JP2010064545A - Vehicular driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular driving device which reduces inverter capacity. <P>SOLUTION: The vehicular driving device includes a first rotor 1210 and a second rotor 1310, which are capable of rotating relatively to transmit an output from an internal combustion engine 100 to an load output, and a stator 1410. The second rotor 1310 is provided with a first rotor side 1310A, at which a first magnetic circuit that performs mutual electromagnetic action is formed by being rotated and driven relative to the first rotor 1210, and a stator side 1310B, at which a second magnetic circuit that performs mutual electromagnetic action is formed by being rotated and driven relative to the stator 1410. In this device, the second rotor 1310 is formed into a winding structure by winding a common winding 1310L on the first rotor side 1310A and the stator side 1310B for electrical connection. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle drive device, and more particularly to a hybrid vehicle drive device that drives a wheel shaft with electric power converted from power generated by an internal combustion engine.

  Conventionally, when converting into electric power through the driving force of an internal combustion engine, there is an apparatus that does not convert everything into electric power but directly transmits a part of rotational energy to the driving side and drives the vehicle using these two powers. It has been proposed (see, for example, Patent Document 1).

  As a configuration of the vehicle drive device described in Patent Document 1, a first rotor (engine direct connection), a second rotor, and a stator are arranged on the same axis, and a mutual electromagnetic action is performed between the first rotor and the second rotor. At the same time, energization is controlled so as to control the rotational speed, and energization control is performed so as to control the torque by performing a mutual electromagnetic action between the second rotor and the stator.

  That is, as shown in FIG. 6, 100 is an engine (hereinafter referred to as E / G), 1000 receives the output of E / G100 as an input, and a load output (running drive) composed of an axle (drive wheel) 700 and the like. This is a vehicle drive device that functions as a torque-speed converter (hereinafter abbreviated as a TS converter) that adjusts and outputs the drive torque and the excess / deficiency of the rotation speed so as to correspond to the output). In addition, a rotation speed adjustment unit 1200 that adjusts the input / output rotation speed, a torque adjustment unit 1400 that adjusts input / output torque, and a speed reduction unit (not shown) are included. Reference numeral 200 denotes a first inverter that controls energization of the rotation speed adjustment unit 1200 of the TS converter 1000, and 400 denotes a second inverter that similarly controls energization of the torque adjustment unit 1400 of the TS converter 1000. Reference numeral 500 denotes an ECU that controls the first inverter 200 and the second inverter 400 based on the rotation sensor of the TS converter 1000 and other internal information and external information, and 800 denotes a battery. Reference numeral 700 denotes an axle (drive wheel) connected to a tire or the like as a load output.

  The output shaft (not shown) of the E / G 100 is rotationally driven together with the drive of the E / G 100, and is connected to the shaft 1213 of the TS converter 1000 so as to be restrained in the rotational direction via a serration (not shown). The rotational output from G100 is transmitted through this serration.

  The TS converter 1000 includes a first rotor 1210, which is a first rotor, and a second rotor 1310, which is a second rotor, and a stator 1410 corresponding to a stator. Have. Here, the stator 1410 is composed of a winding for generating a rotating magnetic field and a stator core. The first rotor 1210 also has a winding and a rotor core that generate a rotating magnetic field, and a lead portion provided via an insulating portion such as a slip ring 1630 and a brush holder (not shown), a brush, a mold inside the shaft 1213, and the like. Power is received from the outside via

  The second rotor 1310 is provided with a hollow rotor yoke and magnets arranged at equal intervals to form N and S poles on the inner peripheral surface thereof, and constitutes a rotation speed adjusting unit 1200. The second rotor 1310 is also provided with magnets arranged at equal intervals on the outer peripheral surface of the hollow rotor yoke to form N and S poles, and constitutes a torque adjustment unit 1400 together with the stator core and the like.

  One end of the second rotor 1310 extends to the outside from a housing (not shown), and its tip part meshes with a plurality of gears of the reduction part via serrations to reduce the rotational force from the TS converter and reduce the differential. This is transmitted to the axle (drive wheel) 700 via the gear.

