JP5662213B2 - Power transmission device - Google Patents

Description

  The present invention relates to a power transmission device, and more particularly to a power transmission device capable of transmitting power from an engine to a drive shaft using electromagnetic coupling between rotors.

  The related art of this type of power transmission device is disclosed in Patent Document 1 below. In the power transmission device according to Patent Document 1, an rotor on which a rotor winding is disposed and power from an engine is transmitted, and a magnet that is electromagnetically coupled to the rotor winding of the input rotor is disposed on a wheel. An output-side rotor for transmitting power, a stator in which a stator winding electromagnetically coupled to the magnet of the output-side rotor, a slip ring electrically connected to the rotor winding, and a slip ring electrically The brush that comes in contact, the inverter that controls power transfer between the power storage device and the stator winding, the rectifier that rectifies AC power from the rotor winding taken out by the slip ring and the brush, and rectified by the rectifier A step-up converter that boosts the supplied electric power and supplies the electric power to the power storage device or the inverter, and a clutch that allows or cuts off torque transmission between the output-side rotor and the wheels.In Patent Document 1, the power from the engine transmitted to the input side rotor is transmitted to the output side rotor by electromagnetic coupling between the rotor winding of the input side rotor and the magnet of the output side rotor. Wheels can be driven. In addition, the electromagnetic coupling between the stator winding and the magnet of the output-side rotor can drive the wheels by generating power in the output-side rotor using the power supplied from the power storage device to the stator winding via the inverter. Therefore, the wheels can be driven even if the engine does not generate power. Further, when starting the engine, torque is applied from the stator to the output side rotor so that the output side rotor is rotationally driven in the engine rotation direction, and torque is applied between the input side rotor and the output side rotor. Thus, the boost ratio in the boost converter is controlled. Further, it is determined whether or not torque transmission between the output side rotor and the wheel is permitted by the clutch based on the required torque of the wheel, and when torque transmission between the output side rotor and the wheel is allowed, Based on the torque acting between the side rotor and the output side rotor and the required torque of the wheel, the torque acting on the output side rotor from the stator is controlled. As a result, the engine can be started regardless of the driving conditions of the wheels.

JP 2010-12937 A JP-A-9-56010 JP 2009-73472 A JP 2009-274536 A

  In Patent Document 1, when the engine is started with the wheels rotating, the amount of power passing through the power converter using the rectifier and the boost converter is the torque acting between the output-side rotor and the input-side rotor. This corresponds to the product of the rotational speed difference between the output side rotor and the input side rotor. Therefore, when the cranking torque sufficient to start the engine is applied to the engine by the torque acting between the output side rotor and the input side rotor while the wheel is rotating, the wheel (output side rotor) Since the amount of power passing through the power converter using the rectifier and the boost converter increases as the rotation speed of the converter increases, it is necessary to set the capacity of the power converter larger. On the other hand, if the capacity of the power converter is set to a small value, when the rotational speed of the wheel (output side rotor) is high, the torque acting between the output side rotor and the input side rotor is sufficient to start the engine. Since it is difficult to apply the ranking torque to the engine, the engine startability is reduced.

  An object of the present invention is to improve engine startability without increasing the capacity of a power converter.

  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 power from an engine is transmitted and an alternating current flows, and rotates when an alternating current flows. A stator provided with a stator conductor capable of generating a magnetic field, and a second rotor that is rotatable relative to the first rotor and transmits power to the drive shaft, and is generated by the rotor conductor A second rotation in which a torque acts on the first rotor in response to the rotating magnetic field and a torque acts on the stator in response to the rotating magnetic field generated in the stator conductor. A first power conversion device that performs power conversion between the child, the power storage device and the stator conductor, and a second power conversion that performs power conversion between one of the power storage device and the first power conversion device and the rotor conductor Connected to the apparatus, the first rotating member connected to the first rotor and the second rotor. A clutch mechanism capable of adjusting the torque transmitted between the second rotating member and the stator and the second rotor by controlling the power conversion in the first power converter and alternating current of the stator conductor. For controlling the torque applied between the first rotor and the second rotor by controlling the power conversion in the second power converter and the alternating current of the rotor conductor. And the control device limits the amount of power converted by the second power conversion device to a predetermined amount or less when the engine is started with the second rotor and the drive shaft rotating. And controlling the inter-rotor torque to be applied between the first rotor and the second rotor by the alternating current of the rotor conductor so that the inter-rotor torque or the second rotor and the first rotor Based on the rotational speed difference, the first rotating member and the second rotating member of the clutch mechanism And summarized in that controlling the clutch torque to act between the rolling member.

Furthermore, in this onset bright, controller, when the second rotor and the drive shaft performs a start of the engine in a state where the rotation, when the rotor between torque is less than the set torque the clutch torque allowed to act, when the rotor between torque is set torque above have such by the action of the clutch torque.

