels. FIG.
1 indicates a state in which the total energy of the engine 150 is output only to the rear wheels. In this case, the front wheel side is
The ring gear shaft 126 is locked and the front wheels 116, 11
It is necessary to keep 8 in a neutral state. Furthermore,
FIG. 32 shows that the total energy of the engine 150 is the motor MG.
1 is recovered in the form of regenerative current by the battery 1
After being temporarily stored in 94, the state is shown in which only the rear wheels are output. It should be noted that once stored in the battery 194, the energy required to drive the vehicle is low and the engine 15
This is because 0 is intermittently operated. In the case of FIG. 33, in addition to the exchange of electric power with the battery 194, the motor MG
Regeneration by 2 is also performed.

Next, a sixth embodiment of the present invention will be described. The four-wheel drive vehicle of the sixth embodiment has the configuration shown in FIG. In this four-wheel drive vehicle, a motor MG3 corresponding to the fifth embodiment and a third electric motor is connected to a ring gear shaft 126.
It is the same except that it is provided in combination with. The structure of the motor MG3 is similar to that of the motor MG1. In addition, in this embodiment, a third drive circuit 193 is provided in the control device 180, but its configuration is the same as that of the first drive circuit 191.
Regarding control of the four-wheel drive vehicle having such a configuration, FIG.
This will be described with reference to the flowchart of FIG.

When the four-wheel processing routine shown in FIG. 35 is started, control device 180 first performs a process of reading accelerator opening AP and vehicle speed (axle rotation speed na) (step S600). The accelerator opening AP can be read from the accelerator pedal position sensor 164a. Further, the vehicle speed can be known as the rotation speed of the axle of the rear wheel read from the resolver 149, but may be read from a vehicle speed sensor (not shown) provided on the propeller shaft.

From the accelerator opening AP and the vehicle speed (rotational speed na), the torque command value Ta required for the vehicle and the vehicle output P are obtained.
A process of calculating a is performed (step S610). The torque command value Ta required for the vehicle can be obtained, for example, from the graph of FIG. 24 described in the fifth embodiment. Further, the output Pa of the vehicle corresponds to an operating point determined by the vehicle torque Ta and the vehicle speed (rotational speed na), as shown in FIG. All the output Pa of the vehicle is engine 150
Then, the output Pe of the engine 150 is determined (Pe ← Pa), and the throttle opening θth is determined (step S620). Next, the torque Ta at the output Pa of the engine 150 is compared with the torque Tf of the front wheels.
And a process of distributing to the rear wheel receiving torque Tr (step S630). By this processing, the torque ratio distributed to the front wheels and the rear wheels is determined.

Subsequently, a process for determining the required torque Te * of the engine 150 is carried out from the front wheel receiving torque Tf and the gear ratio of the planetary gear 120 (step S64).
0), and from the output Pe of the engine 150 and the required torque Te * at this time, the target rotational speed ne of the engine 150
A process of determining * is performed (step S650). It is the job of the motor MG1 to actually change the operating state of the engine 150 in response to these decisions. Therefore, the rotation speed ng of the motor MG1 at which the rotation speed of the engine 150 becomes ne * is determined (step S660). Further, the output torque Tm of the motor MG2 directly connected to the rear wheel is determined from the torque received by the rear wheel Tr and a process for controlling the motor MG2 is performed (step S670).

Through the above processing, the operating points of engine 150 and motors MG1 and MG2, which are the objects of control by control device 180, are all determined, and therefore a command is output to EFIECU 170 to control first drive circuit 191 and the like. do it,
A process of actually controlling the engine 150, the motors MG1, MG2, etc. is performed (step S680), and thereafter,
After exiting to "NEXT", this processing routine is once ended.

The four-wheel drive vehicle of the sixth embodiment described above has a motor MG3, which is a third electric motor, in its power transmission path, as compared with the structure of the fifth embodiment. As a result, the maximum value of the drive torque that can be output to the axles of drive wheels 116 and 118 that are the front wheels is the sum of the torque from engine 150 and the torque of motor MG3, as shown in FIG. On the other hand, the drive torque that can be output to the axles of the drive wheels 117 and 119 that are the rear wheels is determined by the torque of the motor MG2. Therefore, as compared with the case where the motor MG3 is not provided (illustrated in FIG. 37), the maximum value of the driving torque on the front wheel side can be made large, and the advantage that the degree of freedom of torque distribution between the front and rear wheels is extremely large is obtained. . In the fifth embodiment, the maximum value of the driving torque on the front wheel side is limited to the maximum value of the driving torque of the engine 150 at that time, whereas the range of the distribution ratio Ya: Yb of both is limited. In this embodiment, the distribution ratio (Xa + Xb) of the two:
Xc is not limited by the output torque of the engine 150, and has a high degree of freedom in driving force distribution.

Next, a seventh embodiment of the present invention will be described. The four-wheel drive vehicle and the power transmission device incorporated therein according to the seventh embodiment have the same hardware as that of the sixth embodiment, and are different only in the control thereof. The control of the seventh embodiment is shown in FIG. When this processing routine is started, first, processing for reading the accelerator opening AP and the vehicle speed (axle rotation speed Na) is performed (step S700).

From the accelerator opening AP and the vehicle speed (rotational speed Na), the torque command value Ta required for the vehicle and the vehicle output P are obtained.
A process of calculating P is performed (step S710). Assuming that all output PP of the vehicle is obtained from the engine 150,
Next, the output Pe of the engine 150 is determined (Pe ← P
P), the throttle opening θth so that this output can be obtained.
And a target speed Ne * of the engine 150 is determined (step S720). Step S
In 720, not only the output of the engine 150 but also the target rotational speed Na * is determined in advance so that the operating state of the engine 150 is the state in which the fuel consumption is the lowest or the emission is the best. This will be described.

