CN109245427B - 动力装置 - Google Patents

动力装置 Download PDF

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Publication number
CN109245427B
CN109245427B CN201810729902.7A CN201810729902A CN109245427B CN 109245427 B CN109245427 B CN 109245427B CN 201810729902 A CN201810729902 A CN 201810729902A CN 109245427 B CN109245427 B CN 109245427B
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stator
rotor
decelerating
magnetic
engine
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CN109245427A (zh
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大矢聪义
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/106—Structural association with clutches, brakes, gears, pulleys or mechanical starters with dynamo-electric brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60K6/442—Series-parallel switching type
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Abstract

本发明提供一种在确保用于起动发动机的备用转矩的同时能够扩大可EV行驶范围的动力装置。动力装置(1)具备：驱动用电动机(M)；电动机轴(MS)，其与车辆的车轮机械地连结；发动机(E)；曲轴(CS)，其与电动机轴机械地连结，并输出发动机(E)的转矩；离合器(CL)，其配置于曲轴与电动机轴的动力传递路径上；控制装置(CTR)，其通过驱动用电动机的转矩来对发动机(E)进行起动控制；以及磁减速机构(SR)，其在起动控制中通过磁力降低曲轴的转速，从而降低发动机(E)的起动所需的驱动用电动机的转矩。控制装置(CTR)在起动发动机(E)时，在将离合器(CL)分离的状态下对磁减速机构(SR)进行励磁。

Description

动力装置
技术领域
本发明涉及一种动力装置，尤其涉及一种混合动力车辆的动力装置。
背景技术
一直以来，已知有如下技术：在具备驱动用电动机和发动机的混合动力车辆中，利用驱动用电动机的转矩来起动发动机(例如，参照专利文献1)。
在这样的混合动力车辆中，通常在通过驱动用电动机进行EV行驶时，将用于起动发动机的转矩作为备用转矩(reserve torque)来确保。因此，可EV行驶范围成为相对于原本的驱动用电动机能够输出的最大转矩减去备用转矩而得到的转矩区域。
图15是在纵轴上采用电动机的转矩并在横轴上采用电动机的转速的电动机的转矩特性图。当电动机的最大转矩为A(Nm)及最大输出为B(kW)、发动机的起动所需的起动转矩(ENG起动备用转矩)为Y(Nm)、或起动输出为S(kW)时，可EV行驶范围被限制成电动机的转矩为A-Y(Nm)以下、或输出为B-S(kW)的区域(可EV范围)。
在先技术文献
专利文献1：日本特开2012-081875号公报
近年来，因改善燃料消耗率的要求等需要进一步扩大可EV行驶范围。
发明内容
本发明是鉴于上述情况而完成的，其目的在于，提供一种在确保用于起动发动机的备用转矩的同时能够扩大可EV行驶范围的动力装置。
用于实现上述目的的结构如以下方案所示那样。需要说明的是，在括号内作为一例示出了在后述的实施方式中对应的要素，但并不限定于此。
(1)一种动力装置(动力装置1、1A)，其具备：
驱动用电动机(驱动用电动机M)，其具备驱动用转子(驱动用转子TR)和与该驱动用转子对置配置的驱动用定子(驱动用定子TS)；
驱动用电动机轴(电动机轴MS)，其与车辆的车轮机械地连结，并与所述驱动用转子一体地旋转；
发动机(发动机E)；
发动机输出轴(曲轴CS)，其与所述驱动用电动机轴机械地连结，并输出该发动机的转矩；
离合器(离合器CL)，其配置于所述发动机输出轴与所述驱动用电动机轴的动力传递路径上；以及
控制装置(控制装置CTR)，其通过所述驱动用电动机的转矩来对所述发动机进行起动控制，其中，
该动力装置还具备磁减速机构(磁减速机构SR)，
该磁减速机构具有：
减速用定子(减速用定子S)，其用于产生旋转磁场；
第一减速用转子(第一减速用转子R1)，其具备多个磁极部，并与所述减速用定子对置；以及
第二减速用转子(第二减速用转子R2)，其具备多个软磁性部，并设置于所述减速用定子与所述第一减速用转子之间，
通过对所述减速用定子进行励磁，从而在所述减速用定子的旋转磁场速度、所述第一减速用转子的旋转速度及所述第二减速用转子的旋转速度之间保持规定的共线关系并进行旋转，
