JP5293373B2 - Power control device and vehicle drive system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent reduction in energy efficiency in power control and reduce the scale of a power controller that transmits and receives power to/from a coiled circuit which applies electromagnetic force to a rotary driving object. <P>SOLUTION: A controller 50 compares a power-generation detected value P with a predetermined threshold value &alpha;. The controller 50 turns off a semiconductor switch S3 and the semiconductor switches S21 to S26 in a rectifying and boosting/inverting circuit 42, when the power-generation detected value P is larger than the threshold value &alpha;. Subsequently, the controller 50 controls a boosting converter 40 so as to rectify and boost an AC power voltage generated in a rotor coil 18 for outputting it to a capacitor 26 and an output-side inverter circuit 28. The controller 50 turns on the semiconductor switch S3 and turns off the semiconductor switch S1 in the boosting converter 40 when the power-generation detected value P is not larger than the threshold value &alpha;. Subsequently, a partial PWM control is performed in the rectifying and boosting/inverting circuit 42. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a power control apparatus and a vehicle drive system that exchange power with a winding circuit that applies an electromagnetic force to a rotationally driven object.

  Hybrid vehicles equipped with an engine and a motor generator are widely used. The hybrid vehicle travels by at least one of the driving force of the engine and the driving force of the motor generator according to the traveling state.

  Some drive devices for hybrid vehicles include a plurality of windings for applying torque based on electromagnetic force to an engine shaft. FIG. 10 shows a drive section of such a hybrid vehicle drive apparatus with a cross section parallel to the engine shaft 16. FIG. 11 is a detailed view showing the drive unit with a cross section perpendicular to the engine shaft 16. The hybrid vehicle drive device includes a cylindrical input-side rotor 10, a cylindrical output-side rotor 12 that surrounds the input-side rotor 10 with the columnar shape of the input-side rotor 10 and the central axis position in common, and the input-side rotor 10 and A cylindrical housing 14 having a common center axis position with the output-side rotor 12 is provided.

  The input-side rotor 10 is attached to the engine shaft 16 so that the center axis position thereof coincides with the engine shaft 16. Further, the input side rotor 10 and the output side rotor 12 can be rotated at different rotational speeds.

  A rotor winding 18 that generates a rotating magnetic field in the circumferential direction of the input side rotor 10 is attached to the input side rotor 10. A plurality of permanent magnets 20 that generate a magnetic field are attached to the output side rotor 12 on the outside and inside of the output side rotor 12. A stator winding 22 for generating a rotating magnetic field is attached to the cylindrical housing 14.

  When an AC voltage is applied to the stator winding 22, a rotating magnetic field is generated in the cylindrical housing 14. As a result, an electromagnetic force acts on the permanent magnet 20, and the output side rotor 12 generates torque. Further, the input side rotor 10 causes a torque to act between the input side rotor 10 and the output side rotor 10 by an electromagnetic force acting between the permanent magnet 20 of the output side rotor 12 when a current flows through the rotor winding 18. The torque acting between the input-side rotor 10 and the output-side rotor 12 includes the rotational speed difference between the input-side rotor 10 and the output-side rotor 12, the magnitude of the AC voltage applied to the rotor winding 18, and the output-side rotor. It is determined by the magnitude of the magnetic field generated from the 12 permanent magnets 20.

  According to such a configuration, the output side rotor 12 is caused to generate torque by the action of the electromagnetic force with the input side rotor 10 to which the engine torque is transmitted and the action of the electromagnetic force with the stator winding 22. be able to. Thereby, the torque by the rotating magnetic field generated from the stator winding 22 and the engine torque can be combined in the output-side rotor 12. Torque generated in the output-side rotor 12 is transmitted to the wheels of the hybrid vehicle by a torque transmission mechanism.

  The torque generated in the output side rotor 12 can be controlled by adjusting the electric power applied to each of the rotor winding 18 and the stator winding 22. FIG. 12 shows a power control apparatus for controlling the winding power. Here, an example is shown in which the rotor winding 18 and the stator winding 22 each have a three-phase winding. The input-side inverter circuit 24 performs DC-AC conversion between the output voltage of the battery 26 and the interphase terminal voltage of the rotor winding 18. The input-side inverter circuit 24 supplies electric power from the capacitor 26 to the rotor winding 18 by adjusting the magnitude relationship between the voltage on the capacitor 26 side and the interphase terminal voltage of the rotor winding 18, or from the rotor winding 18. Electric power is supplied to the battery 26.

  The output-side inverter circuit 28 performs DC-AC conversion between the output voltage of the battery 26 and the interphase terminal voltage of the stator winding 22. The output-side inverter circuit 28 supplies electric power from the capacitor 26 to the stator winding 22 or adjusts the magnitude relationship between the voltage on the capacitor 26 side and the interphase terminal voltage of the stator winding 22, or from the stator winding 22. Electric power is supplied to the battery 26. Of the electric power supplied from the rotor winding 18 to the capacitor 26 side via the input-side inverter circuit 24, the electric power that is not charged to the capacitor 26 is supplied to the output-side inverter circuit 28, and from the stator winding 22 to the output-side inverter circuit 28. Among the power supplied to the battery 26 via the power, the power not charged in the battery 26 is supplied to the input-side inverter circuit 24. By the power conversion control of the input side inverter circuit 24 and the output side inverter circuit 28, the torque generated in the input side rotor 10 and the output side rotor 12 can be adjusted.

  The following Patent Document 1 describes an apparatus similar to the hybrid vehicle drive apparatus illustrated in FIGS. 10 to 12. Patent Documents 2 and 3 describe power control devices.

Japanese Patent No. 30675594 JP-A-11-164562 Japanese Patent Laid-Open No. 11-356051

  The input-side inverter circuit 24 of the apparatus of FIG. 12 adjusts the electric power exchanged with the three-phase winding that forms the rotor winding 18. As the inverter circuit connected to the multiphase winding, a configuration using a plurality of switching elements can be employed. When a plurality of switching elements are used for the input-side inverter circuit 24, the allowable power capacity of each switching element is determined by the maximum power generation amount of the rotor winding 18. Therefore, it is necessary to employ a switching element having a sufficient allowable power capacity in accordance with the rotation state assumed in the input side rotor 10 and the output side rotor 12. As a result, there has been a problem that the scale of the hybrid vehicle drive device has been increased.

  In general, in a circuit employing a switching element, a loss associated with switching control occurs. This loss has a substantially constant value regardless of the input / output power if the switching control frequency is constant. Therefore, for example, when the generated power of the rotor winding 18 is small, depending on the circuit configuration of the input-side inverter circuit 24, the ratio taken away as loss from the generated power increases, and the energy efficiency during power control decreases. Problems arise.