FIG. 39 is a graph showing the relationship between the operating points of engine 150 and the efficiency of engine 150.
The curve B in the figure indicates the boundary of the operable region of the engine 150. In the operable region of the engine 150, iso-efficiency lines such as curves α1 to α6 indicating operating points having the same efficiency can be drawn according to the characteristics. Further, in the operable region of the engine 150, a curve having a constant energy represented by the product of the torque Te and the rotation speed Ne, for example, curves C1-C1 to C3-C3 can be drawn.
The constant energy curves C1-C1 through C drawn in this manner
The efficiency of each operating point along the 3-C3 engine 15
When the rotation speed Ne of 0 is represented on the horizontal axis, the graph in FIG. 40 is obtained.

As shown in the figure, even if the output energy is the same, the efficiency of the engine 150 varies greatly depending on the operating point at which the engine is operated. For example, on the constant energy curve C1-C1, the engine 150
By operating at 1 (torque Te1, rotational speed Ne1), the efficiency can be maximized. Such operating points having the highest efficiency are present on the constant energy curves such that the operating points A2 and A3 correspond to the constant output energy curves C2-C2 and C3-C3, respectively. A curve A in FIG. 39 is a series of connecting operating points at which the efficiency of the engine 150 is as high as possible for each energy Pr based on these points. In this embodiment, the target torque Te * and the target rotation speed Ne * of the engine 150 are set by using a map of the relationship between each operating point (torque Te, rotation speed Ne) on the curve A and the energy Pr. Set.
The curve A is connected by a continuous curve in order to avoid a discontinuous sudden change in the energy Pr.

In this way, first, as the operating condition of the engine 150, the optimum operating condition for obtaining the required output PP is obtained, and then the motor MG1 is controlled so that the rotational speed of the engine 150 becomes the target rotational speed Ne *. Control processing is performed (step S730). That is, the motor MG
1 shifts the operating state of the engine 150 to the optimum fuel consumption point along the curve A shown in FIG. 39. Next, by operating this motor MG1,
The torque component t that contributes to the propeller shaft by the output of the motor MG1
A process for obtaining g is performed (step S740). Since the motor MG1 is connected to the planetary gear 120,
This is because the operation of the motor MG1 contributes to the torque applied to the axle.

Subsequently, a process for determining the ratio of the driving force distributed to the front and rear wheels is performed (step S750). If the distribution ratio of the driving force is β, the distribution of the driving force of the front wheels: the rear wheels is
β: (1-β) is determined (where 0 ≦ β ≦
1). After that, the distribution ratio β is used to perform a process of determining the holding torque Tf of the front wheels and the holding torque Tr of the rear wheels (step S760). The front wheel bearing torque Tf and the rear wheel bearing torque Tr are the torque T required for the entire vehicle.
It is given by the following equation (8) using p, the contribution tg of the motor MG1, and the distribution ratio β.

[0185]

(Equation 8)

After that, the motors MG2 and MG3 are controlled so that the front and rear wheels can obtain the respective bearing torques (step S770), and then the routine goes to "NEXT" to end this routine.

According to this embodiment, since the distribution ratio β can be freely adjusted from 0 to 1, the engine 15
It is possible to freely control the distribution of the driving force of the front and rear wheels in an extremely wide range while giving priority to the control of the driving state of 0.
The distribution ratio β may be set based on the driving mode, the condition of the road surface, and the like. Therefore, it becomes possible to freely distribute the driving force while sufficiently ensuring the fuel consumption and emission of the engine 150. Further, according to the configuration of this embodiment, the braking force due to the regeneration can be freely shared by the front and rear wheels, so that the anti-brake system and the driving force control can be realized.

In this embodiment, the output from the engine 150 is coupled to the drive shaft on the front wheel side, but the output from the engine 150 may be coupled to the rear wheel side. In this case, the torque distribution of the front and rear wheels can be determined by the following equation (9) with the distribution ratio being β.

[0189]

[Equation 9]

Although a number of examples of the present invention have been described above, the present invention is not limited to the examples and embodiments described above, and various modifications may be made without departing from the scope of the invention. It is possible. For example, the relationship between the arrangement of the clutch motor 30 and the assist motor 40 and the front and rear wheels, or the relationship between the arrangement of the motors MG1 to MG3 and the front and rear wheels may be reversed. Further, as shown in FIG. 41, a compound gear mechanism 200 having a back mechanism can be used in place of the chain belt 129 at a portion where power is taken out from the planetary gear 120 to the axle of the front wheels. The compound gear mechanism includes a first gear 231 that meshes with a first connecting gear 221 that is coupled to the ring gear 122.
And a second connecting gear 2 connected to the ring gear 122.
Second gear 23 meshing with 22 through a reverse rotation gear 232.
2 is provided. By operating the gear switching means 210, the drive shaft 242 of the power transmission gear 111 is moved to the first gear 2
31 or the second gear 232 is switched, so that the rotation direction of the output from the planetary gear 120 can be switched to either the forward or reverse method. Therefore, using the engine 150 that rotates in one direction,
The vehicle can be retracted.

In the structures of the fifth and sixth embodiments, the motors MG1 and MG2 and the planetary gear 120 are provided on the rotary shaft of the engine 150.
Various variations are possible. For example, as shown in FIG. 42, the engine 150 may be sandwiched between the motor MG1 and the motor MG3. Further, in the above embodiment, the power output to the ring gear shaft 126 is taken out from between the motor MG1 and the motor MG3 via the power take-out gear 128 coupled to the ring gear 122.
As shown in FIG. 3, the ring gear shaft 126E may be extended and taken out from the case 119.