  As described above, in the conventional vehicle drive device shown in FIG. 6, the first rotor 1210 is connected to the internal combustion engine 100 and is driven to rotate by the drive of the internal combustion engine 100, and the second rotor 1310 is an axle (load output). Drive wheel) 700 and is rotationally driven by the angular velocity and torque control of the first and second magnetic circuits described above. The first rotor 1210 is wound with a winding capable of energizing and controlling the relative angular velocity and torque with the second rotor 1310 to form a first rotating electrical machine together with the first magnetic circuit, and the stator 1410 has a first The winding which can carry out energization control of the relative angular velocity and torque with 2 rotor 1310 is wound, and the 2nd rotating electrical machine is constituted with the 2nd magnetic circuit. A first inverter 200 that is provided between the winding of the first rotor 1210 and the battery 800 serving as a power storage unit and controls the electric power according to the difference between the angular velocities of the two rotors, and the winding of the stator 1410 Between the second rotor 1310 and the stator 1410, a second inverter 400 that is controlled so as to be able to transmit and receive electric power according to the operating torque between the second rotor 1310 and the stator 1410, and an ECU 500 as a control device that controls the energization timing of both inverters It has.

The motor configuration of the conventional vehicle drive device shown in FIG. 6 is a synchronous machine, and the first rotor 1210 and the second rotor 1310 rotate in synchronization. Accordingly, when the angular frequency of the engine 100 is ωE / G, the torque is TE / G, the angular frequency of the axle (drive wheel) 700 is ωrm, and the torque is Trm, as shown in FIG. The angular frequency of the inverter 200 is ωrm−ωE / G, the angular frequency of the second inverter 400 is ωrm, the output of the first inverter 200 is TE / G (ωrm−ωE / G), and the output of the second inverter 400. Is represented by Trmωrm.
JP-A-8-340663

  In the conventional vehicle drive device described above, the inverter capacity of the first inverter 200 and the second inverter 400 is relatively large, and as a result, it is difficult to reduce the size of the vehicle drive device 1000 as a whole. was there.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle drive device capable of reducing inverter capacity.

  Hereinafter, each means suitable for solving the above-described problems will be described with additional effects and the like as necessary.

1. A drive device comprising an input shaft for inputting an output of an internal combustion engine and an output shaft for outputting to a connected load output, wherein the drive output is controlled for a predetermined drive torque and rotational speed for the load output,
The first and second rotors that can rotate relative to each other to transmit the output from the internal combustion engine to the load output, and a stator, and the second rotor is rotationally driven relative to the first rotor. The first rotor side portion in which the first magnetic circuit that performs mutual electromagnetic action is formed by, and the stator side portion in which the second magnetic circuit that performs mutual electromagnetic action by being driven to rotate relative to the stator is formed. In a vehicle drive device comprising:
The vehicle drive device according to claim 1, wherein the second rotor is formed in a winding structure in which a common winding is wound around the first rotor side portion and the stator side portion to be electrically coupled.

  According to the means 1, since the second rotor is formed in a winding structure in which a common winding is wound around the first rotor side portion and the stator side portion and electrically coupled thereto, the first rotor and the stator are energized. As a result, a current induced in the first rotor side portion and the stator side portion of the second rotor flows, and a mutual magnetic action is generated between the first rotor and the stator to generate a rotating magnetic field.

  2. The winding wound around the second rotor is wound so as to perform phase-sequence conversion between the winding wound around the first rotor side and the winding wound around the stator side. The vehicle drive device according to claim 1, characterized in that:

  According to the means 2, the rotating magnetic field can be reversed between the first rotor side portion and the stator side portion of the second rotor.

  3. A first power converter that is provided between the winding of the first rotor and the power storage means, and controls the power according to the difference in angular speed between the two rotors, and between the winding of the stator and the power storage means Provided with a second power converter that controls power transfer according to an operating torque between the second rotor and the stator, and a control device that controls energization timing of the power converters, The vehicle drive device according to means 1 or 2, further comprising a third power converter provided between the winding of the second rotor and the power storage means.

  According to the means 3, the above-mentioned rotating magnetic field can be controlled by the control device via the third power converter.

  4). 4. The vehicle drive device according to claim 3, wherein the control device further controls a rotating magnetic field of the second rotor using the third power converter.

  According to the means 4, the output frequency of the first and second power converters connected to the first rotor and the stator can be reduced, and the capacity of the power converter can be reduced. Since the third power converter connected to the winding of the second rotor only needs to output excitation power, the capacity of the power converter is the first and second connected to the first rotor and the stator, respectively. It can be very small compared to a power converter.

  5. 5. The vehicle drive device according to claim 4, wherein the frequency of the rotating magnetic field takes a value between the first rotor frequency and the second rotor frequency.