所述第二减速用转子与所述发动机输出轴机械地连结，
所述第一减速用转子与所述驱动用转子共用，
所述控制装置在起动所述发动机时，在将所述离合器分离的状态下以固定所述减速用定子的旋转磁场的方式进行励磁。
(2)在(1)所述的动力装置的基础上，其中，
所述第一减速用转子具有磁极列，该磁极列由沿规定方向排列的规定的多个所述磁极部构成，并配置成相邻的各两个所述磁极部具有互不相同的极性，
所述减速用定子具有电枢列，该电枢列配置成与所述磁极列对置，并通过在多个电枢中产生的规定的多个电枢磁极，从而在该电枢列与所述磁极列之间产生沿所述规定方向移动的旋转磁场，
所述第二减速用转子具有软磁性部列，该软磁性部列由彼此隔开间隔且沿所述规定方向排列的规定的多个所述软磁性部构成，并配置成位于所述磁极列与所述电枢列之间，
相对于所述减速用定子的磁极对数1，使所述第一减速用转子的极对数为α，且使所述第二减速用转子的所述软磁性部的个数为β时，满足β＝α+1，其中，α≠1。
根据该磁减速机构，以位于相互对置的第一减速用转子的磁极列与减速用定子的电枢列之间的方式配置第二减速用转子的软磁性部列，且分别构成上述的磁极列、电枢列及软磁性部列的多个磁极、电枢及软磁性部沿规定方向排列。另外，伴随向电枢列供给电力，产生多个电枢磁极，由上述的电枢磁极引起的移动磁场在电枢列与磁极列之间产生，并沿规定方向移动。而且，相邻的各两个磁极具有互不相同的极性，并在相邻的各两个软磁性部之间空出间隔。如上所述，在磁极列与电枢列之间，产生由多个电枢磁极引起的移动磁场并配置有软磁性部列，因此软磁性部被电枢磁极和磁极磁化。通过该情况和上述那样在相邻的各两个软磁性部之间空出间隔的情况，从而产生将磁极、软磁性部及电枢磁极连结那样的磁力线。另外，通过由该磁力线引起的磁力的作用，以固定减速用定子的旋转磁场的方式向电枢供给电力，由此能够相对于第一减速用转子而使第二减速用转子的旋转速度降低。
在该情况下，例如，在以下条件(a)及条件(b)下构成本发明的磁减速机构时，移动磁场、第一减速用转子及第二减速用转子之间的速度的关系、以及第一减速用转子及第二减速用转子与减速用定子之间的转矩的关系如下这样表示。
(a)磁减速机构为旋转机，电枢具有U相、V相及W相这3相线圈。
(b)相对于减速用定子的磁极对数1，使第一减速用转子的极对数为α，并使第二减速用转子的软磁性部的个数为β，β＝α+1，其中α≠1。
需要说明的是，α＝2时，减速用定子的电枢磁极的磁极对数为1，第一减速用转子的极对数为2个，第二减速用转子的软磁性部为3个。本说明书中使用的“磁极对”及“极对”是指N极与S极的一组，就磁极数而言，α＝2时，减速用定子的电枢磁极为2个，第一减速用转子的磁极为4个。图14是α＝2时的磁减速机构的等效电路。
第一减速用转子的旋转角度为θ1且第二减速用转子的旋转角度为θ2时，通过软磁性部中的一个软磁性部而进入一个线圈的磁通的成分由下式表示。
cos(α(θ2-θ1))cos(θ2)
若将上述式一般化，则由下式表示。
Figure GDA0002440735540000041
若按一周量进行合计，则由下式表示。
Figure GDA0002440735540000042
根据上述内容，通过各相的磁通量中，将转子磁通作为
Figure GDA0002440735540000043
并由下式表示。
Figure GDA0002440735540000051
当定子激磁的角度·角速度为θs·ωs时，由下式表示。
θs＝(α+1)θ2-αθ1
ωs＝(α+1)ω2-αω1
因此，感应电动势的电压式由下式表示。
Figure GDA0002440735540000052
此时，施加电流由下式表示。
Figure GDA0002440735540000053
施加电压由下式表示。
Figure GDA0002440735540000054
根据磁减速机构的输入输出的关系导出以下式。需要说明的是，T1为第一减速用转子的转矩，T2为第二减速用转子的转矩，ω1为第一减速用转子的角速度，ω2为第二减速用转子的角速度。
W+T1ω1+T2ω2＝0
Figure GDA0002440735540000061
Figure GDA0002440735540000062
由此，导出以下式。
Figure GDA0002440735540000063
Figure GDA0002440735540000064
若定子激磁的相当转矩设为
Figure GDA0002440735540000065
则导出以下式。
Figure GDA0002440735540000066
该电角速度的关系及转矩的关系与行星齿轮装置的太阳齿轮、齿圈及行星齿轮架中的旋转速度及转矩的关系相同。另外，这样的电角速度的关系及转矩的关系不只限定于使上述的定子不能移动的情况，在所有的第一减速用转子及第二减速用转子和减速用定子能否移动的条件下均成立。需要说明的是，在本发明中，通过使用磁减速机构，在机械式减速机构中产生的谐波振动成分不会向车轮传递，使振动特性得以提高。
(3)在(1)或(2)所述的动力装置的基础上，其中，
所述减速用定子、所述第一减速用转子及所述第二减速用转子在径向上对置。
(4)在(1)或(2)所述的动力装置的基础上，其中，
所述减速用定子、所述第一减速用转子及所述第二减速用转子在轴向上对置。
(5)在(1)～(4)中任一项所述的动力装置的基础上，其中，