  The present invention has been made for such a problem. In other words, in a power control device that is mounted on a hybrid vehicle or the like and transmits and receives power to and from a winding circuit that applies an electromagnetic force to a rotationally driven object, a reduction in energy efficiency during power control is avoided. The object is to reduce the scale of the apparatus.

  The present invention relates to a power control apparatus that performs power transfer between a first winding circuit and a second winding circuit that cause an electromagnetic force to act on a rotationally driven object, and converts given DC power into AC power. A bi-directional power conversion unit for supplying the first winding circuit with the AC power generated by the first winding circuit or converting the AC power generated by the first winding circuit into DC power, and the AC power generated by the first winding circuit. A unidirectional power conversion unit that converts and outputs DC power; a control unit that controls the bidirectional power conversion unit and the unidirectional power conversion unit; and charging the supplied DC power or the supplied DC power A second winding power exchanging unit that converts the power into AC power and supplies the second winding circuit with the second winding power exchange unit, and the control unit converts the DC power output from the bidirectional power conversion unit into the second winding power. The state given to the exchange unit or the unidirectional power conversion unit The bidirectional power conversion unit and the unidirectional power conversion unit according to the power generated by the first winding circuit so as to be in any one of states in which direct current power to be supplied to the second winding power exchange unit It is characterized by controlling.

  Further, in the power control apparatus according to the present invention, the control unit receives the DC power output from the unidirectional power conversion unit when the power generated by the first winding circuit is greater than a predetermined threshold. The bidirectional power converter and the unidirectional power converter are controlled so as to be in a state to be given to a two-winding power exchange unit, and when the power generated by the first winding circuit is below a predetermined threshold, It is preferable that the bidirectional power conversion unit and the unidirectional power conversion unit are controlled so that direct current power output from the bidirectional power conversion unit is applied to the second winding power exchange unit.

  Moreover, in the power control apparatus according to the present invention, the second winding power exchange unit converts the supplied DC power into AC power and supplies the AC power to the second winding circuit, and the bidirectional power It is preferable to charge and discharge DC power to and from the conversion unit, charge DC power output from the unidirectional power conversion unit, and include a capacitor that discharges DC power in the inverter circuit.

  In the power control apparatus according to the present invention, the first winding circuit generates a magnetic field based on the applied multiphase AC power, and generates the multiphase AC power based on a change in the applied magnetic field. A plurality of phase windings, wherein the bidirectional power conversion unit includes a plurality of switching elements that perform conversion from DC power to multiphase AC power or conversion from multiphase AC power to DC power, and the unidirectional The power converter preferably includes a rectifier circuit that converts a given multiphase AC voltage into a DC voltage, and a boost converter circuit that includes a switching element and boosts and outputs the DC voltage supplied from the rectifier circuit. It is.

  Further, the vehicle drive system according to the present invention includes the power control device, the first winding circuit, an input-side rotor attached to the engine shaft, and around the input-side rotor around the engine shaft. A stator winding that includes an output-side rotor that supports the permanent magnet so that the permanent magnet is arranged around the second winding circuit, and generates a magnetic field around the output-side rotor about the rotation axis of the output-side rotor. And a line circuit.

  Moreover, in the vehicle drive system according to the present invention, the control unit controls the bidirectional power conversion unit so that AC power is supplied from the bidirectional power conversion unit to the first winding circuit. It is preferable to start the engine having the engine shaft by rotationally driving the rotor.

  The present invention also includes a motor, an engine, a motor generator, a shaft of the motor, a shaft of the engine, and a planetary gear unit to which the shaft of the motor generator is attached and synthesizes torque of these shafts. The vehicle drive system includes the power control device, the motor generator includes the first winding circuit, and the motor includes the second winding circuit.

  According to the present invention, in a power control apparatus that transfers power to and from a winding circuit that applies an electromagnetic force to a rotationally driven object, the scale of the apparatus avoids a decrease in energy efficiency during power control. Can be reduced.

It is a figure which shows the structure of the hybrid vehicle drive device which concerns on 1st Embodiment. It is a figure which shows the circuit structure of the hybrid vehicle drive device which concerns on 1st Embodiment. It is a flowchart which shows control of the hybrid vehicle drive device which concerns on 1st Embodiment. It is a figure which shows the control timing of a semiconductor switch. It is a figure which shows the structure of the hybrid vehicle drive device which concerns on 2nd Embodiment. It is a figure which shows the circuit structure of the hybrid vehicle drive device which concerns on 3rd Embodiment. It is a flowchart which shows control of the hybrid vehicle drive device which concerns on 3rd Embodiment. It is a figure which shows the simulation result about the hybrid vehicle drive device which concerns on 3rd Embodiment. It is a figure which shows the structure of the hybrid vehicle drive device which concerns on 4th Embodiment. It is a figure which shows the drive part of a hybrid vehicle drive device with a parallel cross section with respect to an engine shaft. It is a figure which shows the drive part of a hybrid vehicle drive device with the perpendicular | vertical cross section with respect to an engine shaft. It is a figure which shows the structure of the electric power control apparatus with respect to a hybrid vehicle drive device.

  FIG. 1 shows a configuration of a hybrid vehicle drive apparatus 100 according to the first embodiment of the present invention. The same components as those shown in FIGS. 10 to 12 are denoted by the same reference numerals, and description thereof will be simplified.

  The hybrid vehicle driving apparatus 100 includes an engine 48, a cylindrical input-side rotor 10, a cylindrical output-side rotor 12 that surrounds the input-side rotor 10 with a common central axis position with the input-side rotor 10, and the input-side rotor 10 and A cylindrical casing 14 having a common center axis position with the output-side rotor 12 is provided.

  The rotor winding 18 attached to the input side rotor 10 includes a three-phase winding. Three conductive rings 44 arranged on the outer periphery of the engine shaft 16 are attached to the engine shaft 16 so as to be insulated from each other. Three-phase winding conductors are drawn from the rotor winding 18, pass through the interior of the engine shaft 16, and are connected to the corresponding conductive rings 44. A conductive collector spring 46 contacts each conductive ring 44. Each collector spring 46 is connected to a rectifying boost / inverter circuit 42 and a rectifying circuit 38. As a result, the rotor winding 18 is connected to the rectifying step-up / inverter circuit 42 and the rectifying circuit 38 via the conductive ring 44 and the collector spring 46.

  The stator winding 22 attached to the cylindrical housing 14 includes a three-phase winding. A three-phase winding conductor is drawn from the stator winding 22 and connected to the output-side inverter circuit 28.

  When a three-phase AC voltage is applied to the stator winding 22, a rotating magnetic field is generated in the cylindrical housing 14. As a result, the output-side rotor 12 generates torque. Further, the input side rotor 10 generates torque by an electromagnetic force acting between the input side rotor 10 and the output side rotor 12.