  According to the means 5, the output power of the first and second power converters connected to the first rotor and the stator can be reduced.

  6). The vehicle drive device according to any one of claims 1 to 5, wherein a relative speed (slip) between the first rotor and the second rotor is generated to excite the winding of the second rotor.

  According to the means 6, the output power of the first and second power converters connected to the first rotor and the stator can be reduced.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a vehicle drive device and a control method thereof according to the present invention will be specifically described with reference to the drawings.

  FIG. 1 shows a schematic configuration of a main part of the vehicle drive device of the present embodiment. The basic configuration of the vehicle drive device of the present embodiment is substantially the same as the configuration of the conventional vehicle drive device shown in FIG. 6, and in FIG. Detailed description thereof is omitted.

  The present embodiment is characterized in that the motor configuration of the vehicle drive device is an induction machine, unlike the conventional vehicle drive device, and the second rotor 1310 is replaced with the first rotor side portion 1310A and the stator side portion. A winding structure is formed by winding and electrically connecting a common winding 1310L to 1310B, and the second rotor 1310 is electrically connected to the winding of the first rotor 1210 and the winding of the stator 1410, respectively. A current induced in the first rotor side portion 1310A and the stator side portion 1310B flows, and a mutual magnetic action is generated between the first rotor 1210 and the stator 1410 to generate a rotating magnetic field.

  That is, as shown in FIG. 1, the vehicle drive apparatus 1000 according to the present embodiment includes an input shaft that inputs the output of the internal combustion engine (engine) 100 and an output shaft that outputs the connected load output. A driving device that outputs and controls a predetermined driving torque and a rotational speed with respect to an output, and is a first rotor 1210, a second rotor 1310, a stator 1410, and a relatively rotatable first rotor 1210 that transmit the output from the internal combustion engine 100 to a load output. It has. The second rotor 1310 is rotationally driven relatively to the first rotor side portion 1310A in which a first magnetic circuit that performs mutual electromagnetic action by being rotationally driven relative to the first rotor 1210 is formed, and to the stator 1410. And a stator side portion 1310B on which a second magnetic circuit that performs mutual electromagnetic action is formed. As described above, the second rotor 1310 has a winding structure in which the common winding 1310L is wound around the first rotor side portion 1310A and the stator side portion 1310B, and is electrically coupled as shown in FIG. Forming.

  With this configuration, currents induced in the first rotor side portion 1310A and the stator side portion 1310B of the second rotor 1310 by energization of the windings of the first rotor 1210 and the stator 1410, respectively. The flow first rotor 1210 and the stator 1410 can interact with each other to generate a rotating magnetic field.

  In this embodiment, the winding 1310L wound around the second rotor 1310 is a phase-sequence conversion between the winding wound around the first rotor side portion 1310A and the winding wound around the stator side portion 1310B. Has been wound to do. That is, as the winding structure of the second rotor 1310, in the UVW three-phase AC motor, as shown in the lower right of FIG. 1, the winding wound around the first rotor side portion 1310A and the winding around the stator side portion 1310B. The phase sequence of UVW is converted with the wound winding. Since the phase order is thus converted, the rotating magnetic field generated at the first rotor side portion 1310A and the stator side portion 1310B of the second rotor 1310 can be reversed.

  A first inverter 200 as a power converter that is provided between the winding of the first rotor 1210 and the battery 800 as the power storage means and controls the power according to the difference in angular speed between the two rotors; A second inverter 400 as a power converter that is provided between the winding of the stator 1410 and the battery 800 and controls the power according to the operating torque between the second rotor 1310 and the stator 1410 so as to be able to transmit and receive; In this embodiment, the third inverter 600 as a power converter is further provided between the winding 1310L of the second rotor 1310 and the battery 800. ECU 500 controls the energization timing of first inverter 200 and second inverter 400 described above. Not only that, it functions as a control device also controls the energization timing of the third inverter 600. Thereby, ECU 500 can control the rotating magnetic field generated between second rotor 1310 and ECU 500.

  Thus, since ECU50 as a control apparatus further controls the rotating magnetic field of the 2nd rotor 1310 using the 3rd inverter 600 as a power converter, it connected to the 1st rotor 1210 and the stator 1410, respectively. The output frequency of the 1st inverter 200 as a power converter and the 2nd inverter 400 as a power converter can be decreased, and the inverter capacity | capacitance as a power converter can be reduced. Since the third inverter 600 as a power converter connected to the winding 1310L of the second rotor 1310 only needs to output excitation power, the inverter capacity as the power converter is connected to the first rotor 1210 and the stator 1410. Compared to the first and second inverters 200 and 400 as the power converters connected to each other, the power converter can be very small. Note that energization of the winding 1310L of the second rotor 1310 is performed from the third inverter 600 serving as a power converter through the slip ring 1690 and the like.

