JP2009274537A - Power transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enable inversion driving of a load without preparing an advancement and reverse travel switching device between an engine and a load without using power from an electric accumulator. <P>SOLUTION: When rotating an output side rotor 18 in a direction opposite to an engine rotation direction, an electronic control unit 50 controls rotation speed and torque of an engine 36 by controlling a boosting ratio of a boosting converter 94 and throttle opening or fuel injection amount of an engine 36 based on the required power of a vehicle. Further, the electronic control unit 50 controls the torque which acts on the output side rotor 18 from a stator 16 so that the torque of a direction opposite to the engine rotation direction which acts on the output side rotor 18 from the stator 16 becomes larger than the torque of engine rotation direction which acts on the output side rotor 18 from the input side rotor 28. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a power transmission device, and in particular, can drive a load by transmitting power from an engine to a load using electromagnetic coupling between rotors. 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 in the forward direction to drive the vehicle in the forward direction. 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, since the forward / reverse switching device is not provided between the engine and the drive wheel, in order to drive the vehicle in the reverse direction, the stator winding is connected from the battery (power storage device) via the inverter. It is necessary to drive the drive wheels in the reverse direction by supplying electric power to the first rotor to generate torque in the reverse direction. However, when the electrical energy stored in the battery is small, it becomes difficult to drive the drive wheel (first rotor) in the reverse direction by supplying power from the battery to the windings of the stator. If a forward / reverse switching device is provided between the engine and the drive wheel, the engine power can be stored in the battery by transmitting it to the drive wheel by electromagnetic coupling between the winding of the second rotor and the magnet of the first rotor. Even if there is little electric energy, the driving wheel can be driven in the reverse direction using the power of the engine. However, since the forward / reverse switching device is provided, the configuration is increased in size and cost.

  The present invention can drive the load by transmitting power from the engine 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 enable reverse drive of a load without providing a forward / reverse switching device between an engine and a load and without using electric power from a power storage device.

  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 power transmission device that generates a rotating magnetic field by causing an induced current to flow due to the above, transmits power from the engine to the first rotor, and transmits power from the second rotor to a load. A power transmission unit for extracting the AC power of the child conductor, and the AC power extracted by the power transmission unit A power converter that can be converted and supplied to the stator conductor, and a control device that controls the rotational speed and torque of the engine and the torque acting between the stator and the second rotor. And the control device controls the rotational speed and torque of the engine based on the required power of the load when rotating the second rotor in the direction opposite to the engine rotation direction. The gist is to control the torque acting on the second rotor from the stator so that the torque in the opposite direction acting on the second rotor from the stator becomes larger than the torque in the engine rotation direction acting on the rotor. And

  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, a DC-DC converter that converts the voltage rectified by the rectifier and outputs the voltage, and a DC-DC converter. An inverter capable of converting the voltage-converted power into alternating current and supplying the stator conductor to the stator conductor, and when the control device rotates the second rotor in the direction opposite to the engine rotation direction, It is preferable to control the rotational speed and torque of the engine by controlling the voltage conversion ratio in the DC-DC converter and the throttle opening or fuel injection amount of the engine based on the required power of the load.

  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, A second rotor that can rotate relative to one rotor, and torque is generated 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 torque acts between the stator and the rotor in response to the action of the rotating magnetic field, and the rotor conductor has a rotational difference between the first rotor and the second rotor. A power transmission device that generates a rotating magnetic field by causing an induced current to flow due to the generation of power, transmits power from an engine to a first rotor, and transmits power from a second rotor to a load. , A power storage device for storing electrical energy, and a power transmission unit for taking out AC power of the rotor conductor A power conversion unit capable of converting either AC power taken out by the power transmission unit or DC power from the power storage device and supplying the converted power to the stator conductor; engine rotational speed and torque; and And a control device that controls torque acting between the child and the second rotor. When the second rotor is rotated in the direction opposite to the engine rotation direction, the control device It is determined whether or not to operate the engine based on the state of charge, and when it is determined that the engine is to be operated, the engine speed and torque are controlled based on the required power of the load, and the first rotation The torque acting on the second rotor from the stator is controlled so that the torque in the opposite direction acting on the second rotor from the stator becomes larger than the torque on the engine rotating direction acting on the second rotor from the child. Need to do To.

  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, a DC-DC converter that converts the voltage rectified by the rectifier and outputs the voltage, and a DC-DC converter. An inverter capable of converting either of the electric power converted in voltage and the direct current power from the power storage device into alternating current and supplying the alternating current to the stator conductor, and the control device causes the second rotor to rotate the engine. When it is determined that the engine is to be operated based on the power storage state of the power storage device when rotating in the reverse direction, the voltage conversion ratio in the DC-DC converter and the engine throttle are determined based on the required power of the load. It is preferable to control the rotational speed and torque of the engine by controlling the opening degree or the fuel injection amount.

  In one aspect of the present invention, when the control device rotates the second rotor in the direction opposite to the engine rotation direction and determines that the engine is not operated based on the power storage state of the power storage device, the stator It is preferable to apply the reverse torque to the second rotor.

  In one aspect of the present invention, the power transmission unit is connected to the brush connected to the power conversion unit and the rotor conductor of the first rotor, and is a slip ring that rotates with the first rotor while sliding with respect to the brush. It is preferable to include.