  The torques of the input side rotor 10 and the output side rotor 12 can be controlled by adjusting the electric power applied to the rotor winding 18 and the stator winding 22 respectively. As will be described later, this torque control is performed by using a capacitor 26, a rectifying boost / inverter circuit 42, a rectifying circuit 38, a boost converter circuit 40, an output side inverter circuit 28, and the like.

  A clutch housing 30 is attached to an opening at one end of the output-side rotor 12. The clutch housing 30 has the same opening shape facing the output-side rotor 12 as the opening shape of the output-side rotor 12, and the lid-covered cylinder whose opening facing the opposite side to the output-side rotor 12 is closed by a terminal plate Has a shape. An output side clutch plate 32 having a plate surface perpendicular to the cylindrical central axis and having an engine shaft through hole is attached to the inner wall surface of the clutch housing 30. An output shaft 34 is attached to the center of the terminal plate of the clutch housing 30 perpendicular to the plate surface.

  The engine shaft 16 passes through the central axis of the input side rotor 10 and also passes through an engine shaft through hole formed in the output side clutch plate 32. The engine shaft 16 has a plate surface perpendicular to the engine shaft 16, is penetrated by the engine shaft 16, and is attached with two engine shaft clutch plates 36 sandwiching the output side clutch plate 32.

  The engine shaft clutch plate 36 is subjected to contact / release control with the output side clutch plate 32. When the engine shaft clutch plate 36 is released from the output side clutch plate 32, a difference in rotational speed between the input side rotor 10 and the output side rotor 12 can be allowed. Therefore, an electromagnetic force can be applied between the input-side rotor 10 and the output-side rotor 12, and torque due to the action of the electromagnetic force between the input-side rotor 10 can be generated in the output-side rotor 12. In addition to this, the output-side rotor 12 can generate torque due to the action of electromagnetic force with the stator winding 22. Thereby, the torque by the rotating magnetic field generated from the stator winding 22 and the engine torque can be combined in the output-side rotor 12.

  On the other hand, when the engine shaft clutch plate 36 is brought into contact with the output side clutch plate 32, the input side rotor 10 and the output side rotor 12 rotate at the same rotational speed. Therefore, there is no action of electromagnetic force between the input side rotor 10 and the output side rotor 12, and the torque of the engine shaft 16 can be directly transmitted to the output side rotor 12. Further, the output-side rotor 12 can synthesize torque due to the action of electromagnetic force with the stator winding 22. The torque of the output side rotor 12 is transmitted to the wheels of the hybrid vehicle via the output shaft 34.

  According to such a configuration, the electromagnetic shaft acts between the output-side rotor 12 and the stator winding 22 with the engine shaft clutch plate 36 released from the output-side clutch plate 32 and the engine 48 stopped when starting. The hybrid vehicle can be accelerated by the torque generated by. When the hybrid vehicle starts and reaches a predetermined speed, the engine 48 is started by the torque generated by the electromagnetic force between the input-side rotor 10 and the output-side rotor 12, and the torque generated by the rotating magnetic field generated from the stator winding 22. And the engine torque are combined in the output rotor 12, and the hybrid vehicle can be driven by the combined torque. Further, the engine shaft clutch plate 36 is brought into contact with the output side clutch plate 32 and the hybrid vehicle is caused to travel by a combined torque based on the driving force of the engine 48 alone or the driving force of the engine 48 and the electromagnetic force of the output side rotor 12. Can do. The engine has low energy efficiency at low speed. Therefore, energy efficiency during low-speed traveling can be improved by not driving the engine during low-speed traveling. Such traveling control can be performed by a circuit configuration described below.

  FIG. 2 shows a circuit configuration of the hybrid vehicle drive device 100. The same components as those of the power control apparatus in FIG. 12 are denoted by the same reference numerals, and the description thereof is simplified.

  As described above, the output-side inverter circuit 28 functions as a power exchange unit that exchanges power with the capacitor 26 and the stator winding 22. The three-phase AC power terminal T9 of the output side inverter circuit 28 is connected to the stator winding 22. The output side inverter circuit 28 controls the power supplied from the DC positive terminal T7 and the DC negative terminal T8 to the stator winding 22, or the power output from the stator winding 22 to the DC positive terminal T7 and the DC negative terminal T8. It adjusts based on control of the part 50. FIG.

  The rectifier circuit 38 and the boost converter circuit 40 function as a unidirectional power converter that converts the AC power generated by the rotor winding 18 into DC power and supplies the DC power to the battery 26 and the output-side inverter circuit 28.

  Each phase winding constituting the rotor winding 18 is represented by an equivalent circuit in which an inductor 18L and a power generation voltage source 18e are connected in series. The inductor 18L corresponds to the inductance of the phase winding, and the output voltage of the generated voltage source 18e corresponds to the generated voltage due to the electromagnetic induction effect with the output side rotor 12.

  The rectifier circuit 38 rectifies the generated voltage of the rotor winding 18 and outputs a DC voltage obtained by the rectification to the boost converter circuit 40. The rectifier circuit 38 includes rectifier diodes D11 to D16. The anode terminal of the rectifier diode D11 is connected to the cathode terminal of the rectifier diode D2. The anode terminal of the rectifier diode D13 is connected to the cathode terminal of the rectifier diode D14. The anode terminal of the rectifier diode D15 is connected to the cathode terminal of the rectifier diode D16.

  Three-phase winding conductors U, V, and W drawn from the rotor winding 18 are respectively connected to a connection node between the rectification diodes D11 and D12, a connection node between the rectification diodes D12 and D13, and the rectification diodes D12 and D13. Connected to the connection node. The cathode terminals of the rectifier diodes D11, D13, and D15 are connected to the positive electrode output terminal T1. The anode terminals of the rectifier diodes D12, D14, and D16 are connected to the negative output terminal T2. The positive output terminal T1 and the negative output terminal T2 are connected to the positive terminal T3 and the negative terminal T4 of the boost converter circuit 40, respectively.

  The magnitude of the voltage between the winding conductor U and the winding conductor V is larger than the DC voltage between the positive electrode output terminal T1 and the negative electrode output terminal T2 of the rectifier circuit 38, and this interphase voltage is the winding conductor U. When the side is positive, the rectifier diodes D11 and D14 conduct. The magnitude of the voltage between the winding conductor U and the winding conductor V is larger than the DC voltage between the positive electrode output terminal T1 and the negative electrode output terminal T2, and this interphase voltage is positive on the winding conductor V side. In this case, the rectifier diodes D13 and D12 are turned on.

  The magnitude of the voltage between the winding conductor V and the winding conductor W is larger than the DC voltage between the positive electrode output terminal T1 and the negative electrode output terminal T2, and this interphase voltage is positive on the winding conductor V side. In this case, the rectifier diodes D13 and D16 are conducted. The magnitude of the voltage between the winding conductor V and the winding conductor W is larger than the DC voltage between the positive electrode output terminal T1 and the negative electrode output terminal T2, and this interphase voltage is positive on the winding conductor W side. In this case, the rectifier diodes D15 and D14 are conducted.