  Further, the frequency of the rotating magnetic field can take a value between the frequency of the first rotor 1210 and the frequency of the second rotor 1310. With this configuration, the output power of the first and second inverters 200 and 400 serving as power converters connected to the first rotor 1210 and the stator 1410 can be reduced.

  As described above, in the present embodiment, the second rotor 1310 is formed in a winding structure in which the common winding 1310L is wound around the first rotor side portion 1310A and the stator side portion 1310B to be electrically coupled. Therefore, the winding of the first rotor 1210 by the first and second inverters 200 and 400 as the power converter, the energization to the winding of the stator 1410 and the winding 1310L by the third inverter 600 as the power converter, respectively. Due to the excitation, a current induced in the first rotor side portion 1310A and the stator side portion 1310B of the second rotor 1310 flows, and a mutual magnetic action is generated between the first rotor 1210 and the stator 1410 to generate a rotating magnetic field. And since this rotating magnetic field is generated, the power supply by the first and second inverters 200 and 400 as the power converter can be reduced.

  That is, the first inverter as a power converter that generates a rotating magnetic field in the second rotor 1310, decreases the relative speed between the combined magnetic fields of the first rotor 1210 and the second rotor 1310, and is supplied to the first rotor 1210. Since the output frequency of 200 can be reduced, the inverter capacity as the power converter can be reduced.

  Further, as described above, in the winding structure of the second rotor 1310, by changing the phase sequence of the magnetic field, a magnetic field that rotates in the opposite direction to the second rotor 1310 is generated on the stator 1410 side, and the stator 1410 side The frequency of the synthesized magnetic field is reduced from the first rotor 1210 side, and the output frequency of the second inverter 400 as a power converter supplied to the stator 1410 can be reduced, so that the inverter capacity as the power converter is reduced. It is also possible to do.

  As shown in FIG. 1, when the angular frequency of the engine 100 is ωE / G, the torque is TE / G, the angular frequency of the axle (drive wheel) 700 is ωrm, and the torque is Trm, as shown in FIG. The angular frequency of the first inverter 200 is ωrm + ωe−ωE / G, the angular frequency of the second inverter 400 is ωrm−ωe, the output of the first inverter 200 is TE / G (ωrm + ωe−ωE / G), and the second The output of the inverter 400 is expressed by Trm (ωrm−ωe).

  For example, as shown in FIG. 2B, if ωE / G = 600 rad / s, ωrm = 300 rad / s, and ωe = 150 rad / s, the conventional vehicle drive device described in FIG. The angular frequency of the first inverter 200 is −300, the angular frequency of the second inverter 400 is 300, the output of the first inverter 200 is −300 TE / G, and the output of the second inverter 400 is 300 Trm. On the other hand, in the vehicle drive device of the present embodiment, the angular frequency of the first inverter 200 is −150, the angular frequency of the second inverter 400 is 150, the output of the first inverter 200 is −150 TE / G, The output of the inverter 400 becomes 150 Trm, and it is understood that the capacity of the first inverter 200 and the second inverter 400 as power converters can be reduced to about half.

  Next, a control operation by the ECU 500 that characterizes the present embodiment will be described with reference to FIG. FIG. 3 is a flowchart showing control processing of each inverter by ECU 500.

  As shown in FIG. 3, first, the ECU 500 starts the control process (S301), and reads the torque command value Trm from the accelerator opening or the brake pedal depression angle (S302). Next, the engine torque TEG is read (S303), and the engine angular frequency ωEG and the axle angular frequency ωrm are read (S304). Then, the output angular frequency ωe of the third inverter 600 is determined based on the values of ωEG and ωrm (S305). Then, the voltage command value V3ref of the third inverter 600 is determined from the above-described values of Trm, TEG, and ωe obtained in S305 (S306). Subsequently, the angular frequency ωinv1 of the first inverter 200 and the angular frequency ωinv2 of the second inverter 400 are determined from the obtained ωEG, ωrm, and ωe (S307). Thereby, the voltage command value V1ref of the first inverter 200 and the voltage command value V2ref of the second inverter 400 are determined from Trm, TEG, ωinv1, and ωinv2, (S308). Thereby, each inverter of the 1st inverter 200 and the 2nd inverter 400 is controlled (S309).

