JPH1081148A - Power output device - Google Patents

Abstract

(57) [Problem] To provide a small and energy efficient power output device. A power output device includes: an engine;
A clutch motor 3 having a planetary gear 20 attached to a crankshaft 56 of an engine 50, an inner rotor 32 connected to a sun gear shaft 25 of the planetary gear 20, and an outer rotor 33 connected to the drive shaft 12.
0, an assist motor 40 attached to a ring gear shaft 26 coupled to the drive shaft 12, and both motors 30, 40.
And a control device 80 for controlling the driving of the controller. Engine 50
The power output from the control unit 80 is controlled by the
By controlling 0, 40, a part of the torque is mechanically converted through the planetary gear 20 and the drive shaft 1 is controlled.
2 is output. The remaining power is output to the drive shaft 12 via the electromagnetic energy form by both motors 30 and 40.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a power output device, and more particularly, to a power output device for outputting power to a drive shaft.

[0002]

2. Description of the Related Art Conventionally, as a power output device of this type,
There has been proposed a device mounted on a vehicle, which electromagnetically couples a drive shaft with an electric motor and an output shaft of a prime mover with an electromagnetic coupling to transmit power output from the prime mover to the drive shaft. (For example, see JP-A-53-1338).
No. 14). In this power output device, the vehicle starts running by an electric motor, and when the number of revolutions of the electric motor reaches a predetermined number of revolutions, an exciting current is applied to an electromagnetic coupling to crank the prime mover and supply fuel to the prime mover and spark ignition. To start the prime mover. After the prime mover is started, the power output from the prime mover is transmitted to the drive shaft by electromagnetic coupling of the electromagnetic coupling to drive the vehicle. The electric motor is driven when the power required for the drive shaft is insufficient with the power transmitted to the drive shaft by the electromagnetic coupling, and makes up for this shortfall. When transmitting power to the drive shaft, the electromagnetic coupling regenerates electric power according to slippage of the electromagnetic coupling. The regenerated electric power is stored in a battery as electric power used at the start of traveling, or is used as power for an electric motor that compensates for a shortage of power of a drive shaft.

[0003]

However, in such a power output device, there is a problem in that the size of the electromagnetic coupling increases and the overall size of the device increases. Transmission of the power of the prime mover to the drive shaft by the electromagnetic coupling is performed by applying torque to the drive shaft as a reaction when applying load torque to the prime mover by the electromagnetic coupling. Therefore, the maximum value of the electromagnetic coupling force of the electromagnetic coupling is equal to or greater than the maximum torque output from the prime mover, and the size of the electromagnetic coupling,
Eventually, the size of the power output device increases.

Further, part of the power output from the prime mover is directly transmitted to the drive shaft by an electromagnetic coupling, and the remainder is extracted as electric energy by the electromagnetic coupling and used as a power source of the motor or a battery. There is a problem that the energy efficiency of the power output device is greatly influenced by the efficiency of the electromagnetic coupling because it is stored. Moreover,
The efficiency of the electromagnetic coupling varies depending on the deviation between the rotation speed of the output shaft of the motor and the rotation speed of the drive shaft (rotational speed difference) and the degree of electromagnetic coupling of the electromagnetic coupling. Therefore, the power output device cannot always be operated at a point with high efficiency, and the energy efficiency of the power output device is reduced.

It is an object of the present invention to solve the above problems and to provide a smaller and more energy efficient power output device.

[0006]

SUMMARY OF THE INVENTION A power output device according to the present invention is a power output device for outputting power to a drive shaft, which is coupled to a motor having an output shaft and the drive shaft. A first rotor, and a second rotor coupled to a rotation shaft different from the drive shaft and the output shaft, the second rotor being rotatable relative to the first rotor; An anti-rotor motor for exchanging power between the drive shaft and the rotating shaft through a mechanical connection and for inputting and outputting electric energy in accordance with a rotational speed difference between the rotors; And three axes respectively coupled to the output shaft and the rotary shaft. When the power input / output to any two of the three axes is determined, the remaining power is determined based on the determined power. Power input / output to one axis is determined 3
The gist of the present invention is to provide shaft type power input / output means.

The power output apparatus of the present invention is connected to a first rotor connected to a drive shaft and a rotation shaft different from the drive shaft and the output shaft, and is rotatable relative to the first rotor. A paired rotor motor having a second rotor exchanges power between a drive shaft and a rotating shaft via an electromagnetic coupling between the two rotors, and performs an electrical operation according to a rotational speed difference between the two rotors. Input and output energy. The three-axis power input / output means has three axes respectively coupled to the drive shaft, the output shaft, and the rotary shaft, and is determined based on the power input / output to any two of the three axes. Power is input / output to the remaining one axis. Here, “power” is one of the forms of energy represented by the number of rotations and torque of the shaft.

According to the power output apparatus of the present invention, the power output to the drive shaft is adjusted by adjusting the power output from the prime mover and the power input to and output from the rotary shaft by the anti-rotor motor. can do.

In the power output device of the present invention,
The three-shaft power input / output unit connects, as the three shafts, a ring gear shaft connecting the drive shaft and the ring gear, a carrier shaft connecting the output shaft and the carrier, and the rotation shaft and the sun gear. It may be a simple planetary gear including a sun gear shaft. In this way, the amount of power output from the prime mover corresponding to 1 / (1 + ρ) times the torque output from the prime mover multiplied by the number of rotations of the drive shaft is reduced by electromagnetic coupling and electric energy. It is possible to output to the drive shaft mechanically without intervention.
Further, the remaining power of the power output from the prime mover is output to the drive shaft by electromagnetic coupling by the anti-rotor motor and is input / output as electrical energy. Therefore, it is possible to make the size smaller than that of the capacity corresponding to the power output from the prime mover. Here, ρ is the number of teeth of the sun gear with respect to the number of teeth of the ring gear in the simple planetary gear.

In the power output apparatus according to the present invention, the three-axis power input / output means includes, as the three axes, a carrier shaft connecting the drive shaft and a carrier, and a ring gear shaft connecting the output shaft and a ring gear. And a sun gear shaft connecting the rotation shaft and the sun gear. In this way, the power corresponding to the power output from the prime mover multiplied by (1−ρ) times the torque output from the prime mover and the number of rotations of the drive shaft is equivalent to electromagnetic coupling or electric energy. It is possible to output to the drive shaft mechanically without intervention. Also,
The remaining power of the power output from the prime mover is output to the drive shaft by electromagnetic coupling by the anti-rotor motor and is input / output as electric energy, so that the anti-rotor motor matches the remaining power. The capacity may be smaller than that of the capacity corresponding to the power output from the prime mover. Note that ρ
Is the number of teeth of the sun gear with respect to the number of teeth of the ring gear in the double pinion planetary gear.

In the power output device of the present invention,
A second motor for exchanging power with the drive shaft or the output shaft, and adjusting a degree of electromagnetic coupling between both rotors of the paired rotor motor in accordance with the power output from the prime mover; The second electric motor controls electric energy input / output to / from the paired rotor motor and transfers at least a part of the electric energy input / output to / from the paired rotor motor when the power is exchanged by the second electric motor. Motor control means for controlling the driving of the second motor so as to be covered by the electric energy input to and output from the second motor.

In the power output device of this aspect, the second electric motor exchanges power with a drive shaft or an output shaft. The motor control means controls electric energy input / output to / from the paired rotor motor by adjusting the degree of electromagnetic coupling between the two rotors of the paired rotor motor in accordance with the power output from the prime mover. The drive control of the second electric motor is performed so that at least a part of the electric energy input / output to / from the rotor electric motor is covered by the electric energy input / output to / from the second electric motor when the power is exchanged by the second electric motor. In this case, the power output from the prime mover can be converted into a desired power and output to the drive shaft.

In the power output device including the second electric motor and the electric motor control means, the target power setting means for setting a target power to be output to the drive shaft based on an instruction of an operator; And a motor operation control means for controlling the operation of the motor so that energy corresponding to the target power set by the above is output from the motor.

In the power output apparatus according to this aspect, the target power setting means sets the target power to be output to the drive shaft based on an instruction from the operator. The motor operation control means controls the operation of the motor so that energy corresponding to the target power set by the target power setting means is output from the motor. In this case, the power based on the operator's instruction can be output to the drive shaft.

In a power output apparatus including a second electric motor and electric motor control means, the drive shaft, the output shaft, and the rotary shaft are all coaxial, and the driving motor, the second electric motor, The three-axis power input / output means and the paired rotor motor may be arranged in this order.

By doing so, even if the second electric motor is larger than the counter-rotor electric motor, the second electric motor is arranged on the prime mover side, so that the entire apparatus can be integrated. It can be easily installed in a limited space.

[0017]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples. FIG. 1 is a configuration diagram showing a schematic configuration of a power output device 10 as a first embodiment of the present invention.
FIG. 2 is a configuration diagram showing a schematic configuration of a vehicle incorporating the power output device 10 of FIG. 1. For convenience of explanation, the overall configuration of the vehicle will be described first with reference to FIG.

As shown in FIG. 2, this vehicle is provided with a gasoline engine driven by gasoline as an engine 50 as a power source. This engine 50
Sucks a mixture of air sucked from an intake system through a throttle valve 66 and gasoline injected from a fuel injection valve 51 into a combustion chamber 52, and cranks the movement of a piston 54 depressed by the explosion of the mixture. Shaft 56
To the rotational motion of Here, the throttle valve 66
Are driven to open and close by an actuator 68. The ignition plug 62 is connected between the igniter 58 and the distributor 60.
An electric spark is formed by the high voltage guided through the air-fuel mixture, and the air-fuel mixture is ignited by the electric spark and explosively burns.