所述驱动用电动机在所述驱动用定子的径向内侧对置配置有所述驱动用转子，
所述磁减速机构的所述第一减速用转子的所述磁极部由在所述驱动用电动机的所述驱动用转子的内周部沿周向排列配置的磁铁构成。
(6)一种动力装置(动力装置1B、1C)，其具备：
驱动用电动机(驱动用电动机M)，其具备驱动用转子(驱动用转子TR)和与该驱动用转子对置配置的驱动用定子(驱动用定子TS)；
驱动用电动机轴(电动机轴MS)，其与车辆的车轮机械地连结，并与所述驱动用转子一体地旋转；
发动机(发动机E)；
发动机输出轴(曲轴CS)，其与所述驱动用电动机轴机械地连结，并输出该发动机的转矩；
离合器(离合器CL)，其配置于所述发动机输出轴与所述驱动用电动机轴的动力传递路径上；以及
控制装置(控制装置CTR)，其通过所述驱动用电动机的转矩来对所述发动机进行起动控制，其中，
该动力装置还具备磁减速机构(磁减速机构SR)，
该磁减速机构具有：
第一减速用定子(第一减速用定子S1)，其与所述驱动用电动机的所述驱动用定子共用；
第二减速用定子(第二减速用定子S2)，其用于产生旋转磁场；以及
减速用转子(减速用转子R)，其具备多个软磁性部，并设置于所述第一减速用定子与所述第二减速用定子之间，
通过对所述第二减速用定子进行励磁，从而在所述第二减速用定子的旋转磁场速度、所述第一减速用定子的旋转磁场速度及所述减速用转子的旋转速度之间保持规定的共线关系并进行旋转，
所述减速用转子与所述发动机输出轴机械地连结，
所述控制装置在起动所述发动机时，在将所述离合器分离的状态下以固定所述第二减速用定子的旋转磁场的方式进行励磁。
(7)在(6)所述的动力装置的基础上，其中，
所述第二减速用定子具有电枢列，该电枢列配置成与所述第一减速用定子的电枢列对置，并通过在多个电枢中产生的规定的多个电枢磁极，从而在所述第二减速用定子的该电枢列与所述第一减速用定子的所述电枢列之间产生向规定方向移动的旋转磁场，
所述减速用转子具有软磁性部列，该软磁性部列由彼此隔开间隔且沿所述规定方向排列的规定的多个所述软磁性部构成，并配置成位于所述第一减速用定子的所述电枢列与所述第二减速用定子的所述电枢列之间，
相对于所述第二减速用定子的磁极对数1，使所述第一减速用定子的磁极对数为α，并使所述减速用转子的所述软磁性部的个数为β时，满足β＝α+1，其中，α≠1。
根据该磁减速机构，以位于相互对置的第一减速用定子的电枢列与第二减速用定子的电枢列之间的方式配置减速用转子的软磁性部列，且分别构成上述的第一减速用定子的电枢列、第二减速用定子的电枢列及软磁性部列的多个第一减速用定子的电枢、第二减速用定子的电枢及软磁性部沿规定方向排列。另外，伴随向第二减速用定子的电枢列供给电力，产生多个电枢磁极，由上述的电枢磁极引起的移动磁场在第二减速用定子的电枢列与第一减速用定子的电枢列之间产生，并且沿规定方向移动。而且，在相邻的各两个软磁性部之间空出间隔。如上所述，在第一减速用定子的电枢列与第二减速用定子的电枢列之间，产生由多个电枢磁极引起的移动磁场并配置有软磁性部列，因此软磁性部被第一减速用定子的电枢磁极和第二减速用定子的电枢磁极磁化。通过该情况和上述那样在相邻的各两个软磁性部之间空出间隔的情况，从而产生将第一减速用定子的电枢磁极、软磁性部及第二减速用定子的电枢磁极连结那样的磁力线。另外，通过由该磁力线引起的磁力的作用，以固定第二减速用定子的旋转磁场的方式向电枢供给电力，从而能够相对于伴随第一减速用定子的旋转磁场进行旋转的驱动用转子而使减速用转子的旋转速度降低。
虽然省略详细说明，但当Ts1为第一减速用定子的定子激磁的相当转矩、TS2为第二减速用定子的定子激磁的相当转矩、TR为减速用转子的转矩、ωS1为第一减速用定子的定子激磁的角速度、ωS2为第二减速用定子的定子激磁的角速度、且ωR为减速用转子的角速度时，在该磁减速机构中导出以下式。
Figure GDA0002440735540000091
该电角速度的关系及转矩的关系也与行星齿轮装置的太阳齿轮、齿圈及行星齿轮架中的转速及转矩的关系相同。
(8)在(6)或(7)所述的动力装置的基础上，其中，
所述第二减速用定子、第一减速用定子及所述减速用转子在径向上对置。
(9)在(6)或(7)所述的动力装置的基础上，其中，
所述第二减速用定子、第一减速用定子及所述减速用转子在轴向上对置。
(10)一种动力装置(动力装置1～1C)，其具备：
驱动用电动机(驱动用电动机M)，其具备驱动用转子(驱动用转子TR)和与该驱动用转子对置配置的驱动用定子(驱动用定子TS)；
驱动用电动机轴(电动机轴MS)，其与车辆的车轮机械地连结，并与所述驱动用转子一体地旋转；
发动机(发动机E)；
发动机输出轴(曲轴CS)，其与所述驱动用电动机轴机械地连结，并输出该发动机的转矩；
离合器(离合器CL)，其配置于所述发动机输出轴与所述驱动用电动机轴的动力传递路径上；以及
控制装置(控制装置CTR)，其通过所述驱动用电动机的转矩来对所述发动机进行起动控制，其中，
该动力装置还具备磁减速机构(磁减速机构SR)，该磁减速机构在所述起动控制中通过磁力降低所述发动机输出轴的转速，从而降低所述发动机的起动所需的所述驱动用电动机的转矩，
所述控制装置在起动所述发动机时，在将所述离合器分离的状态下对所述磁减速机构进行励磁。
发明效果