    Note that the calculation method of each value described above by the ECU 500 is a known method described in the above-described Patent Document 1 and the like, and thus will not be described in detail here.

  Next, a vehicle drive device and a control method thereof according to the second embodiment of the present invention will be described with reference to FIG.

  FIG. 4 shows a schematic configuration of a main part of the vehicle drive device of the present embodiment. The basic configuration of the vehicle drive device of this embodiment is substantially the same as the configuration of the vehicle drive device of the first embodiment shown in FIG. 1, and like reference numerals are used for like parts in FIG. A detailed description thereof will be omitted.

  In this embodiment as well, the motor configuration of the vehicle drive device is different from the conventional vehicle drive device in that it is an induction machine, as in the first embodiment, and the second rotor 1310 is connected to the first rotor side. It is characterized by forming a winding structure in which a common winding 1310L is wound around and electrically coupled to the portion 1310A and the stator side portion 1310B, and current is supplied to the winding of the first rotor 1210 and the winding of the stator 1410, respectively. Thus, the current induced in the first rotor side portion 1310A and the stator side portion 1310B of the second rotor 1310 flows, and the first rotor 1210 and the stator 1410 interact with each other to generate a rotating magnetic field. .

  As shown in FIG. 4, the vehicle drive device 1000 according to the present embodiment does not include the third inverter 600 as the power converter according to the first embodiment, and includes the first rotor 1210 and the second rotor. A relative speed difference (slip) between 1310 is generated, and the winding 1310L of the second rotor 1310 is excited by this relative speed difference (slip). With this configuration, the output power of the first and second inverters 200 and 400 serving as power converters connected to the first rotor 1210 and the stator 1410 can be reduced.

  As described above, this embodiment is characterized in that the rotating magnetic field is controlled on the primary side (first rotor side portion 1310A) of the winding 1310L of the second rotor 1310. The control operation is slightly more complicated than the first embodiment, but has a great advantage that the third inverter 600 as a power converter is unnecessary.

  A rotating magnetic field is generated in the second rotor 1310, the relative speed between the combined magnetic fields of the first rotor 1210 and the second rotor 1310 is decreased, and the first inverter 200 as a power converter supplied to the first rotor 1210 is supplied. Since the output frequency can be reduced, the inverter capacity as the power converter can be reduced as in the first embodiment.

  In addition, in the winding structure of the second rotor 1310, the phase sequence of the field is changed as in the first embodiment, so that a magnetic field rotating in the opposite direction to the second rotor 1310 is generated on the stator 1410 side. The frequency of the generated magnetic field on the stator 1410 side is lower than that on the first rotor 1210 side, and the output frequency of the second inverter 400 as a power converter supplied to the stator 1410 can be reduced. It is possible to reduce the capacity of the inverter as a capacitor.

  Next, the control operation by the ECU 500 that characterizes the present embodiment will be described with reference to FIG. FIG. 5 is a flowchart showing the control process of each inverter by ECU 500.

  As shown in FIG. 5, first, the ECU 500 starts the control process (S501), and reads the torque command value Trm from the accelerator opening or the brake pedal depression angle (S502). Next, the engine torque TEG is read (S503), and the engine angular frequency ωEG and the axle angular frequency ωrm are read (S504). Then, the angular frequency ωe of the rotating magnetic field of the second rotor 1310 is determined based on the values of ωEG and ωrm (S505). Subsequently, the angular frequency ωinv1 of the first inverter 200 and the angular frequency ωinv2 of the second inverter 400 are determined from the obtained ωEG, ωrm, and ωe (S506). Thus, the voltage command value V1ref of the first inverter 200 and the voltage command value V2ref of the second inverter 400 are determined from Trm, TEG, ωinv1, and ωinv2, (S507). Thereby, each inverter of the 1st inverter 200 and the 2nd inverter 400 is controlled (S508).

    Note that the method itself by which the ECU 500 calculates the angular frequency ωe of the rotating magnetic field of the second rotor 1310 based on the values of ωEG and ωrm described above is a known method described in the above-mentioned Patent Document 1 and the like. Not detailed.

  As described above, according to the present embodiment, a rotating magnetic field is generated in the second rotor 1310, the relative speed between the combined magnetic fields of the first rotor 1210 and the second rotor 1310 is reduced, and the first rotor 1210 is supplied. Since the output frequency of the first inverter 200 as the power converter can be reduced, the inverter capacity as the power converter can be reduced.

