JP2009274536A - Power transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enable driving of load while controlling an operation status of a motor without causing complication of a configuration and high cost of a power transmission device. <P>SOLUTION: A rotating magnetic field is generated by flowing an induced current to a rotor coil 30 caused by occurrence of rotation difference between an input side rotor 28 and an output side rotor 18 and torque acts between the input side rotor 28 and the output side rotor 18. A rectifier 93 rectifies AC power from the rotor coil 30 taken out through a slip ring 95 and a brush 96, and a boosting converter 94 boosts and outputs the power rectified with the rectifier 93. An electronic control unit controls a boosting ratio in a boosting converter 94 so as to make a rotation speed of the engine to nearly meet a target rotation speed based on the engine torque. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a power transmission device, and in particular, it is possible to drive a load by transmitting power from a prime mover to a load using electromagnetic coupling between rotors, and further to power to a stator conductor. The present invention relates to a power transmission device capable of driving a load by supply.

  The related art of this type of power transmission device is disclosed in Patent Document 1 below. The power transmission device according to Patent Document 1 includes a first rotor in which a magnet is disposed and mechanically coupled to a drive wheel, and a winding that is electromagnetically coupled to the magnet of the first rotor, and is disposed in an engine (prime mover). A mechanically coupled second rotor, a stator having a winding electromagnetically coupled to the magnet of the first rotor, and a winding electrically connected to the winding of the second rotor And a transformer rotor mechanically coupled to the second rotor, and a transformer stator in which windings electromagnetically coupled to the windings of the transformer rotor are disposed. In Patent Document 1, the power from the engine transmitted to the second rotor is transmitted to the first rotor by electromagnetic coupling between the winding of the second rotor and the magnet of the first rotor. The wheel can be driven. Further, the electric power supplied from the battery to the winding of the transformer stator via the inverter is supplied to the winding of the transformer rotor and the winding of the second rotor by electromagnetic coupling between the winding of the transformer stator and the winding of the transformer rotor. Therefore, the rotational speed of the drive wheels can be controlled by controlling the power supply to the windings of the transformer stator. In addition, electromagnetic coupling between the stator winding and the first rotor magnet causes the first rotor to generate power using the electric power supplied from the battery to the stator winding via the inverter to drive the drive wheels. Therefore, the torque transmitted to the drive wheels can be controlled by controlling the power supply to the stator windings.

Japanese Patent No. 30675594 Japanese Patent Laid-Open No. 2007-116837 Japanese Patent Laid-Open No. 9-46815

  In Patent Document 1, when driving wheels are driven using engine power, it is desirable to be able to control the operating state (rotational speed and torque) of the engine. For example, by controlling the operating state of the engine so that the thermal efficiency of the engine becomes high, it becomes possible to drive the drive wheels while maintaining the high thermal efficiency of the engine. In addition, by controlling the operating state of the engine so that the power transmission efficiency of the power transmission device is increased, it is possible to drive the drive wheels while maintaining a state where the power transmission efficiency of the power transmission device is high. However, in Patent Document 1, in order to control the operation state (rotational speed and torque) of the engine, the electric power supplied from the battery to the windings of the transformer stator via the inverter is controlled, so that the second rotor The power supplied to the winding is controlled. Therefore, between the battery and the winding of the transformer stator, power conversion for converting DC power from the battery into AC and supplying it to the winding of the transformer stator (winding of the second rotor), and winding of the transformer stator An inverter for performing bidirectional power conversion with power conversion for converting the AC power of the line into DC and collecting it into the battery is required. As a result, not only an inverter for performing bidirectional power conversion between the battery and the stator winding, but also an inverter for performing bidirectional power conversion between the battery and the transformer stator winding. Necessary and two inverters are required, resulting in a complicated configuration and high cost.

  The present invention can drive the load by transmitting the power from the prime mover to the load using electromagnetic coupling between the rotors, and can also drive the load by supplying power to the stator conductor. An object of the present invention is to make it possible to drive a load while controlling the operating state of a prime mover without complicating the configuration and increasing the cost.

  The power transmission device according to the present invention employs the following means in order to achieve the above-described object.

  The power transmission device according to the present invention includes a first rotor provided with a rotor conductor capable of generating a rotating magnetic field, a stator provided with a stator conductor capable of generating a rotating magnetic field, and a first rotation. A second rotor that can rotate relative to the rotor, wherein torque is generated between the first rotor and the stator conductor in response to a rotating magnetic field generated by the rotor conductor. A second rotor in which torque acts between the stator and the rotor in response to the magnetic field acting, and the rotor conductor generates a rotational difference between the first rotor and the second rotor. A rotating magnetic field is generated when an induced current flows due to the above, and power from the prime mover is transmitted to one of the first rotor and the second rotor, and the first rotor and the second rotor A power transmission device for transmitting power to the load from the other side of the power source for extracting AC power of the rotor conductor. The transmission unit, the power conversion unit that can convert the AC power extracted by the power transmission unit and supply it to the stator conductor, and the rotational speed of the prime mover substantially coincides with the target rotational speed based on the torque of the prime mover And a control device that controls power conversion in the power conversion unit.

  In one aspect of the present invention, the power conversion unit includes a rectifier that rectifies the AC power extracted by the power transmission unit, and a DC-DC converter that converts the voltage rectified by the rectifier and outputs the voltage. -The power converted into voltage by the DC converter can be converted into alternating current by the inverter and supplied to the stator conductor, and the controller can make the rotational speed of the prime mover substantially coincide with the target rotational speed based on the torque of the prime mover. It is preferable to control the voltage conversion ratio in the DC-DC converter.

  In one aspect of the present invention, it is preferable that the control device calculates a target rotational speed of the prime mover at which the efficiency of the prime mover becomes a predetermined high efficiency with respect to the torque of the prime mover.

  In one aspect of the present invention, the control device is configured to start from one of the first rotor and the second rotor with respect to the torque of the prime mover and the rotation speed of the other of the first rotor and the second rotor. It is preferable to calculate a target rotational speed of the prime mover at which the power transmission efficiency to the other is a predetermined value or more.

  In one aspect of the present invention, the control device is configured such that the efficiency of the prime mover, the first rotor, and the second rotor with respect to the torque of the prime mover and the rotational speed of the other of the first rotor and the second rotor. It is preferable to calculate the target rotational speed of the prime mover that maximizes the product of the power transmission efficiency from one to the other.

  In one aspect of the present invention, it is preferable to further include a transmission that shifts power from the other of the first rotor and the second rotor and transmits the power to the load.

  In one aspect of the present invention, the power transmission unit includes a brush connected to the rectifier, a slip ring connected to the rotor conductor of the first rotor, and rotating with the first rotor while sliding with respect to the brush; Is preferably included.

  According to the present invention, the rotation of the first rotor via the power transmission unit is controlled by controlling the power conversion in the power conversion unit so that the rotation speed of the prime mover substantially matches the target rotation speed based on the torque of the prime mover. The rotational speed of the prime mover can be controlled without supplying power to the child conductor. As a result, an inverter for performing bidirectional power conversion on the rotor conductor of the first rotor becomes unnecessary, and the operating state of the prime mover can be changed without complicating the configuration of the power transmission device and increasing the cost. The load can be driven while being controlled.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention (hereinafter referred to as embodiments) will be described with reference to the drawings.