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

The crankshaft 56 of the engine 50 has a planetary gear 20, a clutch motor 30
The drive shaft 12 is connected via an assist motor 40. The drive shaft 12 includes a differential gear 14
, And the torque from the power output device 10 is finally transmitted to the left and right drive wheels 16, 18. The clutch motor 30 and the assist motor 40 are controlled by the control device 80. Although the configuration of the control device 80 will be described in detail later, a control CPU is provided therein, and the shift position sensor 8 provided on the shift lever 82 is provided.
4 and an accelerator pedal position sensor 65 provided on the accelerator pedal 64 are also connected. The control device 80 communicates with the above-described EFIECU 70 by
We exchange various information. Control including the exchange of such information will be described later.

As shown in FIG. 1, the power output device 10 comprises:
In general terms, the engine 50, a planetary gear 20 in which a planetary carrier 24 is mechanically connected to a crankshaft 56 of the engine 50, a clutch motor 30 connected to a sun gear 21 and a ring gear 22 of the planetary gear 20, and a ring gear 22 of the planetary gear 20. Motor 40, clutch motor 30 and assist motor 4 attached to hollow ring gear shaft 26
The control device 80 is configured to control the driving of the zero.

The planetary gear 20 includes a sun gear 21 and
A ring gear 22, a plurality of planetary pinion gears 23 disposed between the sun gear 21 and the ring gear 22 and revolving around the sun gear 21 while rotating around the sun gear 21, and a planetary carrier 24 that supports the rotating shaft of each planetary pinion gear 23. ing. A sun gear shaft 25, which is a rotation shaft of an inner rotor 32 of the clutch motor 30, is connected to the sun gear 21. The drive shaft 12 to which the outer rotor 33 of the clutch motor 30 is coupled, and the ring gear shaft 26 of a hollow shaft to which the assist motor 40 is rotatably penetrated through the crankshaft 56 and to which the assist motor 40 is attached are coupled to the ring gear 22. I have. The planetary carrier 24 is connected to a crankshaft 56 which is an output shaft of the engine 50. In this planetary gear 20, a sun gear shaft 2 coupled to a sun gear 21, a ring gear 22, and a planetary carrier 24, respectively.
5, three axes of the drive shaft 12 and the crankshaft 56 are input / output axes of power, and when the power input / output to any two of the three axes is determined, the power is input / output to the remaining one axis. The power is determined based on the power input to and output from the determined two axes. The details of input and output of power to the three shafts of the planetary gear 20 will be described later.

As shown in FIG. 1, the clutch motor 30 is attached to the sun gear shaft 25 and has a permanent magnet 3 on its outer peripheral surface.
5 and an outer rotor 33 connected to the ring gear 22 and having a three-phase coil 34 wound around a slot to constitute a synchronous motor. The power to the three-phase coil 34 is supplied via a slip ring 38. Portions of the outer rotor 33 where slots and teeth for the three-phase coil 34 are formed are formed by laminating thin non-oriented electromagnetic steel sheets. The clutch motor 30 includes an outer rotor 33.
Is provided with a resolver 37 for detecting the rotation angle θc of the inner rotor 32 with respect to. The resolver 37 is connected to a control device 80 via a slip ring 39 attached to the drive shaft 12.

The assist motor 40 includes a ring gear shaft 26
, And a stator 43 in which a three-phase coil 44 is wound around a slot and fixed to a case 49 to form a synchronous motor. Similarly to the outer rotor 33 of the clutch motor 30, the portion forming the slots and teeth for the three-phase coil 44 is formed by laminating non-oriented electromagnetic steel sheets. Further, a plurality of permanent magnets 45 are provided on the outer peripheral surface of the rotor 42. Assist motor 4
0, the magnetic field generated by the permanent magnet 45 and the three-phase coil 44
The rotor 42 rotates due to the interaction with the magnetic field formed by. The assist motor 40 is provided with a resolver 47 for detecting the rotation angle θa of the rotor 42.

The assist motor 40 is constructed as a normal permanent magnet type three-phase synchronous motor. The clutch motor 30 rotates both the inner rotor 32 having the permanent magnet 35 and the outer rotor 33 having the three-phase coil 34. It is configured to be. Thus, the details of the configuration of the clutch motor 30 will be further described. Inner rotor 3
In this embodiment, four permanent magnets 35 are provided on the inner rotor 32 and are attached to the outer peripheral surface of the inner rotor 32. The magnetization direction is a direction toward the axial center of the clutch motor 30, and the direction of the magnetic pole is reversed every other direction. The three-phase coil 34 of the outer rotor 33 facing the permanent magnet 35 with a slight gap is wound around a total of 24 slots (not shown) provided in the outer rotor 33. To form a magnetic flux passing through the teeth separating the two. When a three-phase alternating current flows through each coil, this magnetic field rotates. Each of the three-phase coils 34 is connected to receive power from a slip ring 38 attached to the drive shaft 12. The slip ring 38 includes a ring attached to the drive shaft 12 and a brush fixed to the case 49.

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 34 provided on the outer rotor 33 causes the inner rotor 3 to rotate.
2 and the outer rotor 33 exhibit various behaviors. Normally, the frequency of the three-phase alternating current flowing through the three-phase coil 34 is the frequency of the deviation between the rotation speed of the inner rotor 32 connected to the sun gear shaft 25 and the rotation speed of the outer rotor 33 connected to the ring gear shaft 26 and the drive shaft 12. And As a result, slippage occurs in both rotations. Details of the control of the clutch motor 30 and the assist motor 40 will be described later with reference to a flowchart.

Next, a control device 80 for driving and controlling the clutch motor 30 and the assist motor 40 will be described. The control device 80 includes a first drive circuit 91 for driving the clutch motor 30, a second drive circuit 92 for driving the assist motor 40, a control CPU 90 for controlling both the drive circuits 91 and 92, and a battery 94 as a secondary battery. It is composed of The control CPU 90 is a one-chip microprocessor, and internally includes a work RAM 90a, a ROM 90b storing a processing program, an input / output port (not shown), and a serial communication port (not shown) for communicating with the EFIECU 70. . This control CPU 90
Are the rotation angle θc of the clutch motor 30 from the resolver 37, the rotation angle θa of the assist motor 40 from the resolver 47, and the accelerator pedal position from the accelerator pedal position sensor 65 (the amount of depression of the accelerator pedal).
AP, the shift position SP from the shift position sensor 84, and the clutch current values Iuc, Iv from the two current detectors 95, 96 provided in the first drive circuit 91.
c, two current detectors 9 provided in the second drive circuit
The assist current values Iua and Iva from the remaining capacity 7 and 98, the remaining capacity BRM from the remaining capacity detector 99 for detecting the remaining capacity of the battery 94, and the like are input via the input port. The remaining capacity detector 99 detects the remaining capacity by measuring the specific gravity of the electrolyte of the battery 94 or the total weight of the battery 94, or calculates the current value and time of charging / discharging to determine the remaining capacity. There are known ones that detect the remaining capacity by instantaneously shorting the terminals of the battery, flowing a current and measuring the internal resistance.

A control signal SW for driving six transistors Tr1 to Tr6, which are switching elements provided in the first drive circuit 91, is provided from the control CPU 90.
1 and six transistors Tr11 to Tr16 as switching elements provided in the second drive circuit 92.
Is output. Six transistors Tr1 to Tr in the first drive circuit 91
Numeral 6 designates a transistor inverter, which is arranged in pairs each of which serves as a source side and a sink side with respect to a pair of power supply lines L1 and L2. Each of the coils (UVW) 34 is connected via a slip ring 38.
The power supply lines L1 and L2 are connected to the positive side and the negative side of the battery 94, respectively.
90, the ratio of the on-time of the transistors Tr1 to Tr6 forming a pair is sequentially controlled by the control signal SW1, and the current flowing through each coil 34 is converted into a pseudo sine wave by PWM control. 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 each arranged in the same manner as the first drive circuit 91, and form a pair of transistors. The connection point is connected to each of the three-phase coils 44 of the assist motor 40. Therefore, when the on time of the pair of transistors Tr11 to Tr16 is sequentially controlled by the control CPU 90 by the control signal SW2, and the current flowing through each coil 44 is set to a pseudo sine wave by PWM control, the three-phase coil 44 A magnetic field is formed.

Next, the power output device 10 thus configured
Will be described. The operation principle of the power output device 10, particularly the principle of torque conversion, is as follows. The engine 50 is operated at an operation point P1 of the rotation speed Ne and the torque Te, and the energy Pe output from the engine 50 is obtained.
But with the same energy but different rotational speed Nd and torque T
The case where the drive shaft 12 is operated at the operation point P2 of d, that is, the case where the power output from the engine 50 is torque-converted and applied to the drive shaft 12 will be considered. FIG. 3 shows the relationship between the rotation speed and torque of the engine 50 and the drive shaft 12 at this time.