  According to the present invention, the rotational speed and torque of the engine are controlled based on the required power of the load, and the stator to the second rotor is more than the torque in the engine rotation direction that acts on the second rotor from the first rotor. By controlling the torque acting on the second rotor from the stator so that the torque in the direction opposite to the engine rotating direction acting on the motor increases, the electric power generated using the engine power is sent to the stator conductor. The second rotor can be supplied and rotated in the direction opposite to the engine rotation direction, and the required power of the load can be covered by the engine power. As a result, it is possible to reversely drive the load without providing a forward / reverse switching device between the engine and the load and without using electric power from the power storage device.

  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) and a continuously variable transmission (between the engine 36 and wheels 38). CVT) 44, and the rotating electrical machine 10 provided between the engine 36 and the continuously variable 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 wheels 38 via the continuously variable transmission 44. The power from the second rotor 18 is transmitted after being shifted by the continuously variable 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.

  In the example shown in FIG. 1, the continuously variable transmission 44 is connected to a primary pulley (input rotating member) 130 that is connected to the output shaft 24 of the rotating electrical machine 10 and to which power from the engine 36 is transmitted, and to the wheel 38. This is a belt-type continuously variable transmission that includes a secondary pulley (output rotating member) 132 that transmits power to a primary pulley 130 and an endless belt 134 that is wound around the secondary pulley 132. The belt type continuously variable transmission 44 shifts the power from the engine 36 transmitted to the primary pulley 130 and transmits it from the secondary pulley 132 to the wheels 38. The belt-type continuously variable transmission 44 changes the engagement diameter of the endless belt 134 to the primary pulley 130 and the secondary pulley 132 by, for example, hydraulic pressure, thereby changing the gear ratio γ (= rotational speed of the primary pulley 130 / secondary pulley 132. Change the rotation speed). However, the kind of continuously variable transmission 44 here is not specifically limited, For example, a toroidal continuously variable transmission may be sufficient.

  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. 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. In this manner, including the rectifier 93, the boost converter 94, and the inverter 40, either (at least one) of the AC power extracted by the slip ring 95 and the brush 96 and the DC power from the power storage device 42 is converted. Thus, a power converter that can be supplied to each phase of the stator winding 20 can be configured.

  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. Further, the electronic control unit 50 also controls the operation state of the engine 36 and the speed ratio of the continuously variable 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, and the stator 16 and the output-side rotor 18 are used as a synchronous motor (PM motor unit). Can function. 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 the input-side rotor 28 and the output-side rotor 18 can function as an induction electromagnetic coupling unit. 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 step-up 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, so that the input-side rotor 28 and the output-side rotor 18 Even if a rotational difference occurs between them, the induction current does not flow through the rotor winding 30, and the torque does not act 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 this embodiment 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 in the engine rotation direction. 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 in the engine rotation direction acts on the output-side rotor 18 due to electromagnetic interaction between the magnetic field flux of the permanent magnet 33 and the permanent magnet 33, and the output-side rotor 18 is rotationally driven in the engine rotation direction. 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 motive power transmitted to the output side rotor 18 is transmitted to the wheel 38 after being shifted by the continuously variable transmission 44 and used for forward driving of the load such as forward driving of the vehicle. Therefore, the wheel 38 can be rotationally driven in the forward direction using the power of the engine 36, and the vehicle can be driven in the forward direction. 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. Therefore, the rotating electrical machine 10 can function as a starting device, and there is no need to separately provide a starting device such as a friction clutch or a torque converter.

  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. The torque in the engine rotation direction can be applied to the output side rotor 18 also by the 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. As a result, a torque amplification function for amplifying the torque of the output side rotor 18 in the engine rotation direction can be realized. It is also possible to collect DC power from boost converter 94 in power storage device 42.

  Further, 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 wheel 38 is rotated in the normal rotation direction using the power of the engine 36, and the stator winding 20. The rotational drive of the wheel 38 in the forward rotation direction can be assisted by the power of the output-side rotor 18 generated using the power supplied to the wheel. 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.

  Further, the input side rotor 28 and the output side rotor 18 can be mechanically coupled by engaging the clutch 48. 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.

  In addition, when EV (Electric Vehicle) traveling is performed by driving the load using the power of the rotating electrical machine 10 without using the power of the engine 36 (rotating the wheel 38), the electronic control unit 50 By controlling the switching operation, drive control of the load is performed. 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, the operation in the case where the wheel 38 is driven to rotate in the reverse direction to drive the vehicle in the reverse direction, that is, the load is driven in the reverse direction will be described.

  In this embodiment, since the forward / reverse switching device is not provided between the engine 36 and the wheel 38, the power of the engine 36 is transmitted between the rotor winding 30 of the input side rotor 28 and the permanent magnet 33 of the output side rotor 18. By transmitting to the wheel 38 by electromagnetic coupling, the vehicle cannot be driven in the reverse direction (the wheel 38 is rotationally driven in the reverse direction). 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 and the torque on the output side rotor 18 is applied to the output side rotor 18, the wheels 38 can be rotationally driven in the reverse direction. It is. That is, it is possible to drive the vehicle in the reverse direction by EV traveling. However, when the electrical energy stored in the power storage device 42 is small, the wheels 38 (the output-side rotor 18) are driven to rotate in the reverse direction by supplying power from the power storage device 42 to the stator winding 20 (by EV traveling). It becomes difficult. If a forward / reverse switching device is provided between the engine 36 and the wheel 38, the power of the engine 36 is transmitted to the wheel 38 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. As a result, even if the electrical energy stored in the power storage device 42 is small, the wheels 38 can be rotationally driven in the reverse direction using the power of the engine 36. However, since the forward / reverse switching device is provided, the configuration is increased in size and cost.