  In one aspect of the present invention, the control device sets the amount of power converted by the second power conversion device to the predetermined amount when starting the engine with the second rotor and the drive shaft rotating. It is preferable that the clutch torque is applied when the rotor-to-rotor torque is smaller than the set torque.

  In one aspect of the present invention, when the engine is started in a state where the second rotor and the drive shaft are rotating, when the clutch torque is to be applied, the controller torque and the engine torque are increased. It is preferable to control the clutch torque based on the required cranking torque.

  In one aspect of the present invention, when the engine is started while the second rotor and the drive shaft are rotating, the control device performs the first rotor and the first rotation when the clutch torque is applied. It is preferable to increase the inter-rotor torque and reduce the clutch torque in accordance with a decrease in the rotational speed difference with the child.

  In one aspect of the present invention, it is preferable that the set torque is a required cranking torque of the engine.

Further, in this onset bright, controller, when performing starting of the engine in a state where the second rotor and the drive shaft is rotating, the rotational speed difference between the second rotor and the first rotor set when greater than the speed difference by the action of the clutch torque, when the rotational speed difference between the second rotor and the first rotor is equal to or less than the set speed difference has a by the action of the clutch torque.

  In one aspect of the present invention, when the engine is started while the second rotor and the drive shaft are rotating, the control device converts the torque between the rotor, the clutch torque, and the required torque of the drive shaft. Based on this, it is preferable to control the torque that acts between the stator and the second rotor.

State Further, in this onset bright, further comprising a power interrupting mechanism that allows or blocks the power transmission between the second rotor and the drive shaft, the control device, the second rotor and the drive shaft is rotating When the engine is started at the condition where the drive torque is not required for the drive shaft, power transmission between the second rotor and the drive shaft is interrupted by the power interrupting mechanism , and further, the second rotor When the rotational speed difference between the first rotor and the first rotor is larger than the set speed difference, the clutch torque is applied without applying the inter-rotor torque, and the rotational speed difference between the second rotor and the first rotor. Is less than the set speed difference, the inter-rotor torque is applied without applying the clutch torque.

  According to the present invention, when the engine is started by controlling the torque between the rotors while the second rotor and the drive shaft are rotating, the torque between the rotors or the second rotor and the first rotor. The amount of electric power converted by the second power conversion device can be reduced by an amount corresponding to the clutch torque controlled based on the rotational speed difference, and the cranking torque of the engine can be increased. As a result, the startability of the engine can be improved without increasing the capacity of the second power converter.

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. 2 is a diagram illustrating a configuration example of an input side rotor 28, an output side rotor 18, and a stator 16 of the rotating electrical machine 10. FIG. 2 is a diagram illustrating a configuration example of an input side rotor 28, an output side rotor 18, and a stator 16 of the rotating electrical machine 10. FIG. It is a flowchart explaining an example of the process performed by the electronic control unit when starting an engine. It is a figure explaining the engine starting operation | movement in the case of performing the process of the flowchart of FIG. It is a flowchart explaining the other example of the process performed by the electronic control unit when starting an engine. It is a figure explaining the engine starting operation | movement in the case of performing the process of the flowchart of FIG. It is a flowchart explaining the other example of the process performed by the electronic control unit when starting an engine. It is a figure explaining the engine starting operation in the case of performing the process of the flowchart of FIG.

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

  1-3 is a figure which shows the outline of a structure of the hybrid drive device provided with the power transmission device which concerns on embodiment of this invention, FIG. 1 shows the outline of the whole structure, FIG. The outline of a structure is shown. The hybrid drive device according to the present embodiment is provided between an engine (internal combustion engine) 36 provided as a prime mover capable of generating power (mechanical power), and between the engine 36 and a drive shaft 37 (wheels 38). A transmission (mechanical transmission) 44 capable of changing the transmission ratio, and a rotating electrical machine 10 provided between the engine 36 and the transmission 44 and capable of generating power (mechanical power) and generating power. Prepare. In addition, about the hybrid drive device which concerns on this embodiment, it can be used as a power output device for driving a vehicle, for example.