  1-3 is a figure which shows the outline of a structure of the hybrid drive device provided with the power transmission device which concerns on embodiment of this invention, FIG. 1 shows the outline of the whole structure, FIG. The outline of a structure is shown. The hybrid drive device according to the present embodiment includes an engine (internal combustion engine) 36 provided as a prime mover capable of generating power (mechanical power), a transmission 44 provided between the engine 36 and wheels 38, And the rotating electrical machine 10 provided between the engine 36 and the transmission 44. In addition, about the hybrid drive device which concerns on this embodiment, it can be used as a power output device for driving a vehicle, for example.

  The rotating electrical machine 10 includes a stator 16 fixed to a casing (not shown), a first rotor 28 that is disposed radially inward of the stator 16 and that can rotate relative to the stator 16, and between the stator 16 and the first rotor 28. And a second rotor 18 that is disposed and is rotatable relative to the stator 16 and the first rotor 28. The first rotor 28 is mechanically connected to the input shaft 34 of the rotating electrical machine 10, and the input shaft 34 is mechanically connected to the engine 36, so that power from the engine 36 is transmitted to the first rotor 28. The On the other hand, the second rotor 18 is mechanically connected to the output shaft 24 of the rotating electrical machine 10, and the output shaft 24 is mechanically connected to the wheel 38 via the transmission 44. The power from the second rotor 18 is transmitted after being shifted by the transmission 44. In the following description, the first rotor 28 is an input side rotor, and the second rotor 18 is an output side rotor.

  The stator 16 includes a stator core (stator core) 51 and a plurality of (for example, three-phase) stator windings (stator conductors) 20 disposed on the stator core 51 along the circumferential direction thereof. When a plurality of phases (for example, three phases) of alternating current flows through the plurality of stator windings 20, the stator windings 20 can generate a rotating magnetic field that rotates in the stator circumferential direction.

  The input-side rotor 28 includes a rotor core (first rotor core) 52 and a plurality of (for example, three-phase) rotor windings (rotor conductors) 30 disposed on the rotor core 52 along the circumferential direction thereof. Including. When a plurality of phases (for example, three phases) of alternating current flows through the plurality of rotor windings 30, the rotor windings 30 can generate a rotating magnetic field that rotates in the circumferential direction of the rotor.

  The output-side rotor 18 includes a rotor core (second rotor core) 53 and permanent magnets 32 and 33 that are disposed on the rotor core 53 along the circumferential direction thereof and generate a field magnetic flux. The permanent magnet 32 is disposed on the outer peripheral portion of the rotor core 53 so as to face the stator 16 (stator core 51), and the permanent magnet 33 is opposed to the input-side rotor 28 (rotor core 52) on the inner peripheral portion of the rotor core 53. Arranged. Here, the permanent magnets 32 and 33 can also be integrated.

  A more detailed configuration example of the input side rotor 28, the output side rotor 18, and the stator 16 is shown in FIG. In the example shown in FIG. 4, the input side rotor 28, the output side rotor 18, and the stator 16 are arranged concentrically. In the stator core 51 of the stator 16, a plurality of teeth 51 a protruding radially inward (toward the output-side rotor 18) are arranged at intervals along the circumferential direction of the stator. The magnetic pole is configured by being wound around the teeth 51a. A plurality of teeth 52a protruding radially outward (toward the output-side rotor 18) are arranged on the rotor core 52 of the input-side rotor 28 at intervals along the circumferential direction of the rotor. Is wound around these teeth 52a, thereby forming a magnetic pole. The teeth 51a of the stator 16 and the permanent magnets 32 of the output-side rotor 18 are opposed to each other in the radial direction perpendicular to the rotation center axis of the output-side rotor 18 (which coincides with the rotation center axis of the input-side rotor 28). The teeth 52a of the side rotor 28 and the permanent magnets 33 of the output side rotor 18 are arranged to face each other in the radial direction. The winding axis of the stator winding 20 and the winding axis of the rotor winding 30 coincide with this radial direction (the direction in which the input side rotor 28 and the output side rotor 18 face each other). The permanent magnets 32 and 33 are arranged at intervals in the circumferential direction of the rotor, and the permanent magnet 32 is embedded in the rotor core 53 in a V shape. However, the permanent magnets 32 and 33 may be exposed on the surface (outer peripheral surface or inner peripheral surface) of the output-side rotor 18 or may be embedded in the output-side rotor 18 (in the rotor core 53). .

  The clutch 48 can selectively perform mechanical engagement between the input shaft 34 (input-side rotor 28) and the output shaft 24 (output-side rotor 18) and release thereof by engagement / release. By engaging the clutch 48 and mechanically engaging the input-side rotor 28 and the output-side rotor 18, the input-side rotor 28 and the output-side rotor 18 are integrally rotated at the same rotational speed. On the other hand, by releasing the clutch 48 and releasing the mechanical engagement between the input-side rotor 28 and the output-side rotor 18, a difference in rotational speed between the input-side rotor 28 and the output-side rotor 18 is allowed. Here, the clutch 48 can be switched between engagement and disengagement using, for example, hydraulic pressure or electromagnetic force. Further, by adjusting the hydraulic pressure or electromagnetic force supplied to the clutch 48, The fastening force can also be adjusted.

  The chargeable / dischargeable power storage device 42 provided as a direct current power source can be constituted by a secondary battery, for example, and stores electrical energy. The inverter 40 includes a switching element (not shown), and converts DC power from the power storage device 42 into alternating current (for example, three-phase alternating current) by switching operation of the switching element, and converts each phase of the stator winding 20 to each phase. It is possible to supply.

  The slip ring 95 is mechanically coupled to the input side rotor 28 and is electrically connected to each phase of the rotor winding 30 and the brush 96. The slip ring 95 rotates with the input-side rotor 28 while sliding with respect to the brush 96 whose rotation is fixed (while maintaining electrical connection with the brush 96). The brush 96 is electrically connected to the rectifier 93, and power from the brush 96 is supplied to the rectifier 93. The slip ring 95 and the brush 96 can constitute a power transmission unit for extracting the power (AC power) of the rotor winding 30 of the input side rotor 28, and the extracted AC power is supplied to the rectifier 93. .

  The rectifier 93 rectifies AC power from the rotor winding 30 taken out by the slip ring 95 and the brush 96 and converts it into DC. The step-up converter (DC-DC converter) 94 includes a switching element, and boosts (voltage converts) DC power rectified by the rectifier 93 by the switching operation of the switching element and outputs it. The DC power boosted (voltage converted) by the boost converter 94 can be supplied to each phase of the stator winding 20 after being converted to AC by the inverter 40. That is, inverter 40 can convert either (at least one) of the DC power boosted by boost converter 94 and the DC power from power storage device 42 to AC and supply it to each phase of stator winding 20. It is. Further, the DC power boosted by the boost converter 94 can be recovered by the power storage device 42. As described above, the power converter that includes the rectifier 93 and the step-up converter 94 and that can convert the AC power extracted by the slip ring 95 and the brush 96 to be supplied to each phase of the stator winding 20 is configured. can do. Here, rectifier 93 performs power conversion in only one direction from slip ring 95 side to boost converter 94 side, and boost converter 94 is unidirectional from rectifier 93 side to power storage device 42 side (or inverter 40 side). Only perform power conversion. Therefore, the power conversion unit including rectifier 93 and boost converter 94 performs power conversion in only one direction from slip ring 95 side to power storage device 42 side (or inverter 40 side).