  Therefore, in the present embodiment, when the vehicle is driven in the reverse direction (wheels 38 are rotated in the reverse direction), induction electromagnetic coupling is performed by the input side rotor 28 and the output side rotor 18 using the power of the engine 36. The power generation operation of the part is performed to generate electric power in the rotor winding 30 of the input side rotor 28. Then, the electric power generated in the rotor winding 30 is taken out by the slip ring 95 and the brush 96, converted into electric power by the rectifier 93, the step-up converter 94, and the inverter 40 and then supplied to the stator winding 20, whereby the stator 16 And the PM motor part by the output side rotor 18 is power-running, and the output side rotor 18 is rotationally driven in the reverse rotation direction (the direction opposite to the engine rotation direction). Thus, the wheel 38 is rotated in the reverse direction without providing the forward / reverse switching device between the engine 36 and the wheel 38 and without using the electric power from the power storage device 42.

Here, the torque of the engine 36 (torque acting on the output side rotor 18 from the input side rotor 28) is T _eng , the torque acting on the output side rotor 18 from the stator 16 is T _MG , and the output shaft 24 (output side rotor 18). T _out is defined as T _out . When the wheels 38 are rotationally driven in the forward rotation direction while the engine 36 is generating power, the rotation direction of the output-side rotor 18 and the direction of the rotating magnetic field generated by the stator 16 are shown in FIG. _Are the same as the engine rotation direction, and the direction of the torque T _eng acting on the output side rotor 18 from the input side rotor 28 and the direction of the torque T _MG acting on the output side rotor 18 from the stator 16 Is also in the same direction as the engine rotation direction. Therefore, when the wheel 38 is rotationally driven in the forward rotation direction, the torque T _out of the output shaft 24 (output side rotor 18) is expressed by the following equation (1).

T _out = T _MG + T _eng (1)

On the other hand, when the wheels 38 are rotationally driven in the reverse direction while the engine 36 is generating power, the rotational direction of the output-side rotor 18 and the rotating magnetic field generated by the stator 16 as shown in FIG. The directions are opposite to the engine rotation direction, and the direction of the torque T _eng acting on the output side rotor 18 from the input side rotor 28 is the same direction as the engine rotation direction, whereas the direction from the stator 16 to the output side The direction of the torque _TMG acting on the rotor 18 is opposite to the engine rotation direction. Therefore, when the wheel 38 is rotationally driven in the reverse rotation direction, the torque T _out of the output shaft 24 (output side rotor 18) is expressed by the following equation (2). In the equation (2), the torque T _out of the output shaft 24 and the torque T _MG acting from the stator 16 to the output side rotor 18 are positive in the direction opposite to the engine rotation direction, and the input side rotor 28 to the output side rotor 18 are positive. As for the torque (torque of the engine 36) T _eng acting on the engine, the same direction as the engine rotation direction is positive. From equation (2), in order to rotationally drive the wheel 38 in the reverse direction while the engine 36 is generating power, the torque T _{MG in the} direction opposite to the engine rotation direction applied from the stator 16 to the output-side rotor 18. Needs to be larger than the torque T _{eng in the} same direction as the engine rotation direction acting on the output side rotor 18 from the input side rotor 28.

T _out = T _MG −T _eng (2)

FIG. 7 shows a power flow when the wheels 38 are driven to rotate in the reverse direction while the engine 36 is generating power. The power converter in FIG. 7 includes a rectifier 93, a boost converter 94, and an inverter 40. In the power flow shown in FIG. 7, the power W _{eng of the} engine 36 is generated by the induction electromagnetic coupling unit (the input side rotor 28 and the output side rotor 18) and the generated power W _G of the rotor winding 30 of the input side rotor 28. Is converted to Generated power W _G of the rotor winding 30 is supplied to the power conversion unit (rectifier 93, boost converter 94, and the inverter 40) stator windings 20 of the stator 16 after being power conversion. The electric power supplied to the stator winding 20 is converted into power W _MG of the output side rotor 18 by the power running operation of the PM motor unit (the stator 16 and the output side rotor 18). At that time, the output-side rotor 18 is rotationally driven in a direction opposite to that of the input-side rotor 28, and a part of the power _WMG of the output-side rotor 18 is wound around the rotor of the input-side rotor 28 by the power generation operation of the induction electromagnetic coupling unit. to be converted into electric power generated W _G on line 30, power circulation is generated part of the power W _MG output side rotor 18 is supplied to the stator winding 20 is converted into electric power. The remainder of the power W _MG of the output side rotor 18 is transmitted from the output shaft 24 to the wheels 38 via the continuously variable transmission 44. From the power flow shown in FIG. 7, in order to rotationally drive the wheel 38 in the reverse direction without using the electric power from the power storage device 42, the power required for the output shaft 24 (wheel 38) is covered by the power of the engine 36. The electronic control unit 50 needs to control the operating state (torque and rotational speed) of the engine 36 so that the power of the engine 36 is equal to or higher than the power required for the wheels 38.

