JP5145139B2 - Power transmission device - Google Patents

Description

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

  The related art of this type of power transmission device is disclosed in Patent Document 1 below. The power transmission device according to Patent Document 1 includes a first rotor in which a magnet is disposed and mechanically coupled to a drive wheel, and a winding that is electromagnetically coupled to the magnet of the first rotor, and is disposed in an engine (prime mover). A mechanically coupled second rotor, a stator having a winding electromagnetically coupled to the magnet of the first rotor, and a winding electrically connected to the winding of the second rotor And a transformer rotor mechanically coupled to the second rotor, and a transformer stator in which windings electromagnetically coupled to the windings of the transformer rotor are disposed. In Patent Document 1, the power from the engine transmitted to the second rotor is transmitted to the first rotor by electromagnetic coupling between the winding of the second rotor and the magnet of the first rotor. The wheel can be driven. Further, the electric power supplied from the battery to the winding of the transformer stator via the inverter is supplied to the winding of the transformer rotor and the winding of the second rotor by electromagnetic coupling between the winding of the transformer stator and the winding of the transformer rotor. Therefore, the rotational speed of the drive wheels can be controlled by controlling the power supply to the windings of the transformer stator. Further, by the electromagnetic coupling between the stator winding and the magnet of the first rotor, power is supplied from the battery to the stator winding via the inverter to generate power in the first rotor to drive the drive wheels. Therefore, the torque transmitted to the drive wheels can be controlled by controlling the power supply to the stator windings. Further, by generating power in the first rotor using electric power supplied from the battery to the stator windings via the inverter, the drive wheels can be driven even if the engine does not generate power. As described above, in Patent Document 1, the driving wheel can be driven by selectively using either the power of the engine or the power supplied from the battery to the winding of the stator.

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

  In Patent Document 1, when driving wheels are selectively used using either engine power or power supplied from a battery to a stator winding, the engine is started regardless of the driving conditions of the driving wheels. It is desirable to be able to do it. However, when starting the engine while the rotation of the drive wheels is stopped, it is necessary to crank the engine using the electric power from the battery without driving the drive wheels. In addition, when starting the engine while driving the drive wheels using the power supplied from the battery to the stator windings, the power from the battery is used without reducing the torque that drives the drive wheels. It is necessary to crank the engine.

  The present invention can drive the load by transmitting power from the engine to the load using electromagnetic coupling between the rotors, and can also drive the load by supplying power to the stator conductor. An object of the present invention is to make it possible to start the engine regardless of the drive condition of the load.

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

  The power transmission device according to the present invention includes a first rotor provided with a rotor conductor capable of generating a rotating magnetic field when an alternating current flows, and a stator conductor capable of generating a rotating magnetic field when an alternating current flows. Between the first rotor and the second rotor that can rotate relative to the first rotor in response to a rotating magnetic field generated by the rotor conductor. A second rotor in which torque acts and a torque acts between the stator and the rotor in response to a rotating magnetic field generated in the stator conductor. The rotor conductor includes a first rotor and a first rotor. A rotating magnetic field is generated when an induced current flows due to a rotational difference between the two rotors, and power from the engine is transmitted to the first rotor, and power is transmitted from the second rotor to the load. To transmit torque between the second rotor and the load. Is a first clutch that shuts off, an inverter that can convert DC power from a power storage device that stores electrical energy into AC and supply it to the stator conductor, and a power transmission unit that extracts AC power from the rotor conductor And a power conversion unit that performs power conversion between the power transmission unit and the power storage device or the inverter, and an AC current that flows from the inverter to the stator conductor, thereby controlling between the stator and the second rotor. The torque acting between the first rotor and the second rotor is controlled by controlling the alternating current flowing through the rotor conductor by controlling the power conversion performed by the power conversion unit. A control device, and when starting the engine, the control device determines whether or not to allow torque transmission between the second rotor and the load by the first clutch based on the required torque of the load. Decide In the power conversion unit, torque is applied from the stator to the second rotor so that the two rotors are rotationally driven in the engine rotation direction, and torque is applied between the first rotor and the second rotor. When controlling the power conversion to be performed and further allowing torque transmission between the second rotor and the load by the first clutch, torque acting between the first rotor and the second rotor; The gist is to control the torque acting on the second rotor from the stator based on the required torque of the load.

  In one embodiment of the present invention, the power conversion unit includes a rectifier that rectifies the AC power extracted by the power transmission unit, and a DC-DC converter that converts the voltage rectified by the rectifier and supplies the voltage to the power storage device or the inverter. The control device controls the voltage conversion ratio in the DC-DC converter to control the alternating current flowing in the rotor conductor, thereby generating torque acting between the first rotor and the second rotor. When controlling and further starting the engine, it is preferable to control the voltage conversion ratio in the DC-DC converter so that torque acts between the first rotor and the second rotor. In this aspect, the first clutch can transmit torque between the second rotor and the load while allowing a difference in rotational speed between the rotating member on the second rotor side and the rotating member on the load side. And when the engine is started and the rotational speed of the second rotor is equal to or lower than a predetermined cranking rotational speed, the first clutch causes the rotary member on the second rotor side and the rotary member on the load side by the first clutch. Torque is transmitted between the second rotor and the load while allowing a difference in rotational speed between the second rotor and the load, and the rotational speed of the second rotor is controlled to be higher than the predetermined cranking rotational speed. Is preferred.

