JP2014015207A - Power transmission system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To smoothly perform a shift from a state in which power is transmitted using a torque by an electromagnetic coupling of rotors to a state in which power is transmitted by engagement of an engagement device, while suppressing reduction of a driving torque.SOLUTION: When shifting from a state in which power is transmitted from an engine 36 to a drive shaft 37 by a torque acting between an input side rotor 28 and an output side rotor 18 to a state in which power is transmitted from the engine 36 to the drive shaft 37 by engagement of a clutch 48, an electronic control unit 50 controls a transmission torque in the clutch 48 on the basis of the torque acting between an input side rotor 28 and an output side rotor 18 and a request torque of the drive shaft 37.

Description

  The present invention relates to a power transmission device, and more particularly to a power transmission device capable of performing power transmission using electromagnetic coupling between rotors.

  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 windings are disposed and mechanically coupled to an engine, and a magnet that is electromagnetically coupled to the windings of the first rotor and is mechanically disposed on a drive shaft. A second rotor coupled to the stator, a stator provided with a winding electromagnetically coupled to the magnet of the second rotor, a slip ring electrically connected to the winding of the first rotor, and a slip ring; A brush that is in electrical contact, a first inverter that is controlled so as to be able to transfer power between the battery and the stator winding, and a power between the battery and the first rotor via the slip ring and the brush. And a second inverter that is controlled so as to be able to transmit and receive. In Patent Document 1, the power from the engine transmitted to the first rotor is transmitted to the second rotor by electromagnetic coupling between the windings of the first rotor and the magnets of the second rotor. The shaft can be driven. Furthermore, since power can be transferred between the battery and the winding of the first rotor via the second inverter, by controlling the power of the winding of the first rotor by the second inverter, The rotation speed can be controlled. In this case, when the rotation speed of the first rotor is higher than the rotation speed of the second rotor, the generated power of the winding of the first rotor is supplied to the battery side via the second inverter, and the rotation of the first rotor When the speed is lower than the rotational speed of the second rotor, the battery power is supplied to the windings of the first rotor via the second inverter. Further, the electromagnetic coupling between the stator winding and the magnet of the second rotor causes the second rotor to generate power using the electric power supplied from the battery side to the stator winding via the first inverter. Therefore, the torque transmitted to the drive shaft can be controlled by controlling the power supply to the stator winding by the first inverter.

Japanese Patent No. 3543500 JP 2009-73472 A

  In Patent Document 1, an engagement device such as a clutch capable of mechanically engaging the first rotor and the second rotor is provided, and the winding of the first rotor is achieved by engaging the engagement device. The drive shaft can be driven by the power of the engine without applying torque due to electromagnetic coupling between the first rotor and the magnet of the second rotor. As a result, it is possible to suppress Joule loss caused by the induction current flowing through the winding of the first rotor due to the slip between the first rotor and the second rotor. However, from the state where power is transmitted from the engine to the drive shaft using the torque generated by electromagnetic coupling between the winding of the first rotor and the magnet of the second rotor, the engine is driven from the engine to the drive shaft by engaging the engagement device. In order to shift to a state in which the power transmission is performed, it is necessary to synchronize the rotation by reducing the rotational speed difference between the first rotor and the second rotor. However, when the difference in rotational speed between the first rotor and the second rotor is reduced, the torque due to electromagnetic coupling between the winding of the first rotor and the magnet of the second rotor is reduced, so the torque transmitted to the drive shaft is reduced. As a result, the required driving torque cannot be obtained.

  The present invention smoothly transitions from a state where power transmission is performed using torque generated by electromagnetic coupling between rotors to a state where power transmission is performed by engagement of an engagement device while suppressing a decrease in driving torque. The purpose is to do.

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

  In the power transmission device according to the reference example of the present invention, the motive power from the engine is transmitted, and the alternating current flows with the first rotor provided with the rotor conductor that can generate the rotating magnetic field by the alternating current flowing. A stator provided with a stator conductor capable of generating a rotating magnetic field, and a second rotor capable of rotating relative to the first rotor and transmitting power to the drive shaft, the rotor conductor Torque acts on the first rotor according to the action of the rotating magnetic field generated by the rotor, and torque acts on the stator according to the action of the rotating magnetic field generated by the stator conductor. The second rotor, the inverter capable of performing power conversion between the power storage device and the stator conductor, and the engagement capable of mechanically engaging the first rotor and the second rotor The stator and the second rotor by controlling the AC current flowing through the device and the stator conductor A control device that controls torque acting between the first rotor and the second rotor by controlling torque acting between the first rotor and the alternating current flowing through the rotor conductor. Then, the control device is engaged by engaging the engagement device from a first power transmission state in which power is transmitted from the engine to the drive shaft by torque acting between the first rotor and the second rotor. While shifting to the second power transmission state in which power transmission from the engine to the drive shaft is performed, while controlling the engine rotation speed so that the rotation speed of the first rotor approaches the rotation speed of the second rotor, Controlling the power conversion performed by the inverter so that torque is applied between the stator and the second rotor by converting the DC power from the power storage device into AC by the inverter and supplying it to the stator conductor. The gist.