Further, as a modification of the first to fourth embodiments of the electric distribution type, as in the fifth and sixth embodiments, not only the clutch motor 30 is attached to the front wheel side axle but also the one shown in FIG. , The motor 300 corresponding to the third electric motor is arranged,
The front wheel axle may be driven by the power distributed by the clutch motor 30 and the power of the motor 300, and the rear wheel axle may be driven by the assist motor 40. Further, in the first embodiment and the like, the assist motor 40 is completely separated from the output shaft of the prime mover 50 as shown in FIG. 1, but as shown in FIG. 45, both of the crankshaft 56 of the prime mover 50 are provided. Clutch motor 30 at the shaft end of
A configuration in which A and the clutch motor 30B are provided can also be considered. Further, the assist motor 40 may be provided on the drive shaft 22B which is the output shaft of the one clutch motor 30B. In this case, the clutch motor 30
The positional relationship between B and the assist motor 40 can be reversed. That is, the assist motor 40 is connected to the crankshaft 5
The clutch motor 30B may be directly connected to the clutch 6, and its output shaft may be provided with the clutch motor 30B.

In each of the embodiments described above, the prime mover 50
Although a gasoline engine driven by gasoline is used as the above, other than the reciprocating engine such as a diesel engine, various internal combustion or external combustion engines such as a turbine engine, a jet engine and a rotary engine can be used.

The clutch motor 30 and the assist motor 40 are PM type (permanent magnet type; Permanent Ma type).
gnet type) Synchronous motor was used, but VR (Variable Reluctance type) synchronous motor, vernier motor, DC motor, induction motor, etc. Alternatively, a superconducting motor or the like can be used. If only the power running operation is performed, a step motor or the like can be used.

In the clutch motor 30, the outer rotor 32 is attached to the crankshaft 56 and the inner rotor 34 is attached.
Are connected to the drive shaft 22A, respectively, but the outer rotor 32 may be connected to the drive shaft 22A and the inner rotor 34 may be connected to the crankshaft 56. Also, instead of the outer rotor 32 and the inner rotor 34,
You may make it use the disk-shaped rotor which opposes mutually.

Further, although the rotary transformer 38 is used as a means for transmitting electric power to the clutch motor 30, in addition, slip ring-brush contact, slip ring-
It is also possible to use mercury contact or magnetic energy semiconductor coupling.

Further, the first and second drive circuits 91 and 92
I used a transistor inverter, but in addition, IGBT (Insulated Gate Bipolar mode Transistor)
Inverter, thyristor inverter, voltage PWM
A pulse width modulation (Pulse Width Modulation) inverter, a square wave inverter (voltage source inverter, current source inverter), a resonant inverter, or the like can be used.

Pb is used as the battery 94, which is a secondary battery.
A battery, a NiMH battery, a Li battery, or the like can be used, but a capacitor can be used instead of the battery 94.

In the above description, the clutch motor 30, the planetary gear 120, the motors MG1 to MG3, and the transistors Tr1 to Tr are used unless otherwise specified.
The conversion efficiency of 16 or the like has been described as the value 1 (100%). Actually, the conversion efficiency is less than the value 1, so in order to obtain the final torque distribution, the energy Pe output from the engine 150 is set to a value slightly larger than the energy Pr output to the ring gear shaft 126, or vice versa. Ring gear shaft 1
It is necessary to set the energy Pr output to 26 to a value slightly smaller than the energy Pe output from the engine 150. For example, the energy P output from the engine 150
e may be obtained by multiplying the energy Pr output to the ring gear shaft 126 by the reciprocal of the conversion efficiency. Further, in the assist motor 40 and the planetary gear 120, energy is lost as heat due to mechanical friction and the like, but the amount of loss is extremely small when viewed from the total amount, and the efficiency of the synchronous motor used for the motors MG1 and MG2 is very close to the value 1. . It is also known that the transistors Tr1 to Tr16 have extremely low on-resistance such as GTO. Therefore, since the power conversion efficiency is close to the value 1, the value 1 (1
00%).

In each of the above embodiments, the case where the power transmission device is mounted on the vehicle has been described, but the present invention is not limited to this, and as long as it has two output shafts, it may be a ship or an aircraft. It is also possible to mount it on transportation means such as or other various industrial machines.

[Brief description of the drawings]

FIG. 1 is a four-wheel drive vehicle 1 as a first embodiment of the present invention.
It is a block diagram which shows schematic structure of 5.

FIG. 2 is a configuration diagram showing a schematic configuration of the vehicle shown in FIG.

3 is a schematic configuration diagram showing a power transmission device 20 in the four-wheel drive vehicle 15 of FIG. 1 including electrical connections.

FIG. 4 is a cross-sectional view showing the structure of a clutch motor 30 of the embodiment.

FIG. 5 is a flowchart showing an outline of torque control processing in a control CPU 90.

FIG. 6 is a flowchart showing a basic process of controlling the clutch motor 30.

FIG. 7 is a flowchart showing a first half of a basic process of controlling the assist motor 40.

FIG. 8 is a flowchart showing the latter half of the basic processing for controlling the assist motor 40.

FIG. 9 is a flow chart showing a control routine for fixedly distributing a driving force as a second embodiment of the present invention.

FIG. 10 is a flowchart showing an outline of power assist control as a modified example of the second embodiment.

FIG. 11 is a flowchart showing details of another embodiment of the assist control.

FIG. 12 is an explanatory diagram showing a chargeable area map used in the third embodiment.

FIG. 13 is an explanatory diagram showing chargeable power with respect to the remaining capacity of the battery 94 in the third embodiment.