The three axes of the planetary gear 20 (the sun gear 21)
The relationship between the rotational speed and the torque of the sun gear shaft 25 connected to the ring gear 26, the ring gear shaft 26 connected to the ring gear 22 or the crankshaft 56 connected to the drive shaft 12 and the planetary carrier 24) is determined according to the teaching of mechanics. , Can be represented as a diagram called a collinear diagram illustrated in FIGS. 4 and 5, and can be solved geometrically.
The relationship between the rotation speed and the torque of the three axes in the planetary gear 20 can be mathematically analyzed by calculating the energy of each axis without using the above-mentioned alignment chart. In this embodiment, a description will be given using a collinear chart for ease of description.

In FIG. 4, the vertical axis is the three rotation speed axes, and the horizontal axis is the ratio of the positions of the three coordinate axes. That is, the sun gear shaft 25 and the ring gear shaft 26 (the drive shaft 12)
When the coordinate axes S and R are taken at both ends, the coordinate axis C of the planetary carrier 24 (crankshaft 56) is determined as an axis that internally divides the axes S and R into 1: ρ. here,
ρ is a ratio of the number of teeth of the sun gear 21 to the number of teeth of the ring gear 22, and is represented by the following equation (1).

[0033]

(Equation 1)

Now, it is assumed that the engine 50 is operating at the rotation speed Ne and the drive shaft 12 is operating at the rotation speed Nd.
Coordinate axis C of the planetary carrier 24 to which
The rotation speed Ne of the engine 50 can be plotted on the coordinate axis R of the ring gear shaft 26 to which the drive shaft 12 is coupled. If you draw a straight line passing through these two points,
The rotation speed Ns of the sun gear shaft 25 can be obtained as the rotation speed represented by the intersection of the straight line and the coordinate axis S. Hereinafter, this straight line is referred to as an operation collinear line. The rotation speed Ns is
The rotation speed Ne and the rotation speed Nd can be calculated by a proportional calculation formula (formula (2)). As described above, in the planetary gear 20, when any two rotations of the sun gear 21, the ring gear 22, and the planetary carrier 24 are determined, the remaining one rotation is determined based on the determined two rotations.

[0035]

(Equation 2)

Next, the engine 50 is placed on the drawn operation collinear line.
Is applied from the bottom to the top in the drawing with the coordinate axis C of the planetary carrier 24 as an action line. At this time, the motion collinear can be treated as a rigid body when a force as a vector is applied to the torque. Therefore, the torque Te applied on the coordinate axis C is applied to different action lines having the same direction but different directions. By the method of force separation, the torque T on the coordinate axis S
es and the torque Ter on the coordinate axis R can be separated. At this time, the magnitudes of the torques Tes and Ter are
It is represented by the following equations (3) and (4).

[0037]

(Equation 3)

In order for the operating collinear to be stable in this state, the forces of the operating collinear need only be balanced, and a torque having the same magnitude as the torque Tes but having the opposite direction acts on the coordinate axis S. On the coordinate axis R, a torque having the same magnitude and the opposite direction may be applied to the resultant force of the torque Ter having the same magnitude as the torque Td to be output to the ring gear shaft 26 and having the opposite direction and the torque Ter. That is, the torque Tc having the same magnitude and opposite direction as the torque Tes is applied to the sun gear shaft 25 by the clutch motor 30 and is output from the assist motor 40 to the ring gear shaft 26 so that the torque Td is output on the coordinate axis R. You only have to adjust the torque.

The clutch motor 30 includes an inner rotor 32 connected to the sun gear shaft 25 and a ring gear shaft 2.
6 and the outer rotor 33 coupled to the drive shaft 12, so that the torque Tc is applied to the sun gear shaft 25.
Is output at the same time, a reverse torque Tc is output to the ring gear shaft 26 as a reaction force. The torque Tc on the coordinate axis R in FIG. 4 is this reaction force. At this time,
The clutch motor 30 has a rotation speed N of the clutch motor 30.
c is the rotation speed of the outer rotor 33 (the rotation speed N of the drive shaft 12).
If d) is expressed as a deviation (Nd-Ns) between the rotation speed of the inner rotor 32 (the rotation speed Ns of the sun gear shaft 25), the torque Tc is output so as to increase the rotation speed Nc. , Torque Tc and rotation speed N
consumes electrical energy (power) represented by the product of c and c. Therefore, the electric power consumed by the clutch motor 30 may be controlled by operating the assist motor 40 as a generator and making use of the electric power regenerated by the assist motor 40. That is, the torque Ta of the assist motor 40 may be calculated by the following equation (5).

[0040]

(Equation 4)

As described above, by setting the torques of the clutch motor 30 and the assist motor 40, the calculation (Ter + Tc + Tc) is applied to the ring gear shaft 26 (drive shaft 12).
The torque Td determined by a) is output. This calculation (Ter + Tc + Ta) can be simply expressed as Te × Ne / Nd by simultaneous equations (2) to (5), and is expressed by the product of the rotational speed Ne output from the engine 50 and the torque Te. Power is the rotation speed Nd and the torque Td
It can be understood that the torque is converted to power and output to the drive shaft 12. A part of the power output from the engine 50 is torque-converted by the planetary gear 20 to a power expressed by a product of a torque Ter represented on the coordinate axis R and a rotation speed Nd, and is output to the drive shaft 12. The torque Tc and the rotation speed Nd by the motor 30
Is converted to a power represented by the product of the following, and is output to the drive shaft 12. Further, the assist motor 40 converts the torque to a power represented by the product of the torque Ta and the rotation speed Nd and outputs the power to the drive shaft 12. . As described above, in the power output device 10 of the embodiment, a part of the power output from the engine 50 is mechanically converted by the planetary gear 20 to a torque. And the clutch motor 3
0 can be made smaller.

In the alignment chart shown in FIG.
Has been described when the rotation speed Nc (Nd-Ns) of the clutch motor 30 is positive. However, depending on the rotation speed Ne of the engine 50 and the rotation speed Nd of the drive shaft 12, the clutch motor 30 is driven as shown in the alignment chart of FIG. The rotation speed Nc may be negative. At this time, since the clutch motor 30 applies the torque Tc in a direction to reduce the absolute value of the rotation speed Nc, the clutch motor 30 operates as a generator, and operates as an electric energy (electric power) represented by a product of the torque Tc and the rotation speed Nc. ) Will be regenerated. On the other hand, the assist motor 40 is
Since the rotation speed Nc of 0 becomes a negative value, the torque Ta is applied in the same direction as the rotation of the ring gear shaft 26, and the motor operates as an electric motor and consumes electric power regenerated by the clutch motor 30. Also in this case, the ring gear shaft 2
6 (drive shaft 12) is calculated (T
er + Tc + Ta), the power represented by the product of the rotational speed Ne and the torque Te output from the engine 50 is converted to the power represented by the product of the rotational speed Nd and the torque Td, and output to the drive shaft 12. I understand.

In the above operation, the power conversion efficiency of the planetary gear 20, the clutch motor 30, the assist motor 40, the transistors Tr1 to Tr16 and the like is set to the value of 1.
(100%). Actually, since the value is less than 1, the energy Pe output from the engine 50 is set to a value slightly larger than the energy Pd output to the drive shaft 12, or conversely, the energy Pd output to the drive shaft 12 is It is necessary to set a value slightly smaller than the output energy Pe. For example, the energy Pe output from the engine 50 is converted into the energy Pd output to the drive shaft 12.
May be multiplied by the reciprocal of the conversion efficiency.
The left side of the equation (4) for calculating the torque Tc of the clutch motor 30 is obtained by multiplying the efficiency Kc of the clutch motor 30 by multiplication. The right side of the equation (5) for calculating the torque Ta of the assist motor 40 is May be multiplied by the efficiency Ka. In addition, the planetary gear 20
In this case, energy is lost as heat due to mechanical friction or the like, but the efficiency is extremely close to the value 1 as compared with the efficiency of the clutch motor 30 or the assist motor 40. Further, the efficiency of the synchronous motor used for the clutch motor 30 and the assist motor 40 is close to the value 1. Further, it is known that the on-resistance of the transistors Tr1 to Tr16 is extremely small such as GTO. Therefore, since the power conversion efficiency is close to the value 1, in the following description, for ease of explanation,
Treated as value 1 (100%) unless explicitly stated. Note that such handling is the same for the second and subsequent embodiments described later.

The basic operation of the power output device 10 has been described above. In addition to the operation of converting all of the power output from the engine 50 into torque and outputting it to the drive shaft 12, the output from the engine 50 is also provided. An operation of adding the electric energy stored in the battery 94 to the power and outputting the power to the drive shaft 12, or an operation of storing a part of the power output from the engine 50 as electric energy in the battery 94 can be performed. Such charging and discharging of the battery 94
This can be easily performed by making the torque Ta of the assist motor 40 larger or smaller than the value calculated by the above equation (5).

Hereinafter, the basics of such torque conversion will be described based on a torque control routine illustrated in FIG.
When the torque control routine is executed, control CPU 90 of control device 80 first performs a process of reading rotation speed Nd of drive shaft 12 (step S100). Since the rotation speed Nd of the drive shaft 12 is the same as the rotation speed of the ring gear shaft 26,
It can be obtained from the rotation angle θa of the assist motor 40 detected by the resolver 47 provided in the assist motor 40. Next, a process of inputting the rotation speed Nc of the clutch motor 30 is performed (step S102). The rotation speed Nc of the clutch motor 30 can be obtained from the rotation angle θc of the clutch motor 30 detected by the resolver 37 provided in the clutch motor 30.