  In one aspect of the present invention, when starting the engine, the control device controls an alternating current flowing through the rotor conductor so that the rotating magnetic field generated in the first rotor rotates in synchronization with the second rotor. It is preferable to do. In this aspect, the control device converts the direct current power from the power storage device into alternating current when the rotation speed of the second rotor is lower than the rotation speed of the first rotor when the engine is started. When the power conversion performed by the power conversion unit is controlled so as to be supplied to the rotor conductor via the motor, and the rotation speed of the second rotor is higher than the rotation speed of the first rotor when starting the engine, By controlling the power conversion performed in the power conversion unit so that the AC power of the rotor conductor taken out by the power transmission unit is converted into DC and supplied to the power storage device or the inverter, the rotation speed of the first rotor is controlled. It is preferable to set a predetermined cranking rotation speed.

  In one aspect of the present invention, the control device permits torque transmission between the second rotor and the load by the first clutch when the required torque of the load is larger than a predetermined value when starting the engine, When the required torque of the load is equal to or less than the predetermined value when starting the engine, it is preferable that the torque transmission between the second rotor and the load is interrupted by the first clutch.

  In one aspect of the present invention, the controller further includes a second clutch capable of mechanically engaging the first rotor and the second rotor to allow torque transmission therebetween, and the control device includes an engine. When starting the engine, it is preferable to allow torque transmission between the first rotor and the second rotor by the second clutch.

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

  According to the present invention, torque is applied from the stator to the second rotor so that the second rotor is rotationally driven in the engine rotation direction, and torque is applied between the first rotor and the second rotor. Thus, the engine can be cranked by controlling the power conversion performed by the power conversion unit. Further, based on the required torque of the load, it is determined whether or not torque transmission between the second rotor and the load is permitted by the first clutch, and between the second rotor and the load by the first clutch. When torque transmission is permitted, the torque acting on the second rotor from the stator is controlled based on the torque acting between the first rotor and the second rotor and the required torque of the load. Thus, the engine can be started regardless of the driving condition of the load.

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

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

  The rotating electrical machine 10 includes a stator 16 fixed to a casing (not shown), a first rotor 28 that is disposed radially inward of the stator 16 and that can rotate relative to the stator 16, and between the stator 16 and the first rotor 28. And a second rotor 18 that is disposed and is rotatable relative to the stator 16 and the first rotor 28. The first rotor 28 is mechanically connected to the input shaft 34 of the rotating electrical machine 10, and the input shaft 34 is mechanically connected to the engine 36, so that power from the engine 36 is transmitted to the first rotor 28. The On the other hand, the second rotor 18 is mechanically connected to the output shaft 24 of the rotating electrical machine 10, and the output shaft 24 can be mechanically connected to the wheel 38 via the clutch 47 and the transmission 44. The power from 18 can be shifted by the transmission 44 and transmitted to the wheels 38. In the following description, the first rotor 28 is an input side rotor, and the second rotor 18 is an output side rotor.

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

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

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

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

  The clutch 47 is engaged with and released from the clutch plate 47a connected to the output shaft 24 (output-side rotor 18) and the clutch plate 47b connected to the transmission 44 (wheel 38). Can be selectively engaged and disengaged. By engaging the clutch plate 47a on the output shaft 24 side and the clutch plate 47b on the transmission 44 side and mechanically engaging the output side rotor 18 and the wheel 38, the output side rotor 18 and the wheel 38 are Torque transmission between is allowed. On the other hand, by releasing the clutch plate 47a and the clutch plate 47b and releasing the mechanical engagement between the output side rotor 18 and the wheel 38, the torque transmission between the output side rotor 18 and the wheel 38 is cut off. The The clutch 47 here can switch engagement / release of the clutch plate 47a and the clutch plate 47b using, for example, hydraulic pressure or electromagnetic force. Further, by adjusting the oil pressure and electromagnetic force supplied to the clutch 47, the fastening force between the clutch plate 47a and the clutch plate 47b can be adjusted. By adjusting the fastening force between the clutch plate 47a and the clutch plate 47b, torque transmission between the clutch plate 47a and the clutch plate 47b (output side) is allowed while allowing a difference in rotational speed between the clutch plate 47a and the clutch plate 47b. Torque transmission between the rotor 18 and the wheel 38) can be permitted.

  The clutch 48 is engaged with the input side rotor 28 by engagement / release of the clutch plate 48a connected to the input shaft 34 (input side rotor 28) and the clutch plate 48b connected to the output shaft 24 (output side rotor 18). It is possible to selectively perform mechanical engagement with and release from the output-side rotor 18. By engaging the clutch plate 48a on the input shaft 34 side and the clutch plate 48b on the output shaft 24 side and mechanically engaging the input side rotor 28 and the output side rotor 18, the input side rotor 28 and the output side are output. Torque transmission with the side rotor 18 is allowed, and 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 rotational speed difference between the input-side rotor 28 and the output-side rotor 18 is reached. Is acceptable. The clutch 48 here can also switch 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, torque transmission between the clutch plate 48a and the clutch plate 48b (input side) is allowed while allowing a difference in rotational speed between the clutch plate 48a and the clutch plate 48b. Torque transmission between the rotor 28 and the output-side rotor 18) can be permitted.