FIG. 14 is an explanatory diagram showing utilization distribution of energy supplied from the prime mover 50 in the third embodiment.

FIG. 15 is an external force (torque Tc) when fuel injection is stopped.
5 is a graph illustrating a relationship between the rotation speed Ne of the prime mover 50 and the rotation speed Ne.

16 is an explanatory diagram illustrating the relationship between the rotational speed Ndf of the drive shaft 22A and the time t when the negative torque Tc is set in the clutch motor 30 and the state of the clutch motor 30 during this period.

FIG. 17 is a flowchart illustrating a braking-time processing routine executed by the control device 80.

FIG. 18 is a schematic configuration diagram showing an overall configuration of a fifth embodiment of the present invention.

FIG. 19 is an explanatory diagram showing a configuration of a motor MG1 and a planetary gear 120 in the fifth embodiment.

FIG. 20 is a schematic configuration diagram of a power system of a four-wheel drive vehicle mainly showing a configuration of a control device 180.

FIG. 21 is an explanatory diagram showing an operable area QE of the engine 150 and operating points of the engine 150.

22 is an explanatory diagram showing operation collinear lines for explaining the operation principle of the planetary gear 120. FIG.

FIG. 23 is a flowchart showing a four-wheel processing routine executed by the control device 180 of the fifth embodiment.

FIG. 24 is a graph for obtaining a torque command value Ta from the vehicle speed and the accelerator pedal position AP.

FIG. 25 is a graph for determining an operating point of engine 150 from vehicle speed and vehicle torque.

FIG. 26 is a flowchart showing an operation control routine of a mechanical distribution type four-wheel drive vehicle.

FIG. 27 is a flow chart showing a driving mode determination processing routine.

FIG. 28 is an explanatory diagram showing how the power of the engine 150 is distributed to the front and rear wheels.

FIG. 29 is an explanatory diagram showing a state in which the power of the engine 150 is transmitted from the front wheels to the rear wheels and is recovered at the rear wheels.

FIG. 30 is an explanatory diagram showing a state where all the power of the engine 150 is output to the front wheels.

FIG. 31 is an explanatory diagram showing a state where all the power of the engine 150 is output to the rear wheels.

FIG. 32 is an explanatory diagram showing a state in which the power of the engine 150 is once converted into electric energy, stored in the battery 194, and then output to the rear wheels.

FIG. 33 is an explanatory diagram showing a state in which the power of the engine 150 is transmitted from the front wheels to the rear wheels, collected at the rear wheels and accumulated in the battery 194.

FIG. 34 is a schematic configuration diagram showing a hardware configuration of a sixth embodiment of the present invention.

FIG. 35 is a flowchart showing a four-wheel processing routine in the sixth embodiment.

FIG. 36 is an explanatory diagram showing a power distribution range in the sixth embodiment.

FIG. 37 is an explanatory diagram showing a power distribution range in the fifth embodiment.

FIG. 38 is a flowchart showing a four-wheel processing routine in the seventh embodiment.

FIG. 39 is a graph showing an example of the relationship between operating points of engine 150 and efficiency.

FIG. 40: Engine 150 along a constant energy curve
5 is a graph illustrating a relationship between the efficiency of the operating point and the rotation speed Ne of the engine 150.

FIG. 41 is a schematic configuration diagram showing a configuration of a modified example of the mechanical distribution type embodiment.

FIG. 42 is a configuration diagram illustrating the outline of the configuration of a modification such as the fifth embodiment.

FIG. 43 is a configuration diagram illustrating the outline of the configuration of a modification such as the fifth embodiment.

FIG. 44 is a schematic configuration diagram showing a configuration example when the configuration of the sixth embodiment is applied to the electric distribution type embodiment.

FIG. 45 is a schematic configuration diagram showing another configuration example of the electric distribution type.

FIG. 46 is a graph for explaining the principle of the present invention.

[Explanation of symbols]

 15 ... Four-wheel drive vehicle 20 ... Power transmission device 22 ... Drive shaft 22A, 22B ... Drive shaft 23 ... Reduction gear 24 ... Differential gear 25 ... Differential gear 26, 28 ... Front wheels 27, 29 ... Rear wheel 30 ... Clutch motor 30A ... Clutch motor 30B ... Clutch motor 32 ... Outer rotor 34 ... Inner rotor 35 ... Permanent magnet 36 ... Coil 36 ... Three-phase coil 37A, 37B ... Bearing 38 ... Rotating transformer 38A ... Primary winding 38B ... Secondary winding 39A, 39B ... Resolver 40 Assist motor 42 ... Rotor 43 ... Stator 44 ... Three-phase coil 45 ... Case 46 ... Permanent magnet 48 ... Resolver 49 ... Bearing 50 ... Engine 50 ... Engine 51 ... Fuel injection valve 52 ... Combustion chamber 54 ... Piston 56 ... Crankshaft 57 ... wheel 58 ... Igniter 59a ... Press-fit pin 59b ... Screw 60 ... Distributor 62 ... Ignition plug 64 ... Accelerator pedal 65 ... Accelerator pedal position sensor 66 ... Throttle valve 67 ... Throttle position sensor 68 ... Brake pedal 69 ... Brake pedal position sensor 70 ... EFIECU 72 ... Intake Tube negative pressure sensor 74 ... Water temperature sensor 76 ... Rotation speed sensor 78 ... Rotation angle sensor 79 ... Starter switch 80 ... Control device 82 ... Shift lever 84 ... Shift position sensor 90 ... Control CPU 90a ... RAM 90b ... ROM 91 ... First Drive circuit 92 ... Second drive circuit 94 ... Battery 95, 96 ... Current detector 97, 98 ... Current detector 99 ... Remaining capacity detector 110 ... Power output device 111 ... Power transmission gear 112 ... Drive shaft 114 ... De Differential gear 115 ... Differential gear 116,118 ... Drive wheel 117,119 ... Drive wheel 119 ... Case 120 ... Planetary gear 121 ... Sun gear 122 ... Ring gear 123 ... Planetary pinion gear 124 ... Planetary carrier 125 ... Sun gear shaft 126 ... Ring gear shaft 128 ... Power Extraction gear 129 ... Chain belt 132 ... Rotor 133 ... Stator 134 ... Three-phase coil 135 ... Permanent magnet 139E ... Resolver 139S ... Resolver 142 ... Rotor 143 ... Stator 144 ... Three-phase coil 145 ... Permanent magnet 147 ... Axle 148 ... Case 149 ... Resolver 150 ... Engine 156 ... Crankshaft 164 ... Accelerator pedal 164a ... Accelerator pedal position sensor 170 ... EFIECU 180 ... Control device 1 90 ... Control CPU 190b ... ROM 191 ... First drive circuit 192 ... Second drive circuit 194 ... Battery 199 ... Remaining capacity detector