  The magnitude of the voltage between the winding conductor W and the winding conductor U is larger than the DC voltage between the positive electrode output terminal T1 and the negative electrode output terminal T2, and this interphase voltage is positive on the winding conductor W side. In this case, the rectifier diodes D15 and D12 are turned on. The magnitude of the voltage between the winding conductor W and the winding conductor U is larger than the DC voltage between the positive electrode output terminal T1 and the negative electrode output terminal T2, and this interphase voltage is positive on the winding conductor U side. In this case, the rectifier diodes D11 and D16 become conductive.

  On the other hand, when the magnitude of each interphase voltage is equal to or less than the DC voltage between the positive electrode output terminal T1 and the negative electrode output terminal T2, the rectifier diodes D11 to D16 do not conduct.

  By such an operation, the three-phase AC voltage output from the rotor winding 18 is converted into a DC voltage and output to the boost converter circuit 40.

  The boost converter circuit 40 boosts the voltage output from the rectifier circuit 38. The boost converter circuit 40 includes a semiconductor switch S1, a freewheel diode D1, and a rectifier diode D2. As the semiconductor switch S1, an IGBT (Insulated Gate Bipolar Transistor), other bipolar transistors, a field effect transistor, or the like can be used. The same applies to the other semiconductor switches described below. Here, the example which employ | adopted IGBT as a semiconductor switch is taken up.

  The collector terminal of the semiconductor switch S1 is connected to the positive terminal T3. The emitter terminal of the semiconductor switch S1 is connected to the negative terminal T4 and the boost negative terminal T6. The gate terminal of the semiconductor switch S1 is connected to the control unit 50. The anode terminal of the freewheel diode D1 is connected to the emitter terminal of the semiconductor switch S1, and the cathode terminal of the freewheel diode D1 is connected to the collector terminal of the semiconductor switch S1.

  The anode terminal of the rectifier diode D2 is connected to the collector terminal of the semiconductor switch S1, and the cathode terminal of the rectifier diode D2 is connected to the boosting positive terminal T5. The boosting positive terminal T5 is connected to the positive electrode of the battery 26 and the DC positive terminal T7 of the output side inverter circuit 28, and the boosting negative terminal T6 is connected to the negative electrode of the battery 26 and the DC negative terminal T8 of the output side inverter circuit 28. .

  The control unit 50 performs on / off control between the collector terminal and the emitter terminal by controlling the voltage of the gate terminal of the semiconductor switch S1. When the DC voltage is applied between the positive terminal T3 and the negative terminal T4 from the rectifier circuit 38, when the semiconductor switch S1 is turned on, the rectifier diodes D11 to D16 are connected to the conductive state. A current flows through a phase winding (hereinafter referred to as a conductive phase winding). Thereafter, when the semiconductor switch S1 is turned off, an induced electromotive force based on a current change is generated in the conductive phase winding.

  When the voltage obtained by adding the induced electromotive force to the output voltage of the power generation voltage source 18e connected to the conducting phase winding is larger than the voltage between the boosting positive terminal T5 and the boosting negative terminal T6, the rectifier diode D2 becomes conductive. Then, a voltage obtained by adding the induced electromotive force to the output voltage of the generated voltage source 18e is output between the boosting positive terminal T5 and the boosting negative terminal T6. Thus, the three-phase AC voltage generated in the rotor winding 18 is rectified, and DC power can be supplied to the battery 26 and the output-side rotor inverter circuit 28 by the voltage obtained by boosting the rectified voltage.

  On the other hand, when the voltage obtained by adding the induced electromotive force to the output voltage of the power generation voltage source 18e connected to the conductive phase winding is equal to or lower than the voltage between the boosting positive terminal T5 and the boosting negative terminal T6, the rectifier diode D2 is cut off, and power inflow from the battery 26 and the output-side rotor inverter circuit 28 to the boost converter circuit 40 can be avoided.

  The voltage between the boosting positive terminal T5 and the boosting negative terminal T6 can be adjusted by changing the duty ratio indicating the ratio of the on-time to the switching period of the semiconductor switch S1. When the control unit 50 adjusts the voltage between the boosting positive terminal T5 and the boosting negative terminal T6 to a voltage exceeding the output voltage of the capacitor 26, the capacitor 26 and the output from the boosting positive terminal T5 and the boosting negative terminal T6. Power can be supplied to the side inverter circuit 28.

  The freewheel diode D1 becomes conductive when an induced electromotive force having a reverse bias is generated between the collector terminal and the emitter terminal of the semiconductor switch S1. As a result, the ripple component of the output voltage can be reduced.

  As the battery 26, a secondary battery such as a lithium ion battery that can be repeatedly charged and discharged can be used. The battery 26 is charged or discharged according to the relationship between its own output voltage and the output voltage of the circuit connected to the battery 26.

  According to the output side inverter circuit 28, the battery 26, the rectifier circuit 38, and the boost converter circuit 40, the following control can be performed.

  First, the case where the engine shaft clutch plate 36 is released from the output side clutch plate 32 will be described. The control unit 50 adjusts the magnitude and frequency of the three-phase AC voltage output from the output-side inverter circuit 28 to the stator winding 22 in accordance with traveling control, and generates a rotating magnetic field generated inside the cylindrical housing 14. Adjust the size and rotation speed. As a result, a rotating magnetic field corresponding to the traveling control is generated, and a torque corresponding thereto is applied to the output-side rotor 12 to drive the hybrid vehicle.

  When the engine rotates, the input side rotor 10 rotates together with the engine shaft 16. When there is a difference in rotational speed between the input side rotor 10 and the output side rotor 12, an AC power generation voltage is generated in the rotor winding 18. Control unit 50 rectifies and boosts the AC power generation voltage generated in rotor winding 18 and controls boost converter circuit 40 so as to output it to capacitor 26 and output-side inverter circuit 28. Thereby, the generated power can be supplied to the battery 26 and the output side inverter circuit 28. Furthermore, the battery 26 can be charged by the electric power supplied to the battery 26.

  Next, when the engine shaft clutch plate 36 is brought into contact with the output side clutch plate 32, the torque of the engine shaft 16 is directly transmitted to the output side rotor 12. Further, the output-side rotor 12 is synthesized with torque due to the action of electromagnetic force with the stator winding 22. Thus, the hybrid vehicle can be driven by the combined torque generated by the driving force of the engine 48 and the electromagnetic force generated by the stator winding 22.