  In one aspect of the present invention, when the control device shifts from the first power transmission state to the second power transmission state, the control device converts DC power from the power storage device into AC by an inverter and supplies the AC to the stator conductor. Thus, when applying a torque between the stator and the second rotor, the stator is based on the torque acting between the first rotor and the second rotor and the required torque of the drive shaft. It is preferable to control the torque acting between the rotor and the second rotor.

  In one aspect of the present invention, the control device causes the engine so that the rotation speed of the first rotor approaches the rotation speed of the second rotor when the first power transmission state shifts to the second power transmission state. It is preferable to control the engine speed by controlling the throttle opening or fuel injection amount.

  In the power transmission device according to the present invention, the motive power from the engine is transmitted, and the alternating current flows with the first rotor provided with the rotor conductor capable of generating a rotating magnetic field by the alternating current flowing. A stator provided with a stator conductor capable of generating a rotating magnetic field, and a second rotor that is rotatable relative to the first rotor and transmits power to the drive shaft. Torque acts on the first rotor in response to the generated rotating magnetic field, and torque acts on the stator in response to the rotating magnetic field generated in the stator conductor. The two rotors, the engaging device capable of mechanically engaging the first rotor and the second rotor, and the stator and the second rotor by controlling the alternating current flowing in the stator conductor To control the AC current flowing through the rotor conductor. And a control device that controls torque acting between the first rotor and the second rotor, and the control device is provided between the first rotor and the second rotor. When shifting from the first power transmission state in which power is transmitted from the engine to the drive shaft by the acting torque to the second power transmission state in which power is transmitted from the engine to the drive shaft by engagement of the engagement device. The gist is to control the transmission torque in the engagement device based on the torque acting between the first rotor and the second rotor and the required torque of the drive shaft.

  In one aspect of the present invention, the control device includes: a torque acting between the first rotor and the second rotor when the first power transmission state shifts to the second power transmission state; It is preferable to control the transmission torque in the engagement device based on the torque acting between the rotor and the second rotor and the required torque of the drive shaft.

  In the power transmission device according to the present invention, the motive power from the engine is transmitted, and the alternating current flows with the first rotor provided with the rotor conductor capable of generating a rotating magnetic field by the alternating current flowing. A stator provided with a stator conductor capable of generating a rotating magnetic field, and a second rotor that is rotatable relative to the first rotor and transmits power to the drive shaft. Torque acts on the first rotor in response to the generated rotating magnetic field, and torque acts on the stator in response to the rotating magnetic field generated in the stator conductor. Two rotors, an inverter capable of performing power conversion between the power storage device and the rotor conductor, a rectifier capable of rectifying AC power generated in the rotor conductor, and a DC rectified by the rectifier It is possible to convert power into voltage and output it to a power storage device The C-DC converter, the engagement device capable of mechanically engaging the first rotor and the second rotor, and the stator and the second rotation by controlling the alternating current flowing through the stator conductor And a control device that controls torque acting between the first rotor and the second rotor by controlling torque acting between the rotor and controlling an alternating current flowing through the rotor conductor. The transmission device is a transmission device that engages the engagement device from a first power transmission state in which power is transmitted from the engine to the drive shaft by torque acting between the first rotor and the second rotor. Therefore, when shifting to the second power transmission state in which power is transmitted from the engine to the drive shaft, the first rotor and the second rotor are either converted by voltage conversion by the DC-DC converter or by power conversion by the inverter. Whether to apply torque between And gist be determined based on the rotational speed difference between the rotor and the second rotor.

  In one aspect of the present invention, when a transition is made from the first power transmission state to the second power transmission state, torque is applied between the first rotor and the second rotor by power conversion in the inverter. The difference between the rotation speed of the first rotor and the rotation speed of the second rotor in FIG. 3 indicates that the torque is applied between the first rotor and the second rotor by voltage conversion in the DC-DC converter. It is preferable that the difference is smaller than the difference between the rotation speed of the first rotor and the rotation speed of the second rotor.

  In one embodiment of the present invention, the capacity of the inverter is preferably smaller than the capacity of the rectifier and the capacity of the DC-DC converter.

  According to the present invention, from the first power transmission state in which power is transmitted from the engine to the drive shaft by the torque acting between the first rotor and the second rotor, from the engine by the engagement of the engagement device. The transition to the second power transmission state in which the power transmission to the drive shaft is performed can be smoothly performed while suppressing a decrease in the transmission torque to the drive shaft.

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 functional block diagram which shows the structural example of an electronic control unit. It is a functional block diagram which shows the other structural example of an electronic control unit. It is a flowchart explaining an example of the process performed by the electronic control unit.

  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 is provided between an engine (internal combustion engine) 36 provided as a prime mover capable of generating power (mechanical power), and between the engine 36 and a drive shaft 37 (wheels 38). A transmission (mechanical transmission) 44 capable of changing the transmission gear ratio, and a rotating electrical machine 10 provided between the engine 36 and the transmission 44 are provided. 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 stator case (not shown), a first rotor 28 that can rotate relative to the stator 16, a stator 16 and a first rotor 28 in a radial direction perpendicular to the rotor rotation axis, and a predetermined amount. The second rotor 18 is opposed to the stator 16 and the first rotor 28 with a gap. The stator 16 is disposed at a position radially outward from the first rotor 28 and spaced from the first rotor 28, and the second rotor 18 is positioned between the stator 16 and the first rotor 28 in the radial direction. Is arranged. That is, the first rotor 28 is disposed opposite to the second rotor 18 at a position radially inward of the second rotor 18, and the stator 16 is disposed opposite to the second rotor 18 at a position radially outward from the second rotor 18. Has been. Since the first rotor 28 is mechanically connected to the engine 36, the power from the engine 36 is transmitted to the first rotor 28. On the other hand, the second rotor 18 is mechanically coupled to the drive shaft 37 via the transmission 44, so that the power from the second rotor 18 is shifted by the transmission 44 to the drive shaft 37 (wheel 38). It is transmitted after. In the following description, the first rotor 28 is an input side rotor, and the second rotor 18 is an output side rotor.