  The electronic control unit 50 controls the alternating current flowing through each phase of the stator winding 20 by controlling the switching operation of the switching element of the inverter 40. The electronic control unit 50 controls the boost ratio (voltage conversion ratio) in the boost converter 94 by controlling the duty ratio when the switching element in the boost converter 94 is switched. Furthermore, the electronic control unit 50 also controls the operating state of the engine 36 and the speed ratio of the transmission 44. Further, the electronic control unit 50 also performs control to switch mechanical engagement / release of the input side rotor 28 and the output side rotor 18 by switching engagement / release of the clutch 48.

  When a plurality of phases (for example, three phases) of alternating current flows through the plurality of stator windings 20 by the switching operation of the inverter 40, the stator windings 20 generate a rotating magnetic field that rotates in the circumferential direction of the stator. The torque (magnet torque) can be applied to the output-side rotor 18 by electromagnetic interaction (attraction and repulsion) between the rotating magnetic field generated in the stator winding 20 and the field magnetic flux generated in the permanent magnet 32. The output side rotor 18 can be rotationally driven. That is, the electric power supplied from the power storage device 42 to the stator winding 20 can be converted into the power (mechanical power) of the output-side rotor 18. Further, the inverter 40 can also convert the alternating current flowing in each phase of the stator winding 20 into a direct current and recover the electric energy in the power storage device 42. In that case, the motive power of the output-side rotor 18 is converted into the electric power of the stator winding 20 and recovered by the power storage device 42. As described above, the stator winding 20 of the stator 16 and the permanent magnet 32 of the output side rotor 18 are electromagnetically coupled, so that the rotating magnetic field generated in the stator winding 20 is applied to the output side rotor 18. A torque (magnet torque) can be applied between the stator 16 and the output-side rotor 18. Further, for example, as shown in FIG. 4, an example in which a magnetic material (ferromagnetic material) is disposed between the permanent magnets 32 as salient pole portions facing the stator 16 (tooth 51a), or the permanent magnet 32 is on the output side. In the example embedded in the rotor 18 (in the rotor core 53), the reluctance torque in addition to the magnet torque is also applied to the stator 16 and the output side rotor in response to the rotating magnetic field generated by the stator 16 acting on the output side rotor 18. 18 to act. The inverter 40 can perform bidirectional power conversion, and the power storage device 42 can transmit and receive power to and from the stator winding 20.

  Further, as the input side rotor 28 rotates relative to the output side rotor 18, a rotation difference is generated between the input side rotor 28 (rotor winding 30) and the output side rotor 18 (permanent magnet 33). An induced electromotive force is generated in the winding 30 and an induced current flows through the rotor winding 30 due to the induced electromotive force, thereby generating a rotating magnetic field. The torque can be applied to the output-side rotor 18 by the electromagnetic interaction between the rotating magnetic field generated by the induced current of the rotor winding 30 and the field flux of the permanent magnet 33, and the output-side rotor 18 is driven to rotate. Can do. As described above, the rotor winding 30 of the input-side rotor 28 and the permanent magnet 33 of the output-side rotor 18 are electromagnetically coupled, so that the rotating magnetic field generated in the rotor winding 30 acts on the output-side rotor 18. As a result, torque (magnet torque) acts between the input-side rotor 28 and the output-side rotor 18. Therefore, power (mechanical power) can be transmitted between the input-side rotor 28 and the output-side rotor 18, and an electromagnetic coupling function can be realized. Further, an example in which a magnetic body (ferromagnetic body) is disposed as a salient pole portion between the permanent magnets 33 so as to face the input side rotor 28 (tooth 52a), or the permanent magnet 33 is disposed in the output side rotor 18 (rotor core 53). In the example embedded in the inner), in accordance with the rotating magnetic field generated by the input-side rotor 28 acting on the output-side rotor 18, the reluctance torque in addition to the magnet torque is applied to the input-side rotor 28 and the output-side rotor 18. Acts during.

  When the torque is generated between the input side rotor 28 and the output side rotor 18 by the induced current of the rotor winding 30, the electronic control unit 50 causes the output voltage of the boost converter 94 to be higher than the voltage of the power storage device 42. Thus, the boost ratio in the boost converter 94 is controlled. As a result, a current flows from the boost converter 94 to the wiring between the power storage device 42 and the inverter 40, and an induced current flows through the rotor winding 30, so that torque acts between the input-side rotor 28 and the output-side rotor 18. On the other hand, the electronic control unit 50 controls the boost ratio in the boost converter 94 so that the output voltage of the boost converter 94 is lower than the voltage of the power storage device 42 in a state where the switching operation of the inverter 40 is not performed. Even if a rotational difference occurs between the side rotor 28 and the output side rotor 18, no induced current flows through the rotor winding 30, and no torque acts between the input side rotor 28 and the output side rotor 18. Also, by stopping the boosting (voltage conversion) by the boost converter 94 while maintaining the switching element in the boost converter 94 in the off state, the induced current does not flow through the rotor winding 30, and the input side rotor 28 and the output side Torque stops working with the rotor 18.

  Next, the operation of the hybrid drive device according to the present embodiment, particularly the operation when the wheels 38 are rotationally driven using the power of the engine 36 will be described.

  When the engine 36 is generating power, the power of the engine 36 is transmitted to the input side rotor 28, and the input side rotor 28 is rotationally driven. When the rotational speed of the input side rotor 28 becomes higher than the rotational speed of the output side rotor 18, an induced electromotive force is generated in the rotor winding 30. The electronic control unit 50 controls the boost ratio in the boost converter 94 so that the output voltage of the boost converter 94 is higher than the voltage of the power storage device 42, whereby an induced current flows in the rotor winding 30, and this induced current Torque acts on the output-side rotor 18 due to electromagnetic interaction between the magnetic field flux of the permanent magnet 33 and the output-side rotor 18. Thus, the power from the engine 36 transmitted to the input side rotor 28 is transmitted to the output side rotor 18 by electromagnetic coupling between the rotor winding 30 of the input side rotor 28 and the permanent magnet 33 of the output side rotor 18. The The power transmitted to the output-side rotor 18 is transmitted to the wheels 38 after being shifted by the transmission 44 and used for driving a load such as driving a vehicle. Therefore, the wheel 38 can be rotationally driven using the power of the engine 36. Further, since the rotation difference between the input side rotor 28 and the output side rotor 18 can be allowed, the engine 36 does not stall even if the rotation of the wheels 38 is stopped.