  A circuit configuration for starting the engine 48 will be described. In the hybrid vehicle drive device 100, the engine 48 can be started in a state where the output-side rotor 12 rotates, the engine shaft clutch plate 36 is released from the output-side clutch plate 32, and the engine 48 is stopped. In this case, the engine 48 is started by supplying electric power from the rectifying booster / inverter circuit 42 to the rotor winding 18 and generating torque in the input-side rotor 10.

  The rectifying booster / inverter circuit 42 can supply power to the rotor winding 18 from the capacitor 26 or the output-side inverter circuit 28, or can supply power to the capacitor 26 or the output-side inverter circuit 28 from the rotor winding 18. . That is, the rectification booster / inverter circuit 42 functions as a bidirectional power converter between the rotor winding 18, the battery 26 and the output-side inverter circuit 28. When the engine is started, the rectifying booster / inverter circuit 42 functions to supply power to the rotor winding 18 from the capacitor 26 or the output-side inverter circuit 28.

  The rectification booster / inverter circuit 42 includes semiconductor switches S21 to S26. The emitter terminal of the semiconductor switch S21 is connected to the collector terminal of the semiconductor switch S22. The emitter terminal of the semiconductor switch S23 is connected to the collector terminal of the semiconductor switch S24. The emitter terminal of the semiconductor switch S25 is connected to the collector terminal of the semiconductor switch S26. The gate terminal of each semiconductor switch is connected to the control unit 50.

  The connection node between the semiconductor switches S21 and S22, the connection node between the semiconductor switches S22 and S23, and the connection node between the semiconductor switches S22 and S23 are respectively three-phase winding conductors U, drawn from the rotor winding 18, Connected to V and W.

  The collector terminals of the semiconductor switches S21, S23, and S25 are connected to the DC positive terminal T10. The emitter terminals of the semiconductor switches S22, S24, and S26 are connected to the DC negative terminal T11. Free wheel diodes D21 to D26 are connected between the collector terminals and the emitter terminals of the semiconductor switches S21 to S26, respectively, with the emitter terminal side being the anode terminal side.

  The DC positive terminal T10 is connected to the positive electrode of the battery 26 through the semiconductor switch S3 and the rectifier diode D3, and the DC negative terminal T11 is connected to the negative electrode of the battery 26. The collector terminal of the semiconductor switch S3 is connected to the DC negative electrode terminal T10, and the emitter terminal of the semiconductor switch S3 is connected to the positive electrode of the capacitor 26. A rectifier diode D3 is connected between the collector terminal and the emitter terminal of the semiconductor switch S3 with the emitter terminal side as the anode terminal. The gate terminal of the semiconductor switch S3 is connected to the control unit 50, and the control unit 50 controls the semiconductor switch S3 to be turned on or off by controlling the voltage of the gate terminal.

  By turning on the semiconductor switches S21 and S24, a voltage is output between the winding conductors U and V with the winding conductor U side being positive. By turning on the semiconductor switches S23 and S22, a voltage is output between the winding conductors U and V with the winding conductor V side being positive. By turning on the semiconductor switches S23 and S26, a voltage is output between the winding conductors V and W with the winding conductor V side being positive. By turning on the semiconductor switches S25 and S24, a voltage is output between the winding conductors V and W with the winding conductor W side being positive. By turning on the semiconductor switches S25 and S22, a voltage is output between the winding conductors W and U with the winding conductor W side being positive. By turning on the semiconductor switches S26 and S21, a voltage is output between the winding conductors W and U with the winding conductor U side being positive.

  The control unit 50 changes the combination of such switching states with time. Thus, the rectifying booster / inverter 42 can output a three-phase AC voltage to the winding conductors U, V, and W.

  The freewheel diodes D21 to D26 are brought into conduction when an induced electromotive force of reverse bias is generated between the collector terminal and the emitter terminal of the semiconductor switches S21 to S26, respectively. As a result, the ripple component of the output voltage can be reduced.

  When starting the engine 48 in a state where the engine shaft clutch plate 36 is released from the output side clutch plate 32 and the engine 48 is stopped, the control unit 50 supplies power to the rotor winding 18 from the rectifying booster / inverter circuit 42. The rectifying step-up / inverter circuit 42 is controlled to supply. As a result, a current flows through the rotor winding 18, and the input side rotor 10 generates torque by the action of electromagnetic force with the output side rotor 12. The generated torque is transmitted to the engine 48 by the engine shaft 16. As a result, the engine 48 can be started.

  The allowable power capacity of the semiconductor switch S1 included in the boost converter circuit 40 is determined based on the generated power supplied from the rotor winding 18 to the capacitor 26 and the output-side inverter circuit 28. Further, the allowable power capacity of the semiconductor switches S21 to S26 included in the rectifying booster / inverter 42 is determined based on the engine starting power supplied to the rotor winding 18 from the capacitor 26 and the output side inverter circuit 28.

  In a hybrid vehicle, the maximum value of engine starting power is smaller than the maximum value of generated power. Therefore, as the semiconductor switches S21 to S26 of the rectifying booster / inverter circuit 42, those having an allowable power capacity smaller than the allowable power capacity of the semiconductor switch S1 of the boost converter circuit 40 can be adopted.

  When six semiconductor switches are employed in the conventional input side inverter circuit 24 shown in FIG. 12, six large semiconductor switches whose allowable power capacity is determined based on the generated power are required. According to the present embodiment, one semiconductor switch S1 having a large allowable power capacity and six semiconductor switches S21 to S26 having a small allowable power capacity are employed. Therefore, the scale can be reduced as compared with a conventional hybrid vehicle drive device that employs six semiconductor switches having a large allowable power capacity in the input-side inverter circuit 24.

  Next, control for improving energy efficiency will be described with reference to the flowchart of FIG. Generally, in a circuit that employs a switching element, a loss associated with switching control occurs. This loss has a substantially constant value regardless of the input / output power if the switching control frequency is constant. Therefore, when the input power of the boost converter circuit 40 is small, the ratio of loss from the input power as a loss increases, and there arises a problem that the energy efficiency in the boost operation is lowered. Therefore, in the hybrid vehicle drive device 100 according to the present embodiment, control according to the generated power of the rotor winding 18 is performed. Here, it is assumed that the engine shaft clutch plate 36 is released from the output side clutch plate 32 and there is a rotational speed difference between the input side rotor 10 and the output side rotor 12.

  The generated power sensor 52 detects the generated power of the rotor winding 18 and outputs the generated power detection value P to the control unit 50. The control unit 50 reads the generated power detection value P (S101), and compares the generated power detection value P with a predetermined threshold value α (S102). When the generated power detection value P is greater than the threshold value α, the control unit 50 turns off the semiconductor switch S3 (S103) and turns off the semiconductor switches S21 to S26 of the rectifying boost / inverter circuit 42 (S104). Then, the boost converter circuit 40 is controlled so as to rectify and boost the AC power generation voltage generated in the rotor winding 18 and output the rectified voltage to the capacitor 26 and the output side inverter circuit 28 (S105). As a result, the generated power is supplied to the battery 26 and the output side inverter circuit 28.