  The input-side rotor 28 includes a rotor core (first rotor core) 52 and a plurality of (for example, three-phase) rotor windings 30 disposed on the rotor core 52 along the circumferential direction thereof. 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 stator 16 includes a stator core (stator core) 51 and a plurality of (for example, three-phase) stator windings 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 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). .

  A clutch 48 as an engagement device is provided between the engine 36 and the transmission 44 in parallel to the rotating electrical machine 10 (the input side rotor 28 and the output side rotor 18). The clutch 48 is engaged / released between a clutch plate 48a mechanically connected to the engine 36 (input side rotor 28) and a clutch plate 48b mechanically connected to the transmission 44 (output side rotor 18). The mechanical engagement / release of the input side rotor 28 and the output side rotor 18 can be selectively performed, and power transmission can be selectively permitted / cut off. By engaging the clutch plate 48a and the clutch plate 48b and mechanically engaging the input-side rotor 28 and the output-side rotor 18, the engine 36 and the transmission 44 (drive shaft 37) via the clutch 48 are engaged. Power transmission to and from is allowed. When the clutch 48 is engaged, the input side rotor 28 and the output side rotor 18 are integrally rotated at the same rotational speed. On the other hand, the clutch plate 48a and the clutch plate 48b are released, and the mechanical engagement between the input side rotor 28 and the output side rotor 18 is released, whereby the engine 36 and the transmission 44 (drive shaft) via the clutch 48 are released. Power transmission to and from 37) is interrupted. When the clutch 48 is released, a difference in rotational speed between the input side rotor 28 and the output side rotor 18 is allowed. The clutch 48 here can switch the engagement / release of the clutch plate 48a and the clutch plate 48b using, for example, hydraulic pressure or electromagnetic force, and further, the hydraulic pressure or electromagnetic force supplied to the clutch 48 can be changed. By adjusting, the fastening force between the clutch plate 48a and the clutch plate 48b can also be adjusted. By adjusting the fastening force between the clutch plate 48a and the clutch plate 48b, the engine 36 and the transmission 44 (drive shaft 37) via the clutch 48 are allowed while allowing a difference in rotational speed between the clutch plate 48a and the clutch plate 48b. It is possible to allow power transmission between the two.

  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 can be realized by a known configuration including a switching element and a diode (rectifier element) connected in reverse parallel to the switching element. The inverter 40 converts the DC power from the power storage device 42 to AC ( For example, it can be converted into a three-phase alternating current) and supplied to each phase of the stator winding 20. Furthermore, the inverter 40 can also convert power in a direction in which alternating current flowing in each phase of the stator winding 20 is converted into direct current and electric energy is collected in the power storage device 42. Thus, the inverter 40 can perform bidirectional power conversion between the power storage device 42 and the stator winding 20.

  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. The brush 96 whose rotation is fixed is pressed against the slip ring 95 to be in electrical contact. The slip ring 95 rotates with the input-side rotor 28 while sliding with respect to the brush 96 (maintaining electrical contact 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 the AC power from the rotor winding 30 taken out by the slip ring 95 and the brush 96 with a diode (rectifier element) and converts it into DC. The step-up converter (DC-DC converter) 94 can be realized by a known configuration including a switching element and a diode (rectifier element), and boosts (voltage conversion) DC power rectified by the rectifier 93 by the switching operation of the switching element. And output. 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. Therefore, power conversion can be performed between the rotor winding 30 and the stator winding 20. 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. Therefore, rectifier 93 and boost converter 94 perform power conversion in only one direction from rotor winding 30 side to power storage device 42 side (or inverter 40 side). Instead of the step-up converter 94, a step-down converter or a step-up / step-down converter can be provided as a DC-DC converter.

  The inverter 41 is electrically connected to the brush 96 and is provided in parallel with the rectifier 93 and the boost converter 94. The inverter 41 can be realized by a known configuration including a switching element and a diode (rectifier element) connected in reverse parallel to the switching element. The inverter 41 converts DC power from the power storage device 42 to AC ( For example, it can be converted into a three-phase alternating current) and supplied to each phase of the rotor winding 30 via the brush 96 and the slip ring 95. The capacity of the inverter 41 (switching element) is smaller than the capacity of the rectifier 93 (diode), the capacity of the boost converter 94 (switching element), and the capacity of the inverter 40 (switching element).