When the rotational speed of the engine 36 (input side rotor 28) is N _eng and the rotational speed of the output shaft 24 (output side rotor 18) is N _out , the power W _{eng of the} engine 36 is expressed by the following equation (3): The power W _MG of the output side rotor 18 by the power running operation of the PM motor unit is expressed by the following equation (4), and the power W _out transmitted from the output shaft 24 to the wheels 38 via the continuously variable transmission 44 is as follows. It is represented by the formula (5).

W _eng = T _eng × N _eng (3)
W _MG = T _MG × N _out (4)
W _out = T _out × N _out (5)

Further, when the power generation efficiency of the induction electromagnetic coupling part (input side rotor 28 and output side rotor 18) is η _G and the motor efficiency of the PM motor part (stator 16 and output side rotor 18) is η _MG , the PM motor part (6) is established below for power W _MG output side rotor 18 by the power running operation.

_{W MG = η MG × η G} × T eng × (N eng + N out) (6)

From the equations (2) to (6), the efficiency η (= W _out / W _eng ) until the power of the engine 36 is transmitted to the wheel 38 is expressed by the following equation (7). From the equation (7), it can be seen that the efficiency η increases as the torque T _{eng of the} engine 36 _{decreases with} respect to the torque T _out of the output shaft 24. This is because the amount of power circulation is determined by the ratio between the torque T _out of the output shaft 24 and the torque T _{eng of the} engine 36.

Here, the maximum torque of the PM motor unit (maximum torque acting on the output side rotor 18 from the stator 16) is 300 Nm, the maximum output of the PM motor unit is 40 kW, the efficiency of the induction electromagnetic coupling unit is 0.8 (constant), FIG. 8 shows an example in which the characteristics of the output torque (the torque of the wheels 38) with respect to the vehicle speed are calculated when the efficiency of the PM motor unit is 0.8 (constant). As shown in FIG. 8, the characteristic of the output torque with respect to the vehicle speed can be changed by changing N _eng of the rotational speed of the engine 36. The characteristics of the output torque with respect to the vehicle speed can also be changed by changing the torque T _{eng of the} engine 36. Therefore, when the electronic control unit 50 drives the vehicle in the backward direction (rotates the output-side rotor 18 in the direction opposite to the engine rotation direction), the electronic control unit 50 rotates the engine 36 based on the given required power of the vehicle. Control speed N _eng and torque T _eng . Further, the electronic control unit 50 has a torque T _{MG in the} direction opposite to the engine rotation direction acting on the output side rotor 18 from the stator 16 rather than the torque T _eng in the engine rotation direction acting on the output side rotor 18 from the input side rotor 28. The torque _TMG acting on the output side rotor 18 from the stator 16 is controlled so as to increase. As a result, the output side rotor 18 is rotationally driven in the direction opposite to the engine rotation direction while the engine 36 is generating power, and the required power of the vehicle is covered by the power of the engine 36. The required power of the vehicle can be calculated from the required torque of the wheel 38 and the rotational speed (vehicle speed) of the wheel 38 detected by a sensor (not shown). The required torque of the wheel 38 is not shown, for example. It can be calculated from the accelerator opening detected by the sensor.

The torque _TMG that acts on the output side rotor 18 from the stator 16 can be controlled by controlling the amplitude and phase angle of the current flowing through the stator winding 20 by the switching operation of the inverter 40, for example. The torque T _eng of the engine 36 can be controlled by controlling the throttle opening when the engine 36 is a spark ignition type internal combustion engine such as a gasoline engine. The engine 36 is compressed by a diesel engine or the like. In the case of an ignition type internal combustion engine, it can be performed by controlling the fuel injection amount, for example. When the torque T _eng of the engine 36 is controlled by the throttle opening, the throttle of the engine 36 is configured by an electronic control throttle. Further, the rotation speed N _eng of the engine 36 can be controlled 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. 9 is represented by a relative rotation speed-torque characteristic. Furthermore, the relative rotational speed-torque characteristics change according to the load resistance, and as shown in FIG. 10, 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. 11, 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. 12 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 cycle of the switching element S is T = Ton + Toff, and the duty ratio d of the switching operation is defined as the following equation (8), The ratio E ₂ / E ₁ is expressed by the following equation (9).

d = Ton / (Ton + Toff) (8)
_{E 2 / E 1 = 1 /} (1-d) (9)

  FIG. 13 shows an equivalent circuit when the switching element S is in an on state, and FIG. 14 shows an equivalent circuit when the switching element S is in an off state. 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, if the electromagnetic coupling torque is T _c and the engine shaft inertia is J _e , the rotational angular velocity ω _e of the engine 36 is expressed by the following equation (10). From the equation (10), the rotational angular velocity ω _e of the engine 36 can be controlled by controlling the electromagnetic coupling torque T _c according to the torque T _eng of the engine 36.