  On the other hand, when the generated power detection value P is less than or equal to the threshold value α, the control unit 50 turns on the semiconductor switch S3 (S106) and turns off the semiconductor switch S1 of the boost converter circuit 40 (S107). Then, as will be described next, partial PWM (Pulse Width Modulation) control of the rectifying booster / inverter circuit 42 is performed (S108).

  Phase voltage sensors Vu, Vv, and Vw detect the phase voltages of winding conductors U, V, and W, respectively, with reference to the voltage at neutral point N. Then, U-phase voltage detection value eu, V-phase voltage detection value ev, and W-phase voltage detection value ew are output to control unit 50.

  The control unit 50 turns on the semiconductor switch D21 after the elapse of a predetermined time t1 from the negative zero cross timing at which the U-phase voltage detection value eu changes from positive to negative, maintains the on state for the predetermined time t2, and then turns it off. Then, the semiconductor switch S22 is turned on after a predetermined time t1 has elapsed from the positive zero cross timing at which the U-phase voltage detection value eu changes from negative to positive, and is kept on for a predetermined time t2, and then turned off. Similarly, the control unit 50 controls the semiconductor switches S23 and S24 at timings according to the negative direction zero cross timing and the positive direction zero cross timing of the V phase voltage detection value ev, respectively, and negative direction zero cross timing of the W phase voltage detection value ew. The semiconductor switches S25 and S26 are controlled at timings according to the positive zero cross timing.

  FIG. 4 shows the control timing of the semiconductor switch S21 and the semiconductor switch S22 together with the U-phase voltage detection value. The horizontal axis in FIG. 4 indicates time, and the vertical axis indicates voltage. The time waveform eu shows the U-phase voltage detection value, and the time waveforms g21 and g22 show the gate terminal voltages of the semiconductor switches S21 and S22, respectively. As for the gate terminal voltage, the high voltage side is the ON voltage of the semiconductor switch, and the low voltage side is the OFF voltage of the semiconductor switch. With respect to the control timing of the semiconductor switch S23 and the semiconductor switch S24 and the control timing of the semiconductor switch S25 and the semiconductor switch S26, the time waveform shown in FIG. 4 can be shown as a time waveform moved to the right at one-third cycle intervals. .

  According to the partial PWM control, each phase winding of the rotor winding 18 can be used as a boosting inductor, and a set of two semiconductor switches connected up and down can be used as a boosting switching element. As a result, a DC voltage obtained by adding an induced electromotive force to the generated voltage of each phase winding can be output from the DC positive terminal T10 and the DC negative terminal T11.

  The target boost voltage can be controlled by adjusting the times t1 and t2 according to the generated power detection value P. The control unit 50 stores a table indicating the relationship between the generated power detection value P and the times t1 and t2. In the partial PWM control, the times t1 and t2 corresponding to the generated power detection value P acquired from the generated power sensor 52 are obtained with reference to the table, and the boost / inverter circuit 42 according to the obtained times t1 and t2. Control.

  According to such control, when the generated power of the rotor winding 18 is larger than the threshold value α, the generated power is supplied to the battery 26 and the output side inverter circuit 28 via the rectifier circuit 38 and the boost converter circuit 40. . On the other hand, when the generated power of the rotor winding 18 is equal to or less than the threshold value α, the generated power is supplied to the battery 26 and the output side inverter circuit 28 via the rectifying boost / inverter circuit 42 by partial PWM control.

  While the boost converter circuit 40 uses one semiconductor switch S1, the rectifying boost / inverter circuit 42 uses three sets of semiconductor switches connected in the vertical direction. Therefore, when the boosted voltage is the same in both circuits and the ripple component included in the boosted voltage is approximately the same in both circuits, the rectifier booster / inverter circuit 42 is one in comparison with the boost converter circuit 40. The switching frequency in the semiconductor switch can be lowered.

  In semiconductor switches, the lower the switching frequency, the less loss associated with switching control. Therefore, as long as the allowable power capacity permits, the loss associated with the switching control can be reduced by using the rectifying booster / inverter circuit 42 as compared with the case of using the boost converter circuit 40.

  Therefore, when the generated power of the rotor winding 18 is small, power is supplied from the rotor winding 18 to the battery 26 and the output-side inverter circuit 28 via the rectifying boost / inverter circuit 42. The proportion of power lost can be reduced. Thereby, energy efficiency can be improved.

  The threshold value α is preferably determined based on the maximum power that can be supplied from the rotor winding 18 to the rectifying booster / inverter circuit 42. This maximum power can be determined based on the allowable power capacity of each semiconductor switch of the rectifying booster / inverter circuit 42.

  In the above description, the control for maintaining the on state of the semiconductor switch for the time t2 is described. In addition to such control, control for performing on / off control of the semiconductor switch with a predetermined period and duty ratio during time t2 may be employed.

  Next, a hybrid vehicle drive device according to a second embodiment will be described. FIG. 5 shows the configuration of the hybrid vehicle drive apparatus 102 according to the second embodiment. The same components as those shown in FIG. 1 are denoted by the same reference numerals and description thereof is omitted.

  The hybrid vehicle drive device 102 is obtained by replacing the conductive ring 44 and the collector spring 46 of the hybrid vehicle drive device 100 with a secondary input side rotor 54 and a secondary cylindrical housing 58. The electrical connection between the rotor winding 18 and the rectifying step-up / inverter circuit 42 and the rectifying circuit 38 is such that the sub-rotor winding 56 provided in the sub-input side rotor 54 and the sub-rotation 56 provided in the sub-cylindrical casing 58 are connected. This is performed by electromagnetic induction between the stator winding 60.

  The columnar sub-input-side rotor 54 is attached to the engine shaft 16 so that the center axis position coincides with the engine shaft 16. A sub-rotor winding 56 for generating a rotating magnetic field in the circumferential direction is attached to the sub-input side rotor 54. The sub-rotor winding 56 includes three-phase windings, and each phase winding is connected to a corresponding winding conductor drawn from the rotor winding 18.

  The sub-cylindrical housing 58 is disposed so that the center axis position coincides with the sub-input side rotor 54. A sub stator winding 60 for generating a rotating magnetic field is attached to the sub cylindrical casing 58. The auxiliary stator winding 60 includes a three-phase winding. A three-phase winding conductor is drawn out from the auxiliary stator winding 60 and connected to the rectifier circuit 38 and the rectifier booster / inverter circuit 42.

  Due to the action of electromagnetic force between the input-side rotor 10 and the output-side rotor 12, a current due to electromagnetic induction flows through the rotor winding 18 and the sub-rotor winding 56. As a result, a rotating magnetic field is generated on the outer periphery of the auxiliary input side rotor 54. This rotating magnetic field generates a three-phase AC induced electromotive force in the auxiliary stator winding 60.