Next, the accelerator pedal position sensor 6
The user inputs the accelerator pedal position AP detected by step 5 (step S104). 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 determined by the output torque desired by the driver (ie,
This corresponds to the torque to be output to the drive shaft 12). Then, the read accelerator pedal position A
A process of deriving a target value (hereinafter, also referred to as a torque command value) Td * of the output torque corresponding to P is performed (step S1).
06). In the embodiment, each accelerator pedal position AP
The corresponding output torque command value Td * is preset and stored as a map in the ROM 90b. When the accelerator pedal position AP is input, the accelerator pedal position input with reference to the map stored in the ROM 90b is input. The output torque command value Td * corresponding to the AP is derived.

Next, the derived output torque command value Td
The energy Pd to be output to the drive shaft 12 is calculated from * and the read rotation speed Nd of the drive shaft 12 (Pd = Td *).
× Nd) (Step S10)
8). Then, a process of setting the target torque Te * of the engine 50 and the target rotation speed Ne * of the engine 50 based on the obtained output energy Pd is performed (step S11).
0). Here, assuming that all the energy Pd to be output to the drive shaft 12 is supplied by the engine 50, the energy supplied by the engine 50 is the torque T of the engine 50.
e and the rotational speed Ne, the output energy Pd
And the target torque Te * and the target rotation speed N of the engine 50
The relationship with e * is Pd = Te * × Ne *. But,
The target torque Te of the engine 50 that satisfies the relationship.
*, There are countless combinations of the target rotation speed Ne *. Therefore, in the embodiment, the target torque Te of the engine 50 is set so that the engine 50 operates in a state with the highest possible efficiency.
*, The combination of the target rotation speed Ne * is set.

Subsequently, the torque command value Tc * of the clutch motor 30 and the torque command value Ta * of the assist motor 40 are calculated and set according to the following equations (6) and (7) (steps S112 and S114). . This equation (6)
And equation (7) are similar to equations (4) and (5),
It is determined from the balance of forces in the alignment charts of FIGS.

[0049]

(Equation 5)

Thus, the target torque Te of the engine 50
* And the target rotational speed Ne *, the torque command values Tc * and Ta * of the clutch motor 30 and the assist motor 40 are set, and the clutch motor 3 is set using these set values.
0, each control of the assist motor 40 and the engine 50 is performed (steps S116, S118, S119). In the embodiment, each control is described as a separate step for convenience of illustration, but actually, these controls are performed comprehensively. For example, the control CPU 90 simultaneously executes the control of the clutch motor 30 and the assist motor 40 using the interrupt processing, and communicates with the EFIECU 70
To the engine 5 by the EFIECU 70
The control of 0 is performed at the same time.

The control of the clutch motor 30 (step S116 in FIG. 6) is performed by a clutch motor control routine illustrated in FIG. When this routine is executed,
The control CPU 90 of the control device 80 first performs a process of inputting the rotation angle θc of the clutch motor 30 from the resolver 37 (step S120). Next, the current detector 9
5, 96, the three-phase coil 34 of the clutch motor 30
For detecting the currents Iuc and Ivc flowing in the U-phase and the V-phase (step S122). The current is U, V,
W flows through the three phases, but the sum is zero, so it is sufficient to measure the current flowing through the two phases. Coordinate conversion (three-phase to two-phase conversion) is performed using the three-phase current thus obtained (step S124). The coordinate conversion is to convert d-axis and q-axis current values of a permanent magnet type synchronous motor, and is performed by calculating the following equation (8).

[0052]

(Equation 6)

The reason why the coordinate conversion is performed here is that, in a permanent magnet type synchronous motor, the d-axis and q-axis currents are essential 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.
*, Iqc * and the deviation between the currents Idc, Iqc actually flowing through the respective axes are obtained, and processing is performed to obtain the voltage command values Vdc, Vqc for the respective axes (step S126). That is, the operation of the following equation (9) is performed first, and then the operation of the following equation (10) is performed. Here, Kp1,2 and Ki1,2 are
Each is a coefficient. These coefficients are adjusted to suit the characteristics of the motor to be applied. The voltage command value Vd
c and Vqc are obtained from a portion proportional to the deviation ΔI from the current command value I * (the first term on the right side of the equation (10)) and i cumulative past deviations (the second term on the right side) of the deviation ΔI. Can be

[0054]

(Equation 7)

[0055]

(Equation 8)

Thereafter, the voltage command value thus obtained is subjected to coordinate conversion (two-phase to three-phase conversion) corresponding to the inverse conversion of the conversion performed in step S124 (step S128).
The voltages Vuc, Vvc, which are actually applied to the three-phase coil 34,
A process for obtaining Vwc is performed. Each voltage is given by the following equation (11)
Ask by

[0057]

(Equation 9)

Since the actual voltage control is performed by the on / off time of the transistors Tr1 to Tr6 of the first driving circuit 91, the on / off time of each of the transistors Tr1 to Tr6 is adjusted so that each voltage command value obtained by the equation (11) is obtained. Is subjected to PWM control (step S129).

When the rotational speed Nc of the clutch motor 30 is positive, power running control is performed as an electric motor, and when the rotational speed Nc is negative, regenerative control is performed as a generator. However, both the powering control and the regenerative control of the clutch motor 30 are performed by the permanent magnet 3 attached to the inner rotor 32.
5 and the rotating magnetic field generated by the current flowing through the three-phase coil 34 of the outer rotor 33, the transistors Tr1 to T1 of the first drive circuit 91 act on the inner rotor 32 to apply a torque for rotating the sun gear shaft 25 in the negative direction.
Since r6 is controlled, the same switching control is performed. That is, regardless of whether the control of the clutch motor 30 is the powering control or the regenerative control, the same switching control is performed as long as the direction of the torque Tc is the same. Therefore, both the power running control and the regenerative control of the clutch motor 30 can be performed in the clutch motor control routine of FIG.

Next, control of the assist motor 40 (step S118 in FIG. 6) will be described based on an assist motor control routine illustrated in FIG. When this routine is executed, the control CPU 90 of the control device 80 first executes a process of inputting the rotation angle θa of the assist motor 40 detected by the resolver 47 (step S13)
0) Then, a process of detecting each phase current of the assist motor 40 using the current detectors 97 and 98 is performed (step S132). Thereafter, the same coordinate conversion as that of the clutch motor 30 (step S134) and the voltage command value Vda,
The calculation of Vqa is performed (step S136), and the inverse coordinate transformation of the voltage command value is performed (step S138).
The on / off control time of the transistors Tr11 to Tr16 of the second drive circuit 92 of the assist motor 40 is obtained,
PWM control is performed (step S139). These processes are exactly the same as those performed for the clutch motor 30.

Here, the torque command value Ta * of the assist motor 40 is obtained by the calculation including the rotation speed Nc of the clutch motor 30 and the torque command value Tc * in step S114 of FIG. When the rotational speed Nc is a positive value as shown in the figure, the torque command value Ta * becomes a negative value and regenerative control is performed. When the rotational speed Nc is a negative value as shown in the alignment chart of FIG. The value Ta * becomes a positive value, and power running control is performed. However, assist motor 4
Both the regeneration control and the powering control of 0 can be performed by the assist motor control routine of FIG.

Next, control of the engine 50 (step S119 in FIG. 6) will be described. The engine 50 is shown in FIG.
Target torque Te set in step S110
The torque Te and the rotation speed Ne are controlled so as to be in a steady operation state at the operation point of * and the target rotation speed Ne *. Specifically, EFI is transmitted from the control CPU 90 by communication.
An instruction is transmitted to the ECU 70 to increase or decrease the fuel injection amount from the fuel injection valve 51 or the opening of the throttle valve 66, so that the output torque of the engine 50 becomes the target torque Te * and the rotation speed becomes the target rotation speed Ne *. Adjust gradually.

The power output device 10 of the embodiment may perform the following operation in addition to the operation of converting all of the power output from the engine 50 into a desired power and outputting the torque to the drive shaft 12. it can. Hereinafter, other operations will be briefly described.

Operation involving Charge / Discharge of Battery 94 As described above, this operation is performed by the assist motor 40 set in step S114 of the torque control routine of FIG.
By increasing or decreasing the torque command value Ta *. That is, when the clutch motor 30 is in power running control and the assist motor 40 is under regenerative control,
By increasing or decreasing the torque command value Ta * of the assist motor 40, an excess or deficiency is generated in the power regenerated by the assist motor 40 with respect to the power consumed by the clutch motor 30. 94
Is charged and discharged. Further, when the assist motor 40 is in power running control by the regenerative control of the clutch motor 30, the clutch motor 30 reduces the electric power consumed by the assist motor 40 by increasing or decreasing the torque command value Ta * of the assist motor 40. An excess or deficiency is generated in the regenerated power, and the battery 94 is charged and discharged using the excess or deficient power.

After setting the torque command values Tc * and Ta * for both motors 30 and 40 in steps S112 and S114 of the torque control routine of FIG.
By increasing or decreasing one or both of the target torque Te * of 0 and the target rotation speed Ne *, an operation involving charging of the battery 94 can be performed. That is, by increasing or decreasing the energy output from the engine 50 with respect to the energy to be output to the drive shaft 12, excess or deficiency of the energy is caused, and the battery 94 is charged and discharged with the excess or deficient energy. By such an operation, the battery 94 is charged when the engine 50 has enough power for the power required by the driver, and the battery 9 is charged when the driver requires power that cannot be output from the engine 50.
4 makes it possible to perform an operation to compensate for the energy shortage caused by the discharge from the battery. By combining such charging and discharging operations of the battery 94, it is possible to output more power to the drive shaft 12 than power that can be output from the engine 50.