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

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

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

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

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

  The clutch 48 is provided between the engine 36 and the transmission 44 in parallel with the rotating electrical machine 10 (the input side rotor 28 and the output side rotor 18), and is a clutch mechanically coupled to the input side rotor 28. The engagement between the plate (first rotating member) 48a and the clutch plate (second rotating member) 48b mechanically connected to the output-side rotor 18 results in the mechanical connection between the input-side rotor 28 and the output-side rotor 18. Engagement and disengagement can be selectively performed. By engaging the clutch plate 48 a and the clutch plate 48 b and mechanically engaging the input side rotor 28 and the output side rotor 18, the clutch 48 between the input side rotor 28 and the output side rotor 18 is engaged. Torque transmission is permitted, and the input-side rotor 28 and the output-side rotor 18 rotate together 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 switch the engagement / release of the clutch plate 48a and the clutch plate 48b using, for example, hydraulic pressure or electromagnetic force, and further, the hydraulic pressure or electromagnetic force supplied to the clutch 48 can be changed. By adjusting, the fastening force between the clutch plate 48a and the clutch plate 48b can also be adjusted. By adjusting the fastening force between the clutch plate 48a and the clutch plate 48b, the torque transmitted between the clutch plate 48a and the clutch plate 48b while allowing the difference in rotational speed between the clutch plate 48a and the clutch plate 48b ( Friction torque) can be adjusted, and the torque transmitted between the input side rotor 28 and the output side rotor 18 via the clutch 48 can be adjusted.

  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. Inverter 40 provided as a first power conversion device that performs power conversion between power storage device 42 and stator winding 20 includes a switching element and a diode (rectifier element) connected in reverse parallel to the switching element. It can be realized by a known configuration, and can be supplied to each phase of the stator winding 20 by converting DC power from the power storage device 42 to AC (for example, three-phase AC) by switching operation of the switching element. . Furthermore, the inverter 40 can also convert power in a direction in which alternating current flowing in each phase of the stator winding 20 is converted into direct current and electric energy is collected in the power storage device 42. Thus, the inverter 40 can perform bidirectional power conversion between the power storage device 42 and the stator winding 20.

  The slip ring 95 is mechanically coupled to the input side rotor 28, and is electrically connected to each phase of the rotor winding 30. The brush 96 whose rotation is fixed is pressed against the slip ring 95 to be in electrical contact. The slip ring 95 rotates with the input-side rotor 28 while sliding with respect to the brush 96 (maintaining electrical contact with the brush 96). The brush 96 is electrically connected to the inverter 41. An inverter 41 provided as a second power conversion device that performs power conversion between any of the power storage device 42 and the inverter 40 and the rotor winding 30 includes a switching element and a diode (rectifier connected in reverse parallel to the switching element). Element), the DC power from the power storage device 42 is converted into alternating current (for example, three-phase alternating current) by the switching operation of the switching element, and the rotor is connected via the brush 96 and the slip ring 95. It is possible to supply each phase of the 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. At that time, AC power of the rotor winding 30 is extracted by the slip ring 95 and the brush 96, and the extracted AC power is converted to DC by the inverter 41. The electric power converted into direct current by the inverter 41 can be supplied to each phase of the stator winding 20 after being converted into alternating current by the inverter 40. That is, the inverter 40 can convert either (at least one) of the DC power from the inverter 41 and the DC power from the power storage device 42 into AC and supply it to each phase of the stator winding 20. In addition, the power converted into direct current by the inverter 41 can be recovered by the power storage device 42. Thus, the inverter 41 can perform bidirectional power conversion between any of the power storage device 42 and the inverter 40 and the rotor winding 30.

  The electronic control unit 50 controls the alternating current flowing in each phase of the stator winding 20 by controlling the switching operation of the switching element of the inverter 40 and controlling the power conversion in the inverter 40. The electronic control unit 50 controls the alternating current flowing in each phase of the rotor winding 30 by controlling the switching operation of the switching element of the inverter 41 and controlling the power conversion in the inverter 41. The electronic control unit 50 also performs control for switching mechanical engagement / release of the input side rotor 28 and the output side rotor 18 by switching engagement / release of the clutch 48. Furthermore, the electronic control unit 50 also controls the operating state of the engine 36 and the speed ratio of the transmission 44.

  When a plurality of phases (for example, three phases) of alternating current flows through the plurality of stator windings 20 by the switching operation of the inverter 40, the stator windings 20 generate a rotating magnetic field that rotates in the 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 via the inverter 40 can be converted into the power (mechanical power) of the output-side rotor 18, and the stator 16 and the output-side rotor 18 are connected to the synchronous motor ( PM motor part). Furthermore, it is possible to convert the power of the output side rotor 18 into the electric power of the stator winding 20 and collect it in the power storage device 42 via the inverter 40. As described above, the stator winding 20 of the stator 16 and the permanent magnet 32 of the output side rotor 18 are electromagnetically coupled, so that the rotating magnetic field generated in the stator winding 20 is applied to the output side rotor 18. A torque (magnet torque) can be applied between the stator 16 and the output-side rotor 18. Further, for example, as shown in FIG. 4, an example in which a magnetic material (ferromagnetic material) is disposed between the permanent magnets 32 as salient pole portions facing the stator 16 (tooth 51a), or the permanent magnet 32 is on the output side. In the example embedded in the rotor 18 (in the rotor core 53), the reluctance torque in addition to the magnet torque is also applied to the stator 16 and the output side rotor in response to the rotating magnetic field generated by the stator 16 acting on the output side rotor 18. 18 to act. The electronic control unit 50 controls the torque acting between the stator 16 and the output-side rotor 18 by controlling the amplitude and phase angle of the alternating current flowing through the stator winding 20 by the switching operation of the inverter 40, for example. Can do.