  In addition, when a three-phase AC voltage is applied to the auxiliary stator winding 60, a rotating magnetic field is generated inside the auxiliary cylindrical housing 58. As a result, an electromagnetic force can be applied to the auxiliary rotor winding 56, and torque can be generated in the auxiliary input side rotor 54 and the engine shaft 16. Furthermore, torque caused by electromagnetic force can be applied between the input-side rotor 10 and the output-side rotor 12 by the current flowing through the sub-rotor winding 56 and the rotor winding 18.

  A hybrid vehicle drive device according to a third embodiment will be described. FIG. 6 shows a circuit configuration of the hybrid vehicle drive apparatus 104 according to the third embodiment. The same components as those shown in FIG. 2 are denoted by the same reference numerals and description thereof is omitted.

  DC positive terminal T10 and DC negative terminal T11 of rectifying boost / inverter circuit 42 are connected to positive terminal T3 and negative terminal T4 of boost converter circuit 40, respectively. The boost converter circuit 40 has a configuration in which a semiconductor switch S4 is added to the boost converter circuit 40 of FIG. The collector terminal of the semiconductor switch S4 is connected to the cathode terminal of the rectifier diode D2, and the emitter terminal of the semiconductor switch S4 is connected to the anode terminal of the rectifier diode D2. The gate terminal of the semiconductor switch D4 is connected to the control unit 50. The semiconductor switch S4 is controlled to be turned on or off by the control unit 50.

  When the engine 48 is started in a state where the engine shaft clutch plate 36 is released from the output side clutch plate 32 and the engine 48 is stopped, the control unit 50 turns on the semiconductor switch S4 of the boost converter circuit 40, and the boost converter circuit. Forty semiconductor switches S1 are turned off. Then, the rectifier booster / inverter circuit 42 is controlled so that electric power is supplied from the rectifier booster / inverter circuit 42 to the rotor winding 18. As a result, a current flows through the rotor winding 18, and the input side rotor 10 generates torque by the action of electromagnetic force with the output side rotor 12. The generated torque is transmitted from the engine shaft 16 to the engine 48. As a result, the engine 48 can be started.

  When the engine shaft clutch plate 36 is released from the output side clutch plate 32, there is a rotational speed difference between the input side rotor 10 and the output side rotor 12, and generated power is supplied from the rotor winding 18 to the rectifying booster / inverter circuit 42. This control will be described with reference to FIG.

  The control unit 50 turns off the semiconductor switch S4 (S201). The control unit 50 reads the generated power detection value P (S202), and compares the generated power detection value P with a predetermined threshold value α (S203). When the generated power detection value P is larger than the threshold value α, the control unit 50 turns off the semiconductor switches S21 to S26 of the rectifying boost / inverter circuit 42 (S204). As a result, the freewheel diodes D21 to D26 of the rectifying boost / inverter circuit 42 constitute the same circuit as the rectifying circuit 38 in the hybrid vehicle drive apparatus 100 of FIG. Freewheel diodes D <b> 21 to D <b> 26 rectify the three-phase AC voltage output from rotor winding 18 and output the rectified voltage to boost converter circuit 40.

  The control unit 50 controls the boost converter circuit 40 so as to boost the DC voltage output from the rectifying booster / inverter circuit 42 and output it to the battery 26 and the output-side inverter circuit 28 (S205). As a result, the generated power is supplied to the battery 26 and the output side inverter circuit 28.

  On the other hand, when the generated power detection value P is equal to or smaller than the threshold value α, the control unit 50 turns off the semiconductor switch S1 of the boost converter circuit 40 (S206). As a result, the collector and emitter terminals of the semiconductor switch S1 are released. As described above, the control unit 50 performs partial PWM control on the semiconductor switches S21 to S26 of the rectifying boost / inverter circuit 42 (S207).

  According to such a configuration and operation, the rectifier circuit 38 used in the first embodiment can be omitted. As a result, the hybrid vehicle drive device can be reduced in size. Further, as in the first embodiment, energy efficiency can be improved by partial PWM control.

  Here, the configuration in which the rotor winding 18 is connected to the rectifying booster / inverter circuit 42 has been described. In addition to such a configuration, the present embodiment may be applied to the configuration of FIG. 5 to connect the sub stator winding 60 to the rectifying booster / inverter circuit 42.

  FIG. 8 shows a simulation result of the rectification booster / inverter circuit 42 according to the third embodiment. The horizontal axis indicates time, and the vertical axis indicates voltage. The time waveform Eu indicates the voltage of the winding conductor U with reference to the voltage at the neutral point N. Time waveforms G21 and G22 show the gate terminal voltages of the semiconductor switches S21 and S22, respectively, when partial PWM control is performed. The time waveform Iu shows the current flowing through the winding conductor U when partial PWM control is performed. The time waveform V1 shows the voltage between the DC positive terminal T10 and the DC negative terminal T11 when partial PWM control is performed, and the time waveform V2 turns off the semiconductor switches S21 to S26, and the rectification booster / inverter circuit The voltage between the direct current positive terminal T10 and the direct current negative terminal T11 when 42 is operated as a rectifier circuit is shown.

  Next, a fourth embodiment will be described. FIG. 9 shows the configuration of the hybrid vehicle drive apparatus 106 according to the fourth embodiment. In this embodiment, the first embodiment is applied to a so-called parallel hybrid system. The same components as those shown in FIG. 2 are denoted by the same reference numerals and description thereof is omitted.

  A hybrid vehicle equipped with the hybrid vehicle drive device 106 is accelerated by the torque of the motor 64 while the engine 48 is stopped when starting. When the hybrid vehicle starts and reaches a predetermined speed, the engine 48 is started and travels by the combined torque of the engine 48 and the motor 64. Further, when the speed of the hybrid vehicle decreases below a predetermined speed due to the travel control, the engine 48 is stopped and the vehicle travels with the torque of the motor 64. The running engine 48 is started by a motor generator 62 provided separately from the motor 64.

  The shafts of the engine 48, the motor 64, and the motor generator 62 are attached to the planetary gear unit 66. Planetary gear unit 66 transmits torque between engine 48, motor 64, and motor generator 62.

  A power transmission mechanism 68 is attached to the shaft of the motor 64. The power transmission mechanism 68 transmits torque generated on the shaft of the motor 64 as a result of applying torque between the engine 48, the motor 64, and the motor generator 62 to the wheels 74.