Operation Using Only Power Output from Assist Motor 40 This operation is performed by outputting torque from assist motor 40 with engine 50 stopped and torque Tc of clutch motor 30 set to a value of zero. Since the ring gear shaft 26 to which the assist motor 40 is attached is connected to the drive shaft 12, the assist motor 40
Is output directly to the drive shaft 12, and the drive shaft 12 is driven to rotate. Planetary gear 20
Means that at least one of the sun gear shaft 25 and the planetary carrier 24 rotates with the rotation of the ring gear shaft 26, but the static friction force and the dynamic friction force of the engine 50 are larger than the static friction force and the dynamic friction force of the clutch motor 30. Therefore, the planetary carrier 24 stops, and the sun gear shaft 25 rotates. In this operation, by changing the direction of the torque output from the assist motor 40, the drive shaft 12 can be reversed (rotation when the vehicle moves backward).

This operation is performed when the drive shaft 12 (ring gear shaft 26) is stopped so that the assist motor 40 is locked so that the drive shaft 12 does not rotate. So that the rotation speed Ns of the clutch motor 30 becomes positive.
This is performed by outputting a torque from. Since the torque output from the clutch motor 30 is output to the crankshaft 56 of the engine 50 via the planetary gear 20, the engine 50 is cranked. The engine 50 can be started by starting the fuel injection control from the fuel injection valve 51 or the ignition control by the spark plug 62 in conjunction with the cranking.

The start operation of the engine 50 in the state where the drive shaft 12 described above is driven only by the power output from the assist motor 40 is performed in this state. This is performed by outputting a torque in a positive direction. The cranking operation of the engine 50 when the torque is output from the clutch motor 30 is as described above. Clutch motor 3
If the torque output from the assist motor 40 is kept constant when the torque is output from 0, a part of the torque output from the assist motor 40 is a reaction force of the torque output from the clutch motor 30 to the crankshaft 56. As a result, the torque output to the drive shaft 12 is reduced, and a torque shock is applied to the drive shaft 12. However, if torque is output from the clutch motor 30 to the crankshaft 56 and the torque output from the assist motor 40 is increased by an amount corresponding to this torque,
Approximately the same torque is output to the drive shaft 12 before and after cranking, and the occurrence of torque shock can be prevented.

According to the power output device 10 of the embodiment described above, the torque output from the engine 50 is converted into the power represented by the desired rotation speed and torque by the planetary gear 20, the clutch motor 30, and the assist motor 40. And output to the drive shaft 12.
Further, a part of the power output from the engine 50 is mechanically converted into torque by the planetary gear 20 to drive the drive shaft 12.
And the remaining power can be converted to torque by the clutch motor 30 and the assist motor 40 via electromagnetic energy and output to the drive shaft 12. The mechanical torque conversion by the planetary gear 20 is extremely efficient because it does not involve electromagnetic energy. Therefore, as compared with the conventional power output device described in the related art, in which all of the power output from the engine 50 is torque-converted through electromagnetic energy using a motor, an electromagnetic coupling, or the like, The energy efficiency of the whole device can be made higher.

Further, according to the power output apparatus 10 of the embodiment, as shown in FIGS.
Is the rotation speed Nc of the drive shaft 12 and the sun gear shaft 2.
5, the rotation speed Nc is set to be larger than the difference between the rotation speed Nd of the drive shaft 12 and the rotation speed Ne of the engine 50 as in the conventional example. be able to. As a result, a low-torque, high-rotation type motor can be employed as the clutch motor 30.
Since the gear ratio of the planetary gear 20 can be adjusted, a more efficient motor can be used.
Can be used as As a result, the energy efficiency of the entire device can be further increased.

Further, according to the power output device 10 of the embodiment, the entire device can be united by arranging the assist motor 40, the planetary gear 20, the clutch motor 30, and the slip ring 38 in this order from the engine 50. it can. The clutch motor 30 is the engine 5
In contrast to outputting the torque of ρ / (1 + ρ) of the torque Te output from 0, the assist motor 40
Drive shaft 1 only with power output from assist motor 40
Therefore, it is necessary to output a large torque because it is necessary to rotationally drive the motor 2. Generally, the output torque of the motor is proportional to the axial length of the rotor and proportional to the square of the rotor diameter, so that the assist motor 40 has a larger diameter than the clutch motor 30. Therefore, by arranging the assist motor 40 near the engine 50 which is larger in size than the motor, the whole device can be made coherent. Power output device 10 as in the embodiment
When mounted on an FR type vehicle, by arranging from the front of the vehicle in the above order from the large engine 50, it can also be mounted on a vehicle equipped with an existing fluid torque converter and transmission. it can. In addition, since the slip ring 38 is disposed at the end of the power output device 10, parts of the slip ring 38 can be replaced or inspected without removing the clutch motor 30, the assist motor 40, and the like.

In the power output apparatus 10 of the embodiment, the drive shaft 12 is arranged coaxially with the crankshaft 56 of the engine 50. However, the drive shaft 12 may be arranged so as to be different from the crankshaft 56. For example, the drive shaft 12 may be disposed at a position parallel to the ring gear shaft 26 by using a gear or a chain belt that is gear-coupled to the ring gear shaft 26, and power may be taken out from the power output device. In this case, it can be easily mounted on an FF type vehicle.

In the power output device 10 of the embodiment, a ring gear shaft 26 connected to the ring gear 22 and the drive shaft 12 of the planetary gear 20 is provided, and the assist motor 40 is attached to the ring gear shaft 26 so that the assist motor 40 Although arranged in the vicinity, as in the power output device 10A of the modification of FIG.
0 may be directly attached to the drive shaft 12.

Next, a power output device 10B according to a second embodiment of the present invention will be described. FIG. 10 is a configuration diagram illustrating a schematic configuration of a power output device 10B of the second embodiment. As shown in the drawing, the power output device 10B of the second embodiment is configured such that the assist motor 40 is connected to the crankshaft 56 of the engine 50.
It has the same configuration as the power output device 10 of the first embodiment except that it is attached to the power output device 10 of the first embodiment. For this reason, in the configuration diagram of FIG. 10, the control device 8 which is the same part in FIG. 1 corresponding to the configuration diagram of the power output device 10 of the first embodiment is shown.
0 is omitted. Also, the power output device 10 of the second embodiment
When B is mounted on a vehicle, the configuration is the same as the configuration illustrated in FIG. Therefore, among the configurations of the power output device 10B of the second embodiment, the same components as those of the power output device 10 of the first embodiment are denoted by the same reference numerals, and description thereof will be omitted. Unless otherwise specified, reference numerals used in the description of the first embodiment have the same meaning as they are.

In the power output device 10 B of the second embodiment, the assist motor 40 is attached to a crankshaft 56 of the engine 50 as shown. Therefore, a resolver 47B for detecting the rotation angle θa of the assist motor 40 is also attached to the crankshaft 56. The assist motor 40 is connected to the crankshaft 56.
In the second embodiment, there is no ring gear shaft 26 to which the assist motor 40 is attached in the first embodiment.

The power output device 10B of the second embodiment operates as follows. The engine 50 is rotated at Ne and torque T.
The driving shaft is operated at the operating point P1 of the rotational speed Nd and the torque Td, which is operated at the operating point P1 of the engine e and has the same energy Pr (Pr = Nr × Tr) as the energy Pe (Pe = Ne × Te) output from the engine 50. When driving 12,
That is, a case where the power output from the engine 50 is converted into a torque and applied to the drive shaft 12 will be considered. 11 and 12 show alignment charts in this state.

Considering the equilibrium of the operational collinear in the collinear chart of FIG. 11, the following equations (12) to (15) are derived. That is, the equation (12) represents the energy Pe input from the engine 50 and the energy Pd output to the drive shaft 12.
Equation (13) is derived as the sum of the energy input to the planetary carrier 24 via the crankshaft 56. Equation (14)
And equation (15) are derived by separating the torque acting on the planetary carrier 124 into torque having the coordinate axis S and the coordinate axis R as action lines.

[0078]

(Equation 10)

In order for the operating collinear to be stable in this state, the forces of the operating collinear need only be balanced, so that the torque Tc of the clutch motor 30 acting on the coordinate axis S becomes equal to the torque Teas. In this case, the sum of the torque Tc and the torque Tear of the clutch motor 30 acting on the coordinate axis R may be equal to the torque Td to be output. If the torque Tc and the torque Ta are obtained from the above relationship, they are expressed as the following equations (16) and (17).

[0080]

[Equation 11]

Therefore, the clutch motor 30 is given by the formula (1)
If the assist motor 40 is operated at the torque Ta obtained by the equation (17) by operating the torque Tc obtained by the equation 6), the power output from the engine 50 and the power represented by the rotation speed Ne are converted to the torque Td and the torque Td. Revolution N
The torque can be converted into power represented by d and output to the drive shaft 12. In the state of the alignment chart, since the rotation speed Nc of the clutch motor 30 has a positive value, the clutch motor 30 operates as an electric motor, and the assist motor 40 operates as a generator. It should be noted that the rotation speed Nd in the equation (17)
Is expressed by using the rotation speed Nc, the following expression (18) is obtained. If the torque Ta of the assist motor 40 is obtained as electric power regenerated or consumed by the clutch motor 30, the following expression (1) is obtained.
9).