  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 of the boost converter 94 is switched. The alternating current flowing in each phase is controlled. The electronic control unit 50 can also control the alternating current flowing in each phase of the rotor winding 30 by controlling the switching operation of the switching element of the inverter 41. The electronic control unit 50 also performs control for switching mechanical engagement / release of the input side rotor 28 and the output side rotor 18 by switching engagement / release of the clutch 48. Furthermore, the electronic control unit 50 also controls the operating state of the engine 36 and the speed ratio of the transmission 44.

  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 stator circumferential direction. 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 electronic control unit 50 controls the torque acting between the stator 16 and the output-side rotor 18 by controlling the amplitude and phase angle of the alternating current flowing through the stator winding 20 by the switching operation of the inverter 40, for example. Can do.

  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 (alternating current) flows in 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.

  When generating torque (hereinafter referred to as electromagnetic coupling torque) 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 outputs the output of the boost converter 94. The boost ratio in boost converter 94 is controlled so that the voltage is higher than the voltage of power storage device 42. 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 an electromagnetic coupling torque is generated between the input-side rotor 28 and the output-side rotor 18. Works. In that case, the electronic control unit 50 acts between the input-side rotor 28 and the output-side rotor 18 by controlling the alternating current flowing through the rotor winding 30 by controlling the boost ratio in the boost converter 94. The electromagnetic coupling torque can be controlled (see also Patent Document 2). On the other hand, the electronic control unit 50 controls the boost ratio in the boost converter 94 so that the output voltage of the boost converter 94 is lower than the voltage of the power storage device 42 in a state where the switching operation of the inverter 40 is not performed. Even if a rotational difference occurs between the side rotor 28 and the output side rotor 18, no induced current flows through the rotor winding 30, and no electromagnetic coupling torque acts between the input side rotor 28 and the output side rotor 18. . Also, by stopping the boosting (voltage conversion) by the boost converter 94 while maintaining the switching element in the boost converter 94 in the off state, the induced current does not flow through the rotor winding 30, and the input side rotor 28 and the output side The electromagnetic coupling torque does not act between the rotor 18 and the rotor 18.

  In addition, when a plurality of phases (for example, three phases) of alternating current flows through the plurality of phases of the rotor winding 30 by the switching operation of the inverter 41, the rotor winding 30 generates a rotating magnetic field that rotates in the circumferential direction of the rotor. The torque (magnet torque) can be applied to the input-side rotor 28 by electromagnetic interaction (attraction and repulsion) between the rotating magnetic field generated in the rotor winding 30 and the field magnetic flux generated in the permanent magnet 33. The input side rotor 28 can be rotationally driven. On the other hand, by maintaining the switching element of the inverter 41 in the OFF state and stopping the switching operation, no AC current flows through the rotor winding 30, and torque acts between the input side rotor 28 and the output side rotor 18. Disappear.

  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 in a state where the clutch 48 is released, 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, so that the rotor winding 30 is connected via the slip ring 95 and the brush 96. Induced current (alternating current) flows, and electromagnetic coupling torque in the rotational direction of the engine acts on the output side rotor 18 from the input side rotor 28 by the electromagnetic interaction between the induced current and the field flux of the permanent magnet 33. The 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 power transmitted to the output side rotor 18 is transmitted to the drive shaft 37 (wheels 38) after being shifted by the transmission 44, and used for forward driving of the load such as forward drive 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. Note that when the switching operation of the boost converter 94 is performed, the switching operation of the inverter 41 is not performed.

  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.

  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 the DC power from the power storage device 42 is converted into AC and supplied to the stator winding 20, thereby supplying power to the stator winding 20. Is converted into power of the output-side rotor 18 by electromagnetic coupling between the stator winding 20 and the permanent magnet 32, and the drive shaft 37 (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. In addition, when performing EV traveling, the clutch 48 is controlled to a released state.

  Further, when starting the engine 36, the electronic control unit 50 converts the DC power from the power storage device 42 into AC by the inverter 41 and supplies it to the rotor winding 30 via the slip ring 95 and the brush 96. By controlling the switching operation of the inverter 41, the engine 36 can be cranked using the power supplied to the rotor winding 30. In this way, AC power for starting the engine 36 is supplied to the rotor winding 30. During cranking of the engine 36, torque is applied to the input-side rotor 28 connected to the engine 36 by electromagnetic interaction between the rotating magnetic field of the input-side rotor 28 and the field flux of the permanent magnet 33 of the output-side rotor 18. 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 addition, when starting the engine 36, the clutch 48 is controlled to a released state. Further, when the switching operation of the inverter 41 is performed, the switching operation of the boost converter 94 is not performed.