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

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

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

  The electronic control unit 50 controls the alternating current that flows from the inverter 40 to each phase of the stator winding 20 by controlling the switching operation of the switching element of the inverter 40. The electronic control unit 50 controls the boost ratio (voltage conversion ratio) in the boost converter 94 by controlling the duty ratio when the switching element in the boost converter 94 is switched. As a result, the power conversion performed between the slip ring 95 (rotor winding 30) and the inverter 40 or the power storage device 42 is controlled to control the alternating current flowing in each phase of the rotor winding 30. Furthermore, the electronic control unit 50 also controls the operating state of the engine 36 and the speed ratio of the transmission 44. Furthermore, the electronic control unit 50 switches the engagement / release of the clutch 47 to switch the mechanical engagement / release of the output-side rotor 18 and the wheel 38, and switches the engagement / release of the clutch 48. Thus, control for switching mechanical engagement / release of the input side rotor 28 and output side rotor 18 is also performed.

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

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

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

  Next, the operation of the hybrid drive device according to this embodiment will be described.

  When the engine 36 is generating power, the power of the engine 36 is transmitted to the input side rotor 28, and the input side rotor 28 is rotationally driven in the engine rotation direction. When the rotational speed of the input side rotor 28 becomes higher than the rotational speed of the output side rotor 18, an induced electromotive force is generated in the rotor winding 30. The electronic control unit 50 controls the boost ratio in the boost converter 94 so that the output voltage of the boost converter 94 is higher than the voltage of the power storage device 42, whereby an induced current flows in the rotor winding 30, and this induced current Torque in the engine rotation direction acts on the output-side rotor 18 due to electromagnetic interaction between the magnetic field flux of the permanent magnet 33 and the permanent magnet 33, and the output-side rotor 18 is rotationally driven in the engine rotation direction. Thus, the power from the engine 36 transmitted to the input side rotor 28 is transmitted to the output side rotor 18 by electromagnetic coupling between the rotor winding 30 of the input side rotor 28 and the permanent magnet 33 of the output side rotor 18. The The power transmitted to the output-side rotor 18 is transmitted to the wheels 38 after being shifted by the transmission 44 and used for forward rotation driving of the load such as forward driving of the vehicle. Therefore, the wheel 38 can be rotationally driven in the forward direction using the power of the engine 36, and the vehicle can be driven in the forward direction. Further, since the rotation difference between the input side rotor 28 and the output side rotor 18 can be allowed, the engine 36 does not stall even if the rotation of the wheels 38 is stopped. Therefore, the rotating electrical machine 10 can function as a starting device, and there is no need to separately provide a starting device such as a friction clutch or a torque converter.

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

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

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

  When the wheels 38 are rotationally driven using the power of the engine 36, the electronic control unit 50 controls the step-up ratio (voltage conversion ratio) in the step-up converter 94 so that the input-side rotor 28 and the output-side rotor 18 The torque acting between them can be controlled, and the torque of the engine 36 can be controlled. The reason will be described below.

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

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

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

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

Further, assuming that the torque of the engine 36 is T _e , the electromagnetic coupling torque is T _c , and the engine shaft inertia is J _e , the rotational angular velocity ω _e of the engine 36 is expressed by the following equation (3).

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

From the above, the electronic control unit 50 controls the boosting ratio of the boosting converter 94, it is possible to control the electromagnetic coupling torque T _c, it is possible to control the torque T _e of the engine 36. For example, by increasing the step-up ratio in the step-up converter 94, the peak value of the electromagnetic coupling torque is shifted to the low relative rotational speed side to increase the electromagnetic coupling torque T _c (torque T _{e of the} engine 36). be able to. On the other hand, by reducing the step-up ratio in the step-up converter 94, the peak value of the electromagnetic coupling torque is shifted to the higher relative rotational speed side, and the electromagnetic coupling torque T _c (torque T _{e of the} engine 36) is reduced. be able to. Furthermore, the electromagnetic coupling torque _Tc can be further reduced by maintaining the switching element of the inverter 40 in the OFF state.

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

  Next, in the hybrid drive device according to the present embodiment, the operation when the stopped engine 36 is started will be described.

When the engine 36 is started, the vehicle is stopped (the rotational speed of the wheel 38 is 0), and the required driving force (required torque of the wheel 38) Ttv is equal to or less than a predetermined value (for example, 0). The electronic control unit 50 releases the clutch plate 47a and the clutch plate 47b, and interrupts the torque transmission between the output side rotor 18 and the transmission 44 (wheel 38) by the clutch 47. The required driving force of the vehicle (required torque of the wheels 38) Ttv here can be calculated from the accelerator opening detected by a sensor (not shown), for example. Then, as shown in the power flow of FIG. 14, the electronic control unit 50 supplies power from the power storage device 42 to the stator winding 20 by the switching operation of the inverter 40 so as to rotationally drive the output-side rotor 18 in the engine rotation direction. By passing an alternating current through the stator winding 20, torque _TMG in the engine rotation direction is applied from the stator 16 to the output-side rotor 18. The power conversion unit in FIG. 14 includes a rectifier 93 and a boost converter 94. When the output side rotor 18 is rotationally driven, an induced electromotive force is generated in the rotor winding 30. The electronic control unit 50 controls the boost ratio (power conversion) 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, thereby causing an induction current to flow through the rotor winding 30. A torque T _coil is applied between the input side rotor 28 and the output side rotor 18. At that time, the clutch plate 48a and the clutch plate 48b are slidably engaged with each other so as to allow a difference in rotational speed between the clutch plate 48a and the clutch plate 48b, and the input side rotor 28 (clutch plate 48a) is engaged by the clutch 48. It is also possible to allow transmission of the torque T _C between the output side rotor 18 and the output side rotor 18 (clutch plate 48b). By applying a torque T _coil between the input side rotor 28 and the output side rotor 18, the power of the output side rotor 18 is electromagnetically generated between the permanent magnet 33 and the rotor winding 30 as shown in the power flow of FIG. 14. The coupling is transmitted to the input side rotor 28, and the input side rotor 28 is rotationally driven in the engine rotation direction. Thus, cranking of the engine 36 connected to the input side rotor 28 is performed. At that time, the electronic control unit 50 causes the torque T applied from the stator 16 to the output-side rotor 18 so that the rotational speed N _eng of the input-side rotor 28 is equal to or higher than a predetermined cranking rotational speed N0 at which the engine can be started. _MG and torque T _coil (or T _coil + T _C ) acting between the input side rotor 28 and the output side rotor 18 are controlled. In this case, the input side rotor 28 and the output side rotor 18 function as induction machines. The torque _TMG that acts on the output side rotor 18 from the stator 16 can be controlled by controlling, for example, the amplitude and phase angle of the alternating current that flows through the stator winding 20 by the switching operation of the inverter 40. As described above, the control of the torque (electromagnetic coupling torque) T _coil acting between the input side rotor 28 and the output side rotor 18 by the electromagnetic coupling between the permanent magnet 33 and the rotor winding 30 is as described above. This can be done by controlling the step-up ratio (voltage conversion ratio) in the converter 94 and controlling the alternating current flowing through the rotor winding 30. Further, the torque (clutch torque) T _C acting between the input side rotor 28 and the output side rotor 18 by the clutch 48 is controlled by controlling the fastening force between the clutch plate 48a and the clutch plate 48b. Can do.