 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Eiji Hamada 1 Toyota Town, Toyota City, Aichi Prefecture, Toyota Motor Corporation (72) Inventor Eiji Yamada 1 Toyota Town, Toyota City, Aichi Prefecture, Toyota Motor Corporation ( 72) Inventor Takao Miyatani 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Yasumi Kawabata 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Ryoji Mizutani Aichi Prefecture Toyota City, Toyota City 1 Toyota Motor Co., Ltd. (72) Honori Shiomi 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Shigeru Matsuhashi 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto Car Co., Ltd.

Claims (40)

[Claims] 1. A rotary shaft to which power of a prime mover is transmitted, wherein the power from the prime mover input from the rotary shaft is
A power transmission device for transmitting to the output shaft of the rotary shaft and a second output shaft different from the output shaft, the first electric motor being associated with the rotation of the rotary shaft, and the power input to the rotary shaft. And a condition in which the total of the input and output balances the distribution of the power input and output in the mechanical form to the first output shaft and the power input and output in the electrical form to the first electric motor. Controlling the distribution means, a second electric motor coupled to the second output shaft, and a motive power input / output in electrical form to the first electric motor to control the first electric motor. First power control means for varying the operating state of the electric motor to control distribution of the power in the distribution means; and input / output in an electrical form to the first electric motor by the first power control means. The second output is controlled by controlling the operation of the second electric motor based on power. Power transmission device and a second power control means for controlling the power output to. 2. The power transmission device according to claim 1, wherein a third electric motor coupled to the first output shaft, and an operation of the third electric motor are controlled so that the distribution means causes the machine to operate. To the first output shaft through which power is input and output in a dynamic form,
A power transmission device comprising: a third power control means for applying power input / output by a third electric motor. 3. The power transmission device according to claim 1, wherein the first electric motor is a first rotor mechanically coupled to a rotating shaft of the prime mover, and the first rotor. A second rotor that is electromagnetically coupled to the first rotor and is rotatable relative to the first rotor, and the second rotor is mechanically coupled to the first output shaft. Which constitutes the distribution means, and the first and second power control means control electromagnetic coupling between the first and second rotors of the first electric motor by means of multi-phase alternating current. The first
A first electric motor drive circuit capable of exchanging electric power in at least one direction with the electric motor, and a second electric motor drive circuit capable of exchanging electric power in at least one direction with the second electric motor. , A power transmission control means for controlling the first and second electric motor drive circuits to control distribution of power input and output to and from the first and second output shafts. . 4. The power transmission device according to claim 3, wherein the first or second electric motor drive circuit can store at least a part of electric power regenerated with the first or second electric motor. A secondary battery, the power distribution control means, in addition to exchanging electric power with the first and second electric motors under the control of the first and second electric motor drive circuits, the secondary battery A power transmission device which is a means for controlling the distribution of power input to and output from the first and second output shafts by controlling the storage of electric power in the secondary battery and the output of electric power from the secondary battery. 5. The power transmission device according to claim 3 or 4, wherein the power distribution control unit controls the first electric motor drive circuit so that the first electric motor drives the first electric motor. Regeneration control means for regenerating electric power according to the sliding rotation generated between the rotor and the second rotor via the first electric motor drive circuit, and the second electric power generating means using at least a part of the regenerated electric power. A power transmission device comprising: a power running control means for power running the second electric motor by an electric motor drive circuit. 6. The power transmission device according to claim 4, wherein the power distribution control means controls the first electric motor drive circuit by using electric power stored in the secondary battery, A power transmission device comprising: first powering control means for powering the electric motor; and second powering control means for controlling the second electric motor drive circuit to power the second electric motor. 7. The power transmission device according to claim 1, wherein the distribution means includes a rotary shaft of the prime mover, a first output shaft, and a rotary shaft of the first electric motor, respectively. When the motive power input / output to / from the shaft connected to the rotary shaft of the prime mover and the shaft connected to the rotary shaft of the first electric motor is determined among the three shafts, A three-axis type power input / output means for determining the power input / output to / from the shaft coupled to the first output shaft based on the determined power, the first and second power control means Is a first electric motor drive circuit capable of exchanging electric power in at least one direction with the first electric motor, and a second electric circuit capable of exchanging electric power in at least one direction with the second electric motor. And controlling the first and second electric motor drive circuits The power transmission device is that a power distribution control means for controlling distribution of power input to and output from said first and second output shaft. 8. The power transmission device according to claim 7, wherein the first or second electric motor drive circuit can store at least a part of electric power regenerated with the first or second electric motor. A secondary battery, the power distribution control means, in addition to exchanging electric power with the first and second electric motors under the control of the first and second electric motor drive circuits, the secondary battery A power transmission device that is a means for controlling the distribution of power input to and output from the first and second output shafts by controlling the storage of power in the secondary battery and the output of power from the secondary battery. 9. The power transmission device according to claim 7 or 8, wherein the power distribution control means controls the first electric motor drive circuit to input / output to / from a rotary shaft of the prime mover. Regeneration control means for regenerating electric power according to the difference between the motive power and the motive power input / output to / from the first output shaft from the first electric motor via the first electric motor drive circuit, and the regenerated electric power. A power transmission device comprising: a power running control unit that power-runs the second electric motor by the second electric motor drive circuit using at least a part thereof. 