根据(1)，通过在发动机的起动时将离合器分离的状态下，以固定磁减速机构的减速用定子的旋转磁场的方式进行励磁，从而能够降低发动机的起动时的转速。伴随于此，能够降低发动机的起动所需的驱动用电动机的转矩，因此能够减少目前为止为了发动机的起动而无法使用的备用转矩，能够扩大EV行驶区域。另外，通过使用磁减速机构，在机械式减速机构中产生的谐波振动成分不会向车轮传递，使振动特性得以提高。
根据(2)，相对于减速用定子的磁极对数1，使第一减速用转子的极对数为α，且使第二减速用转子的软磁性部的个数为β时，满足β＝α+1(α≠1)，从而在减速用定子的旋转磁场速度、第一减速用转子的旋转速度及第二减速用转子的旋转速度之间，规定的共线关系成立。
根据(3)，通过减速用定子、第一减速用转子及第二减速用转子在径向上对置，从而能够由径向电动机构成磁减速机构。
根据(4)，通过减速用定子、第一减速用转子及第二减速用转子在轴向上对置，从而能够由轴向电动机构成磁减速机构。
根据(5)，减速机构的第一减速用转子的磁极部由在驱动用转子的内周部沿周向排列的多个磁铁构成，从而与驱动用电动机的驱动用转子共用。
根据(6)，通过在发动机的起动时将离合器分离的状态下，以固定磁减速机构的第二减速用定子的旋转磁场的方式进行励磁，从而能够降低发动机的起动时的转速。伴随于此，能够降低发动机的起动所需的驱动用电动机的转矩，因此能够减少目前为止为了发动机的起动而无法使用的备用转矩，能够扩大EV行驶区域。另外，通过使用磁减速机构，在机械式减速机构中产生的谐波振动成分不会向车轮传递，使振动特性得以提高。
根据(7)，相对于第二减速用定子的磁极对数1，使第一减速用定子的磁极对数为α，并使减速用转子的软磁性部的个数为β时，满足β＝α+1(α≠1)，从而在第二减速用定子的旋转磁场速度、第一减速用定子的旋转磁场速度及减速用转子的旋转速度之间，规定的共线关系成立。
根据(8)，通过第二减速用定子、第一减速用定子及减速用转子在径向上对置，从而能够由径向电动机构成磁减速机构。
根据(9)，通过第二减速用定子、第一减速用定子及减速用转子在轴向上对置，从而能够由轴向电动机构成磁减速机构。
根据(10)，通过在发动机的起动时将离合器分离的状态下对磁减速机构进行励磁，从而能够降低发动机的起动时的转速。伴随于此，能够降低发动机的起动所需的驱动用电动机的转矩，因此能够减少目前为止为了发动机的起动而无法使用的备用转矩，能够扩大EV行驶区域。另外，通过使用磁减速机构，在机械式减速机构中产生的谐波振动成分不会向车轮传递，使振动特性得以提高。
附图说明
图1是本发明的第一实施方式所涉及的动力装置的简要结构图。
图2是具备具有与图1的动力装置相同的动作特性的行星齿轮机构的动力装置的简要结构图。
图3是装入图1的动力装置的磁减速机构的共线图。
图4是发动机起动控制的流程图。
图5是驱动用电动机的转矩特性图。
图6是示意地表示EV行驶时的动力装置的电动机与发动机的转速及转矩的关系的示意图。
图7是示意地表示发动机起动(磁减速机构励磁)时的动力装置的电动机与发动机的转速及转矩的关系的示意图。
图8是示意地表示发动机起动(离合器接合)时的动力装置的电动机与发动机的转速及转矩的关系的示意图。
图9是示意地表示从发动机起动(磁减速机构励磁)向发动机行驶(存在电动机辅助)转变时的动力装置的电动机与发动机的转速及转矩的关系的示意图。
图10是本发明的第二实施方式所涉及的动力装置的简要结构图。
图11是本发明的第三实施方式所涉及的动力装置的简要结构图。
图12是装入图11的动力装置的磁减速机构的共线图。
图13是本发明的第四实施方式所涉及的动力装置的简要结构图。
图14是磁减速机构(α＝2时)的等效电路。
图15是以往的驱动用电动机的转矩特性图。
附图标记说明：
1、1A、1B、1C 动力装置；
CL 离合器；
CS 曲轴(发动机输出轴)；
CTR 控制装置；
E 发动机；
M 驱动用电动机；
MS 电动机轴(驱动用电动机轴)；
R 减速用转子；
R1 第一减速用转子；
R2 第二减速用转子；
S 减速用定子；
S1 第一减速用定子；
S2 第二减速用定子；
SR 磁减速机构；
TR 驱动用转子；
TS 驱动用定子。
具体实施方式
参照附图对本发明的各实施方式进行具体地说明。
<第一实施方式>
图1是本发明的第一实施方式所涉及的动力装置1的简要结构图。该动力装置1用于驱动车辆(未图示)的驱动轮DW，并具备：作为驱动源的驱动用电动机M及发动机E；配置在驱动用电动机M及发动机E与驱动轮DW的动力传递路径上的变速器TM；配置在驱动用电动机M与发动机E的动力传递路径上的离合器CL；磁减速机构SR；以及控制装置CTR。
驱动用电动机M为三相交流的内转子型电动机，其具备在内部配置有磁铁的驱动用转子TR及与驱动用转子TR的外径侧对置配置的驱动用定子TS。在驱动用转子TR上安装有与驱动用转子TR一体地旋转的电动机轴MS，电动机轴MS经由变速器TM与驱动轮DW连结。
离合器CL配置在驱动用电动机M的电动机轴MS与发动机E的曲轴CS的动力传递路径上，并通过分离来切断驱动用电动机M与发动机E的机械的动力传递，通过接合允许驱动用电动机M与发动机E的机械的动力传递。
磁减速机构SR具备：卷绕有励磁线圈且用于产生旋转磁场的减速用定子S；与减速用定子S的外径侧对置配置的第一减速用转子R1；以及设置在减速用定子S与第一减速用转子R1之间的第二减速用转子R2。
第一减速用转子R1与驱动用电动机M的驱动用转子TR共用，在驱动用转子TR的轴向一端部(图1中为右端部)的内周面以沿周向排列的方式设置有多个磁铁MG。该磁铁MG配置成相邻的磁铁MG彼此具有互不相同的极性，来构成磁极列。