  Further, AC power generated in the rotor winding 30 is taken out via the slip ring 95 and the brush 96. The extracted AC power is rectified to DC by a rectifier 93, and the rectified DC power is boosted by a boost converter 94. Then, the DC power from the boost converter 94 is converted into AC by the inverter 40 and then supplied to the stator winding 20, whereby a rotating magnetic field is formed in the stator 16. Torque acts on the output side rotor 18 also by electromagnetic interaction between the rotating magnetic field of the stator 16 and the field flux of the permanent magnet 32 of the output side rotor 18. Thereby, a torque amplification function for amplifying the torque of the output side rotor 18 can be realized. It is also possible to collect DC power from boost converter 94 in power storage device 42.

  Furthermore, by controlling the switching operation of the inverter 40 so that electric power is supplied from the power storage device 42 to the stator winding 20, the wheels 38 are rotationally driven using the power of the engine 36, and the supplied electric power to the stator winding 20. The rotational drive of the wheel 38 can be assisted by the power of the output side rotor 18 generated by using. Further, at the time of load deceleration operation, the electronic control unit 50 controls the switching operation of the inverter 40 so that power is recovered from the stator winding 20 to the power storage device 42, so that the load power is transmitted to the stator winding 20 and the permanent magnet. The electric power of the stator winding 20 can be converted by the electromagnetic coupling with 32 and recovered in the power storage device 42.

  In the present embodiment, when the wheels 38 are rotationally driven using the power of the engine 36, the electronic control unit 50 controls the operating state of the engine 36. Here, the electronic control unit 50 can control the operating state of the engine 36 by controlling the boost ratio (voltage conversion ratio) in the boost converter 94. The reason will be described below.

  Torque acting between the input-side rotor 28 and the output-side rotor 18 (hereinafter referred to as electromagnetic coupling torque) varies according to the relative rotational speed between the input-side rotor 28 and the output-side rotor 18, and is generally shown in FIG. 5 is represented by a relative rotational speed-torque characteristic. Further, the relative rotational speed-torque characteristics change according to the load resistance, and as shown in FIG. 6, the peak value of the electromagnetic coupling torque shifts to the higher relative rotational speed side as the load resistance increases (proportional). Transition). Therefore, the relative rotational speed-torque characteristics can be controlled by adjusting the load resistance. When the load resistance is adjusted to a large value, the peak value of the electromagnetic coupling torque is adjusted to the higher relative rotational speed side, and the load resistance is reduced. When the value is adjusted, the peak value of the electromagnetic coupling torque is adjusted to the lower relative rotational speed side. The load resistance here represents an equivalent resistance in the external circuit 97 of the rotor winding 30 shown in FIG. 7, which includes a slip ring 95, a brush 96, a rectifier 93, a boost converter 94, an inverter 40, and A stator winding 20 and the like are included. Among these, the boost converter 94 and the inverter 40 are adjustable elements of equivalent resistance (load resistance).

Of the external circuit 97, an equivalent circuit focusing on the boost converter 94 is shown in FIG. The external circuit 98 in FIG. 8 includes an inverter 40, a stator winding 20 and the like. Boost converter 94 includes a reactor L, a diode D, a switching element S, and a smoothing capacitor C. A switching operation for turning on and off switching element S is performed between aa ′ terminal voltage E ₁ and bb ′ terminal. The step-up ratio E ₂ / E ₁ with the voltage E ₂ is controlled. When the ON period of the switching element S is Ton, the OFF period of the switching element S is Toff, the switching period of the switching element S is T = Ton + Toff, and the duty ratio d of the switching operation is defined as the following equation (1), The ratio E ₂ / E ₁ is expressed by the following equation (2).

d = Ton / (Ton + Toff) (1)
_{E 2 / E 1 = 1 /} (1-d) (2)

  FIG. 9 shows an equivalent circuit when the switching element S is turned on, and FIG. 10 shows an equivalent circuit when the switching element S is turned off. In the ON state (short circuit state) of the switching element S, the load resistance viewed from the rotor winding 30 side is low, and in the OFF state of the switching element S, the load resistance viewed from the rotor winding 30 side is (of the switching element S Higher than on) Therefore, if the ratio of the ON state of the switching element S is increased (the duty ratio d is increased to increase the step-up ratio), the equivalent resistance on the load side becomes a low value, and the ratio of the OFF state of the switching element S is increased ( When the duty ratio d is reduced to reduce the step-up ratio), the equivalent resistance on the load side becomes a high value. Furthermore, the equivalent resistance on the load side can be controlled to a higher value by maintaining the switching element of the inverter 40 in the OFF state. Therefore, by increasing the step-up ratio in the step-up converter 94, the load resistance viewed from the rotor winding 30 side can be lowered, and the peak value of the electromagnetic coupling torque can be shifted to the lower relative rotational speed side. . On the other hand, by reducing the step-up ratio in the step-up converter 94, the load resistance viewed from the rotor winding 30 side can be increased, and the peak value of the electromagnetic coupling torque can be shifted to the higher relative rotational speed side. .

Further, assuming that the torque of the engine 36 is T _e , the electromagnetic coupling torque is T _c , and the engine shaft inertia is J _e , the rotational speed ω _e of the engine 36 is expressed by the following equation (3). (3) from the equation, by controlling the electromagnetic coupling torque T _c according to the torque T _e of the engine 36, it is possible to control the rotational speed omega _e of the engine 36.

Here, the torque T _e and the rotation speed omega _out of the output shaft 24 (the output side rotor 18) of the engine 36 are both constant and the rotational speed of the torque T _e and the electromagnetic coupling torque T _c of the engine 36 is an engine 36 Assume an equilibrium state almost balanced at ω _e0 . In this case, from FIGS. 11 and 12, the condition that the behavior of the rotational speed ω _e of the engine 36 expressed by the expression (3) is stable near the rotational speed ω _e0 is expressed by the following expression (4). For this purpose, it is necessary to operate the power transmission device according to the present embodiment within a range where the following expression (5) is satisfied. Here, FIG. 11 shows a case where the behavior of the rotational speed omega _e of the engine 36 becomes stable, FIG. 12 shows a case where the behavior of the rotational speed omega _e of the engine 36 becomes unstable. Therefore, in order to stabilize the behavior of the rotational speed ω _e of the engine 36, as shown in FIG. 13, the electromagnetic coupling torque is lower than the relative rotational speed (shown by the broken line in FIG. 13) at the peak value. It is necessary to operate the power transmission device according to the present embodiment within the range.