  Further, as the input side rotor 28 rotates relative to the output side rotor 18, a rotation difference is generated between the input side rotor 28 (rotor winding 30) and the output side rotor 18 (permanent magnet 33). An induced electromotive force is generated in the winding 30, and an induced current (alternating current) flows in the rotor winding 30 due to the induced electromotive force, thereby generating a rotating magnetic field. The torque can be applied to the output-side rotor 18 by the electromagnetic interaction between the rotating magnetic field generated by the induced current of the rotor winding 30 and the field flux of the permanent magnet 33, and the output-side rotor 18 is driven to rotate. Can do. As described above, the rotor winding 30 of the input-side rotor 28 and the permanent magnet 33 of the output-side rotor 18 are electromagnetically coupled, so that the rotating magnetic field generated in the rotor winding 30 acts on the output-side rotor 18. As a result, torque (magnet torque) acts between the input-side rotor 28 and the output-side rotor 18. Therefore, power (mechanical power) can be transmitted between the input-side rotor 28 and the output-side rotor 18, and the input-side rotor 28 and the output-side rotor 18 can function as an induction electromagnetic coupling unit.

  When the torque (electromagnetic coupling 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 induced current to flow through the rotor winding 30. The switching operation of the inverter 41 is performed so as to allow this. At that time, the electronic control unit 50 controls the alternating current flowing through the rotor winding 30 by the switching operation of the inverter 41, so that the electromagnetic coupling torque acting between the input-side rotor 28 and the output-side rotor 18. Can be controlled. On the other hand, the electronic control unit 50 maintains the switching element of the inverter 41 in the OFF state and stops the switching operation, so that the induced current does not flow through the rotor winding 30, and the input side rotor 28 and the output side rotor 18 In the meantime, the torque stops working.

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

  When the engine 36 is generating power, the power of the engine 36 is transmitted to the input side rotor 28, and the input side rotor 28 is rotationally driven in the engine rotation direction. When the rotational speed of the input side rotor 28 becomes higher than the rotational speed of the output side rotor 18 in a state where the clutch 48 is released, an induced electromotive force is generated in the rotor winding 30. The electronic control unit 50 performs the switching operation of the inverter 41 so as to allow the induced current to flow through the rotor winding 30. As a result, electromagnetic coupling torque in the engine rotation direction acts on the output side rotor 18 from the input side rotor 28 due to the electromagnetic interaction between the induced current of the rotor winding 30 and the field flux of the permanent magnet 33, and the output side rotor 18 Driven in the direction of engine rotation. Thus, the power from the engine 36 transmitted to the input side rotor 28 is transmitted to the output side rotor 18 by electromagnetic coupling between the rotor winding 30 of the input side rotor 28 and the permanent magnet 33 of the output side rotor 18. The The power transmitted to the output side rotor 18 is transmitted to the drive shaft 37 (wheels 38) after being shifted by the transmission 44, and used for forward driving of the load such as forward drive of the vehicle. Therefore, the wheel 38 can be rotationally driven in the forward direction using the power of the engine 36, and the vehicle can be driven in the forward direction. Further, since the rotation difference between the input side rotor 28 and the output side rotor 18 can be allowed, the engine 36 does not stall even if the rotation of the wheels 38 is stopped. Therefore, the rotating electrical machine 10 can function as a starting device, and there is no need to separately provide a starting device such as a friction clutch or a torque converter.

  Further, AC power generated in the rotor winding 30 is taken out via the slip ring 95 and the brush 96. The extracted AC power is converted into DC by the inverter 41. Then, by the switching operation of the inverter 40, the DC power from the inverter 41 is converted into AC by the inverter 40 and then supplied to the stator winding 20, whereby an AC current flows through the stator winding 20 and rotates to the stator 16. A magnetic field is formed. 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 the inverter 41 in the 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, by engaging the clutch 48 and mechanically connecting the input side rotor 28 and the output side rotor 18, an alternating current does not flow through the rotor winding 30, and the input side rotor 28 and the output side rotor 18 are not connected. Even if torque does not act on the power, the power from the engine 36 can be transmitted to the drive shaft 37 (wheels 38) via the clutch 48. This makes it possible to suppress Joule loss caused by the induction current flowing through the rotor winding 30 due to the slip between the input-side rotor 28 and the output-side rotor 18.