减速用定子S具有电枢列，该电枢列配置成在驱动用转子TR的轴向一端部(图1中为右端部)与第一减速用转子R1的磁极列在径向上对置，并通过在多个电枢中产生的多个电枢磁极，从而在该电枢列与磁极列之间产生沿周向移动的旋转磁场。
第二减速用转子R2具有软磁性部列，且与发动机E的曲轴CS机械地连结，该软磁性部列由彼此隔开间隔且沿周向排列的多个软磁性部构成，并且配置成位于第一减速用转子R1的磁极列与减速用定子S的电枢列之间。
磁减速机构SR设定成，相对于减速用定子S的磁极对数1，使第一减速用转子R1的极对数为α，并使第二减速用转子R2的软磁性部的个数为β时，满足β＝α+1，其中，α≠1。由此，如上所述，图1所记载的磁减速机构SR成为与具备图2所记载的行星齿轮机构PL的动力装置100相同的动作特性。
即，即使将能够固定磁减速机构SR的旋转磁场的减速用定子S置换成能够通过制动器B固定的行星齿轮机构的太阳齿轮SG，将磁减速机构SR的第一减速用转子R1置换成行星齿轮机构的齿圈RG，并将磁减速机构SR的第二减速用转子R2置换成行星齿轮机构的行星齿轮架PC，也能够得到相同的动作特性。
在磁减速机构SR中，若对减速用定子S进行励磁，则如图3的共线图所示，减速用定子S的旋转磁场的激磁转速ωS、第一减速用转子R1的角速度ω1、第二减速用转子R2的角速度ω2满足共线关系。需要说明的是，在本说明书中，共线图是表示各旋转要素之间的电角速度的关系的图，且从表示值0的横线到纵线上的黑圆圈的距离表示各旋转要素的电角速度。另外，共线关系是指各旋转要素的电角速度在单一的直线上排列的关系。
如图3所示，若以固定减速用定子S的旋转磁场的方式、即以使减速用定子S的旋转磁场的激磁转速ωS成为零的方式进行励磁，则根据共线关系，第二减速用转子R2的角速度ω2相对于第一减速用转子R1的角速度ω1降低。另外，在根据速度比而使第二减速用转子R2旋转时，作用于第一减速用转子R1的转矩T1(T1＜T2)也变小。需要说明的是，以固定磁减速机构SR的减速用定子S的旋转磁场的方式进行励磁的情况起到与在具备图2所示的行星齿轮机构PL的动力装置100中将制动器B接合且将太阳齿轮SG固定的情况相同的作用。
需要说明的是，在不对减速用定子S进行励磁的情况下，减速用定子S、第一减速用转子R1与及第二减速用转子R2不同步，且共线关系不成立。
控制装置CTR进行驱动用电动机M的旋转磁场控制、发动机E的点火控制、转矩控制、离合器CL的分离·接合控制及磁减速机构SR的减速用定子S的旋转磁场控制等。
在这样构成的动力装置1中，若将离合器CL接合并驱动发动机E，则发动机E的转矩从曲轴CS经由离合器CL及变速器TM向驱动轮DW传递，从而实现发动机行驶。此时，若对驱动用电动机M进行驱动，则能够进行电动机辅助行驶。
另外，在将发动机E停止且将离合器CL分离的状态下对驱动用电动机M进行驱动时，驱动用电动机M的转矩从电动机轴MS经由变速器TM向驱动轮DW传递，从而实现EV行驶。
接着，参照图4～图9，对在EV行驶中通过驱动用电动机M的转矩将发动机E起动的发动机起动控制进行说明。
在EV行驶中，如上所述，EV行驶中为将离合器CL分离的状态，且发动机E停止。因此，如图6所示，驱动用电动机M与发动机E独立地以规定的转速旋转，且经由驱动轮DW作用的行驶阻力与驱动用电动机M的转矩(驱动转矩)平衡。
如图4所示，当存在发动机E的起动要求时，首先判断驱动用电动机M的要求转矩或要求输出是否为A-Y(Nm)以下或S(kW)以下，即判断驱动用电动机M的驱动力要求是否为图5的转矩特性图的区域(I)的范围内(步骤SS1)。需要说明的是，在该区域(I)中，为相对于电动机的最大转矩A(Nm)或最大输出B(kW)具有能够输出Y(Nm)或S(kW)作为起动转矩或起动输出的区域。
在步骤SS1中，在驱动用电动机M的要求转矩或要求输出不为A-Y(Nm)以下或S(kW)以下，即为图5的转矩特性图的区域(I)的范围外的情况下，使EV行驶继续(步骤SS2)。
接着，判断驱动用电动机M的要求转矩或要求输出是否为A-X(Nm)以下或Z(kW)以下，即是否为图5的转矩特性图的区域(II)的范围内(步骤SS3)。需要说明的是，在该区域(II)中，为相对于电动机的最大转矩A(Nm)或最大输出B(kW)仅能够输出X(Nm)(X＜Y)或Z(kW)(Z＜S)作为起动转矩或起动输出的区域。
在步骤SS3中，在驱动用电动机M的要求转矩或要求输出为A-X(Nm)以下或Z(kW)以下的情况下，即为图5的转矩特性图的区域(II)的范围内的情况下，以固定磁减速机构SR的减速用定子S的旋转磁场的方式进行励磁，并且对驱动用电动机M除了施加驱动转矩之外，还施加起动转矩X(Nm)(步骤SS4)。此时，如上所述(参照图3)，在磁减速机构SR中减速用定子S的旋转磁场被固定，且第二减速用转子R2的角速度ω2相对于第一减速用转子R1的角速度ω1降低。
因此，如图7所示，相对于与第一减速用转子R1共用的驱动用转子TR(驱动用电动机M)的转速，与第二减速用转子R2连结的曲轴CS(发动机E)的转速降低，起动发动机E所需的驱动用电动机M的起动转矩也减小。即，如图8所示，在不对磁减速机构SR的减速用定子S进行励磁，将离合器CL接合而使发动机E起动的情况下，起动发动机E所需的驱动用电动机M的起动转矩需要Y(Nm)，但通过以固定磁减速机构SR的减速用定子S的旋转磁场的方式进行励磁，从而起动发动机E所需的驱动用电动机M的起动转矩为X(Nm)就足够。换言之，即使超过图5的转矩特性图的区域(I)而直至区域(II)许可EV行驶，也能够通过驱动用电动机M的转矩起动发动机E。