[0082]

(Equation 12)

In the alignment chart shown in FIG.
Although the rotation speed Nc of 0 is positive, depending on the rotation speed Ne of the engine 50 and the rotation speed Nd of the drive shaft 12, the rotation speed Nc may be negative as shown in the alignment chart shown in FIG. At this time, the clutch motor 30 operates as a generator, and the assist motor 40 operates as an electric motor.

The basic operation of the power output device 10B of the second embodiment has been described above. However, as in the case of the power output device 10 of the first embodiment, all of the power output from the engine 50 is subjected to torque conversion. In addition to the operation of output to the drive shaft 12, the electric power stored in the battery 94 is added to the power output from the engine 50 to
And the operation of storing a part of the power output from the engine 50 as electric energy in the battery 94 is also possible. Such charging and discharging of the battery 94 can be easily performed by making the torque Ta of the assist motor 40 larger or smaller than the value calculated by the above equation (19).

Hereinafter, the basics of torque conversion in the power output device 10 of the second embodiment will be described based on a torque control routine illustrated in FIG. When the torque control routine is executed, the control CPU 90 of the control device 80 first performs a process of reading the rotation speed Ne of the engine 50 and the rotation speed Nc of the clutch motor 30 (step S200,
S202). The rotation speed Ne of the engine 50 can be obtained from the rotation angle θa of the assist motor 40 detected by a resolver 47B provided on the crankshaft 56, or directly detected by a rotation speed sensor 76 provided on the distributor 60. You can also. When the rotation speed sensor 76 is used, information on the rotation speed Ne is received from the EFIECU 70 connected to the rotation speed sensor 76 by communication. Next, the rotation speed Nd of the drive shaft 12 is calculated by the following equation (20) (step S20).
3). Then, the accelerator pedal position AP detected by the accelerator pedal position sensor 65 is input (step S104). A process for deriving an output torque command value Td * corresponding to the input accelerator pedal position AP is performed (step S206).

[0086]

(Equation 13)

Next, the derived output torque command value Td
The energy Pd to be output to the drive shaft 12 is calculated from * and the calculated rotation speed Nd of the drive shaft 12 (Pd = Td ** ×
Nd) (step S208), and a process of setting a target torque Te * and a target rotation speed Ne * of the engine 50 based on the obtained output energy Pd is performed (step S210). The process of setting the target torque Te * and the target rotation speed Ne * of the engine 50 is the same as in the first embodiment.

Subsequently, the torque command value Tc * of the clutch motor 30 is calculated and set by the following equation (21) (step S212), and the torque command value Ta * of the assist motor 40 is calculated by the following equation (22). (Step S214). Then, the control of the clutch motor 30, the assist motor 40, and the engine 50 is performed using the values set in this manner (steps S216 to S219). Each control is described as a separate step for convenience of illustration in the same manner as in the first embodiment, but actually, these controls are performed comprehensively. The respective controls of the second embodiment are the same as the respective controls of the first embodiment, and therefore description thereof will be omitted.

[0089]

[Equation 14]

The power output device 10 B of the second embodiment is described in the first embodiment in addition to the operation of converting all of the power output from the engine 50 into a desired power and outputting the torque to the drive shaft 12. Various operations as described above are possible. Hereinafter, other operations will be briefly described.

Operation involving Charge and Discharge of Battery 94 This operation is similar to that of the power output device 10 of the first embodiment.
The torque command value Ta * of the assist motor 40 set in step S214 of the torque control routine of FIG. 13 is increased or decreased, or steps S212 and S214 are performed.
, The torque command values Tc *, T of both motors 30, 40
After setting a *, the target torque Te * of the engine 50 is set.
Alternatively, it can be performed by increasing or decreasing one or both of the target rotation speeds Ne *. By such an operation, the battery 94 is charged when the engine 50 has enough power for the power requested by the driver, and discharged by the battery 94 when the driver requests power that cannot be output from the engine 50. An operation of making up for the insufficient energy becomes possible. By combining such charging and discharging operations of the battery 94, it is possible to output more power to the drive shaft 12 than power that can be output from the engine 50.

Operation Only by Power Output from Clutch Motor 30 In this operation, the engine 50 is stopped and the crankshaft 56 is locked so as not to be rotated by the assist motor 40. It is done by doing. In this operation, by changing the direction of the torque output from the clutch motor 30 to the drive shaft 12, the drive shaft 12 can be reversed (rotation when the vehicle moves backward).

Starting operation of engine 50 This operation can be performed by outputting torque by assist motor 40 regardless of the state of rotation of drive shaft 12. At this time, the assist motor 40 works simply as a cell motor.

The power output device 1 of the second embodiment described above
According to 0B, the power output from the engine 50 can be torque-converted by the planetary gear 20, the clutch motor 30, and the assist motor 40 into power represented by a desired rotation speed and torque, and output to the drive shaft 12. Further, a part of the power output from the engine 50 and the assist motor 40 is mechanically converted into torque by the planetary gear 20 and output to the drive shaft 12, and the remaining power is transmitted by the clutch motor 30 via electromagnetic energy. The torque can be converted and output to the drive shaft 12. Therefore, similarly to the power output device 10 of the first embodiment, all of the power output from the engine 50 is electromagnetically controlled by using a motor, an electromagnetic coupling, or the like as in the power output device of the conventional example described in the related art. The energy efficiency of the entire device can be made higher than that of a device that converts torque through energy.

Of course, the rotational speed N of the clutch motor 30
Since c is the deviation between the rotation speed Nd of the drive shaft 12 and the rotation speed Ns of the sun gear shaft 25, the difference between the rotation speed Nd of the drive shaft 12 and the rotation speed Ne of the engine 50 as in the conventional example is set. In comparison, the rotation speed Nc can be increased, and as a result, a low-torque, high-rotation type motor can be employed as the clutch motor 30. In addition, from the engine 50, the assist motor 40, the planetary gear 20,
By arranging the clutch motor 30 and the slip ring 38 in this order, the entire apparatus can be made coherent, and replacement and inspection of parts of the slip ring 38 can be performed without removing the clutch motor 30 and the assist motor 40. be able to.

In the power output device 10B of the second embodiment, the drive shaft 1 is coaxial with the crankshaft 56 of the engine 50.
2, the drive shaft 12 may be arranged to be different from the crankshaft 56. Further, in the power output device 10B of the second embodiment, the engine 50 is disposed between the engine 50 and the planetary gear 20, but as illustrated in the power output device 10C of the modified example of FIG. The crankshaft 56C extends to the opposite side where the
The assist motor 40 may be attached to C.

Next, a power output apparatus 10D according to a third embodiment of the present invention will be described. FIG. 15 is a configuration diagram illustrating a schematic configuration of a power output device 10D according to the third embodiment.
As shown, the power output device 10D according to the third embodiment includes:
The configuration is the same as that of the power output device 10 of the first embodiment except that a double pinion planetary gear 120 is provided instead of the planetary gear 20. For this reason, in the configuration diagram of FIG. 15, the control device 80, which is the same part in FIG. 1 corresponding to the configuration of the power output device 10 of the first embodiment,
Etc. are omitted. Also, the power output device 10D of the third embodiment
When the is mounted on a vehicle, the configuration is the same as the configuration illustrated in FIG. Therefore, the power output device 1 of the third embodiment
In the configuration of 0D, the same components as those of the power output device 10 of the first embodiment are denoted by the same reference numerals, and description thereof will be omitted. Unless otherwise specified, reference numerals used in the description of the first embodiment have the same meaning as they are.

FIG. 16 shows a double pinion planetary gear 1.
20 is enlarged and shown. As shown in FIGS. 15 and 16, the double pinion planetary gear 120
A sun gear 121 connected to a sun gear shaft 125 to which the inner rotor 32 of the clutch motor 30 is attached;
Ring gear 122 coupled to crankshaft 56
And one pair of planetary gears disposed between the sun gear 121 and the ring gear 122, one of which is gear-coupled to the sun gear 121 and the other is gear-coupled to each other and gear-coupled to each other to revolve while rotating around the outer periphery of the sun gear 121. A pinion gear 123a, 123b (hereinafter, a pair of planetary pinion gears 123a, 123b is referred to as a "double pinion gear 123") and a bearing 12 that supports the rotating shaft of the double pinion gear 123 of each pair.
4a and a carrier shaft 127 on which the rotor 42 of the assist motor 40 is mounted, and a planetary carrier 124 coupled to the drive shaft 12. In this double pinion planetary gear 120, a sun gear shaft 125, a crankshaft 56, and a drive shaft 12 (carrier shaft 12) coupled to a sun gear 121, a ring gear 122, and a planetary carrier 124, respectively.
7) The three axes are the power input / output axes. When the power input / output to any two of the three axes is determined, the power input / output to the remaining one axis is the determined two axes. Determined based on the power input to and output from In the power output device 10D of the third embodiment, the assist motor 40 is attached to the carrier shaft 127 with the rotor 42 of the assist motor 40 attached thereto.
A resolver 47D that detects the zero rotation angle θa is also attached to the carrier shaft 127.