In the power flow when the engine 36 is started when the vehicle is stopped (when the required driving force Ttv of the vehicle is 0) shown in FIG. 14, the torque T _MG transmitted from the stator 16 to the output side rotor 18, Torque T _out transmitted from the rotor 18 to the transmission 44 (wheel 38), electromagnetic coupling torque T _coil transmitted from the output side rotor 18 to the input side rotor 28, and transmitted from the output side rotor 18 to the input side rotor 28. Clutch torque T _C , torque T _eng transmitted from the input side rotor 28 to the engine 36, rotation speed N _{MG of} the output side rotor 18 (clutch plate 47 a), rotation speed of the input shaft (clutch plate 47 b) of the transmission 44. Regarding N _out and the rotational speed N _eng of the input side rotor 28, the following equations (6) to (9) are established. However, the engine rotation direction is positive for each torque T _MG , T _out , T _coil , T _C , and T _eng .

T _out = 0 (6)
T _eng = T _coil + T _C = T _MG (7)
N _eng ≦ N _MG (8)
N _out = 0 (9)

On the other hand, when the engine 36 is started, the vehicle is traveling by EV traveling (the rotation speed of the wheel 38 is not 0), and the required driving force (required torque of the wheel 38) Ttv of the vehicle is larger than a predetermined value ( For example, when not 0), the electronic control unit 50 controls the clutch plate 47a and the clutch plate 47b to be engaged with each other, and between the output side rotor 18 by the clutch 47 and the transmission 44 (wheel 38). Allow torque transmission. As shown in the power flow of FIG. 15, the electronic control unit 50 supplies power from the power storage device 42 to the stator winding 20 by the switching operation of the inverter 40 so as to rotationally drive the output-side rotor 18 in the engine rotation direction. By passing an alternating current through the stator winding 20, torque _TMG in the engine rotation direction is applied from the stator 16 to the output-side rotor 18. At the same time, the electronic control unit 50 controls the step-up ratio in the step-up converter 94 so that an induced current flows through the rotor winding 30, thereby providing an electromagnetic coupling torque T between the input-side rotor 28 and the output-side rotor 18. _{Activate coil} . Accordingly, as shown in the power flow of FIG. 15, the power of the output side rotor 18 is transmitted to the input side rotor 28 by electromagnetic coupling between the permanent magnet 33 and the rotor winding 30, and the engine connected to the input side rotor 28. 36 crankings are performed. At that time, the clutch plate 48a and the clutch plate 48b are slidably engaged with each other so as to allow a difference in rotational speed between the clutch plate 48a and the clutch plate 48b, and the input side rotor 28 and the output side rotor 18 are engaged by the clutch 48. it is also possible to permit the transmission of torque T _C between. Furthermore, the electronic control unit 50 reduces the torque T _coil (or T _coil + T _C ) acting between the input side rotor 28 and the output side rotor 18 and the required driving force of the vehicle (the required torque of the wheel 38) Ttv. Based on this, the torque T _MG acting on the output side rotor 18 from the stator 16 is controlled. Here, the torque _TMG acting on the output side rotor 18 from the stator 16 is controlled so that the following expression (10) is established, so that the stator 16 acts on the output side rotor 18 when the engine 36 is cranked. the torque T _MG increase electromagnetic coupling torque T _coil minute. This makes it possible to cover a torque T _MG acting on the output side rotor 18 and the required torque Ttv torque and the wheel 38 necessary for cranking of the engine 36 from the stator 16, the output side rotor during cranking of the engine 36 18 The torque T _out transmitted from the transmission to the transmission 44 (wheel 38) can be prevented from decreasing. In the equation (10), γ is a gear ratio of the transmission 44. Regarding the electromagnetic coupling torque T _coil acting between the input side rotor 28 and the output side rotor 18, the difference between the rotational speed N _MG of the output side rotor 18 and the rotational speed N _eng of the input side rotor 28, The calculation can be performed based on the equivalent resistance R (the boost ratio in the boost converter 94) in the external circuit 97 of the rotor winding 30.