Here, the rotational angular velocity omega _out of the torque T _eng and the output shaft 24 of the engine 36 (the output side rotor 18) are both constant, and the rotational angular velocity of the torque T _eng 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. 15 and 16, the condition that the behavior of the rotational angular velocity ω _e of the engine 36 expressed by the equation (10) becomes stable near the rotational angular velocity ω _e0 is expressed by the following equation (11). For this purpose, it is necessary to operate the power transmission device according to the present embodiment within a range where the following expression (12) is satisfied. Here, FIG. 15 shows a case where the behavior of the rotational angular velocity omega _e of the engine 36 becomes stable, FIG. 16 shows a case where the behavior of the rotational angular velocity omega _e of the engine 36 becomes unstable. Therefore, in order for the behavior of the rotational angular speed ω _e of the engine 36 to be stable, as shown in FIG. 17, the electromagnetic coupling torque is lower than the relative rotational speed (shown by the broken line in FIG. 17) 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 can control the electromagnetic coupling torque T _c by controlling the step-up ratio in the step-up converter 94 based on the torque T _eng of the engine 36, and the rotation of the engine 36. The speed N _eng 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. The rotational speed N _eng of the engine 36 can be decreased by increasing the electromagnetic coupling torque T _c from the torque T _eng 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. The rotational speed N _eng of the engine 36 can be increased by reducing the electromagnetic coupling torque T _c from the torque T _eng 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.

Next, regarding the process for the electronic control unit 50 to control the rotational speed N _eng and the torque T _eng of the engine 36 when the wheels 38 are rotationally driven in the reverse direction while the engine 36 is generating power, This will be described with reference to the flowchart shown in FIG. First, in step S101, the target torque Tt _{eng of the} engine 36 is determined for the given required power Ptv (rotation speed and required torque of the wheels 38) of the vehicle. Next, in step S102, the target equivalent resistance Rt in the external circuit 97 of the rotor winding 30 is determined in order to determine the target rotational speed Nt _eng of the engine 36 for the given required power Ptv of the vehicle.

In step S103, torque balance processing is performed to calculate the target rotational speed Nt _eng of the engine 36 so that the electromagnetic coupling torque T _c balances with the target torque Tt _eng of the engine 36 (the rotational speed of the engine 36 is stabilized). The In this torque balance process, the process shown in the flowchart of FIG. 19 is executed. First, in step S201, the electromagnetic coupling torque _Tc is calculated. As described above, the electromagnetic coupling torque _Tc changes in accordance with the relative rotational speed Δrpm between the input side rotor 28 (engine 36) and the output side rotor 18, and the relative rotational speed-electromagnetic coupling torque characteristic depends on the load resistance. Will change accordingly. Therefore, the electromagnetic coupling torque T _c can be calculated based on the difference between the target rotational speed Nt _eng of the engine 36 and the rotational speed N _out of the output side rotor 18 and the target equivalent resistance Rt.

In step S202, it is determined whether or not the target torque Tt _eng of the engine 36 is larger than the electromagnetic coupling torque _Tc calculated in step S201. When the target torque Tt _eng of the engine 36 is larger than the electromagnetic coupling torque T _c (when the determination result of step S202 is Yes), in order to increase the electromagnetic coupling torque T _c in step S203, the target of the engine 36 is set. The rotational speed Nt _eng is increased by a predetermined amount ΔNt1 from the current value to increase the relative rotational speed Δrpm. Then, the process returns to step S201. On the other hand, when the target torque Tt _eng of the engine 36 is equal to or less than the electromagnetic coupling torque T _c (when the determination result in Step S202 is No), in Step S204, the target rotational speed Nt for stabilizing the rotational speed of the engine 36. _eng is determined to be the current value. Then, the execution of the torque balance process is terminated.

After execution of the torque balance process, in step S104, it is determined whether or not the current target output (target torque Tt _eng and target rotational speed Nt _eng ) of the engine 36 is sufficient to cover the required power Ptv of the vehicle. The Here, since the above equation (6) is established for the power W _MG of the output side rotor 18 by the power running operation of the PM motor unit, it is determined whether the following equation (13) is established or not. it can be the target torque Tt _eng and the target rotation speed Nt _eng of the engine 36 to determine whether can cover the required power Ptv vehicle. If equation (13) does not hold and the current target output of the engine 36 is not sufficient to cover the required power Ptv of the vehicle (if the determination result in step S104 is No), the target of the engine 36 is determined in step S105. In order to increase the rotational speed Nt _eng from the current value, the target equivalent resistance Rt is increased by a predetermined amount ΔRt1 from the current value. Alternatively, in step S105, the target torque Tt _eng of the engine 36 is increased by a predetermined amount ΔTt1 from the current value. Then, the process returns to step S103. On the other hand, if the equation (13) is established and the current target output of the engine 36 is sufficient to cover the required power Ptv of the vehicle (if the determination result in step S104 is Yes), the process proceeds to step S106.

_{η MG × η G × Tt eng} × (Nt eng + N out) -Tt eng × N out ≧ Ptv (13)

In step S106, it is determined whether or not the current target rotational speed Nt _eng of the engine 36 is lower than a predetermined value Nt0. When the current target rotational speed Nt _eng of the engine 36 is equal to or greater than the predetermined value Nt0 (when the determination result in step S106 is No), the target output (Tt _eng × Nt _eng ) of the engine 36 is not changed. The equivalent resistance Rt is decreased from the current value by a predetermined amount ΔRt2, the target rotational speed Nt _eng of the engine 36 is decreased from the current value, and the target torque Tt _eng of the engine 36 is increased from the current value by a predetermined amount ΔTt2. Then, the process returns to step S103. On the other hand, when the current target rotational speed Nt _eng of the engine 36 is lower than the predetermined value Nt0 (when the determination result of step S106 is Yes), the target torque Tt _eng and the target rotational speed Nt _eng of the engine 36 are set to the current values. It is determined.