  The motor generator 62 includes a rotor that rotates together with its shaft and a three-phase stator winding 70 that applies an electromagnetic force between the rotor and the rotor. Winding conductors U, V, and W drawn from three-phase stator winding 70 of motor generator 62 are respectively connected to a connection node between rectifier diodes D11 and D12, a connection node between rectifier diodes D13 and D14, and a rectifier diode. It is connected to the connection node between D15 and D16. Further, the connection node between the semiconductor switches S21 and S22, the connection node between the semiconductor switches S23 and S24, and the connection node between the semiconductor switches S25 and S26 of the rectifying booster / inverter circuit 42 are respectively from the three-phase stator winding 70. Connected to the drawn winding conductors U, V, and W.

  The motor 64 includes a rotor that rotates together with its shaft, and a three-phase stator winding 72 that applies an electromagnetic force between the rotor and the rotor. The winding conductor drawn from the three-phase stator winding 72 is connected to the output side inverter circuit 28.

  The motor generator 62 can be controlled by adjusting the electric power exchanged with the rectifier circuit 38 or the rectifier booster / inverter circuit 42. The motor 64 can be controlled by adjusting the electric power exchanged with the output side inverter circuit 28.

  The drive control by the hybrid vehicle drive device 106 will be described. When the engine 48 is stopped and the motor generator 62 is idled, the planetary gear unit 66 is in a no-load state with respect to the motor 64. As a result, traveling by only the torque of the motor 64 and regenerative power braking by the motor 64 are possible.

  Further, the planetary gear unit 66 can transmit torque from the motor generator 62 to the engine 48 by controlling the rotational speed of the motor 64 to be constant. As a result, the engine 48 can be started by the motor generator 62.

  Further, the planetary gear unit 66 can transmit torque from the engine 48 to the motor 64 by controlling the rotation speed of the motor generator 62 to be constant. As a result, the torque of the engine 48 is applied to the shaft of the motor 64. The torque of the shaft of the motor 64 is transmitted to the wheels 74 via the power transmission mechanism 68. As a result, traveling by the combined torque of the engine 48 and the motor 64 becomes possible.

  By such control, the hybrid vehicle travels by the torque of the motor 64 with the engine 48 stopped when the speed is lower than the predetermined speed. The engine 48 has low energy efficiency during low speed rotation. Therefore, energy efficiency during low-speed traveling can be improved by not driving the engine during low-speed traveling.

  Here, an embodiment in which the first embodiment is applied to a parallel hybrid system has been described. Similarly, the third embodiment can be applied to a parallel hybrid system. In this case, the motor generator 62 may be connected to the rectifying booster / inverter circuit 42 of FIG. 2 and the motor 64 may be connected to the output side inverter circuit 28.

  DESCRIPTION OF SYMBOLS 10 Input side rotor, 12 Output side rotor, 14 Cylindrical housing, 16 Engine shaft, 18 Rotor winding, 18L Inductor, 18e Power generation voltage source, 20 Permanent magnet, 22 Stator winding, 24 Input side inverter circuit, 26 Electric storage device 28 output side inverter circuit, 30 clutch housing, 32 output side clutch plate, 34 output shaft, 36 engine shaft clutch plate, 38 rectifier circuit, 40 boost converter circuit, 42 rectifier boost / inverter circuit, 44 conductive ring, 46 Collector spring, 48 engine, 50 control unit, 52 generated power sensor, 54 auxiliary input side rotor, 56 auxiliary rotor winding, 58 auxiliary cylindrical housing, 60 auxiliary stator winding, 62 motor generator, 64 motor, 66 planetary gear Unit, 68 Power transmission mechanism, 70, 72 3 Stator windings, 74 wheels.

Claims (7)

In a power control apparatus that performs power transfer between a first winding circuit and a second winding circuit that apply an electromagnetic force to a rotationally driven object,
A bi-directional power converter that converts the supplied DC power into AC power and applies it to the first winding circuit, or converts the AC power generated by the first winding circuit into DC power and outputs it;
A unidirectional power converter that converts the AC power generated by the first winding circuit into DC power and outputs the DC power;
A controller that controls the bidirectional power converter and the unidirectional power converter;
A second winding power exchanging unit that charges the supplied DC power or converts the supplied DC power into AC power and supplies the AC power to the second winding circuit;
With
The controller is
Either the state in which the DC power output from the bidirectional power converter is supplied to the second winding power exchange unit or the state in which the DC power output from the unidirectional power converter is supplied to the second winding power exchange unit A power control apparatus that controls the bidirectional power converter and the unidirectional power converter according to the power generated by the first winding circuit so as to achieve such a state. The power control apparatus according to claim 1,
The controller is
When the power generated by the first winding circuit is greater than a predetermined threshold, the bidirectional power conversion is performed so that the DC power output from the unidirectional power conversion unit is provided to the second winding power exchange unit. And the unidirectional power converter, and when the power generated by the first winding circuit is equal to or less than a predetermined threshold value, the DC power output by the bidirectional power converter is used as the second winding power. A power control apparatus that controls the bidirectional power conversion unit and the unidirectional power conversion unit to be in a state to be given to an exchange unit. The power control apparatus according to claim 1 or 2,
The second winding power exchange unit is
An inverter circuit that converts the supplied DC power into AC power and applies the AC power to the second winding circuit;
It comprises a battery that charges and discharges DC power to and from the bidirectional power converter, charges DC power output from the unidirectional power converter, and discharges DC power to the inverter circuit. Power control device. In the electric power control apparatus according to any one of claims 1 to 3,
The first winding circuit includes:
A plurality of phase windings for generating a magnetic field based on a given multiphase AC power and generating a multiphase AC power based on a change in the given magnetic field;
The bidirectional power converter is
A plurality of switching elements that perform conversion from DC power to multi-phase AC power or conversion from multi-phase AC power to DC power,
The unidirectional power converter is
A rectifier circuit for converting a given multiphase AC voltage into a DC voltage;
A boost converter circuit that includes a switching element and boosts and outputs a DC voltage applied from the rectifier circuit;
A power control apparatus comprising: The power control apparatus according to any one of claims 1 to 4,
An input-side rotor comprising the first winding circuit and attached to the engine shaft;
An output-side rotor that supports the permanent magnet so that the permanent magnet is arranged around the input-side rotor around the engine shaft;
A stator winding circuit that includes the second winding circuit and generates a magnetic field around the output-side rotor around the rotation axis of the output-side rotor;
A vehicle drive system comprising: The vehicle drive system according to claim 5, wherein
The controller is
Controlling the bidirectional power converter so that AC power is applied to the first winding circuit from the bidirectional power converter to rotationally drive the input-side rotor and start the engine having the engine shaft. A vehicle drive system that is characterized. A motor,
Engine,
A motor generator;
A planetary gear unit to which the shaft of the motor, the shaft of the engine, and the shaft of the motor generator are attached and synthesize torque of these shafts;
In a vehicle drive system comprising:
A power control device according to any one of claims 1 to 4, comprising:
The motor generator includes the first winding circuit,
The vehicle drive system, wherein the motor includes the second winding circuit.

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