From the above, the electronic control unit 50 controls the boosting ratio of the boosting converter 94 based on the torque T _e of the engine 36, it is possible to control the electromagnetic coupling torque T _c, rotation of the engine 36 The speed ω _e can be controlled. For example, by increasing the step-up ratio in the step-up converter 94, the electromagnetic coupling torque _Tc can be increased by shifting the peak value of the electromagnetic coupling torque to the low relative rotational speed side. Then, the electromagnetic coupling torque T _c by increasing than the torque T _e of the engine 36, it is possible to reduce the rotational speed omega _e of the engine 36. On the other hand, by reducing the step-up ratio in the step-up converter 94, the peak value of the electromagnetic coupling torque can be shifted to the higher relative rotational speed side, and the electromagnetic coupling torque _Tc can be reduced. Then, the electromagnetic coupling torque T _c to decrease than the torque T _e of the engine 36, it is possible to increase the rotational speed omega _e of the engine 36. Furthermore, the electromagnetic coupling torque _Tc can be further reduced by maintaining the switching element of the inverter 40 in the OFF state. The torque _Te of the engine 36 can be obtained from the throttle opening when the engine 36 is a spark ignition type internal combustion engine such as a gasoline engine. Also, if the engine 36 is a compression ignition type internal combustion engine such as a diesel engine, it is possible to obtain the torque T _e of the engine 36 by the fuel injection amount. It is also possible to obtain the torque T _e of the engine 36 by the operation amount of the accelerator pedal of the vehicle (required torque of the engine 36).

FIG. 14 shows a control block diagram when the electronic control unit 50 controls the rotational speed ω _e of the engine 36 by the control of the boost converter 94. In the control block diagram of FIG. 14, a subtractor 56 calculates a deviation Δω _ref −Δω between the target relative rotational speed Δω _ref and the relative rotational speed Δω. Target relative rotation speed [Delta] [omega _ref is expressed by the difference omega _eref - [omega] _out of the target rotation speed omega _eref of the engine 36 and the rotational speed omega _out of the output shaft 24 (the output side rotor 18), the relative rotational speed [Delta] [omega, the engine This is expressed as a difference ω _e −ω _out between the rotational speed ω _{e of} 36 and the rotational speed ω _out of the output shaft 24. PI controller 58 generates a duty ratio control command signal for setting the value of deviation Δω _ref −Δω to 0, and outputs the control command signal to switching element S of boost converter 94. As a result, the boost ratio in the boost converter 94 is controlled so that the rotational speed ω _e of the engine 36 matches (or substantially matches) the target rotational speed ω _eref .

In the present embodiment, the electronic control unit 50 calculates the target rotational speed omega _eref of the engine 36 based on the torque T _e of the engine 36. For example, the thermal efficiency of the engine 36, as shown in FIG. 15, changes according to the rotational speed omega _e and torque T _e of the engine 36, connecting points of thermal efficiency for the engine power provided is the highest line There is an optimal fuel consumption line. Therefore, the electronic control unit 50 may be relative to the torque T _e of a given engine 36 calculates a target rotation speed omega _eref engine 36 thermal efficiency of the engine 36 becomes a predetermined high efficiency. Here, as the thermal efficiency of the engine 36 becomes highest with respect to the torque T _e of the engine 36, the target rotating speed omega _e of the engine 36 corresponding in optimum fuel consumption line, the torque T _e of the given engine 36 It can be calculated as the speed ω _eref . Thus, the wheel 38 can be rotationally driven while maintaining the operating state (rotational speed ω _e and torque T _e ) of the engine 36 with high thermal efficiency. The thermal efficiency characteristic (optimum fuel consumption line) of the engine 36 as shown in FIG. 15 is stored in advance in a storage device in the electronic control unit 50.

In the present embodiment, the rotor winding 30 of the input side rotor 28 and the permanent magnet 33 of the output side rotor 18 are used as a power transmission path between the engine 36 (input shaft 34) and the wheel 38 (output shaft 24). Between the rotor winding 30, the rectifier 93, the step-up converter 94, the inverter 40, the stator winding 20, and the permanent magnet 32 of the output side rotor 18. A transmission path via an electromagnetic coupling (referred to as a transmission path by an electrical path). The engine output power Poω _eng is expressed by the following formula (6), and the power Poω _coup transmitted through the transmission path by the mechanical path is expressed by the following formula (7) and transmitted through the transmission path by the electric path. The power Poω _ele is expressed by the following equation (8).

Poω _eng = T _e × ω _e (6)
Poω _coup = T _c × ω _out (7)
Poω _ele = T _e × ω _e −T _c × ω _out (8)

In the transmission path by the electric path, power loss occurs in the rectifier 93, the boost converter 94, and the inverter 40, so that the power transmission efficiency is lower than that in the transmission path by the mechanical path. Therefore, the power transmission efficiency (power transmission efficiency from the input-side rotor 28 to the output-side rotor 18) of the power transmission device according to the present embodiment depends on the power Poω _coup transmitted through the transmission path by the mechanical path and the electric path. It changes according to the distribution with the power Poω _ele transmitted through the transmission path. More specifically, the smaller the distribution of the power Poω _ele transmitted through the transmission path by the electric path (the more the distribution of the power Poω _coup transmitted through the transmission path by the mechanical path), the more the input-side rotor. The power transmission efficiency from 28 to the output side rotor 18 becomes high. Therefore, the electronic control unit 50 calculates the distribution of the power Poω _ele transmitted through the transmission path by the electric path (or the distribution of the power Poω _coup transmitted through the transmission path by the mechanical path), thereby obtaining the input. The power transmission efficiency from the side rotor 28 to the output side rotor 18 can be calculated. At that time, a characteristic map representing the relationship between the distribution of power Poω _ele (or distribution of power Poω _coup ) and the power transmission efficiency is stored in advance in a storage device in the electronic control unit 50, and the stored characteristics are stored. In the map, the power transmission efficiency corresponding to the distribution of power Poω _ele (or distribution of power Poω _coup ) is calculated. From the expressions (3) and (6) to (8), regarding the distribution of power Poω _ele transmitted through the transmission path by the electrical path (distribution of power Poω _coup transmitted through the transmission path by the mechanical path) , it can be calculated based on the rotational speed omega _out between the rotational speed omega _e and the torque T _e of the engine 36 output side rotor 18. That is, the electronic control unit 50, based on the rotational speed omega _out between the rotational speed omega _e and the torque T _e of the engine 36 output side rotor 18, calculates the power transmission efficiency from the input side rotor 28 to the output side rotor 18 can do.

Therefore, the electronic control unit 50, with respect to the rotational speed omega _out of the torque T _e of the given engine 36 and the output side rotor 18 (e.g., detected by a sensor not shown), from the input side rotor 28 to the output side rotor 18 It is also possible to calculate the target rotational speed ω _eref of the engine 36 at which the power transmission efficiency of the engine 36 becomes a predetermined value or more. Here, as the relative torque T _e of the given engine 36 and the rotational speed omega _out of the output side rotor 18, the distribution of power Poomega _ele is transmitted through the transmission path by the electric path equal to or less than a predetermined value The target rotational speed ω _eref of the engine 36 can be calculated (or so that the distribution of the power Poω _coup transmitted through the transmission path by the mechanical path becomes a predetermined value or more). As a result, the wheels 38 can be rotationally driven while maintaining the operating state (rotational speed ω _e and torque T _e ) of the engine 36 in which the power transmission efficiency from the input-side rotor 28 to the output-side rotor 18 becomes high. .