在步骤SS3中，在驱动用电动机M的要求转矩或要求输出不为A-X(Nm)以下或Z(kW)以下的情况下，即为图5的转矩特性图的区域(I)及区域(II)的范围外的情况下，即使以固定磁减速机构SR的减速用定子S的旋转磁场的方式进行励磁，驱动用电动机M也无法输出起动发动机E所需的起动转矩X(Nm)，因此使EV行驶继续。
在步骤SS4中对磁减速机构SR的减速用定子S进行励磁，并对驱动用电动机M除了施加驱动转矩以外还施加起动转矩X(Nm)之后，判断发动机E的转速NE是否为最小起动转速Krpm以上(步骤SS5)。其结果是，若发动机E的转速NE为最小起动转速Krpm以上，则对发动机E进行起动点火(点火)(步骤SS6)。然后，确认发动机E的起动(步骤SS7)，若确认到发动机E的起动，则停止减速用定子S的励磁，并且停止向驱动用电动机M施加起动转矩X(Nm)(步骤SS8)。
接着，设定发动机E的目标转速NE(步骤SS9)，选定变速器TM的档位并判断是否需要升档(步骤SS10)。在发动机E的目标转速相对于发动机E的起动时的转速高出规定以上的情况下，若不进行变速器TM的升档而将离合器CL接合，则发动机E转速急剧上升，因此在步骤SS10中判断升档的必要性。
在步骤SS10中不需要升档的情况下，自主控制发动机E来使发动机E的转速NE上升(步骤SS11)。另外，在步骤SS10中需要升档的情况下，在使离合器CL一边滑动一边接合的所谓的半离合状态下，如图9所示那样进行升档并降低驱动用电动机M的转速NMOT(步骤SS12)。在步骤SS11及步骤SS12之后，将离合器CL接合，由此使发动机E的转速NE与驱动用电动机M的转速NMOT相等(步骤SS13)。通过开始驱动发动机(步骤SS14)，从而成为基于发动机E进行的发动机行驶。
另外，返回步骤SS1，在步骤SS1中，在驱动用电动机M的要求转矩或要求输出为A-Y(Nm)以下或S(kW)以下、即为图5的转矩特性图的区域(I)的范围内的情况下，判断驱动用电动机M的转速NMOT是否为(1+α)×K(rpm)以下(步骤SS15)。即，使以固定磁减速机构SR的减速用定子S的旋转磁场的方式进行励磁的情况下的发动机E的最小起动转速Krpm乘以规定的变速比来算出驱动用电动机M的所需转速，若驱动用电动机M的转速NMOT不是驱动用电动机M的需要转速以下，则进行步骤SS2～步骤SS12的使用磁减速机构SR的起动控制。
在步骤SS15中，若驱动用电动机M的转速NMOT为驱动用电动机M的所需转速以下，则为了进行使用了磁减速机构SR的起动控制而驱动用电动机M的转速NMOT不足，因此如图8所示，对驱动用电动机M除了施加驱动转矩以外还施加起动转矩Y(Nm)(步骤SS16)。然后，在使离合器CL一边滑动一边接合的所谓的半离合状态下，提高发动机E的转速NE(步骤SS16)。提高发动机E的转速NE之后，将离合器CL接合，从而使发动机E的转速NE与驱动用电动机M的转速NMOT相等(步骤SS13)，并开始驱动发动机(步骤SS14)，从而成为基于发动机E进行的发动机行驶(图9中存在电动机辅助)。
如以上说明的那样，根据本实施方式，动力装置1具备磁减速机构SR，因此在发动机E的起动时将离合器CL分离的状态下，以固定磁减速机构SR的减速用定子S的旋转磁场的方式进行励磁，从而能够降低发动机E的起动时的转速。伴随于此，能够降低发动机E的起动所需的驱动用电动机M的转矩，因此能够减少目前为止为了发动机E的起动而无法使用的备用转矩，能够扩大EV行驶区域。
另外，通过使用磁减速机构SR，在机械式减速机构中产生的谐波振动成分不会向驱动轮DW传递，使振动特性得以提高。
另外，通过减速用定子S、第一减速用转子R1及第二减速用转子R2在径向上对置，从而能够由径向电动机构成磁减速机构SR。
<第二实施方式>
接着，参照图10对本发明的第二实施方式的动力装置1A进行说明。需要说明的是，第二实施方式的动力装置1A除了磁减速机构SR由轴向电动机构成这一点以外，具有与第一实施方式的动力装置1相同的结构，因此对相同的结构标注相同的符号并省略说明。
本实施方式的动力装置1A的磁减速机构SR具备：卷绕有励磁线圈且用于产生旋转磁场的减速用定子S；在轴向上相对于减速用定子S对置配置的第一减速用转子R1；以及设置于减速用定子S与第一减速用转子R1之间的第二减速用转子R2。
第一减速用转子R1与驱动用电动机M的驱动用转子TR共用，在驱动用转子TR的轴向一端部(图1中为右端部)的从内周部向径向内侧延伸设置的内侧圆盘部15以沿周向排列的方式设置有多个磁铁MG。该磁铁MG配置成相邻的磁铁MG彼此具有互不相同的极性，来构成磁极列。
减速用定子S构成电枢列，该电枢列配置成与磁极列对置，且通过在多个电枢中产生的多个电枢磁极，从而在该电枢列与磁极列之间产生沿周向移动的旋转磁场。
第二减速用转子R2构成软磁性部列，且与发动机E的曲轴CS机械地连结，该软磁性部列由彼此隔开间隔且沿周向排列的多个软磁性部构成，并配置成位于磁极列与电枢列之间。
这样，即使由减速用定子S、第一减速用转子R1及第二减速用转子R2沿轴向对置的轴向电动机构成磁减速机构SR，也能够得到与第一实施方式的动力装置1相同的动作特性。