10. The power transmission device according to claim 8, wherein the power distribution control means controls the first electric motor drive circuit by using electric power stored in the secondary battery, A power transmission device comprising: first powering control means for powering the electric motor; and second powering control means for controlling the second electric motor drive circuit to power the second electric motor. 11. A mechanical energy output from a prime mover is transmitted to a first electric motor via a rotary shaft, and a part of the mechanical energy transmitted by using the first electric motor is converted into electrical energy. Converted and taken out, outputting the remaining mechanical energy to the first output shaft, and driving the second electric motor by using at least a part of the electric energy taken out from the first electric motor, Outputting to a second output shaft different from the first output shaft, controlling distribution of the mechanical energy transmitted in the first electric motor and the extracted electrical energy to the first and second output shafts. A power transmission device that adjusts the power output to the second output shaft to a predetermined magnitude. 12. The power transmission device according to claim 1, wherein the power output to the first output shaft and the power output to the second output shaft. The power transmission device, which is a means for performing control using the power distribution determined by the distribution determining means as a target value. 13. The power transmission device according to claim 2, wherein the prime mover is operated in a desired operating range by controlling the power of the first electric motor via the first power control means. And a distribution determining means for determining distribution of the power output to the first output shaft and the power output to the second output shaft, and the third power control means. Is a means for controlling the power distribution determined by the distribution determining means with respect to the first output shaft as a target value, and the second power control means is configured by the distribution determining means for the second output shaft. Is a means for performing control using the power distribution determined for the target value as a target value. 14. The power transmission device according to claim 13, wherein the first electric motor includes a first rotor mechanically coupled to a rotation shaft of the prime mover, and the first rotor electromagnetically. A second rotor coupled to and rotatable relative to the first rotor, wherein the second rotor is mechanically coupled to the first output shaft, A power transmission device that constitutes the distribution means. 15. The power transmission device according to claim 13, wherein the distributing means is coupled to a rotary shaft of the prime mover, the first output shaft, and a rotary shaft of the first electric motor, respectively. When the power input / output to / from the shaft connected to the rotary shaft of the prime mover and the shaft connected to the rotary shaft of the first electric motor is determined among the three shafts, the power is determined. A power transmission device which is a three-axis power input / output unit in which the power input / output to / from the shaft coupled to the first output shaft is determined based on the power. 16. The power transmission device according to claim 1, wherein the electric motor interacts with a rotating magnetic field formed by polyphase alternating current and a magnetic field generated by a permanent magnet. A power transmission device that is a rotating synchronous motor. 17. A four-wheel drive vehicle for independently transmitting power to a first axle and a second axle of the vehicle, comprising a rotary shaft from which power is taken out, and a prime mover for rotating the rotary shaft, A first electric motor associated with the rotation of the rotary shaft; a power input to the rotary shaft; a power input / output in a mechanical form to the first axle; and an electric power supplied to the first electric motor. Distribution means for controlling distribution of power input and output in a general form under the condition that the total sum of input and output is balanced; a second electric motor coupled to the second axle; First power control means for controlling the power input / output to / from the electric motor in an electrical form to vary the operating state of the first electric motor and control the distribution of the power in the distribution means; In and out of the first electric motor in electrical form by the first power control means. A four-wheel drive vehicle comprising: a second power control unit that controls the operation of the second electric motor based on the applied power to control the power output to the second axle. 18. The four-wheel drive vehicle according to claim 17, wherein a third electric motor coupled to the first axle and an operation of the third electric motor are controlled so that the distribution means can drive the machine. Four-wheel drive vehicle including third power control means for applying power input / output by a third electric motor to the first axle through which power is input / output in a physical form. 19. The four-wheel drive vehicle according to claim 17 or 18, wherein the first electric motor includes a first rotor mechanically coupled to an output shaft of the prime mover, and the first rotor. A second rotor that is electromagnetically coupled to the rotor and can rotate relative to the first rotor, and the second rotor is mechanically coupled to the first axle. Which constitutes the distribution means, and the first and second power control means control electromagnetic coupling between the first and second rotors of the first electric motor by means of multi-phase alternating current. The first
A first electric motor drive circuit capable of exchanging electric power in at least one direction with the electric motor, and a second electric motor drive circuit capable of exchanging electric power in at least one direction with the second electric motor. A power distribution control means for controlling the first and second electric motor drive circuits to output the power of the prime mover to the first and second output shafts in a predetermined distribution. Wheel drive vehicle. 20. The four-wheel drive vehicle according to claim 19, wherein at least a part of electric power regenerated between the first or second electric motor drive circuit and the first or second electric motor is stored. A secondary battery capable of controlling the power distribution control means, the power distribution control means, in addition to exchanging electric power with the first and second electric motors under the control of the first and second electric motor drive circuits, A four-wheel drive vehicle that is a means for controlling the distribution of power output to the first and second output shafts by controlling the storage of power in the battery and the output of power from the secondary battery. 21. The four-wheel drive vehicle according to claim 19 or 20, wherein the power distribution control means controls the first electric motor drive circuit so that the first electric motor drives the first electric motor. Regenerative control means for regenerating electric power according to the sliding rotation generated between the rotor and the second rotor via the first electric motor drive circuit, and the second electric power generating means using at least a part of the regenerated electric power. A four-wheel drive vehicle comprising: a power running control unit that power-runs the second electric motor by the electric motor drive circuit. 