  Here, the rectifier 93 and the step-up converter 94 are not provided, and the inverter 38 is switched between the input side rotor 28 and the output side rotor 18 in order to rotationally drive the wheels 38 using the power of the engine 36. Consider the case of controlling the torque acting on the. In this case, in order to increase the torque transmitted from the engine 36 to the wheel 38, it is required to increase the maximum torque that can be generated between the input side rotor 28 and the output side rotor 18, and the inverter 41 is turned on. Therefore, it is required to increase the maximum power that can be transferred between the power storage device 42 side and the rotor winding 30. For that purpose, it is necessary to increase the capacity of the switching element and the antiparallel diode of the inverter 41. As a result, the number of high-capacity switching elements and rectifying elements increases. In contrast, in the present embodiment, the input side rotor 28 and the output side rotor 18 are converted by performing power conversion from the rotor winding 30 side to the power storage device 42 side (or the inverter 40 side) by the switching operation of the boost converter 94. And the wheel 38 can be rotationally driven by using the power of the engine 36. The cranking torque for starting the engine 36 may be smaller than the torque transmitted from the engine 36 to the wheels 38. Therefore, when starting the engine 36, the rotor from the power storage device 42 side through the inverter 41 is used. The electric power supplied to the winding 30 side is supplied from the rotor winding 30 side through the rectifier 93, the boost converter 94, and the inverter 40 when the wheels 38 are rotationally driven using the power of the engine 36. It can be smaller than the power supplied to the side. Therefore, the capacity of the inverter 41 (switching element) may be smaller than the capacity of the rectifier 93 (diode), the capacity of the boost converter 94 (switching element), and the capacity of the inverter 40 (switching element). As a result, the capacity of the inverter 41 (switching element) can be reduced without reducing the torque transmitted from the engine 36 to the wheel 38, and the cost can be reduced by reducing the number of high capacity switching elements. Can be planned.

  In the present embodiment, when the vehicle is driven in the forward direction using the power of the engine 36, the clutch 48 is engaged to mechanically connect the input side rotor 28 and the output side rotor 18. Even if no alternating current flows through the rotor winding 30 and no torque acts between the input-side rotor 28 and the output-side rotor 18, the power from the engine 36 is transmitted through the clutch 48 to the drive shaft 37 (wheel 38). Can be communicated to. This makes it 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. Thus, in this embodiment, the first power that can transmit the power from the engine 36 to the drive shaft 37 by the torque acting between the input side rotor 28 and the output side rotor 18 of the rotating electrical machine 10. In addition to the transmission path, a second power transmission path capable of transmitting power from the engine 36 to the drive shaft 37 via a clutch 48 provided in parallel to the rotating electrical machine 10 is provided. The transmission 44 can shift the power from either the first power transmission path or the second power transmission path and transmit it to the drive shaft 37.

  Next, the first power transmission in which power is transmitted from the engine 36 to the drive shaft 37 via the first power transmission path by the electromagnetic coupling torque acting between the input side rotor 28 and the output side rotor 18. From a state (hereinafter, referred to as an electromagnetic coupling state), a second power transmission state (hereinafter, referred to as an electromagnetic coupling state) in which power is transmitted from the engine 36 to the drive shaft 37 through the second power transmission path by engagement of the clutch 48. The process executed by the electronic control unit 50 when shifting to the lockup state will be described.

  In the electromagnetic coupling state, the rotational speed of the input-side rotor 28 is higher than the rotational speed of the output-side rotor 18. Therefore, in order to shift from the electromagnetic coupling state to the lock-up state, the input-side rotor 28 and the output-side rotor Therefore, it is necessary to synchronize the rotation by reducing the difference in rotational speed. Therefore, when the electronic control unit 50 shifts from the electromagnetic coupling state to the lockup state, the electronic control unit 50 controls the rotational speed of the engine 36 so that the rotational speed of the input-side rotor 28 approaches the rotational speed of the output-side rotor 18. . When the engine 36 is a spark ignition type internal combustion engine such as a gasoline engine, the electronic control unit 50 performs control so as to decrease the throttle opening of the engine 36, and when the engine 36 is a compression ignition type internal combustion engine such as a diesel engine. The electronic control unit 50 controls the fuel injection amount of the engine 36 to decrease. Accordingly, the engine torque is reduced to lower the engine rotation speed, so that the rotation speed of the input-side rotor 28 is brought close to the rotation speed of the output-side rotor 18 to synchronize the rotation.

  However, when the difference in rotational speed between the input side rotor 28 and the output side rotor 18 is reduced, the induced electromotive force generated in the rotor winding 30 is reduced. When the induced current flowing through the rotor winding 30 is reduced due to the reduction of the induced electromotive force, the electromagnetic coupling torque acting on the output side rotor 18 from the input side rotor 28 is reduced and the torque transmitted to the drive shaft 37 is reduced. The generated power taken out from the rotor winding 30 via the slip ring 95 and the brush 96 is reduced. In order to increase the induced current flowing through the rotor winding 30, it is necessary to increase the boost ratio in the boost converter 94, but there is a limit to the range of the boost ratio that does not increase the switching loss in the boost converter 94. Therefore, it is difficult to compensate for the decrease in the generated power of the rotor winding 30 and the decrease in the torque of the drive shaft 37 due to the decrease in the induced electromotive force of the rotor winding 30 only by controlling the boost converter 94. .

  Therefore, when the electronic control unit 50 shifts from the electromagnetic coupling state to the lockup state, the electronic control unit 50 controls the rotational speed of the engine 36 so that the rotational speed of the input-side rotor 28 approaches the rotational speed of the output-side rotor 18. On the other hand, the DC power from the power storage device 42 is converted into AC by the inverter 40 and supplied to the stator winding 20 so that torque (hereinafter referred to as MG torque) is applied between the stator 16 and the output-side rotor 18. Thus, the power conversion (the switching operation of the inverter 40) performed by the inverter 40 is controlled. The rotor caused by the decrease in the induced electromotive force of the rotor winding 30 by applying the MG torque in the engine rotation direction from the stator 16 to the output side rotor 18 using the power supplied from the power storage device 42 to the stator winding 20. It is possible to compensate for a decrease in the generated power of the winding 30 and a decrease in the torque of the drive shaft 37. Then, when the rotational speed difference between the input-side rotor 28 and the output-side rotor 18 becomes a predetermined value or less, the electronic control unit 50 shifts to the lock-up state by engaging the clutch 48.