  In addition, when EV (Electric Vehicle) traveling is performed by driving the load using the power of the rotating electrical machine 10 without using the power of the engine 36 (rotating the wheel 38), the electronic control unit 50 By controlling the switching operation, drive control of the load is performed. For example, the electronic control unit 50 controls the switching operation of the inverter 40 so that the DC power from the power storage device 42 is converted into AC and supplied to the stator winding 20, thereby supplying power to the stator winding 20. Is converted into power of the output-side rotor 18 by electromagnetic coupling between the stator winding 20 and the permanent magnet 32, and the drive shaft 37 (wheel 38) is rotationally driven. Thus, even if the engine 36 is not generating power, the wheels 38 can be rotationally driven by supplying power to the stator winding 20. In addition, when performing EV traveling, the clutch 48 is controlled to a released state.

  Further, the engine 36 is in a state in which the output-side rotor 18 and the drive shaft 37 (wheels 38) are rotating, such as EV travel or free run (a state where the vehicle travels inertially without transmitting drive torque to the drive shaft 37). , The electronic control unit 50 performs the switching operation of the inverter 41 so as to allow the induction current to flow through the rotor winding 30, so that the engine rotation direction is changed from the output side rotor 18 to the input side rotor 28. The electromagnetic coupling torque of the engine 36 can be applied, and the input side rotor 28 can be rotationally driven to crank the engine 36. In this case, the amount of power converted from AC to DC by the inverter 41 (the amount of power generated by the rotor winding 30) is the electromagnetic coupling torque that acts on the input side rotor 28 from the output side rotor 18 and the output side. This corresponds to the product of the rotational speed difference between the rotor 18 and the input side rotor 28. Therefore, if the cranking torque sufficient to start the engine 36 is applied to the engine 36 by the electromagnetic coupling torque while the output side rotor 18 and the drive shaft 37 are rotating, the vehicle speed (the output side rotor 18 Since the amount of electric power converted by the inverter 41 increases as the rotation speed increases, the electric capacity of the inverter 41 needs to be set larger. On the other hand, if the electric capacity of the inverter 41 is set to be small, when the vehicle speed (the rotational speed of the output-side rotor 18) is high, the cranking torque sufficient for starting the engine 36 is applied to the engine 36 by the electromagnetic coupling torque. Therefore, the startability of the engine 36 is reduced, and further, the maximum vehicle speed (maximum rotational speed of the drive shaft 37) at which EV driving is possible with the engine stopped is also reduced.

  Therefore, in the present embodiment, when starting the engine 36 with the output side rotor 18 and the drive shaft 37 rotating, such as EV running or free running, the amount of power that is converted from AC to DC by the inverter 41 Between the input side rotor 28 and the output side rotor 18 by the alternating current of the rotor winding 30 so as to limit (the amount of power generated by the rotor winding 30) to a predetermined amount or less (for example, the electric capacity of the inverter 41 or less). Electromagnetic coupling torque (rotor torque) is applied to Further, not only the electromagnetic coupling torque but also the friction torque (clutch torque) acting between the clutch plate 48a and the clutch plate 48b of the clutch 48 is used in combination to rotationally drive the input-side rotor 28 and to Make a ranking. Hereinafter, processing executed by the electronic control unit 50 when the engine 36 is started while the output-side rotor 18 and the drive shaft 37 are rotating will be described with reference to the flowchart of FIG.

  In the process of the flowchart of FIG. 5, first, in step S <b> 101, between the input-side rotor 28 and the output-side rotor 18 under the condition that the amount of generated power Pcouple in the rotor winding 30 is limited to the electric capacity of the inverter 41 or less. The maximum value Tcmax of the electromagnetic coupling torque that can be generated is calculated from the difference Nmg−Neng between the rotational speed Nmg of the output-side rotor 18 and the rotational speed Neng of the input-side rotor 28. Here, the maximum value Tcmax of the electromagnetic coupling torque decreases as the rotational speed difference Nmg−Neng between the output side rotor 18 and the input side rotor 28 increases. In step S102, it is determined whether or not the maximum value Tcmax of the electromagnetic coupling torque calculated in step S101 is smaller than the required cranking torque Tereq of the engine 36.

  If Tcmax <Tereq in step S102 (if the determination result in step S102 is YES), the target value of the electromagnetic coupling torque is set to Tcmax in step S103, and the output side rotor is set by the alternating current of the rotor winding 30. The power conversion (switching operation) in the inverter 41 is controlled so that the electromagnetic coupling torque Tcoup applied between the motor 18 and the input side rotor 28 becomes the target value Tcmax. At that time, from the output side rotor 18 so that the amount of electric power (the amount of electric power generated by the rotor winding 30) Pcouple converted from AC to DC by the inverter 41 becomes a predetermined amount (electric capacity of the inverter 41). The electromagnetic coupling torque Tcoup in the engine rotation direction applied to the input side rotor 28 is controlled to a target value Tcmax based on the rotational speed difference Nmg−Neng between the output side rotor 18 and the input side rotor 28.