FIGS. 17 and 18 are collinear charts showing the relationship between the rotation speed and the torque of the double pinion planetary gear 120 on three axes (the sun gear shaft 125, the crankshaft 56, and the drive shaft 12). In the alignment chart of the double pinion planetary gear 120, the position of the coordinate axis C of the drive shaft 12 (the planetary carrier 124) is
5 and the crankshaft 56 (the ring gear 12
It is obtained as a position that externally divides the coordinate axis R of 2) into 1: ρ. In the third embodiment, as in the first embodiment, 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 the operating collinear drawn on the alignment chart is a rigid body in which torque is replaced by force. Can be treated as Considering the equilibrium of the operation collinear with the collinear diagram of FIG. 17, the following equations (23) and (24) are derived in addition to the above equation (12). Equations (23) and (24) represent the torque Te input to the ring gear 122 via the crankshaft 56.
Is divided into torques having the coordinate axes S and C as action lines.

[0100]

(Equation 15)

In order for the operating collinear to be stable in this state, the forces of the operating collinear need only be balanced, so that the torque Tc of the clutch motor 30 acting on the coordinate axis S becomes equal to the torque Tes. In this case, the sum of the torque Tc and the torque Tear of the clutch motor 30 acting on the coordinate axis C may be equal to the torque Td to be output. Therefore, the torque Tc is calculated by the above equation (2)
3) is obtained by replacing the left side with Tc, and the torque Ta is obtained by the equation (5) used in the first embodiment. Therefore, if the clutch motor 30 and the assist motor 40 are operated with the torque Tc and the torque Ta thus determined, the power output from the engine 50 and represented by the torque Te and the rotational speed Ne is represented by the torque Td and the rotational speed Nd. The torque can be converted into power and output to the drive shaft 12. In the state of the alignment chart, the rotational speed Nc of the clutch motor 30 has a positive value, so that the clutch motor 30 operates as an electric motor and the assist motor 40 operates as a generator.

In the alignment chart shown in FIG.
Although the rotation speed Nc of 0 is positive, depending on the rotation speed Ne of the engine 50 and the rotation speed Nd of the drive shaft 12, the rotation speed Nc may be negative as shown in the alignment chart shown in FIG. At this time, the clutch motor 30 operates as a generator, and the assist motor 40 operates as an electric motor.

The basic operation of the power output device 10D according to the third embodiment has been described above. However, like the power output device 10 according to the first embodiment, all of the power output from the engine 50 is subjected to torque conversion. In addition to the operation of output to the drive shaft 12, the electric power stored in the battery 94 is added to the power output from the engine 50 to
And the operation of storing a part of the power output from the engine 50 as electric energy in the battery 94 is also possible. Such charging and discharging of the battery 94 can be easily performed by making the torque Ta of the assist motor 40 larger or smaller than the calculated value.

Power output device 10D of the third embodiment described above
Is specifically performed based on a torque control routine illustrated in FIG. This routine is similar to the first embodiment except that the formula for calculating the torque command value Tc * of the clutch motor 30 in step S312 is different.
This is the same process as the torque control routine of FIG. 6 executed by the control device 80 of the embodiment. Therefore, step S31
The above description showing the formula for calculating the torque command value Tc * of the clutch motor 30 of No. 2 is omitted. In this routine,
The torque command value Tc * of the clutch motor 30 is calculated by the equation (2)
It is calculated by an equation in which the left side of 3) is changed to Tc *.

The power output device 10D of the third embodiment is described in the first embodiment in addition to the operation of converting all of the power output from the engine 50 to a desired power and outputting the torque to the drive shaft 12. Various operations as described above, that is, operations involving charging and discharging of the battery 94, operations using only the power output from the assist motor 40, and a starting operation of the engine 50 are also possible. These operations are the first
Since the operation is the same as that in the embodiment, the description is omitted.

The power output device 1 of the third embodiment described above
According to 0D, the power output from the engine 50 is transmitted to the double pinion planetary gear 120, the clutch motor 3
0, the torque is converted by the assist motor 40 into power represented by a desired rotational speed and torque, and the drive shaft 12
Can be output to A part of the power output from the engine 50 and the assist motor 40 is mechanically converted into a torque by the double pinion planetary gear 120 and output to the drive shaft 12, and the remaining power is transmitted to the electromagnetic energy by the clutch motor 30. , And can be output to the drive shaft 12 through torque conversion. In addition, the power output device 10D of the third embodiment has the same effects as the power output device 10 of the first embodiment.

In the power output device 10D of the third embodiment, the planetary carrier 124 of the double pinion planetary gear 120 and the carrier shaft 127 connected to the drive shaft 12
The assist motor 40 is disposed in the vicinity of the engine 50 by attaching the assist motor 40 to the carrier shaft 127. It may be directly attached to the.

Next, a power output device 10F according to a fourth embodiment of the present invention will be described. FIG. 21 is a configuration diagram illustrating a schematic configuration of a power output device 10F according to the fourth embodiment. As shown in the figure, the power output device 10F of the fourth embodiment has a configuration in which the assist motor 40 is connected to the crankshaft 56 of the engine 50.
It has the same configuration as the power output device 10D of the third embodiment except that it is attached to the power output device 10D of the third embodiment. Therefore, the fourth
In the configuration of the power output device 10F of the embodiment, the same components as those of the power output device 10D of the third embodiment are denoted by the same reference numerals, and description thereof will be omitted. Unless otherwise specified, reference numerals used in the description of the first embodiment have the same meaning as they are.

In the power output device 10D of the fourth embodiment, the assist motor 40 is attached to the crankshaft 56 of the engine 50 as shown. Therefore, a resolver 47F that detects the rotation angle θa of the assist motor 40 is also attached to the crankshaft 56. The assist motor 40 is connected to the crankshaft 56.
In the fourth embodiment, there is no carrier shaft 127 to which the assist motor 40 is attached in the third embodiment.

FIG. 22 is a collinear diagram showing the relationship between the rotational speed and the torque of the double pinion planetary gear 120 of the power output device 10F of the fourth embodiment on three axes (the sun gear shaft 125, the crankshaft 56, and the drive shaft 12). An example is shown in FIG. As shown in the alignment chart of FIG.
Considering the balance of the motion collinear, the following equations (25) and (26) are derived in addition to the above equations (12) and (13). Equations (25) and (26) represent the torque T input to the ring gear 122 via the crankshaft 56.
This is derived by separating the torque Tea, which is the sum of e and the torque Ta output from the assist motor 40, into torque having the coordinate axes S and C as the action line.

[0111]

(Equation 16)

In order for the operating collinear to be stable in this state, the forces of the operating collinear need only be balanced, so that the torque Tc of the clutch motor 30 acting on the coordinate axis S becomes equal to the torque Teas. In this case, the sum of the torque Tc and the torque Teac of the clutch motor 30 acting on the coordinate axis C may be equal to the torque Td to be output. If the torque Tc and the torque Ta are obtained from the above relationship, they are expressed as the following equations (27) and (28).

[0113]

[Equation 17]

Therefore, the clutch motor 30 is expressed by the equation (2)
If the assist motor 40 is operated with the torque Ta obtained by the equation (28) by operating the torque Tc obtained by the equation 7), the power output from the engine 50 and the power represented by the rotation speed Ne are expressed by the torque Td and the torque Td. Revolution N
The torque can be converted into power represented by d and output to the drive shaft 12. In the state of the alignment chart, since the rotation speed Nc of the clutch motor 30 has a positive value, the clutch motor 30 operates as an electric motor, and the assist motor 40 operates as a generator. It should be noted that the rotational speed Nd of the equation (27)
Is expressed by using the rotation speed Nc, the following expression (29) is obtained.
0).

[0115]

(Equation 18)

In the alignment chart shown in FIG.
Although the rotation speed Nc of 0 is positive, depending on the rotation speed Ne of the engine 50 and the rotation speed Nd of the drive shaft 12, the rotation speed Nc may be negative as shown in the alignment chart shown in FIG. At this time, the clutch motor 30 operates as a generator, and the assist motor 40 operates as an electric motor.

The basic operation of the power output device 10F according to the fourth embodiment has been described above. However, like the power output device 10D according to the third embodiment, all of the power output from the engine 50 is subjected to torque conversion. In addition to the operation of outputting to the drive shaft 12, the electric power stored in the battery 94 is added to the power output from the engine 50 to
2 and, conversely, an operation of storing part of the power output from the engine 50 in the battery 94 as electric energy. Such charging and discharging of the battery 94 can be easily performed by making the torque Ta of the assist motor 40 larger or smaller than the value calculated by the above equation (30).

The basic torque conversion in the power output device 10F of the fourth embodiment is performed based on a torque control routine illustrated in FIG. 24. This routine calculates the rotational speed Nd of the drive shaft 12 in step S403. Equation and torque command value Tc * of clutch motor 30 in step S412
Is different from the control device 8 of the second embodiment except that
0 is the same process as the torque control routine of FIG. Therefore, the following equation (31) as the equation for calculating the rotation speed Nd of the drive shaft 12 in step S403 and the following equation (32) as the equation for calculating the torque command value Tc * of the clutch motor 30 in step S412 are shown. Is omitted.

[0119]

[Equation 19]

In the power output device 10F of the fourth embodiment, in addition to the operation of converting all of the power output from the engine 50 into a desired power and outputting the torque to the drive shaft 12, the description will be given in the second embodiment. Various operations as described above, that is, operations involving charging and discharging of the battery 94, operations using only the power output from the clutch motor 30, and a starting operation of the engine 50 are also possible. These operations are
Since the operation is the same as that in the embodiment, the description is omitted.