An example of a functional block diagram of the electronic control unit 50 for controlling the MG torque is shown in FIG. The required torque calculation unit 151 calculates the required torque Treq of the drive shaft 37 based on, for example, the accelerator opening and the vehicle speed (the rotational speed of the drive shaft 37). The electromagnetic coupling torque detector 152 detects an electromagnetic coupling torque Tcoup that acts between the input side rotor 28 and the output side rotor 18 based on, for example, the current of the rotor winding 30. The MG torque command value calculation unit 153 receives the torque from the stator 16 based on the required torque Treq of the drive shaft 37 calculated by the required torque calculation unit 151 and the electromagnetic coupling torque Tcoup detected by the electromagnetic coupling torque detection unit 152. A command value Tmg_temp of MG torque to be applied to the output side rotor 18 is calculated. For example, if the transmission gear ratio of the transmission 44 is γ,
Tmg_temp = Treq / γ-Tcoup
Thus, the command value Tmg_temp of the MG torque is calculated. The MG torque command value limiting unit 154 sets the MG torque command value Tmg_temp calculated by the MG torque command value calculating unit 153 based on, for example, the power Pow that can be output from the power storage device 42 and the rotational speed ωout of the output-side rotor 18. The value is limited to the value Tmg_max or less, and the command value Tmg_ref of the limited MG torque is output. Then, the switching operation of the inverter 40 is controlled such that the MG torque Tmg acting on the output side rotor 18 from the stator 16 matches the command value Tmg_ref output from the MG torque command value limiting unit 154. As described above, when the electronic control unit 50 applies the MG torque Tmg between the stator 16 and the output-side rotor 18 using the power supplied from the power storage device 42 to the stator winding 20, the input-side rotor 28. The MG torque Tmg acting between the stator 16 and the output-side rotor 18 is controlled based on the electromagnetic coupling torque Tcoup acting between the stator 16 and the output-side rotor 18 and the required torque Treq of the drive shaft 37.

  According to the present embodiment described above, when shifting from the electromagnetic coupling state to the lock-up state, the difference in rotational speed between the input side rotor 28 and the output side rotor 18 is reduced, so that the input side rotor 28 is output side. Even if the electromagnetic coupling torque Tcoup in the engine rotation direction acting on the rotor 18 decreases, the engine rotation direction generated from the stator 16 to the output-side rotor 18 using the power supplied from the power storage device 42 to the stator winding 20. The MG torque Tmg can compensate for a decrease in the electromagnetic coupling torque Tcoup, and can maintain the torque of the drive shaft 37 in accordance with the required torque Treq. Therefore, the transition from the electromagnetic coupling state to the lock-up state can be performed smoothly and quickly while suppressing a decrease in the torque of the drive shaft 37.

  Next, another process executed by the electronic control unit 50 when shifting from the electromagnetic coupling state to the lockup state will be described.

  In the present embodiment, when shifting from the electromagnetic coupling state to the lockup state, the electronic control unit 50 causes the electromagnetic coupling torque Tcoup acting between the input-side rotor 28 and the output-side rotor 18 and the drive shaft 37. It is also possible to control the transmission torque Tclutch in the clutch 48 based on the required torque Treq. The transmission torque Tclutch in the clutch 48 can be controlled by setting the clutch 48 in a half-engaged state and controlling the fastening force between the clutch plate 48a and the clutch plate 48b. When the rotational speed difference between the input-side rotor 28 and the output-side rotor 18 becomes a predetermined value or less, the electronic control unit 50 shifts to the lock-up state by completely engaging the clutch 48. The decrease in the electromagnetic coupling torque Tcoup can also be compensated by the transmission torque Tclutch in the clutch 48, and the torque of the drive shaft 37 according to the required torque Treq can be maintained. Therefore, the transition from the electromagnetic coupling state to the lock-up state can be performed smoothly and quickly while suppressing a decrease in the torque of the drive shaft 37.

An example of a functional block diagram of the electronic control unit 50 for controlling the transmission torque Tclutch and the MG torque Tmg in the clutch 48 is shown in FIG. In FIG. 6, the required torque calculator 151, the electromagnetic coupling torque detector 152, the MG torque command value calculator 153, and the MG torque command value limiter 154 are the same as those in FIG. 5. The MG torque detection unit 155 detects the MG torque Tmg acting between the stator 16 and the output-side rotor 18 based on, for example, the current of the stator winding 20. The clutch torque command value calculation unit 156 is configured to calculate the transmission torque in the clutch 48 based on the MG torque command value Tmg_temp calculated by the MG torque command value calculation unit 153 and the MG torque Tmg detected by the MG torque detection unit 155. The command value Tclutch_ref is calculated. For example, if the transmission gear ratio of the transmission 44 is γ,
Tclutch_ref = Tmg_temp-Tmg = Treq / γ-Tcoup-Tmg
Thus, the command value Tmg_temp of the MG torque is calculated. Then, the engagement force of the clutch 48 is controlled so that the transmission torque Tclutch in the clutch 48 matches the command value Tclutch_ref calculated by the clutch torque command value calculation unit 156. At that time, by adjusting the upper limit value Tmg_max in the MG torque command value limiting unit 154, the distribution between the transmission torque Tclutch and the MG torque Tmg in the clutch 48 can be adjusted. As described above, when the electronic control unit 50 applies the MG torque Tmg between the stator 16 and the output-side rotor 18, the electromagnetic coupling torque Tcoup that acts between the input-side rotor 28 and the output-side rotor 18. Based on the MG torque Tmg acting between the stator 16 and the output side rotor 18 and the required torque Treq of the drive shaft 37, the transmission torque Tclutch in the clutch 48 is controlled.