  On the other hand, if Tcmax ≧ Tereq in step S102 (when the determination result in step S102 is NO), the target value of the electromagnetic coupling torque is set to Tereq in step S104 and output by the alternating current of the rotor winding 30. The power conversion in the inverter 41 is controlled so that the electromagnetic coupling torque Tcouple that acts between the side rotor 18 and the input side rotor 28 becomes the target value Tereq. At that time, the output side rotor 18 is caused to act on the input side rotor 28 so that the amount of power Pcouple converted from AC to DC by the inverter 41 is limited to a predetermined amount or less (less than the electric capacity of the inverter 41). The electromagnetic coupling torque Tcouple in the engine rotation direction is controlled to the target value Tereq.

  In step S105, the friction torque Tcl applied between the clutch plate 48a and the clutch plate 48b of the clutch 48 is controlled based on the electromagnetic coupling torque Tcouple. Here, the clutch plate 48a and the clutch plate 48b are set such that the friction torque Tcl in the engine rotation direction applied from the clutch plate 48b to the clutch plate 48a becomes the difference Tereq-Tcoup between the required cranking torque Tereq and the electromagnetic coupling torque Tcoup. The fastening force is controlled. If Tcmax <Terreq in step S102 and the electromagnetic coupling torque Tcoup is smaller than the required cranking torque Tereq (set torque), the friction torque Tcl is applied to the clutch 48, and the required cranking torque Tereq is frictioned. The friction torque Tcl is controlled based on the electromagnetic coupling torque Tcoup and the required cranking torque Tereq so as to compensate for the torque Tcl. At that time, the friction torque Tcl is transmitted while slippage occurs between the clutch plate 48a and the clutch plate 48b. On the other hand, if Tcmax ≧ Tereq is satisfied in step S102 and the electromagnetic coupling torque Tcoup greater than the required cranking torque Tereq (set torque) can be generated, the friction torque Tcl is not applied to the clutch 48 (Tcl = 0). The clutch 48 is controlled to the released state.

  In step S106, PM motor torque Tmg applied between the stator 16 and the output side rotor 18 based on the electromagnetic coupling torque Tcoup, the friction torque Tcl, and the required torque Tdreq of the drive shaft 37 (required driving force of the vehicle). Is controlled. The required torque Tdreq of the drive shaft 37 (required drive force of the vehicle) can be set from the accelerator opening, for example. Here, power conversion (switching operation) in the inverter 40 is performed so that the PM motor torque Tmg in the engine rotation direction applied from the stator 16 to the output side rotor 18 becomes Tcup + Tcl + Tdreq / γ (γ is a gear ratio of the transmission 44). Is controlled. At that time, the electric power from the rotor winding 30 converted into direct current by the inverter 41 and the direct-current power from the power storage device 42 are converted into alternating current by the inverter 40 and supplied to the stator winding 20.

  In step S107, it is determined based on the rotational speed Neng of the engine 36 (input side rotor 28) whether or not the engine 36 has been started. Here, when the rotational speed Neng of the engine 36 is equal to or higher than the set speed, it can be determined that the start of the engine 36 has been completed. When the rotational speed Neng of the engine 36 is lower than the set speed (when the determination result of step S107 is NO), the process returns to step S101. On the other hand, when the rotational speed Neng of the engine 36 is equal to or higher than the set speed (when the determination result of step S107 is YES), the execution of this process ends.

  FIG. 6A shows an example of temporal changes in the rotational speed Neng of the input-side rotor 28 (engine 36) and the rotational speed Nmg of the output-side rotor 18 when the processing of the flowchart of FIG. 5 is executed. FIG. 6B shows an example of temporal changes in the torque Tcoup, the friction torque Tcl of the clutch 48, the cranking torque Tcr of the engine 36, the PM motor torque Tmg, and the EV running torque Tev. (30 generated power) Pcop, clutch 48 loss power Pcl, engine 36 cranking power Pcr, EV running power Pev, power storage device power Pb, and inverter 40 passing power (PM motor driving power) Pmg An example is shown in FIG. The cranking torque Tcr of the engine 36 is expressed by the following formula (1), the EV running torque Tev is expressed by the following formula (2), the inverter 41 passing electric power Pcup is expressed by the following formula (3), and the clutch The loss power Pcl of 48 is expressed by the following equation (4), the cranking power Pcr of the engine 36 is expressed by the following equation (5), and the EV running power Pev is expressed by the following equation (6). The electric power Pb of the device 42 is expressed by the following equation (7), and the inverter 40 passing electric power Pmg is expressed by the following equation (8).