The power output device 1 of the fourth embodiment described above
0F, the power output from the engine 50 is transmitted to the double pinion planetary gear 120, the clutch motor 3
0, the torque is converted by the assist motor 40 into power represented by a desired rotational speed and torque, and the drive shaft 12
Can be output to A part of the power output from the engine 50 and the assist motor 40 is mechanically converted into a torque by the double pinion planetary gear 120 and output to the drive shaft 12, and the remaining power is transmitted to the electromagnetic energy by the clutch motor 30. , And can be output to the drive shaft 12 through torque conversion. In addition, the power output device 10F according to the fourth embodiment has the same effect as the power output device 10B according to the second embodiment.

In the power output device 10D of the fourth embodiment, the assist motor 40 is disposed between the engine 50 and the double pinion planetary gear 120. However, similar to the power output device 10C which is a modification of FIG. Alternatively, the crankshaft 56F may be extended to the opposite side where the double pinion planetary gear 120 is disposed, and the assist motor 40 may be attached to the crankshaft 56F.

The embodiments of the present invention have been described above. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course.

For example, in each of the embodiments described above, a gasoline engine driven by gasoline is used as the engine 50. In addition, various internal combustion or external combustion engines such as a diesel engine, a turbine engine, and a jet engine are used. You can also.

In each embodiment, the clutch motor 30
And PM type (permanent magnet type;
Permanent Magnet type) synchronous motor was used,
As long as the regenerative operation and the powering operation are performed, a VR (variable reluctance type)
It is also possible to use a synchronous motor, a vernier motor, a DC motor, an induction motor, a superconducting motor, a step motor, or the like.

Further, in each embodiment, the clutch motor 3
Although the slip ring 38 is used as a means for transmitting power to zero, a rotary transformer, a semiconductor coupling of magnetic energy, or the like can also be used.

Alternatively, in each embodiment, the first and second
Although transistor inverters were used as the driving circuits 91 and 92, the IGBT (Insulated Gate Bipolar mode transistor;
An inverter, a thyristor inverter, a voltage PWM (Pulse Width Modulation) inverter, a square wave inverter (a voltage type inverter, a current type inverter), a resonance inverter, or the like can also be used.

As the battery 94, a Pb battery, NiMH battery, Li battery or the like can be used, but a capacitor can be used instead of the battery 94.

In each of the embodiments described above, the case where the power output device is mounted on the vehicle has been described. However, the present invention is not limited to this, and means of transportation such as ships and aircraft, and various other industrial machines are used. It is also possible to mount it on.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing a schematic configuration of a power output device 10 as one embodiment of the present invention.

FIG. 2 is a configuration diagram showing a schematic configuration of a vehicle incorporating the power output device 10 of FIG.

FIG. 3 is a graph for explaining the operation principle of the power output device 10.

FIG. 4 is a nomographic chart showing a relationship between a rotation speed and a torque of three shafts coupled to the planetary gear 20.

FIG. 5 is a nomographic chart showing the relationship between the rotational speed and torque of the three shafts coupled to the planetary gear 20.

FIG. 6 is a flowchart illustrating a basic torque control executed by a control CPU 90 of the control device 80;

FIG. 7 is a flowchart illustrating a basic control of the clutch motor 30 executed by a control CPU 90 of the control device 80.

FIG. 8 is a flowchart illustrating a basic control of the assist motor 40 executed by a control CPU 90 of the control device 80.

FIG. 9 is a configuration diagram illustrating a schematic configuration of a power output device 10A according to a modified example.

FIG. 10 is a configuration diagram illustrating a schematic configuration of a power output device 10B according to a second embodiment.

FIG. 11 is a nomographic chart showing a relationship between a rotational speed and a torque of three shafts connected to the planetary gear 20 in the power output device 10B of the second embodiment.

FIG. 12 is a collinear diagram showing a relationship between a rotational speed and a torque of three shafts coupled to the planetary gear 20 in the power output device 10B of the second embodiment.

FIG. 13 is a flowchart illustrating a basic torque control executed by the control CPU 90 of the control device 80 in the power output device 10B of the second embodiment.

FIG. 14 shows a power output device 10 according to a modification of the second embodiment.
It is a block diagram which shows schematic structure of C.

FIG. 15 is a configuration diagram illustrating a schematic configuration of a power output device 10D according to a third embodiment.

FIG. 16 is a configuration diagram showing a configuration of a double pinion planetary gear 120.

FIG. 17 is a collinear chart showing a relationship between a rotation speed and a torque of three shafts coupled to the planetary gear 20 in the power output device 10D of the third embodiment.

FIG. 18 is a collinear diagram showing a relationship between the rotation speed and torque of three shafts coupled to the planetary gear 20 in the power output device 10D of the third embodiment.

FIG. 19 is a flowchart illustrating a basic torque control executed by the control CPU 90 of the control device 80 in the power output device 10D of the third embodiment.

FIG. 20 shows a power output device 10 according to a modification of the third embodiment.
FIG. 2 is a configuration diagram illustrating a schematic configuration of E.

FIG. 21 is a configuration diagram illustrating a schematic configuration of a power output device 10F according to a fourth embodiment.

FIG. 22 is a collinear diagram showing a relationship between a rotation speed and a torque of three shafts coupled to the planetary gear 20 in the power output device 10F of the fourth embodiment.

FIG. 23 is a collinear diagram showing a relationship between a rotation speed and a torque of three shafts coupled to the planetary gear 20 in the power output device 10F of the fourth embodiment.

FIG. 24 is a flowchart illustrating a basic torque control executed by the control CPU 90 of the control device 80 in the power output device 10F of the fourth embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Power output device 10A-10F ... Power output device 12 ... Drive shaft 14 ... Differential gear 16, 18 ... Drive wheel 20 ... Planetary gear 21 ... Sun gear 22 ... Ring gear 23 ... Planetary pinion gear 24 ... Planetary carrier 25 ... Sun gear shaft 26 ... Ring gear Shaft 30 Clutch motor 32 Inner rotor 33 Outer rotor 34 Three-phase coil 35 Permanent magnet 37 Resolver 38 Slip ring 39 Slip ring 40 Assist motor 42 Rotor 43 Stator 44 Three-phase coil 45 Permanent magnet 47 resolver 49 case 50 engine 51 fuel injection valve 52 combustion chamber 54 piston 56 crankshaft 58 igniter 60 distributor 62 spark plug 64 accelerator pedal 65 Xel pedal position sensor 66 ... throttle valve 67 ... throttle valve position sensor 68 ... actuator 70 ... EFIECU 72 ... intake pipe negative pressure sensor 74 ... water temperature sensor 76 ... 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 120 ... Double pinion planetary gear 121 ... Sun gear 122 ... Ring gear 123 ... Double pinion gear 123a, 123b ... Planetary pinion gear 124 ... Planetary carrier 124a ... Bearing 125 ... Sun gear shaft 12 ... carrier shaft L1, L2 ... power lines Tr1 to Tr6 ... transistor Tr11～Tr16 ... transistor

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification number Agency reference number FI Technical indication location H02P 7/68 H02P 7/68 E 7/69 7/69 15/00 15/00 D (72) Inventor Yuji Hata 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation

Claims (6)

[Claims] 1. A power output device for outputting power to a drive shaft, comprising: a prime mover having an output shaft; a first rotor coupled to the drive shaft; and a rotation different from the drive shaft and the output shaft. A second rotor coupled to the shaft and rotatable relative to the first rotor, wherein a second rotor is provided between the drive shaft and the rotation shaft via an electromagnetic coupling between the two rotors. An anti-rotor motor that exchanges power and inputs and outputs electric energy according to a rotational speed difference between the two rotors; and three shafts respectively coupled to the drive shaft, the output shaft, and the rotary shaft. A three-axis power input that determines the power to be input / output to any two of the three axes, and determines the power to be input / output to the remaining one of the axes based on the determined power. A power output device comprising output means. 2. The three-axis power input / output means includes, as the three shafts, a ring gear shaft connecting the drive shaft and a ring gear; a carrier shaft connecting the output shaft and a carrier; The power output device according to claim 1, wherein the power output device is a simple planetary gear including a sun gear shaft that couples with a sun gear. 3. The three-axis power input / output means includes, as the three shafts, a carrier shaft connecting the drive shaft and a carrier, a ring gear shaft connecting the output shaft and a ring gear, and the rotation shaft. The power output device according to claim 1, wherein the power output device is a double pinion planetary gear including a sun gear shaft that couples with a sun gear. 4. The power output device according to claim 1, wherein a second electric motor that exchanges power with the drive shaft or the output shaft, and an electromagnetic force between both rotors of the paired rotor electric motor. The power output from the prime mover and the electric energy input / output to / from the paired rotor motor are controlled by adjusting the degree of mechanical coupling, and at least one of the electric energy input / output to / from the paired rotor motor is controlled. And a motor control means for controlling the driving of the second motor so that the portion is covered by electric energy input / output to / from the second motor when power is exchanged by the second motor. 5. The power output device according to claim 4, wherein the target power setting means sets a target power to be output to the drive shaft based on an instruction of an operator. A power output device comprising: a motor operation control means for controlling operation of the motor so that energy corresponding to target power is output from the motor. 6. The power output device according to claim 4, wherein the drive shaft, the output shaft, and the rotation shaft are all coaxial, and the drive motor, the second electric motor, A power output device comprising a shaft type power input / output means and the paired rotor motor arranged in this order.