18 and 19, the target torque Tt of the engine 36 for covering the required power Ptv of the vehicle with the power of the engine 36 and reducing the rotational speed N _eng of the engine 36 below the predetermined value Nt0. _eng and target rotational speed Nt _eng are calculated. The electronic control unit 50 controls the throttle opening (in the case of a gasoline engine) or the fuel injection amount (in the case of a diesel engine) of the engine 36 so that the torque T _eng of the engine 36 matches the target torque Tt _eng. The boost ratio in the boost converter 94 is controlled so that the rotation speed N _eng of the engine 36 matches the target rotation speed Nt _eng . Further, the electronic control unit 50 has a torque T _{MG in the} direction opposite to the engine rotation direction acting on the output side rotor 18 from the stator 16 rather than the torque T _eng in the engine rotation direction acting on the output side rotor 18 from the input side rotor 28. The torque T _MG acting on the output side rotor 18 from the stator 16 is controlled by the switching operation of the inverter 40 so as to increase. At that time, the torque T _MG acting on the output side rotor 18 from the stator 16 is controlled so that the following expression (14) is established. In the equation (14), the torque T _out of the output shaft 24 can be calculated based on, for example, the accelerator opening.

T _MG = T _eng + T _out (14)

  According to the present embodiment described above, the electric power generated using the power of the engine 36 can be supplied to the stator winding 20 to rotate the output side rotor 18 in the direction opposite to the engine rotation direction. The required power Ptv of the vehicle can be covered by the power of the engine 36. Therefore, the vehicle can be driven in the reverse direction without providing the forward / reverse switching device between the engine 36 and the wheel 38 and without using the electric power from the power storage device 42. Since there is no need to provide a forward / reverse switching device, it is possible to reduce the size and cost of the configuration. And the drag loss which has generate | occur | produced in the clutch part of the forward / reverse switching device can be eliminated. Further, by utilizing the space occupied by the forward / reverse switching device, for example, it is possible to increase the torque transmission capacity of the rotating electrical machine 10 and improve the mountability of peripheral parts, and to increase the belt width in the continuously variable transmission 44. And pulley rigidity can be increased. Further, since the vehicle can be driven in the reverse direction without using the electric power from the power storage device 42, the vehicle can be driven in the reverse direction even when the power storage amount of the power storage device 42 is small or at extremely low temperatures. it can.

Further, in the present embodiment, when the wheels 38 are rotationally driven in the reverse direction while the engine 36 is generating power, the amount of power circulation is reduced by reducing the torque T _{eng of the} engine 36. The efficiency η until the power of the engine 36 is transmitted to the wheels 38 can be improved. Moreover, vibration and noise generated by the engine 36 can be reduced by keeping the rotational speed N _eng of the engine 36 low.

  In the above description of the embodiment, when the vehicle is driven in the reverse direction, the electric power generated by using the power of the engine 36 is supplied to the stator winding 20 so that the output-side rotor 18 is reverse to the engine rotation direction. It was supposed to be driven to rotate. However, in the present embodiment, when the vehicle is driven in the reverse direction and the electrical energy is sufficiently stored in the power storage device 42, the power storage device 42 stops the operation of the engine 36 and the stator winding 20 is stopped. It is also possible to drive the wheel 38 to rotate in the reverse direction by controlling the switching operation of the inverter 40 so that electric power is supplied to the output side rotor 18 to apply torque in the reverse direction to the output side rotor 18. That is, it is possible to drive the vehicle in the reverse direction by EV traveling. The power flow in that case is shown in FIG. In the power flow shown in FIG. 20, direct current power from the power storage device 42 is converted into alternating current by the power conversion unit (inverter 40) and supplied to the stator winding 20 of the stator 16. The electric power supplied to the stator winding 20 is converted into the power of the output side rotor 18 by the power running operation of the PM motor unit (the stator 16 and the output side rotor 18), and the power of the output side rotor 18 is continuously variable from the output shaft 24. It is transmitted to the wheel 38 via the transmission 44.

  When the electronic control unit 50 drives the vehicle in the reverse direction (rotates the output-side rotor 18 in the direction opposite to the engine rotation direction), whether or not to operate the engine 36 is set in the power storage state of the power storage device 42. It is preferable to determine based on this. That is, it is preferable to determine whether or not to drive the vehicle in the reverse direction by EV traveling based on the power storage state of the power storage device 42. As the power storage state of the power storage device 42 here, for example, the state of charge (SOC) of the secondary battery, that is, the remaining battery capacity of the secondary battery can be used, and the secondary battery detected by a sensor (not shown). The SOC (battery remaining capacity) of the secondary battery can be estimated based on the battery current and voltage.

  When the vehicle is driven in the reverse direction, if the amount of power stored in the power storage device 42 (SOC of the secondary battery) is equal to or greater than the set value, the electronic control unit 50 determines that the engine 36 is not operated, and the engine 36 Stop driving. When the electronic control unit 50 determines that the engine 36 is not operated, the electric power is supplied from the power storage device 42 to the stator winding 20 by the switching operation of the inverter 40 and the engine rotation direction from the stator 16 to the output-side rotor 18. By rotating the torque in the reverse direction, the wheel 38 is rotationally driven in the reverse direction. That is, the vehicle is driven in the reverse direction by EV traveling. At that time, the torque applied from the stator 16 to the output-side rotor 18 is controlled based on the required torque of the wheel 38.