Tcr = Tcoup + Tcl (1)
Tev = Tmg−Tcr (2)
Pcoup = Tcoup × (Nmg−Neng)
= (Tcr-Tcl) × (Nmg-Neng) (3)
Pcl = Tcl × (Nmg−Neng) (4)
Pcr = Tcr × Neng = (Tcup + Tcl) × Neng (5)
Pev = Tev × Nmg = (Tmg−Tcr) × Nmg (6)
Pb = Pcr + Pev + Pcl (7)
Pmg = Pb + Pcoup = (Tev + Tcr) × Nmg (8)

  In FIG. 6, before the engine 36 is started, the output side rotor 18 and the drive shaft 37 are rotating, and the rotation of the engine 36 and the input side rotor 28 is stopped. When a start command for the engine 36 is output at time t0, an electromagnetic coupling torque Tcoup in the engine rotation direction is applied from the output side rotor 18 to the input side rotor 28 by the alternating current of the rotor winding 30. In this case, since the rotational speed difference Nmg−Neng between the output-side rotor 18 and the input-side rotor 28 is large and Tcmax <Terreq, the electromagnetic coupling is performed so that the electric power Pcouple passing through the inverter 41 becomes the electric capacity of the inverter 41. Torque Tcoup is controlled to Tcmax. At the same time, the friction torque Tcl in the engine rotation direction applied from the clutch plate 48b of the clutch 48 to the clutch plate 48a is controlled to Tereq-Tcup. As a result, a cranking operation by a torque combined operation in which both the electromagnetic coupling torque Tcoup and the friction torque Tcl act as the cranking torque Tcr of the engine 36 is executed. Further, the PM motor torque Tmg in the engine rotation direction applied from the stator 16 to the output-side rotor 18 is controlled to Tcoup + Tcl + Tdreq / γ. By performing cranking of the engine 36 by the torque combined operation, the rotational speed Neng of the engine 36 (input side rotor 28) gradually increases, and the rotational speed difference Nmg-Neng between the output side rotor 18 and the input side rotor 28 is increased. Decrease gradually. When the torque combined operation is performed (when the friction torque Tcl is applied), the output is performed so that the cranking torque Tcr (the sum of the electromagnetic coupling torque Tcoup and the friction torque Tcl) of the engine 36 becomes the required cranking torque Tereq. As the rotational speed difference Nmg−Neng between the side rotor 18 and the input side rotor 28 decreases, the electromagnetic coupling torque Tcouple is gradually increased and the friction torque Tcl is gradually decreased.

  When the electromagnetic coupling torque Tcoup reaches the required cranking torque Tereq at time t1, the execution of the cranking operation by the combined torque operation is terminated, and the electromagnetic coupling torque is not applied without applying the friction torque Tcl (Tcl = 0). A cranking operation is performed by an electromagnetic coupling torque (rotor torque) transmission operation that causes Tcoup to act as a cranking torque Tcr. During the execution of the electromagnetic coupling torque transmission operation, the electromagnetic coupling torque Tcouple is controlled to Tereq so that the electric power passing through the inverter 41 is limited to the electric capacity of the inverter 41 or less. Further, the PM motor torque Tmg is controlled to Tcup + Tdreq / γ. By performing cranking of the engine 36 by the electromagnetic coupling torque transmission operation, the rotational speed Neng of the engine 36 further increases, and the start of the engine 36 is completed at time t2.

  The maximum value Tcmax of the electromagnetic coupling torque that can be generated under the condition that the inverter 41 passing power Pcouple is limited to the electric capacity of the inverter 41 or less is determined from the rotational speed difference Nmg−Neng between the output side rotor 18 and the input side rotor 28. The maximum value Tcmax of the electromagnetic coupling torque decreases as the rotational speed difference Nmg−Neng increases. Therefore, the friction torque Tcl is applied when the rotational speed difference Nmg-Neng is larger than the set speed difference δNset1, and the friction torque Tcl is not applied when the rotational speed difference Nmg-Neng is equal to or less than the set speed difference δNset1. It is also possible to control the friction torque Tcl based on the rotational speed difference Nmg−Neng. The set speed difference δNset1 here is set based on the electric capacity of the inverter 41. The smaller the electric capacity of the inverter 41, the smaller the value of δNset1. Further, when the torque combined operation is executed, the difference Tereq-Tcup between the required cranking torque Tereq and the electromagnetic coupling torque Tcup is also decreased in accordance with the decrease in the rotational speed difference Nmg-Neng between the output-side rotor 18 and the input-side rotor 28. Therefore, it is also possible to control the friction torque Tcl based on the rotation speed difference Nmg-Neng so that the friction torque Tcl is decreased according to the decrease in the rotation speed difference Nmg-Neng. In addition, when the torque combined operation is executed, the electromagnetic coupling torque Tcouple can be controlled so that the inverter 41 passing power Pcup becomes a value smaller than the electric capacity of the inverter 41.