Further, in order to improve the power transmission efficiency from the input-side rotor 28 to the output-side rotor 18, the rotational speed ω _e of the engine 36 is reduced so that the distribution of the power Poω _ele transmitted through the transmission path by the electric path is reduced. It is also possible to reduce the differential rotational speed between the input-side rotor 28 and the output-side rotor 18 by reducing. In this case, by increasing the boost ratio in boost converter 94, the operating point of engine 36 can be shifted to the low-rotation high-torque side, and the power transmission efficiency can be improved. However, in this case, it is preferable to set a limit value for the boost ratio in boost converter 94 in consideration of the limits of the operating point of engine 36 (rotational speed lower limit, maximum torque upper limit).

Further, in the present embodiment, the electronic control unit 50, to the torque T _e of the given engine 36 and the rotational speed omega _out of the output side rotor 18, the output side rotor from the thermal efficiency and the input side rotor 28 of the engine 36 It is also possible to calculate the target rotational speed ω _eref of the engine 36 that maximizes (or nearly maximizes) the product of the power transmission efficiency to 18. As a result, the wheels 38 can be rotationally driven while maintaining the operating state (rotational speed ω _e and torque T _e ) of the engine 36 in which the efficiency of the entire system is increased.

In the above embodiment described, by controlling the step-up ratio in step-up converter 94 based on the torque T _e of the engine 36, without supplying electric power to the rotor windings 30 from the power storage device 42 via the slip ring 95 The torque (electromagnetic coupling torque) T _c acting between the input side rotor 28 and the output side rotor 18 can be controlled, and the rotational speed ω _e of the engine 36 can be controlled. Therefore, for power conversion between power storage device 42 and slip ring 95 (rotor winding 30), the AC power of rotor winding 30 is converted to direct current and supplied to power storage device 42 (or inverter 40). It is sufficient that only power conversion can be performed, and there is no need to perform power conversion in a direction in which DC power from the power storage device 42 is converted into AC and supplied to the slip ring 95 (rotor winding 30). As a result, a rectifier 93 and a boost converter (DC-DC converter) 94 for performing power conversion in one direction (from the slip ring 95 side to the power storage device 42 side) are provided between the power storage device 42 and the slip ring 95. And an inverter for performing bidirectional power conversion becomes unnecessary. Therefore, according to the present embodiment, it is possible to rotationally drive the wheel 38 while controlling the operating state of the engine 36 without incurring the complexity and cost increase of the configuration of the power transmission device.

  When the wheels 38 are rotationally driven using the power of the engine 36, the rotational speed of the output side rotor 18 increases as the rotational speed of the wheels 38 (vehicle speed) increases. When an induction current flows through the rotor winding 30 in a state where the rotational speed of the output-side rotor 18 is higher than the rotational speed of the input-side rotor 28, torque (braking torque) in a direction to decrease the rotational speed is applied to the output-side rotor 18. By acting, a braking force acts on the wheel 38 (vehicle). On the other hand, in this embodiment, even if the rotational speed of the wheel 38 (vehicle speed) increases, the rotational speed of the input-side rotor 28 is output by changing the speed ratio of the transmission 44 in the direction of decreasing. A state higher than the rotational speed of the side rotor 18 can be maintained. In this state, the induced current of the rotor winding 30 flows so as to apply a torque in the direction of increasing the rotation speed to the output side rotor 18, so that the power storage device 42 passes through the slip ring 95 to the rotor winding 30. The braking torque can be prevented from acting on the output side rotor 18 (wheel 38) without supplying electric power. Furthermore, in this embodiment, even if the rotational speed of the output side rotor 18 becomes higher than the rotational speed of the input side rotor 28, the electronic control unit 50 has the output voltage of the boost converter 94 lower than the voltage of the power storage device 42. As described above, by controlling the boost ratio in the boost converter 94 (or by stopping the boost by the boost converter 94), it is possible to prevent the induction current from flowing through the rotor winding 30. Therefore, even when the rotational speed of the output-side rotor 18 is higher than the rotational speed of the input-side rotor 28, it is possible to prevent braking torque from acting on the output-side rotor 18 (wheels 38). However, in the present embodiment, when the wheels 38 are rotationally driven using the power of the engine 36, the electronic control unit 50 causes the rotational speed of the output-side rotor 18 to be lower than the rotational speed of the input-side rotor 28. It is preferable to control the transmission ratio of the transmission 44.

  Further, when the torque from the engine 36 is transmitted to the wheels 38, the rotational difference between the input side rotor 28 and the output side rotor 18 can be allowed, so that the rotating electrical machine 10 can function as a starting device. . Therefore, it is not necessary to separately provide a starting device such as a friction clutch or a torque converter. Furthermore, since power can be transmitted between the input-side rotor 28 and the output-side rotor 18 without supplying power from the power storage device 42 to the stator winding 20, the power storage amount of the power storage device 42 is small. Even at extremely low temperatures, the power from the engine 36 can be transmitted to the wheels 38.

  Further, when the vehicle speed (the rotational speed of the wheel 38) exceeds a certain speed and (the rotational speed of the output-side rotor 18)> (the rotational speed of the input-side rotor 28) is satisfied, the clutch 48 is engaged. The input side rotor 28 and the output side rotor 18 may be mechanically coupled. As a result, it is possible to suppress Joule loss caused by the induction current flowing through the rotor winding 30 due to the slip between the input side rotor 28 and the output side rotor 18. When engaging the clutch 48, the torque transmitted between the input side rotor 28 and the output side rotor 18 can be limited by adjusting the fastening force of the clutch 48. Therefore, transmission of impact torque between the input side rotor 28 and the output side rotor 18 can be suppressed.

  Further, in the present embodiment, EV (Electric Vehicle) traveling can be performed in which a load is driven using the power of the rotating electrical machine 10 (the wheel 38 is rotationally driven) without using the power of the engine 36. In that case, the electronic control unit 50 performs drive control of the load by controlling the switching operation of the inverter 40. For example, the electronic control unit 50 controls the switching operation of the inverter 40 so that power is supplied from the power storage device 42 to the stator winding 20, thereby supplying the stator winding 20 with the stator winding 20 and the permanent magnet 32. Is converted into the power of the output-side rotor 18 by the electromagnetic coupling, and the wheel 38 is rotationally driven. Thus, even if the engine 36 is not generating power, the wheels 38 can be rotationally driven by supplying power to the stator winding 20.

  Next, another configuration example of this embodiment will be described.

  16 and 17, instead of the slip ring 95 and the brush 96 in the configuration example shown in FIGS. 1 and 2, the power transmission unit for taking out the power of the rotor winding 30 of the input side rotor 28 is illustrated. There are provided a power transmission stator 66 fixed to the casing that is not connected, and a power transmission rotor 78 that is disposed radially inside the power transmission stator 66 and is rotatable relative to the power transmission stator 66. The power transmission stator 66 includes a stator core 101 and a plurality of (for example, three-phase) power transmission stator windings (power transmission stator conductors) 70 disposed on the stator core 101 along the circumferential direction thereof. Including. The power transmission stator winding 70 is electrically connected to the rectifier 93. When a plurality of phases (for example, three phases) of alternating current flows through the power transmission stator winding 70, the power transmission stator winding 70 can generate a rotating magnetic field that rotates in the circumferential direction of the stator.