T _MG = T _coil + Ttv / γ (10)

When starting the engine 36 in the EV running state is higher than the cranking rotational speed N0 rotational speed N _MG is given possible engine start of the output side rotor 18, the electronic control unit 50, the clutch plates 47a and the clutch The clutch plate 47a and the clutch plate 47b are engaged without slipping so that torque transmission between the output side rotor 18 and the transmission 44 (wheel 38) is allowed without allowing a difference in rotational speed with the plate 47b. Control to let it go. The electronic control unit 50 acts between the input side rotor 28 and the output side rotor 18 so that the rotational speed N _eng of the input side rotor 28 is equal to or higher than a predetermined cranking rotational speed N0 at which the engine can be started. The torque T _coil (or T _coil + T _C ) is controlled. In this case, the following equations (11) to (13) are established in the power flow of FIG.

T _out = T _MG −T _coil (11)
T _eng = T _coil + T _C (12)
N _eng ≦ N _MG = N _out (13)

On the other hand, when starting the engine 36 in the EV running state, when the output side rotor 18 rotational speed N _MG is below a predetermined cranking rotational speed N0 possible engine start, the electronic control unit 50, the clutch plate 47a The clutch plate 47a and the clutch plate 47b are slid so as to allow torque transmission between the output side rotor 18 and the transmission 44 (wheel 38) while allowing a rotational speed difference between the clutch plate 47b and the clutch plate 47b. Control to the combined state. At that time, the electronic control unit 50 increases the torque _TMG acting on the output side rotor 18 from the stator 16 and decreases the fastening force between the clutch plate 47a and the clutch plate 47b. Thus, controlling the rotational speed N _MG output side rotor 18 to be higher than the engine startable predetermined cranking rotational speed N0. The electronic control unit 50 acts between the input side rotor 28 and the output side rotor 18 so that the rotational speed N _eng of the input side rotor 28 is equal to or higher than a predetermined cranking rotational speed N0 at which the engine can be started. The torque T _coil (or T _coil + T _C ) is controlled. In this case, the following equations (14) to (16) are established in the power flow of FIG.

T _out = T _MG −T _coil (14)
T _eng = T _coil + T _C (15)
N _eng ≤ N _MG ≠ N _out (16)

In the present embodiment described above, when starting the engine 36, the torque _TMG is applied from the stator 16 to the output-side rotor 18 so as to rotationally drive the output-side rotor 18 in the engine rotation direction, and the input-side rotor. The engine 36 can be cranked by controlling the step-up ratio in the step-up converter 94 so that the torque T _coil is applied between the rotor 28 and the output side rotor 18. Further, it is determined whether or not torque transmission between the output side rotor 18 and the wheel 38 is permitted by the clutch 47 based on the required torque Ttv of the wheel 38. When the required torque Ttv of the wheel 38 is 0, the output By interrupting the torque transmission between the side rotor 18 and the wheel 38, it is possible to prevent the torque from being transmitted to the wheel 38 when the engine 36 is cranked. Further, instead of the required torque Ttv 0 of the wheel 38, when allowing torque transmission between the output side rotor 18 and the wheel 38 by the clutch 47, the input-side torque T _MG acting on the output side rotor 18 from the stator 16 By increasing the torque T _coil acting between the rotor 28 and the output-side rotor 18, it is possible to prevent the torque transmitted to the wheels 38 from being lowered when the engine 36 is cranked. Therefore, according to the present embodiment, the cranking of the engine 36 can be performed without affecting the torque of the wheel 38 both when the vehicle is stopped and when the EV is running, and the engine 36 is independent of the driving conditions of the vehicle. Can be started. As a result, a high output starter and drive plate for a hybrid vehicle are not required. Further, the startability of the engine 36 is improved by the high torque equivalent to the vehicle driving torque.

Further, in the present embodiment, the torque T _coil can be applied between the input side rotor 28 and the output side rotor 18 without supplying electric power from the power storage device 42 to the rotor winding 30 via the slip ring 95. it can. Therefore, for power conversion between power storage device 42 and slip ring 95 (rotor winding 30), the AC power of rotor winding 30 is converted to direct current and supplied to power storage device 42 (or inverter 40). It is sufficient that only power conversion can be performed, and there is no need to perform power conversion in a direction in which DC power from the power storage device 42 is converted into AC and supplied to the slip ring 95 (rotor winding 30). As a result, a rectifier 93 and a boost converter (DC-DC converter) 94 for performing power conversion in one direction (from the slip ring 95 side to the power storage device 42 side) are provided between the power storage device 42 and the slip ring 95. And an inverter for performing bidirectional power conversion becomes unnecessary. Therefore, the configuration of the power transmission device can be simplified and the cost can be reduced.

Furthermore, in the present embodiment, when starting the engine 36 in the EV running state, when the output side rotor 18 rotational speed N _MG is below a predetermined cranking rotational speed N0 possible engine start of a clutch plate 47a By allowing torque transmission between the output-side rotor 18 and the wheel 38 while allowing a difference in rotation speed with the clutch plate 47b, the rotation speed N _{MG of the} output-side rotor 18 is not increased without increasing the rotation speed of the wheel 38. Can be made higher than a predetermined cranking rotational speed N0 at which the engine can be started. Therefore, the engine 36 can be started even at a low vehicle speed.