22. The four-wheel drive vehicle according to claim 19 or 20, wherein the power distribution control means controls the second electric motor drive circuit to rotate by the rotation of the second axle. Regenerative control means for regenerating electric power from the second electric motor, and power running control means for powering the first electric motor by the first electric motor drive circuit using at least a part of the regenerated electric power. Four-wheel drive vehicle. 23. The four-wheel drive vehicle according to claim 20, wherein the power distribution control means controls the first electric motor drive circuit so that the first electric motor drives the first rotor and the first rotor. A second regenerative control circuit that regenerates electric power according to the sliding rotation generated between the second rotor and the second rotor through the first electric motor drive circuit, and the second electric motor drive circuit to control the second electric motor. A second regeneration control means for regenerating electric power from the second electric motor rotated by rotation of the axle of the four-wheel drive vehicle for accumulating at least a part of the regenerated electric power in the secondary battery. . 24. The four-wheel drive vehicle according to claim 20, wherein the power distribution control means controls the first electric motor drive circuit by using electric power stored in the secondary battery, A four-wheel drive vehicle comprising: first powering control means for powering the first electric motor; and second powering control means for controlling the second electric motor drive circuit to power the second electric motor. 25. The four-wheel drive vehicle according to claim 17 or 18, wherein the distributing means includes a rotary shaft of the prime mover, the first axle, and a rotary shaft of the first electric motor, respectively. When the motive power input / output to / from the shaft connected to the rotary shaft of the prime mover and the shaft connected to the rotary shaft of the first electric motor is determined among the three shafts, It is a three-axis type power input / output unit in which the power input / output to / from the shaft coupled to the first axle is determined based on the determined power, wherein the first and second power control units are A first electric motor drive circuit capable of exchanging electric power in at least one direction with the first electric motor, and a second electric circuit capable of exchanging electric power in at least one direction with the second electric motor. An electric motor drive circuit, controlling the first and second electric motor drive circuits , Four-wheel-drive vehicle is one with a power distribution control means for controlling distribution of power input to and output from said first and second axles. 26. The four-wheel drive vehicle according to claim 25, wherein at least a part of electric power regenerated between the first or second electric motor drive circuit and the first or second electric motor is stored. A secondary battery capable of controlling the power distribution control means, the power distribution control means, in addition to exchanging electric power with the first and second electric motors under the control of the first and second electric motor drive circuits, A four-wheel drive vehicle that is a means for controlling the distribution of power output to the first and second axles by controlling the storage of power in a battery and the output of power from the secondary battery. 27. The four-wheel drive vehicle according to claim 25 or 26, wherein the power distribution control means controls the first electric motor drive circuit to input / output to / from a rotary shaft of the prime mover. Regenerative control means for regenerating electric power according to the difference between the motive power and the motive power input / output to / from the first axle from the first electric motor via the first electric motor drive circuit, and the regenerated electric power. A four-wheel drive vehicle comprising: a power running control unit that power-runs the second electric motor by the second electric motor drive circuit using at least a part thereof. 28. The four-wheel drive vehicle according to claim 25 or claim 26, wherein the power distribution control means controls the second electric motor drive circuit to rotate the second axle. Regenerative control means for regenerating electric power from the second electric motor, and power running control means for powering the first electric motor by the first electric motor drive circuit using at least a part of the regenerated electric power. Four-wheel drive vehicle. 29. The four-wheel drive vehicle according to claim 26, wherein the power distribution control unit controls the first electric motor drive circuit to input and output power to and from a rotating shaft of the prime mover. A first regeneration control unit that regenerates electric power according to a difference between the power input and output to and from the first axle from the first electric motor via the first electric motor drive circuit; and the second electric motor drive. Second regenerative control means for controlling a circuit to regenerate electric power from the second electric motor rotated by rotation of the second axle, and at least a part of the regenerated electric power is supplied to the second electric motor. A four-wheel drive vehicle that stores in the next battery. 30. The four-wheel drive vehicle according to claim 26, wherein the power distribution control means controls the first electric motor drive circuit by using electric power accumulated in the secondary battery, A four-wheel drive vehicle comprising: first powering control means for powering the first electric motor; and second powering control means for controlling the second electric motor drive circuit to power the second electric motor. 31. Mechanical energy output from a prime mover is transmitted to a first electric motor via a rotary shaft, and a part of the transmitted mechanical energy is converted into electric energy in the first electric motor. And output the remaining mechanical energy to the first axle,
The mechanical energy transmitted by the first electric motor is driven by driving the second electric motor using at least a part of the electric energy extracted from the first electric motor, and outputs the second electric motor to the second axle. A four-wheel drive vehicle that controls the distribution of the electric energy that is taken out and the electric energy that is taken out to adjust the power output to the first and second axles to a predetermined magnitude. 32. The four-wheel drive vehicle according to claim 17, wherein the power output to the first axle and the power output to the second axle are provided. A four-wheel drive vehicle, comprising a distribution determining means for determining distribution, wherein the first power control means is a means for performing control using the power distribution determined by the distribution determining means as a target value. 