  The power transmission rotor 78 includes a rotor core 102 and a plurality of (for example, three-phase) power transmission rotor windings (power transmission rotor conductors) 80 disposed on the rotor core 102 along the circumferential direction thereof. , And mechanically coupled to the input-side rotor 28. When a plurality of phases (for example, three phases) of alternating current flows through the plurality of phases of the power transmission rotor winding 80, the power transmission rotor winding 80 can generate a rotating magnetic field that rotates in the rotor circumferential direction. The power transmission rotor winding 80 is electrically connected (directly connected) to the rotor winding 30 of the input side rotor 28. Here, the rotating direction of the rotating magnetic field generated when an alternating current flows in the rotor winding 30 and the power transmission rotor winding 80 is opposite to each other in the rotor winding 30 and the power transmission rotor winding 80. Further, the rotor winding 30 and the power transmission rotor winding 80 are connected in reverse phase. For example, when both the rotor winding 30 and the power transmission rotor winding 80 are constituted by three-phase windings of U phase, V phase, and W phase, as shown in FIG. Are connected to the U phase of the rotor winding 80 for power transmission, the V phase of the rotor winding 30 is connected to the W phase of the rotor winding 80 for power transmission, and the W phase of the rotor winding 30 is connected to the power transmission. By connecting the V phase of the rotor winding 80 (connecting windings of the same phase for one of the three phases and connecting windings of different phases for two of the three phases) The rotating directions of the magnetic fields generated by the rotor winding 30 and the power transmission rotor winding 80 are opposite to each other.

  A more detailed configuration example of the power transmission rotor 78 and the power transmission stator 66 is shown in FIG. In the example shown in FIG. 19, the power transmission rotor 78 and the power transmission stator 66 are arranged concentrically. In the stator core 101 of the power transmission stator 66, a plurality of teeth 101a protruding radially inward (on the power transmission rotor 78 side) are arranged at intervals along the stator circumferential direction. The winding 70 is wound around these teeth 101a, thereby forming a magnetic pole. In the rotor core 102 of the power transmission rotor 78, a plurality of teeth 102a protruding outward in the radial direction (on the power transmission stator 66 side) are arranged at intervals along the rotor circumferential direction. The winding 80 is wound around these teeth 102a, thereby forming a magnetic pole. The teeth 101a of the power transmission stator 66 and the teeth 102a of the power transmission rotor 78 are arranged to face each other in the radial direction orthogonal to the rotation center axis of the power transmission rotor 78, and the winding of the power transmission stator winding 70 is wound. The shaft and the winding axis of the power transmission rotor winding 80 coincide with this radial direction (the direction in which the power transmission stator 66 and the power transmission rotor 78 face each other).

  In the configuration example shown in FIGS. 16 and 17, the rotor winding 30 is electrically connected to the power transmission rotor winding 80, so that the rotor is caused by the rotational difference between the input side rotor 28 and the output side rotor 18. The induced current generated in the winding 30 also flows in the power transmission rotor winding 80, and a rotating magnetic field is also formed in the power transmission rotor 78 by the induced current flowing in the power transmission rotor winding 80. Then, in response to the rotating magnetic field generated in the power transmission rotor winding 80 acting on the power transmission stator 66, an induced electromotive force is generated in the power transmission stator winding 70, resulting from this induced electromotive force. Thus, an induced current flows through the power transmission stator winding 70. The AC power generated in the power transmission stator winding 70 is supplied to the rectifier 93 and rectified to DC. Further, due to the electromagnetic interaction between the rotating magnetic field generated in the power transmission rotor winding 80 and the induced current flowing in the power transmission stator winding 70, torque is generated between the power transmission stator 66 and the power transmission rotor 78. Works. The torque acting between the power transmission stator 66 and the power transmission rotor 78 is in the same direction as the torque acting between the input side rotor 28 and the output side rotor 18. As described above, the power transmission rotor winding 80 and the power transmission stator winding 70 are electromagnetically coupled, so that the power transmission stator 66 and the power transmission rotor 78 can function as a transformer. The AC power generated in the rotor winding 30 can be taken out without contact. Furthermore, the power transmission stator 66 and the power transmission rotor 78 can function as an induction machine. In the present embodiment, the AC power generated in the rotor winding 30 can be reduced by configuring the power transmission stator 66 and the power transmission rotor 78 to function only as a transformer without functioning as an induction machine. It can be taken out by contact.

In the configuration example shown in FIG. 16 and 17, by controlling the step-up ratio in step-up converter 94 based on the torque T _e of the engine 36, the rotor windings from the power storage device 42 through the power transmitting stator winding 70 30 Torque (electromagnetic coupling torque) T _c acting between the input side rotor 28 and the output side rotor 18 can be controlled without supplying electric power to the engine 36, and the rotational speed ω _e of the engine 36 can be controlled. Can do.

  16 and 17, the rotating direction of the rotating magnetic field generated when an alternating current flows through the rotor winding 30 and the power transmission rotor winding 80 is the rotor winding 30 and the power transmission rotor winding. The rotor winding 30 and the power transmission rotor winding 80 can also be connected in phase so that they are in the same direction. For example, when both the rotor winding 30 and the power transmission rotor winding 80 are constituted by three-phase windings of the U-phase, V-phase, and W-phase, as shown in FIG. Are connected to the U phase of the rotor winding 80 for power transmission, the V phase of the rotor winding 30 is connected to the V phase of the rotor winding 80 for power transmission, and the W phase of the rotor winding 30 is connected to the power transmission. By connecting the W phase of the rotor winding 80 (connecting windings of the same phase for all phases), the rotation direction of the magnetic field generated by the rotor winding 30 and the power transmission rotor winding 80 can be changed. They are in the same direction. In this case, the number of poles P2 of the power transmission rotor 78 is set to be equal to or greater than the number of poles P1 of the input-side rotor 28 (P2 ≧ P1), thereby acting between the power transmission stator 66 and the power transmission rotor 78. The torque to be applied is in the same direction as the torque acting between the input side rotor 28 and the output side rotor 18.

  Further, in the configuration example shown in FIG. 21, a starter inverter 41 is provided as compared with the configuration examples shown in FIGS. The starter inverter 41 converts DC power from the power storage device 42 into AC (for example, three-phase AC), and supplies the AC power to each phase of the rotor winding 30 via the brush 96 and the slip ring 95. In the configuration example shown in FIG. 21, when starting the engine 36, the switching operation of the starter inverter 41 is controlled so that power is supplied from the power storage device 42 to the rotor winding 30 via the slip ring 95, thereby The cranking of the engine 36 can be performed using the power supplied to the winding 30. At that time, a rotating magnetic field is formed in the input side rotor 28, and torque is applied to the input side rotor 28 connected to the engine 36 by electromagnetic interaction between the rotating magnetic field and the field flux of the permanent magnet 33 of the output side rotor 18. However, the output-side rotor 18 also receives the reaction torque. Therefore, when starting the engine 36 during EV traveling, the switching operation of the inverter 40 is controlled so that electric power is supplied from the power storage device 42 to the stator winding 20 and the torque that cancels the reaction torque is applied to the output-side rotor 18. As a result, the output-side rotor 18 can be rotationally driven using the power supplied to the stator winding 20.