  Further, in the winding structure of the second rotor 1310, by changing the phase sequence of the field, a magnetic field rotating in the opposite direction to the second rotor 1310 is generated on the stator 1410 side, and the combined magnetic field on the stator 1410 side is the first. Since the frequency decreases from the rotor 1210 side and the output frequency of the second inverter 400 as a power converter supplied to the stator 1410 can be reduced, the inverter capacity as the power converter can be reduced. Become.

  In addition, this invention is not limited to embodiment mentioned above, A various change is possible in the range which does not deviate from the main point of this invention. For example, in the above embodiment, an inverter as a power converter is provided between the battery and the winding to control the winding. However, a battery is not provided and a matrix converter is used instead of the inverter as the power converter. It may be used to control the winding.

  The present invention includes first and second rotors that can rotate relative to each other to transmit output from an internal combustion engine to a load output, and a stator, and the second rotor is rotationally driven relative to the first rotor. A first rotor side portion on which a first magnetic circuit that performs mutual electromagnetic action is formed, and a stator side portion on which a second magnetic circuit that performs mutual electromagnetic action by being driven to rotate relative to the stator is formed. It is widely applicable to the vehicle drive device provided with this.

It is a figure which shows schematic structure of the principal part of the vehicle drive device which concerns on the 1st Embodiment of this invention. (A) shows how the angular frequency of the first inverter, the angular frequency of the second inverter, the output of the first inverter, and the output of the second inverter are obtained respectively in the known technique and the embodiment of the present invention. (B) shows the angular frequency of the first inverter, the angular frequency of the second inverter, and the second frequency in the specific examples obtained by the known technique and the embodiment of the present invention, respectively. It is a table | surface which shows the value of the output of 1 inverter, and the output of a 2nd inverter. It is a flowchart which shows the control processing of each inverter in the vehicle drive device which concerns on the 1st Embodiment of this invention. It is a figure which shows schematic structure of the principal part of the vehicle drive device which concerns on the 2nd Embodiment of this invention. It is a flowchart which shows the control processing of each inverter in the vehicle drive device which concerns on the 2nd Embodiment of this invention. It is a figure which shows schematic structure of the principal part of the conventional vehicle drive device.

Explanation of symbols

100 engine, 1000 vehicle drive device, 200 first inverter,
400 second inverter, 500 ECU, 600 third inverter,
700 axles (drive wheels), 800 batteries,
1210 1st rotor, 1310 2nd rotor, 1410 Stator,
1310A First rotor side, 1310B Stator side, 1310L Winding

Claims (6)

A drive device comprising an input shaft for inputting an output of an internal combustion engine and an output shaft for outputting to a connected load output, wherein the drive output is controlled for a predetermined drive torque and rotational speed for the load output,
The first and second rotors that can rotate relative to each other to transmit the output from the internal combustion engine to the load output, and a stator, and the second rotor is rotationally driven relative to the first rotor. The first rotor side portion in which the first magnetic circuit that performs mutual electromagnetic action is formed by, and the stator side portion in which the second magnetic circuit that performs mutual electromagnetic action by being driven to rotate relative to the stator is formed. In a vehicle drive device comprising:
The vehicle drive device according to claim 1, wherein the second rotor is formed in a winding structure in which a common winding is wound around the first rotor side portion and the stator side portion to be electrically coupled.   The winding wound around the second rotor is wound so as to perform phase-sequence conversion between the winding wound around the first rotor side and the winding wound around the stator side. The vehicle drive device according to claim 1.   A first power converter that is provided between the winding of the first rotor and the power storage means, and controls the power according to the difference in angular speed between the two rotors, and between the winding of the stator and the power storage means Provided with a second power converter that controls power transfer according to an operating torque between the second rotor and the stator, and a control device that controls energization timing of the power converters, The vehicle drive device according to claim 1, further comprising a third power converter provided between the winding of the second rotor and the power storage means.   4. The vehicle drive device according to claim 3, wherein the control device further controls a rotating magnetic field of the second rotor using the third power converter. 5.   The vehicle drive device according to claim 4, wherein the frequency of the rotating magnetic field takes a value between the first rotor frequency and the second rotor frequency.   6. The vehicle drive device according to claim 1, wherein a relative speed (slip) between the first rotor and the second rotor is generated to excite the winding of the second rotor.

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