On the other hand, when the vehicle is driven in the reverse direction and the amount of power stored in the power storage device 42 (SOC of the secondary battery) is lower than the set value, the electronic control unit 50 determines that the engine 36 is to be operated. The electronic control unit 50, when it is determined to perform the operation of the engine 36, determines a target torque Tt _eng and the target rotation speed Nt _eng of the engine 36 in accordance with the flowchart of FIG. 18 and 19, the torque T _eng of the engine 36, the target The throttle opening (in the case of a gasoline engine) or the fuel injection amount (in the case of a diesel engine) of the engine 36 is controlled so as to match the torque Tt _eng, and the rotational speed N _eng of the engine 36 matches the target rotational speed Nt _eng . Thus, the boost ratio in the boost converter 94 is controlled. Further, the electronic control unit 50 has a torque T _{MG in the} direction opposite to the engine rotation direction acting on the output side rotor 18 from the stator 16 rather than the torque T _eng in the engine rotation direction acting on the output side rotor 18 from the input side rotor 28. The torque T _MG acting on the output side rotor 18 from the stator 16 is controlled by the switching operation of the inverter 40 so as to increase.

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

  In the configuration example shown in FIGS. 21 and 22, 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. 24, 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. 21 and 22, 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 FIGS. 21 and 22, when the wheel 38 is rotationally driven in the reverse rotation direction, the torque T _{eng of the} engine 36 (with the engine rotational direction being positive) is expressed by the following equation (15), and the output The torque T _{out of the} shaft 24 (positive in the direction opposite to the engine rotation direction) is expressed by the following equation (16). In the equations (15) and (16), T _cup is a torque acting between the input-side rotor 28 and the output-side rotor 18 (when the torque in the direction opposite to the engine rotation direction acts on the input-side rotor 28) T _trans is a torque that acts between the power transmission stator 66 and the power transmission rotor 78 (a positive torque is applied to the power transmission rotor 78 in the direction opposite to the engine rotation direction). It is.

T _eng = T _cup + T _trans (16)
T _out = T _MG −T _cup = T _MG −T _eng + T _trans (17)

When the power generation efficiency of the induction electromagnetic coupling part (including the efficiency of the power transmission stator 66 and the power transmission rotor 78) is η _G , and the motor efficiency of the PM motor part is η _MG , (3) to (5), ( 16), (17) from the equation, the following (18 with respect to the power W _MG output side rotor 18 due to a power running operation of the PM motor) is established.

W _MG = η _MG × η _G × (T _cup × N _out + T _eng × N _eng )
= Η _MG × η _G × (T _cup × (N _eng + N _out ) + T _trans × N _eng ) (18)

From the equations (3) to (5) and (16) to (18), the efficiency η (= W _out / W _eng ) until the power of the engine 36 is transmitted to the wheel 38 is expressed by the following equation (19). expressed. From equation (19), it can be seen that the efficiency η increases as the torque T _cup acting between the input side rotor 28 and the output side rotor 18 with respect to the torque T _out of the output shaft 24 decreases. Therefore, the torque T _trans acting between the power transmission stator 66 and the power transmission rotor 78 is increased with respect to the torque T _{eng of the} engine 36, and the torque acting between the input side rotor 28 and the output side rotor 18. By reducing T _cup , it is possible to improve the efficiency η.

Also in the configuration examples shown in FIGS. 21 and 22, when the vehicle is driven in the backward direction (the output-side rotor 18 is driven to rotate in the direction opposite to the engine rotation direction), the electronic control unit 50 has the power of the engine 36. The rotational speed N _eng and torque T _eng of the engine 36 are controlled so as to be equal to or higher than the required power Ptv of the vehicle. At that time, the rotational speed of the engine 36, as from the aforementioned (18) is established with respect to the power W _MG output side rotor 18 due to a power running operation of the PM motor, the following equation (20) holds N Preferably, _eng and torque T _eng are controlled. In the equation (20), regarding the torque T _cup acting between the input side rotor 28 and the output side rotor 18, the difference between the rotational speed N _eng of the engine 36 and the rotational speed N _out of the output side rotor 18, and the rotor Calculation can be performed based on the equivalent resistance R in the external circuit 97 of the winding 30 (step-up ratio in the step-up converter 94). 21 and 22, the torque T _cup acting between the input-side rotor 28 and the output-side rotor 18 can be controlled by controlling the boost ratio in the boost converter 94. The rotational speed N _eng of the engine 36 can be controlled.

_{η MG × η G × (T} cup × N out + T eng × N eng) -T cup × N out ≧ Ptv (20)

Further, the electronic control unit 50 has a torque T _MG acting in the direction opposite to the engine rotation direction acting on the output side rotor 18 from the stator 16 rather than the torque T _cup acting on the output side rotor 18 from the input side rotor 28. The torque _TMG acting on the output side rotor 18 from the stator 16 is controlled so as to increase. In that case, it is preferable to control the torque T _MG acting on the output side rotor 18 from the stator 16 so that the following expression (21) is established. As a result, electric power generated using the power of the engine 36 can be supplied to the stator winding 20 to rotate the output-side rotor 18 in the direction opposite to the engine rotation direction. The required power Ptv can be covered.