In the above description of the embodiment, the case where the boost converter 94 is provided as a DC-DC converter that converts the voltage rectified by the rectifier 93 and outputs the voltage is described. However, in this embodiment, it is also possible to provide a step-down converter or a step-up / down converter as the DC-DC converter. Even in that case, the load resistance viewed from the rotor winding 30 side can be adjusted by controlling the voltage conversion ratio (duty ratio when the switching element is switched) in the DC-DC converter. The electromagnetic coupling torque T _coil acting between the rotor 28 and the output side rotor 18 can be controlled.

Next, another configuration example of this embodiment will be described. In the configuration example illustrated in FIG. 16, as compared with the configuration example illustrated in FIG. 2, the rectifier 93 serves as a power conversion unit that performs power conversion between the slip ring 95 (the rotor winding 30) and the inverter 40 or the power storage device 42. In addition, an inverter 41 is provided instead of the boost converter 94. The inverter 41 includes a switching element (not shown), converts DC power from the power storage device 42 to AC (for example, three-phase AC) by the switching operation of the switching element, and passes through the brush 96 and the slip ring 95. And can be supplied to each phase of the rotor winding 30. Furthermore, the inverter 41 can also perform power conversion in a direction in which an alternating current flowing in each phase of the rotor winding 30 is converted into a direct current. DC power from the inverter 41 can be supplied to the inverter 40 or the power storage device 42. Thus, the inverter 41 can perform bidirectional power conversion between the slip ring 95 (the rotor winding 30) and the inverter 40 or the power storage device. The electronic control unit 50 can control the alternating current flowing in each phase of the rotor winding 30 by controlling the power conversion performed in the inverter 41 by the switching operation of the switching element of the inverter 41, so that the input-side rotor 28 can be controlled. And the output side rotor 18 can be controlled with an electromagnetic coupling torque T _coil .

In the configuration example shown in FIG. 16, when starting the engine 36, the electronic control unit 50 performs the switching operation of the inverter 40 to rotate the output side rotor 18 in the engine rotation direction from the power storage device 42 to the stator winding 20. By supplying electric power to the stator winding 20 and supplying an alternating current to the stator winding 20, torque T _MG in the engine rotation direction is applied from the stator 16 to the output-side rotor 18. At the same time, the electronic control unit 50 _{applies an} electromagnetic coupling torque T _coil between the input side rotor 28 and the output side rotor 18 by causing an alternating current to flow through the rotor winding 30 by the switching operation of the inverter 41. As a result, the power of the output side rotor 18 is transmitted to the input side rotor 28 by electromagnetic coupling between the permanent magnet 33 and the rotor winding 30, and the engine 36 connected to the input side rotor 28 is cranked. At that time, the electronic control unit 50 rotates the rotor winding 30 so that the rotating magnetic field formed in the input side rotor 28 by the alternating current of the rotor winding 30 rotates in synchronization with the permanent magnet 33 of the output side rotor 18. To control the frequency of the alternating current flowing through the. Here, if the number of poles of the input-side rotor 28 is P1, the rotation speed of the input-side rotor 28 is N _eng [rpm], and the rotation speed of the output-side rotor 18 is N _MG [rpm], the rotation speed of the input-side rotor 28 Based on N _eng and the rotational speed N _MG of the output side rotor 18, the frequency f 1 [Hz] of the alternating current flowing through the rotor winding 30 is controlled so that the following expression (17) or (18) is established. Thus, the rotating magnetic field generated in the rotor winding 30 can be synchronized with the permanent magnet 33 of the output-side rotor 18. In this case, the input side rotor 28 and the output side rotor 18 function as a synchronous machine.

_{f1 = P1 × (N MG -N} eng) / 120 ( the case of _{N MG> N eng) (17} )
_{f1 = P1 × (N eng -N} MG) / 120 ( the case of _{N MG <N eng) (18} )

When the engine 36 is cranked, the electronic control unit 50 sets the input side rotor 28 and the output side rotor 18 so that the rotational speed N _eng of the input side rotor 28 becomes equal to or higher than a predetermined cranking rotational speed N0 at which the engine can be started. The torque T _coil acting during the period is controlled. Is lower than the cranking rotational speed N0 rotational speed N _MG is given possible engine start of the output side rotor 18, as shown in the power flow of FIG. 17, the electronic control unit 50, the DC power from the power storage device 42 Is converted into alternating current by the inverter 41 and the switching operation of the inverter 41 (power conversion performed by the inverter 41) is controlled so as to be supplied to each phase of the rotor winding 30 via the brush 96 and the slip ring 95. In this case, the input side rotor 28 performs a power running operation. On the other hand, when higher than the cranking rotational speed N0 rotational speed N _MG is given possible engine start of the output side rotor 18, as shown in the power flow of FIG. 18, the electronic control unit 50, the slip ring 95 and the brush The switching operation of the inverter 41 (power conversion performed by the inverter 41) is controlled so that the alternating current power of the rotor winding 30 taken out through 96 is converted into direct current by the inverter 41 and supplied to the power storage device 42 or the inverter 40. . In this case, the input side rotor 28 performs a regenerative operation (power generation operation). The electronic control unit 50, when the rotational speed N _MG of the output side rotor 18 during cranking of the engine 36 is lower than the rotational speed N _eng of the input side rotor 28, the DC power from the power storage device 42 by the inverter 41 The power conversion performed by the inverter 41 is controlled so as to be converted into alternating current and supplied to each phase of the rotor winding 30 via the brush 96 and the slip ring 95, and the rotational speed N of the output side rotor 18 is cranked when the engine 36 is cranked. _{When MG} is higher than the rotational speed N _eng of the input side rotor 28, the AC power of the rotor winding 30 taken out via the slip ring 95 and the brush 96 is converted into DC by the inverter 41, and the power storage device 42 or the inverter The power conversion performed by the inverter 41 can be controlled so as to be supplied to the inverter 40. Thereby, the rotational speed N _eng of the input side rotor 28 can be set to a predetermined cranking rotational speed N0 at which the engine can be started.