33. The four-wheel drive vehicle according to claim 18, wherein the power of the first electric motor is controlled via the first power control means to keep the prime mover within a desired operating range. The third power control means is provided with a prime mover driving means for driving, a distribution determining means for determining distribution of power output to the first axle and power output to the second axle. , The means for performing control with the power distribution determined by the distribution determining means for the first axle as a target value, and the second power control means being determined for the second axle by the distribution determining means. A four-wheel drive vehicle having means for controlling the power distribution as a target value. 34. The four-wheel drive vehicle according to claim 33, wherein the first electric motor includes a first rotor mechanically coupled to a rotation shaft of the prime mover, and the first rotor and the electromagnetic rotor. A second rotor coupled to the first rotor and capable of rotating relative to the first rotor, the second rotor being mechanically coupled to the first axle, A four-wheel drive vehicle that constitutes the distribution means. 35. The four-wheel drive vehicle according to claim 33, wherein the distributor is respectively coupled to a rotary shaft of the prime mover, the first axle, and a rotary shaft of the first electric motor. When the power input / output to / from the shaft connected to the rotary shaft of the prime mover and the shaft connected to the rotary shaft of the first electric motor is determined among the three shafts, the power is determined. A four-wheel drive vehicle that is a three-axis power input / output unit in which the power input / output to / from the shaft coupled to the first axle is determined based on the power. 36. A four-wheel drive vehicle including a power transmission device for transmitting the power of a prime mover to a first axle of a vehicle and a second axle not mechanically directly coupled to the first axle. A prime mover having a rotary shaft for outputting power, rotating the rotary shaft, and a first rotor mechanically coupled to the rotary shaft of the prime mover;
A second rotor that is electromagnetically coupled to the first rotor and can rotate relative to the first rotor;
A first motor in which the first axle is mechanically coupled to the rotor of the first electric motor, and electromagnetic coupling between the first and second rotors in the first electric motor is controlled by a polyphase alternating current, First
A first electric motor drive circuit capable of exchanging electric power in at least one direction with the electric motor, a third rotor mechanically coupled to another rotating shaft of the prime mover, and the third rotor and the electromagnetic wave. And a fourth rotor that is coupled to the third rotor and is rotatable relative to the third rotor,
A second electric motor in which the second axle is mechanically coupled to the fourth rotor; and electromagnetic coupling between the first and second rotors in the first electric motor is controlled by polyphase alternating current. The second
A second electric motor drive circuit capable of exchanging electric power in at least one direction with the electric motor, and controlling the first and second electric motor drive circuits to distribute the power of the prime mover in a predetermined distribution. A four-wheel drive vehicle comprising: a power distribution control means for outputting to first and second axles. 37. The four-wheel drive vehicle according to claim 36, wherein at least a part of electric power regenerated between the first or second electric motor drive circuit and the first or second electric motor is stored. A rechargeable battery capable of controlling the power distribution by the first and second electric motor drive circuits.
A four-wheel drive vehicle provided with a secondary battery control means for controlling storage of electric power in the secondary battery and / or output of electric power from the secondary battery. 38. A four-wheel drive vehicle comprising a power transmission device for transmitting the power of a prime mover to a first axle and a second axle of the vehicle, the vehicle having a rotary shaft from which power is output, A prime mover for rotating the shaft, and a first rotor mechanically coupled to the rotary shaft of the prime mover,
A second rotor that is electromagnetically coupled to the first rotor and can rotate relative to the first rotor;
A first motor in which the first axle is mechanically coupled to the rotor of the first electric motor, and electromagnetic coupling between the first and second rotors in the first electric motor is controlled by a polyphase alternating current, First
A first motor drive circuit capable of exchanging electric power in at least one direction with the second motor, and a second axle that is mechanically not directly coupled to the second axle. A second electric motor drive circuit capable of exchanging electric power in at least one direction between the electric motor and the second electric motor; and controlling the first and second electric motor drive circuits to control the first and second electric motors. And / or a four-wheel drive vehicle including a braking force control unit that applies a braking torque to the second axle. 39. A rotating shaft to which the power of the prime mover is transmitted is provided, and the power from the prime mover input from the rotary shaft is used as a reference to input and output to and from a first output shaft to which the first prime mover is coupled. A method for controlling distribution of power and power to be input to and output from a second output shaft different from the first output shaft by coupling a second electric motor, the power being input to the rotary shaft. , The distribution of the power input / output to / from the first output shaft in a mechanical form and the power input / output to / from the first electric motor in an electrical form is under the condition that the total of the input and output is balanced. Distributing means to be controlled below is prepared, the power input / output to / from the first electric motor in an electrical form is controlled, and the operating state of the first electric motor is changed, so that the power of the power in the distributing means is changed. The distribution is controlled, and the first electric motor is electrically operated according to the operation of the distribution means. A power distribution method for controlling the operation of the second electric motor based on the power input and output in a form to control the power output to the second output shaft. 40. A power having a rotary shaft for transmitting the power of a prime mover, and inputting / outputting to / from a first axle to which the first prime mover is coupled, with reference to power from the prime mover inputted from the rotary shaft. And a second electric motor, which is a four-wheel drive method for controlling distribution of power input to and output from a second axle different from the first axle, the power being input to the rotary shaft. Under the condition that the total of the input and output balances the distribution of the power input and output in mechanical form to the first axle and the power input and output in electrical form to the first electric motor. The distribution means controlled by the above is prepared, and the power input / output to / from the first electric motor in an electrical form is controlled to change the operating state of the first electric motor, thereby distributing the power in the distribution means. To control the electric current to the first electric motor according to the operation of the distribution means. A four-wheel drive method for controlling the operation of the second electric motor based on the power input / output in a form to control the power input / output to / from the second axle.