T _MG = T _cup + T _out (21)

In the configuration examples shown in FIGS. 21 and 22 as well, the electronic control unit 50 determines whether or not to operate the engine 36 when the vehicle is driven in the reverse direction. It is preferable to determine based on the SOC). When the amount of power stored in the power storage device 42 (SOC of the secondary battery) is equal to or greater than the set value, the electronic control unit 50 determines that the engine 36 is not operated, and the inverter 40 switches the power from the power storage device 42 to the stator. By supplying electric power to the winding 20 and applying torque in the direction opposite to the engine rotation direction from the stator 16 to the output side rotor 18, the wheel 38 is rotationally driven in the reverse direction. On the other hand, when the storage amount of the power storage device 42 (SOC of the secondary battery) is lower than the set value, the electronic control unit 50 determines that the engine 36 is to be operated, and the power of the engine 36 is equal to or higher than the required power Ptv of the vehicle. The rotational speed N _eng and the torque T _eng of the engine 36 are controlled so that the engine 16 has an engine rotational direction torque T _cup acting on the output side rotor 18 from the input side rotor 28. as the torque T _MG of the engine rotation direction and the reverse direction is increased to, controlling the torque T _MG acting on the output side rotor 18 from the stator 16.

  21 and 22, 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 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), so 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. 26, 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. 26, 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 N _eng 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).

  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. It is a figure explaining the direction of the torque in the case of rotationally driving the output side rotor 18 in an engine rotation direction. It is a figure explaining the direction of the torque in the case of rotationally driving the output side rotor 18 in a direction opposite to the engine rotation direction. It is a figure which shows the power flow in the case of rotationally driving the output side rotor 18 in the reverse direction to an engine rotation direction in the state in which the engine 36 is generating motive power. It is a figure which shows the example which calculated the characteristic of the output torque with respect to a vehicle speed. 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 from which the behavior of rotational angular velocity (omega) _e of the engine becomes stable. It is a figure explaining the conditions from which the behavior of the rotation angular velocity (omega) _e of the engine becomes unstable. It is a figure explaining the conditions from which the behavior of rotational angular velocity (omega) _e of the engine becomes stable. 7 is a flowchart for explaining processing for the electronic control unit 50 to control the rotational speed and torque of the engine 36. 7 is a flowchart for explaining processing for the electronic control unit 50 to control the rotational speed and torque of the engine 36. It is a figure which shows the power flow in the case where the output side rotor 18 is rotationally driven in the direction opposite to the engine rotation direction with the operation of the engine 36 stopped. 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 continuously variable transmission, 48 clutch, 50 electronic control unit, 66 power transmission stator, 70 power transmission stator winding, 78 power transmission rotor, 80 power Rotor winding for transmission, 93 rectifier, 94 boost converter, 95 slip ring, 96 brush.

Claims (6)

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 an engine is transmitted to a first rotor and power is transmitted from a second rotor to a load,
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 for controlling the rotational speed and torque of the engine and the torque acting between the stator and the second rotor;
With
The control device
When rotating the second rotor in the direction opposite to the engine rotation direction,
Control the engine speed and torque based on the required power of the load,
Furthermore, from the stator to the second rotor, the torque in the reverse direction acting on the second rotor from the stator becomes larger than the torque in the engine rotational direction acting on the second rotor from the first rotor. A power transmission device that controls the applied torque. 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;
An inverter capable of converting the electric power converted by the DC-DC converter into alternating current and supplying the alternating current to the stator conductor;
Including
When the control device rotates the second rotor in the direction opposite to the engine rotation direction, the controller converts the voltage conversion ratio in the DC-DC converter, the throttle opening of the engine or the fuel injection amount based on the required power of the load. , By controlling the engine speed and torque. 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 an engine is transmitted to a first rotor and power is transmitted from a second rotor to a load,
A power storage device for storing electrical energy;
A power transmission unit for taking out AC power of the rotor conductor;
A power conversion unit capable of power-converting and supplying either AC power taken out by the power transmission unit or DC power from the power storage device to the stator conductor;
A control device for controlling the rotational speed and torque of the engine and the torque acting between the stator and the second rotor;
With
The control device
When rotating the second rotor in the direction opposite to the engine rotation direction,
When it is determined whether to operate the engine based on the power storage state of the power storage device, and when it is determined to operate the engine,
Control the engine speed and torque based on the required power of the load,
Furthermore, from the stator to the second rotor, the torque in the reverse direction acting on the second rotor from the stator becomes larger than the torque in the engine rotational direction acting on the second rotor from the first rotor. A power transmission device that controls the applied torque. The power transmission device according to claim 3,
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;
An inverter capable of converting either the electric power converted by the DC-DC converter and the direct-current power from the power storage device into alternating current and supplying the alternating current to the stator conductor;
Including
When the control device determines that the engine is to be operated based on the power storage state of the power storage device when rotating the second rotor in the direction opposite to the engine rotation direction, the control device performs DC- A power transmission device that controls the rotational speed and torque of an engine by controlling a voltage conversion ratio in a DC converter and a throttle opening or fuel injection amount of the engine. The power transmission device according to claim 3 or 4,
When the control device determines that the engine is not to be operated based on the power storage state of the power storage device when rotating the second rotor in the direction opposite to the engine rotation direction, the control device shifts the stator from the stator to the second rotor. A power transmission device that applies reverse torque. The power transmission device according to any one of claims 1 to 5,
The power transmission part
A brush connected to the power converter,
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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