<第三实施方式>
接着，参照图11对本发明的第三实施方式的动力装置1进行说明。需要说明的是，在第一实施方式及第二实施方式的动力装置1、1A中，驱动用电动机M的驱动用转子TR与磁减速机构SR共用，但在本实施方式的动力装置1B中，在驱动用电动机M的驱动用定子TS与磁减速机构SR共用这一点上不同。
磁减速机构SR具备：与驱动用电动机M的驱动用定子TS共用的第一减速用定子S1；用于产生旋转磁场的第二减速用定子S2；以及具备多个软磁性部并设置于第一减速用定子S1与第二减速用定子S2之间的减速用转子R。
第二减速用定子S2具有电枢列，该电枢列配置成在驱动用定子TS的轴向一端部(图11中为右端部)与第一减速用定子S1的电枢列在径向上对置，并通过在多个电枢中产生的多个电枢磁极，从而在第二减速用定子S2的该电枢列与第一减速用定子S1的电枢列之间产生沿周向移动的旋转磁场。
减速用转子R具有软磁性部列，且与发动机E的曲轴CS机械地连结，该软磁性部列由彼此隔开间隔且沿周向排列的多个软磁性部构成，并且配置成位于第一减速用定子S1的电枢列与第二减速用定子S2的电枢列之间。
相对于第二减速用定子S2的磁极对数1，使第一减速用定子S1的磁极对数为α，并使减速用转子R的软磁性部的个数为β时，设定为满足β＝α+1，其中，α≠1。由此，如上所述，在图11所记载的磁减速机构SR中，也成为与具备图2所记载的行星齿轮机构的动力装置100相同的动作特性。
即，即使将能够固定磁减速机构SR的旋转磁场的第二减速用定子S2置换成能够通过制动器B固定的行星齿轮机构的太阳齿轮SG，将磁减速机构SR的第一减速用定子S1置换成行星齿轮机构的齿圈RG，并将磁减速机构SR的减速用转子R置换成行星齿轮机构的行星齿轮架PC，也能够得到相同的动作特性。
在磁减速机构SR中，若对第二减速用定子S2进行励磁，则如图12的共线图所示，第二减速用定子S2的旋转磁场的激磁转速ωS2、第一减速用定子S1的角速度ωS1及减速用转子R的角速度ωR满足共线关系。另外，若以固定减速用定子S的旋转磁场的方式、即以使第二减速用定子S2的旋转磁场的激磁转速ωS成为零的方式进行励磁，则根据共线关系，减速用转子R的角速度ωR相对于第一减速用定子S1的角速度ωS1降低。另外，在根据速度比而使减速用转子R旋转时，作用于第一减速用定子S1的转矩TS1也降低。需要说明的是，以固定磁减速机构SR的第二减速用定子S2的旋转磁场的方式进行励磁的情况起到与在具备图2所示的行星齿轮机构PL的动力装置100中将制动器B接合并将太阳齿轮SG固定的情况同样的作用。
在不对第二减速用定子S2进行励磁的情况下，第二减速用定子S2、第一减速用定子S1及减速用转子R不同步，且共线关系不成立。
即使在这样构成的动力装置1B中，若将离合器CL接合并驱动发动机E，则发动机E的转矩也从曲轴CS经由离合器CL及变速器TM向驱动轮DW传递，从而实现发动机行驶。此时，若对驱动用电动机M进行驱动，则能够进行电动机辅助行驶。
另外，当在将发动机E停止且将离合器CL分离的状态下对驱动用电动机M进行驱动时，驱动用电动机M的转矩从电动机轴MS经由变速器TM向驱动轮DW传递，从而实现EV行驶。
另外，由于动力装置1B具备磁减速机构SR，因此在发动机E的起动时将离合器CL分离的状态下，以固定磁减速机构SR的第二减速用定子S2的旋转磁场的方式进行励磁，从而能够降低发动机E的起动时的转速。伴随于此，能够降低发动机E的起动所需的驱动用电动机M的转矩，因此能够减少目前为止为了发动机E的起动而无法使用的备用转矩，能够扩大EV行驶区域。
<第四实施方式>
接着，参照图13对本发明的第四实施方式的动力装置1C进行说明。需要说明的是，第四实施方式的动力装置1C除了磁减速机构SR由轴向电动机构成这一点之外，具有与第三实施方式的动力装置1B相同的结构，因此对相同的结构标注相同的符号并省略说明。
本实施方式的动力装置1的磁减速机构SR具备：与驱动用电动机M的驱动用定子TS共用的第一减速用定子S1；用于产生旋转磁场的第二减速用定子S2；以及具备多个软磁性部并设置于第一减速用定子S1与第二减速用定子S2之间的减速用转子R。
第一减速用定子S1通过使在驱动用定子TS的轴向一端部(图1中为右端部)形成的定子铁心12延伸设置到与驱动用转子TR的内周面大致相同直径的位置而构成。驱动用定子TS的定子铁心12由混合铁心等形成，该混合铁心例如包括将一般的电磁钢板层叠而成的层叠铁心13和将磁性粒子压接而成的压粉铁心14。
第二减速用定子S2具有电枢列，该电枢列配置成在驱动用定子TS的轴向一端部(图13中为右端部)与第一减速用定子S1的电枢列在轴向上对置，并通过在多个电枢中产生的多个电枢磁极，从而在第二减速用定子S2的该电枢列与第一减速用定子S1的电枢列之间产生沿周向移动的旋转磁场。
减速用转子R具有软磁性部列，且与发动机E的曲轴CS机械地连结，该软磁性部列由彼此隔开间隔且沿周向排列的多个软磁性部构成，并配置成位于第一减速用定子S1的电枢列与第二减速用定子S2的电枢列之间。
这样，即使由第二减速用定子S2、第一减速用定子S1及减速用转子R沿轴向对置的轴向电动机构成磁减速机构SR，也能够得到与第三实施方式的动力装置1相同的动作特性。
需要说明的是，本发明不限定于前述的各实施方式，能够适当地进行变形、改良等。

Claims (10)

1.一种动力装置，其具备：