  In the configuration example shown in FIG. 16 also, when the engine 36 is started, the vehicle is stopped (the rotational speed of the wheels 38 is 0), and the required driving force Ttv of the vehicle is equal to or less than a predetermined value (for example, 0). ), The electronic control unit 50 releases the clutch plate 47a and the clutch plate 47b, and interrupts torque transmission between the output side rotor 18 and the transmission 44 (wheels 38) by the clutch 47. On the other hand, when starting the engine 36, when the vehicle is traveling by EV traveling (the rotation speed of the wheel 38 is not 0) and the required driving force Ttv of the vehicle is larger than a predetermined value (for example, not 0), The electronic control unit 50 controls the clutch plate 47a and the clutch plate 47b to be engaged, and allows torque transmission between the output side rotor 18 and the transmission 44 (wheel 38) by the clutch 47.

Further, when starting the engine 36, when permitting torque transmission between the output side rotor 18 and the wheels 38 by the clutch 47 during EV traveling, the electronic control unit 50 includes the input side rotor 28 and the output side rotor. The torque T _MG acting on the output side rotor 18 from the stator 16 is controlled based on the torque T _coil acting between the stator 18 and the required driving force Ttv of the vehicle. Also here, the torque T _MG acting on the output side rotor 18 from the stator 16 is controlled so that the above-mentioned equation (10) is satisfied, and the torque T _MG acting on the output side rotor 18 from the stator 16 when the engine 36 is _cranked. Is increased by the electromagnetic coupling torque T _{coil, the} torque required for cranking the engine 36 and the required torque Ttv of the wheel 38 can be covered by the torque T _MG acting on the output side rotor 18 from the stator 16. The electromagnetic coupling torque T _coil acting between the input-side rotor 28 and the output-side rotor 18 can be calculated based on the current flowing through each phase of the rotor winding 30. In the power flows shown in FIGS. 17 and 18, the following equations (19) to (21) are established.

T _out = T _MG −T _coil (19)
T _eng = T _coil (20)
N _MG = N _out (21)

In the configuration example shown in FIG. 16 described above, the engine 36 can be cranked without affecting the torque of the wheel 38 both when the vehicle is stopped and when the EV is running, regardless of the driving conditions of the vehicle. The engine 36 can be started. Further, in the configuration example shown in FIG. 16, when the engine 36 is cranked, the rotating magnetic field generated in the input-side rotor 28 rotates in synchronization with the output-side rotor 18 by the switching operation of the inverter 41 to the rotor winding 30. By controlling the flowing alternating current, the rotational speed N _eng of the input side rotor 28 can be controlled to be equal to or higher than a predetermined cranking rotational speed N0 at which the engine can be started regardless of the rotational speed N _MG of the output side rotor 18. Therefore, the engine 36 can be started without sliding the clutch 47 even at a low vehicle speed.

  In the description of the above embodiment, the case where the slip ring 95 and the brush 96 are provided as the power transmission unit for taking out the AC power of the rotor winding 30 has been described. However, in this embodiment, as an electric power transmission part for taking out the alternating current power of the rotor coil | winding 30, the coil electrically connected to the rotor coil | winding 30 is arrange | positioned like patent document 1, and an input side rotor is arrange | positioned. It is also possible to provide a transformer rotor mechanically coupled to 28 and a transformer stator electrically connected to the rectifier 93 or the inverter 41 and provided with windings electromagnetically coupled to the windings of the transformer rotor. It is.

  In the above description of the embodiment, the case where the rotor winding 30 is provided as the rotor conductor in the input side rotor 28 has been described. However, in this embodiment, it is also possible to provide a squirrel-cage conductor as a rotor conductor on the input side rotor 28 so as to face the output side rotor 18 (permanent magnet 33).

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

It is a figure which shows schematic structure of a hybrid drive device provided with the power transmission device which concerns on embodiment of this invention. It is a figure which shows schematic structure of the power transmission device which concerns on embodiment of this invention. It is a figure which shows schematic structure of the power transmission device which concerns on embodiment of this invention. FIG. 3 is a diagram illustrating a configuration example of an input side rotor 28, an output side rotor 18, and a stator 16. FIG. 4 is a diagram illustrating an example of a relative rotational speed-torque characteristic between an input side rotor and an output side rotor. FIG. 4 is a diagram illustrating an example of a relative rotational speed-torque characteristic between an input side rotor and an output side rotor. FIG. 3 is a diagram showing an equivalent circuit of a rotor winding 30 and its external circuit 97. 3 is a diagram illustrating a configuration example of a boost converter 94. FIG. It is a figure which shows the equivalent circuit in the ON state of the switching element S. It is a figure which shows the equivalent circuit in the OFF state of the switching element S. It is a figure explaining the conditions from which the behavior of rotational angular velocity (omega) _e of the engine becomes stable. It is a figure explaining the conditions from which the behavior of the rotation angular velocity (omega) _e of the engine becomes unstable. It is a figure explaining the conditions from which the behavior of rotational angular velocity (omega) _e of the engine becomes stable. It is a figure which shows the power flow in the case of starting the engine 36 at the time of a vehicle stop. It is a figure which shows the power flow in the case of starting the engine 36 at the time of EV driving | running | working. It is a figure which shows the other schematic structure of the power transmission device which concerns on embodiment of this invention. FIG. 4 is a diagram showing a power flow when the rotational speed of the input side rotor is higher than the rotational speed of the output side rotor when the engine is started. 7 is a diagram showing a power flow when the rotational speed of the input side rotor is lower than the rotational speed of the output side rotor when the engine is started. FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Rotating electrical machine, 16 Stator, 18 Output side rotor (2nd rotor), 20 Stator winding, 24 Output shaft, 28 Input side rotor (1st rotor), 30 Rotor winding, 32, 33 Permanent magnet, 34 Input shaft , 36 engine, 38 wheels, 40, 41 inverter, 42 power storage device, 44 transmission, 47, 48 clutch, 47a, 47b, 48a, 48b clutch plate, 50 electronic control unit, 93 rectifier, 94 boost converter, 95 slip ring 96 brushes.