  Moreover, in this embodiment, when shifting from the electromagnetic coupling state to the lockup state, the electronic control unit 50 performs either voltage conversion in the boost converter (DC-DC converter) 94 or power conversion in the inverter 41. It is also possible to determine whether to apply the electromagnetic coupling torque Tcoup between the input side rotor 28 and the output side rotor 18 based on the rotational speed difference between the input side rotor 28 and the output side rotor 18. The inverter 41 here can also perform power conversion in a direction in which alternating current flowing in each phase of the rotor winding 30 is converted into direct current and electric energy is collected in the power storage device 42. Bidirectional power conversion can be performed between the two. Hereinafter, processing executed by the electronic control unit 50 when shifting from the electromagnetic coupling state to the lockup state will be described with reference to the flowchart of FIG. 7.

  First, in step S101, the rotational speed ωin of the engine 36 is controlled by controlling the throttle opening (or the fuel injection amount) of the engine 36 so that the rotational speed ωin of the input side rotor 28 approaches the rotational speed ωout of the output side rotor 18. The Next, in step S102, it is determined whether or not the difference ωin−ωout between the rotational speed ωin of the input side rotor 28 and the rotational speed ωout of the output side rotor 18 is smaller than a set value δω1. When the rotational speed difference ωin−ωout is equal to or larger than the set value δω1 (when the determination result in step S102 is NO), in step S103, the input side rotor 28 and the output side rotor are converted by voltage conversion (switching control) in the boost converter 94. 18, an electromagnetic coupling torque Tcoup is applied. On the other hand, when the rotational speed difference ωin−ωout is smaller than the set value δω1 (when the determination result in step S102 is YES), in step S104, the input side rotor 28 and the output side are converted by power conversion (switching control) in the inverter 41. An electromagnetic coupling torque Tcoup is applied between the rotor 18 and the rotor 18. Here, the power conversion in the inverter 41 is performed so that the electromagnetic coupling torque Tcoup is generated by converting the AC power of the rotor winding 30 into DC by the inverter 41 and supplying it to the inverter 40 (or the power storage device 42). The switching operation of the inverter 41) is controlled.

  Next, in step S105, it is determined whether or not the difference ωin−ωout between the rotational speed ωin of the input side rotor 28 and the rotational speed ωout of the output side rotor 18 is equal to or smaller than a predetermined value δω2 (δω2 <δω1). When the rotational speed difference ωin−ωout is larger than the predetermined value δω2 (when the determination result of step S105 is NO), the process returns to step S101. On the other hand, when the rotational speed difference ωin−ωout is equal to or smaller than the predetermined value δω2 (when the determination result in step S105 is YES), in step S106, the clutch 48 is engaged to shift to the lockup state. According to the processing of the flowchart in FIG. 7, the rotational speed ωin of the input side rotor 28 and the output when the electromagnetic coupling torque Tcoup is applied between the input side rotor 28 and the output side rotor 18 by power conversion in the inverter 41. The difference ωin−ωout from the rotational speed ωout of the side rotor 18 causes the input side rotor 28 when the electromagnetic coupling torque Tcoup acts between the input side rotor 28 and the output side rotor 18 by voltage conversion in the boost converter 94. Is smaller than the difference ωin−ωout between the rotational speed ωin and the rotational speed ωout of the output-side rotor 18.

  In the transition from the electromagnetic coupling state to the lockup state, if the rotational speed difference ωin−ωout between the input side rotor 28 and the output side rotor 18 decreases, the induced electromotive force generated in the rotor winding 30 decreases. When the induced current flowing through the rotor winding 30 is reduced due to the reduction of the induced electromotive force, the electromagnetic coupling torque Tcoup is reduced. In order to increase the electromagnetic coupling torque Tcoup, it is necessary to increase the boost ratio in the boost converter 94, but there is a limit to the range of the boost ratio that does not cause an increase in switching loss in the boost converter 94. It is difficult to compensate for the decrease in the electromagnetic coupling torque Tcoup caused by the decrease in the induced electromotive force of the rotor winding 30 by the control of the boost converter 94. On the other hand, according to the process of the flowchart of FIG. 7, the rotational speed difference ωin−ωout between the input side rotor 28 and the output side rotor 18 becomes smaller than the set value δω1, and the decrease in the electromagnetic coupling torque Tcoup is reduced. When it is difficult to compensate by the control of 94, the rotor winding 30 is generated by generating the electromagnetic coupling torque Tcoup by power conversion in the inverter 41 (power conversion from the rotor winding 30 side to the inverter 40 side). The decrease in the electromagnetic coupling torque Tcoup caused by the decrease in the induced electromotive force can be compensated, and the torque of the drive shaft 37 in accordance with the required torque Treq can be maintained. Therefore, the transition from the electromagnetic coupling state to the lock-up state can be performed smoothly and quickly while suppressing a decrease in the torque of the drive shaft 37. Note that, when the rotational speed difference ωin−ωout between the input-side rotor 28 and the output-side rotor 18 is small, the generated power in the rotor winding 30 is small, so even if the capacity of the inverter 41 (switching element) is small, the electromagnetic The decrease in the coupling torque Tcoup can be compensated by power conversion in the inverter 41. Further, the set value δω1 in step S102 is set as a threshold that can generate the electromagnetic coupling torque Tcoup by voltage conversion in the boost converter 94.