驱动用电动机，其具备驱动用转子和与该驱动用转子对置配置的驱动用定子；
驱动用电动机轴，其与车辆的车轮机械地连结，并与所述驱动用转子一体地旋转；
发动机；
发动机输出轴，其与所述驱动用电动机轴机械地连结，并输出该发动机的转矩；
离合器，其配置于所述发动机输出轴与所述驱动用电动机轴的动力传递路径上；以及
控制装置，其通过所述驱动用电动机的转矩来对所述发动机进行起动控制，其中，
该动力装置还具备磁减速机构，
该磁减速机构具有：
减速用定子，其用于产生旋转磁场；
第一减速用转子，其具备多个磁极部，并与所述减速用定子对置；以及
第二减速用转子，其具备多个软磁性部，并设置于所述减速用定子与所述第一减速用转子之间，
通过对所述减速用定子进行励磁，从而在所述减速用定子的旋转磁场速度、所述第一减速用转子的旋转速度及所述第二减速用转子的旋转速度之间保持规定的共线关系并进行旋转，
所述第二减速用转子与所述发动机输出轴机械地连结，
所述第一减速用转子与所述驱动用转子共用，
所述控制装置在起动所述发动机时，在将所述离合器分离的状态下以固定所述减速用定子的旋转磁场的方式进行励磁。
2.根据权利要求1所述的动力装置，其中，
所述第一减速用转子具有磁极列，该磁极列由沿规定方向排列的规定的多个所述磁极部构成，并配置成相邻的各两个所述磁极部具有互不相同的极性，
所述减速用定子具有电枢列，该电枢列配置成与所述磁极列对置，并通过在多个电枢中产生的规定的多个电枢磁极，从而在该电枢列与所述磁极列之间产生沿所述规定方向移动的旋转磁场，
所述第二减速用转子具有软磁性部列，该软磁性部列由彼此隔开间隔且沿所述规定方向排列的规定的多个所述软磁性部构成，并配置成位于所述磁极列与所述电枢列之间，
相对于所述减速用定子的磁极对数1，使所述第一减速用转子的极对数为α，且使所述第二减速用转子的所述软磁性部的个数为β时，满足β＝α+1，其中，α≠1。
3.根据权利要求1或2所述的动力装置，其中，
所述减速用定子、所述第一减速用转子及所述第二减速用转子在径向上对置。
4.根据权利要求1或2所述的动力装置，其中，
所述减速用定子、所述第一减速用转子及所述第二减速用转子在轴向上对置。
5.根据权利要求1或2所述的动力装置，其中，
所述驱动用电动机在所述驱动用定子的径向内侧对置配置有所述驱动用转子，
所述磁减速机构的所述第一减速用转子的所述磁极部由在所述驱动用电动机的所述驱动用转子的内周部沿周向排列配置的磁铁构成。
6.一种动力装置，其具备：
驱动用电动机，其具备驱动用转子和与该驱动用转子对置配置的驱动用定子；
驱动用电动机轴，其与车辆的车轮机械地连结，并与所述驱动用转子一体地旋转；
发动机；
发动机输出轴，其与所述驱动用电动机轴机械地连结，并输出该发动机的转矩；
离合器，其配置于所述发动机输出轴与所述驱动用电动机轴的动力传递路径上；以及
控制装置，其通过所述驱动用电动机的转矩来对所述发动机进行起动控制，其中，
该动力装置还具备磁减速机构，
该磁减速机构具有：
第一减速用定子，其与所述驱动用电动机的所述驱动用定子共用；
第二减速用定子，其用于产生旋转磁场；以及
减速用转子，其具备多个软磁性部，并设置于所述第一减速用定子与所述第二减速用定子之间，
通过对所述第二减速用定子进行励磁，从而在所述第二减速用定子的旋转磁场速度、所述第一减速用定子的旋转磁场速度及所述减速用转子的旋转速度之间保持规定的共线关系并进行旋转，
所述减速用转子与所述发动机输出轴机械地连结，
所述控制装置在起动所述发动机时，在将所述离合器分离的状态下以固定所述第二减速用定子的旋转磁场的方式进行励磁。
7.根据权利要求6所述的动力装置，其中，
所述第二减速用定子具有电枢列，该电枢列配置成与所述第一减速用定子的电枢列对置，并通过在多个电枢中产生的规定的多个电枢磁极，从而在所述第二减速用定子的该电枢列与所述第一减速用定子的所述电枢列之间产生沿规定方向移动的旋转磁场，
所述减速用转子具有软磁性部列，该软磁性部列由彼此隔开间隔且沿所述规定方向排列的规定的多个所述软磁性部构成，并配置成位于所述第一减速用定子的所述电枢列与所述第二减速用定子的所述电枢列之间，
相对于所述第二减速用定子的磁极对数1，使所述第一减速用定子的磁极对数为α，并使所述减速用转子的所述软磁性部的个数为β时，满足β＝α+1，其中，α≠1。
8.根据权利要求6或7所述的动力装置，其中，
所述第二减速用定子、第一减速用定子及所述减速用转子在径向上对置。
9.根据权利要求6或7所述的动力装置，其中，
所述第二减速用定子、第一减速用定子及所述减速用转子在轴向上对置。
10.一种动力装置，其具备：
驱动用电动机，其具备驱动用转子和与该驱动用转子对置配置的驱动用定子；
驱动用电动机轴，其与车辆的车轮机械地连结，并与所述驱动用转子一体地旋转；
发动机；
发动机输出轴，其与所述驱动用电动机轴机械地连结，并输出该发动机的转矩；
离合器，其配置于所述发动机输出轴与所述驱动用电动机轴的动力传递路径上；以及
控制装置，其通过所述驱动用电动机的转矩来对所述发动机进行起动控制，其中，
该动力装置还具备磁减速机构，该磁减速机构在所述起动控制中通过磁力降低所述发动机输出轴的转速，从而降低所述发动机的起动所需的所述驱动用电动机的转矩，
所述控制装置在起动所述发动机时，在将所述离合器分离的状态下对所述磁减速机构进行励磁。
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