In the above description, the step-up converter 94 is provided as a DC-DC converter that converts the voltage rectified by the rectifier 93 and outputs the voltage. However, in this embodiment, a step-down converter or a step-up / down converter is used as the DC-DC converter. It is also possible to provide. Even in that case, the load resistance viewed from the rotor winding 30 side can be adjusted by controlling the voltage conversion ratio (duty ratio when the switching element is switched) in the DC-DC converter. The ring torque T _c can be controlled, and the rotational speed ω _e of the engine 36 can be controlled.

  In the present embodiment, a squirrel-cage conductor as a rotor conductor instead of the rotor winding 30 may be provided on the input-side rotor 28 so as to face the output-side rotor 18 (permanent magnet 33).

In the present embodiment, the input shaft 34 and the output shaft 24 of the rotating electrical machine 10 can be interchanged. That is, the second rotor 18 may be mechanically connected to the engine 36 and the first rotor 28 may be mechanically connected to the wheels 38 via the transmission 44. In this case, the power from the engine 36 is transmitted to the second rotor 18, and the power from the first rotor 28 is shifted by the transmission 44 and transmitted to the wheels 38, so that the second rotor 18 serves as the input-side rotor. The first rotor 28 becomes the output side rotor. Even in that case, the torque (electromagnetic coupling torque) _Tc acting between the second rotor 18 and the first rotor 28 can be controlled by controlling the voltage conversion ratio in the DC-DC converter, and the engine The rotational speed ω _{e of} 36 can be controlled.

  As mentioned above, although the form for implementing this invention was demonstrated, this invention is not limited to such embodiment at all, and it can implement with a various form in the range which does not deviate from the summary of this invention. Of course.

It is a figure which shows schematic structure of a hybrid drive device provided with the power transmission device which concerns on embodiment of this invention. It is a figure which shows schematic structure of the power transmission device which concerns on embodiment of this invention. It is a figure which shows schematic structure of the power transmission device which concerns on embodiment of this invention. FIG. 3 is a diagram illustrating a configuration example of an input side rotor 28, an output side rotor 18, and a stator 16. FIG. 4 is a diagram illustrating an example of a relative rotational speed-torque characteristic between an input side rotor and an output side rotor. FIG. 4 is a diagram illustrating an example of a relative rotational speed-torque characteristic between an input side rotor and an output side rotor. FIG. 3 is a diagram showing an equivalent circuit of a rotor winding 30 and its external circuit 97. 3 is a diagram illustrating a configuration example of a boost converter 94. FIG. It is a figure which shows the equivalent circuit in the ON state of the switching element S. It is a figure which shows the equivalent circuit in the OFF state of the switching element S. It is a figure explaining the conditions by which the behavior of rotational speed (omega) _e of the engine becomes stable. It is a figure explaining the conditions from which the behavior of the rotational speed (omega) _e of the engine becomes unstable. It is a figure explaining the conditions by which the behavior of rotational speed (omega) _e of the engine becomes stable. FIG. 6 is a control block diagram in the case where the rotational speed ω _e of the engine 36 is controlled by control of the boost converter 94. 3 is a diagram illustrating an example of thermal efficiency characteristics of an engine 36. FIG. It is a figure which shows the other schematic structure of the power transmission device which concerns on embodiment of this invention. It is a figure which shows the other schematic structure of the power transmission device which concerns on embodiment of this invention. It is a figure which shows an example of the connection of the rotor coil | winding 30 and the rotor coil | winding 80 for electric power transmission. It is a figure which shows the structural example of the rotor 78 for electric power transmission, and the stator 66 for electric power transmission. It is a figure which shows the other example of the connection of the rotor coil | winding 30 and the rotor coil | winding 80 for electric power transmission. It is a figure which shows the other schematic structure of the power transmission device which concerns on embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Rotating electrical machine, 16 Stator, 18 Output side rotor (2nd rotor), 20 Stator winding, 24 Output shaft, 28 Input side rotor (1st rotor), 30 Rotor winding, 32, 33 Permanent magnet, 34 Input shaft , 36 engine, 38 wheels, 40 inverter, 42 power storage device, 44 transmission, 48 clutch, 50 electronic control unit, 66 power transmission stator, 70 power transmission stator winding, 78 power transmission rotor, 80 power transmission Rotor winding, 93 rectifier, 94 boost converter, 95 slip ring, 96 brush.

Claims (7)

A first rotor provided with a rotor conductor capable of generating a rotating magnetic field;
A stator provided with a stator conductor capable of generating a rotating magnetic field;
A second rotor that is rotatable relative to the first rotor, wherein torque acts between the first rotor and the stator conductor in response to the rotating magnetic field generated by the rotor conductor. A second rotor in which a torque acts between the stator and the stator according to the action of the generated rotating magnetic field;
With
The rotor conductor generates a rotating magnetic field by causing an induced current to flow due to a difference in rotation between the first rotor and the second rotor,
A power transmission device in which power from a prime mover is transmitted to one of a first rotor and a second rotor and power is transmitted to a load from the other of the first rotor and the second rotor,
A power transmission unit for taking out AC power of the rotor conductor;
A power conversion unit capable of converting the AC power extracted by the power transmission unit into power and converting it to the stator conductor;
A control device that controls power conversion in the power conversion unit so that the rotational speed of the prime mover substantially matches the target rotational speed based on the torque of the prime mover;
A power transmission device comprising: The power transmission device according to claim 1,
The power converter
A rectifier that rectifies the AC power extracted by the power transmission unit;
A DC-DC converter that converts the voltage of the power rectified by the rectifier and outputs the voltage;
Including
The power converted by the DC-DC converter can be converted to alternating current by the inverter and supplied to the stator conductor,
The control device is a power transmission device that controls the voltage conversion ratio in the DC-DC converter so that the rotational speed of the prime mover substantially matches the target rotational speed based on the torque of the prime mover. The power transmission device according to claim 1 or 2,
The control device is a power transmission device that calculates a target rotational speed of the prime mover at which the efficiency of the prime mover becomes a predetermined high efficiency with respect to the torque of the prime mover. The power transmission device according to claim 1 or 2,
The control device has a power transmission efficiency from one of the first rotor and the second rotor to the other with respect to the torque of the prime mover and the rotational speed of the other of the first rotor and the second rotor. A power transmission device that calculates a target rotational speed of a prime mover that is equal to or greater than a predetermined value. The power transmission device according to claim 1 or 2,
The control device is configured to change the efficiency of the prime mover and the first rotor and the second rotor from one to the other with respect to the torque of the prime mover and the rotation speed of the other of the first rotor and the second rotor. A power transmission device that calculates a target rotational speed of a prime mover that has a product that is substantially maximum in power transmission efficiency. The power transmission device according to any one of claims 1 to 5,
A power transmission device further comprising a transmission that shifts power from the other of the first rotor and the second rotor and transmits the power to a load. The power transmission device according to any one of claims 1 to 6,
The power transmission part
A brush connected to the rectifier;
A slip ring connected to the rotor conductor of the first rotor and rotating with the first rotor while sliding against the brush;
Including a power transmission device.

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