Claims (8)

A first rotor provided with a rotor conductor capable of generating a rotating magnetic field when 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, wherein torque acts between the first rotor and the stator conductor in response to the rotating magnetic field generated by the rotor conductor. A second rotor in which a torque acts between the stator and the stator according to the action of the generated rotating magnetic field;
With
The rotor conductor generates a rotating magnetic field by causing an induced current to flow due to a difference in rotation between the first rotor and the second rotor,
A power transmission device in which power from an engine is transmitted to a first rotor and power is transmitted from a second rotor to a load,
A first clutch that allows or blocks torque transmission between the second rotor and the load;
An inverter capable of converting direct current power from a power storage device for storing electric energy into alternating current and supplying the alternating current to the stator conductor;
A power transmission unit for taking out AC power of the rotor conductor;
A power conversion unit that performs power conversion between the power transmission unit and the power storage device or the inverter;
By controlling the alternating current flowing from the inverter to the stator conductor, the torque acting between the stator and the second rotor is controlled, and the power conversion performed by the power converter is controlled to flow to the rotor conductor. A control device for controlling torque acting between the first rotor and the second rotor by controlling the alternating current;
With
The control device
When starting the engine,
Determining whether to allow torque transmission between the second rotor and the load by the first clutch based on the required torque of the load;
The torque is applied from the stator to the second rotor so that the second rotor is rotationally driven in the engine rotation direction, and the power converter is configured so that the torque is applied between the first rotor and the second rotor. Control the power conversion performed in
Further, when torque transmission between the second rotor and the load is permitted by the first clutch, based on the torque acting between the first rotor and the second rotor and the required torque of the load. A power transmission device that controls torque acting on the second rotor from the stator. The power transmission device according to claim 1,
The power converter
A rectifier that rectifies the AC power extracted by the power transmission unit;
A DC-DC converter that converts the power rectified by the rectifier into a voltage and supplies it to the power storage device or the inverter;
Including
The control device
By controlling the voltage conversion ratio in the DC-DC converter and controlling the alternating current flowing in the rotor conductor, the torque acting between the first rotor and the second rotor is controlled,
Furthermore, when starting an engine, the power transmission device which controls the voltage conversion ratio in a DC-DC converter so that a torque may act between a 1st rotor and a 2nd rotor. The power transmission device according to claim 2,
The first clutch is capable of transmitting torque between the second rotor and the load while allowing a difference in rotational speed between the rotating member on the second rotor side and the rotating member on the load side,
When the engine is started and the rotation speed of the second rotor is equal to or lower than a predetermined cranking rotation speed, the control device causes the first clutch to connect the rotation member on the second rotor side and the rotation member on the load side. A power transmission device that transmits torque between the second rotor and the load while allowing a rotational speed difference, and controls the rotational speed of the second rotor to be higher than the predetermined cranking rotational speed. . The power transmission device according to claim 1,
When starting the engine, the control device controls an alternating current flowing through the rotor conductor so that a rotating magnetic field generated in the first rotor rotates in synchronization with the second rotor. The power transmission device according to claim 4,
The control device
When starting the engine, if the rotation speed of the second rotor is lower than a predetermined cranking rotation speed, the DC power from the power storage device is converted to AC and supplied to the rotor conductor via the power transmission unit. To control the power conversion performed in the power conversion unit,
When starting the engine, if the rotation speed of the second rotor is higher than the predetermined cranking rotation speed, the AC power of the rotor conductor taken out by the power transmission unit is converted to DC, and the power storage device or inverter A power transmission device that controls power conversion performed by the power conversion unit so as to be supplied to the power transmission unit. The power transmission device according to any one of claims 1 to 5,
The control device
When the required torque of the load is larger than a predetermined value when starting the engine, torque transmission between the second rotor and the load is permitted by the first clutch,
A power transmission device that interrupts torque transmission between a second rotor and a load by a first clutch when a required torque of the load is equal to or less than the predetermined value when the engine is started. The power transmission device according to any one of claims 1 to 6,
A second clutch capable of mechanically engaging the first rotor and the second rotor to allow torque transmission therebetween;
The control device is a power transmission device that allows torque transmission between the first rotor and the second rotor by the second clutch when the engine is started. The power transmission device according to any one of claims 1 to 7,
The power transmission part
A brush connected to the power converter,
A slip ring connected to the rotor conductor of the first rotor and rotating with the first rotor while sliding against the brush;
Including a power transmission device.

Images