  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.

DESCRIPTION OF SYMBOLS 10 Rotating electrical machine, 16 Stator, 18 2nd rotor (output side rotor), 20 Stator winding, 28 1st rotor (input side rotor), 30 Rotor winding, 32, 33 Permanent magnet, 36 Engine, 37 Drive shaft, 38 wheel, 40, 41 inverter, 42 power storage device, 44 transmission, 48 clutch, 50 electronic control unit, 51 stator core, 52, 53 rotor core, 93 rectifier, 94 boost converter (DC-DC converter), 95 slip ring, 96 Brush, 151 Required torque calculation unit, 152 Electromagnetic coupling torque detection unit, 153 MG torque command value calculation unit, 154 MG torque command value limiting unit, 155 MG torque detection unit, 156 Clutch torque command value calculation unit

Claims (5)

A first rotor provided with a rotor conductor capable of generating a rotating magnetic field when power from the engine is transmitted and an alternating current flows;
A stator provided with a stator conductor capable of generating a rotating magnetic field when an alternating current flows;
A second rotor that is rotatable relative to the first rotor and transmits power to the drive shaft, and is rotated between the first rotor in response to a rotating magnetic field generated by the rotor conductor. A second rotor in which torque acts and torque acts between the stator and the rotating magnetic field generated in the stator conductor;
An engagement device capable of mechanically engaging the first rotor and the second rotor;
The torque acting between the stator and the second rotor is controlled by controlling the alternating current flowing through the stator conductor, and the first rotor and the second rotation are controlled by controlling the alternating current flowing through the rotor conductor. A control device for controlling torque acting between the child and
A power transmission device comprising:
The control device starts from the first power transmission state in which power is transmitted from the engine to the drive shaft by torque acting between the first rotor and the second rotor, and from the engine to the drive shaft by engagement of the engagement device. In the engagement device based on the torque acting between the first rotor and the second rotor and the required torque of the drive shaft when shifting to the second power transmission state in which the power is transmitted to A power transmission device that controls transmission torque. The power transmission device according to claim 1,
When the control device shifts from the first power transmission state to the second power transmission state, the control device generates torque between the first rotor and the second rotor, and between the stator and the second rotor. A power transmission device that controls a transmission torque in the engagement device based on a torque acting between them and a required torque of the drive shaft. A first rotor provided with a rotor conductor capable of generating a rotating magnetic field when power from the engine is transmitted and an alternating current flows;
A stator provided with a stator conductor capable of generating a rotating magnetic field when an alternating current flows;
A second rotor that is rotatable relative to the first rotor and transmits power to the drive shaft, and is rotated between the first rotor in response to a rotating magnetic field generated by the rotor conductor. A second rotor in which torque acts and torque acts between the stator and the rotating magnetic field generated in the stator conductor;
An inverter capable of performing power conversion between the power storage device and the rotor conductor;
A rectifier capable of rectifying AC power generated in the rotor conductor;
A DC-DC converter capable of converting the DC power rectified by the rectifier into a voltage and outputting it to the power storage device;
An engagement device capable of mechanically engaging the first rotor and the second rotor;
The torque acting between the stator and the second rotor is controlled by controlling the alternating current flowing through the stator conductor, and the first rotor and the second rotation are controlled by controlling the alternating current flowing through the rotor conductor. A control device for controlling torque acting between the child and
A power transmission device comprising:
The control device starts from the first power transmission state in which power is transmitted from the engine to the drive shaft by torque acting between the first rotor and the second rotor, and from the engine to the drive shaft by engagement of the engagement device. When shifting to the second power transmission state in which power is transmitted to the motor, torque is applied between the first rotor and the second rotor by either voltage conversion in the DC-DC converter or power conversion in the inverter. A power transmission device that determines whether to act based on a difference in rotational speed between the first rotor and the second rotor. The power transmission device according to claim 3,
When shifting from the first power transmission state to the second power transmission state, the rotation of the first rotor when torque is applied between the first rotor and the second rotor by power conversion in the inverter. The difference between the rotational speed of the first rotor and the rotational speed of the second rotor is the rotational speed of the first rotor when torque is applied between the first rotor and the second rotor by voltage conversion in the DC-DC converter. A power transmission device that is smaller than the difference from the rotational speed of the second rotor. The power transmission device according to claim 3 or 4,
A power transmission device in which the capacity of the inverter is smaller than the capacity of the rectifier and the capacity of the DC-DC converter.

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