  According to the present embodiment described above, when the engine 36 is started with the output side rotor 18 and the drive shaft 37 rotating, such as EV running or free run, the cranking torque Tcr of the engine 36 is By using the friction torque Tcl of the clutch 48 in addition to the coupling torque Tcoup, the cranking torque Tcr of the engine 36 can be increased, so that the time required for starting the engine 36 can be shortened. The startability of the can be improved. In that case, the time required for starting the engine 36 can be further shortened by applying the friction torque Tcl until the electromagnetic coupling torque Tcouple corresponding to the required cranking torque Tereq can be generated. Furthermore, since the inverter 41 passing electric power Pcouple can be reduced by the amount of the friction torque Tcl, the electric capacity of the inverter 41 can be set small, and the cost can be reduced. Further, even when the vehicle speed (the rotational speed of the output side rotor 18) is high, the cranking torque Tcr sufficient for starting the engine 36 can be applied to the engine 36 by the electromagnetic coupling torque Tcoup and the friction torque Tcl. It is possible to improve the maximum vehicle speed (maximum rotational speed of the drive shaft 37) that allows EV traveling in the stopped state.

  A flowchart of FIG. 7 shows another example of processing executed by the electronic control unit 50 when the engine 36 is started with the output-side rotor 18 and the drive shaft 37 rotating. In the process of the flowchart of FIG. 7, steps S201 to S204 are the same as steps S101 to S104 of the flowchart of FIG. In step S205, it is determined whether or not the electromagnetic coupling torque Tcouple is smaller than the set torque Tset. The set torque Tset here is set to a value smaller than the required cranking torque Tereq. If Tcup <Tset in step S205 (if the determination result in step S205 is YES), in step S206, the friction torque Tcl to be applied to the clutch 48 is controlled to Tereq-Tcup as in step S105 of the flowchart of FIG. Is done. On the other hand, when Tcup ≧ Tset in step S205 (when the determination result in step S205 is NO), the friction torque Tcl is not applied to the clutch 48 in step S207 (Tcl = 0). Steps S208 and S209 are the same as steps S106 and S107 in the flowchart of FIG.

  FIG. 8A shows an example of temporal changes in the rotational speed Neng of the input side rotor 28 (engine 36) and the rotational speed Nmg of the output side rotor 18 when the processing of the flowchart of FIG. 7 is executed. FIG. 8B shows an example of the time variation of the torque Tcoup, the friction torque Tcl of the clutch 48, the cranking torque Tcr of the engine 36, the PM motor torque Tmg, and the EV running torque Tev. (30 generated power) Pcop, clutch 48 loss power Pcl, engine 36 cranking power Pcr, EV running power Pev, power storage device power Pb, and inverter 40 passing power (PM motor driving power) Pmg An example is shown in FIG. When a start command for the engine 36 is output at the time t0, the cranking operation by the torque combined operation is executed as in the time after the time t0 in FIG. 6, so that the rotational speed Neng of the engine 36 increases. When the electromagnetic coupling torque Tcoup reaches the set torque Tset at time t1, the execution of the cranking operation by the combined torque operation is terminated, and the electromagnetic coupling torque Tcoup is set without applying the friction torque Tcl (Tcl = 0). A cranking operation is performed by an electromagnetic coupling torque (rotor torque) transmission operation that acts as the cranking torque Tcr. At the same time, the PM motor torque Tmg is controlled to Tcup + Tdreq / γ. After time t1, the electromagnetic coupling torque Tcouple is controlled to Tcmax so that the electric power Pcouple passing through the inverter 41 becomes the electric capacity of the inverter 41, and the rotational speed difference Nmg−Neng between the output side rotor 18 and the input side rotor 28 is reduced. Accordingly, the electromagnetic coupling torque Tcouple gradually increases from Tset. When the electromagnetic coupling torque Tcouple reaches the required cranking torque Tereq at time t2, the electromagnetic coupling torque Tcouple is controlled to Tereq so that the electric power passing through the inverter 41 is limited to the electric capacity of the inverter 41 or less. By performing cranking of the engine 36 by the electromagnetic coupling torque transmission operation, the rotational speed Neng of the engine 36 further increases, and the start of the engine 36 is completed at time t3.

  According to the processing of the flowchart of FIG. 7 described above, the friction torque Tcl is not applied when the electromagnetic coupling torque Tcoup reaches the set torque Tset smaller than the required cranking torque Tereq. Thus, although the time required for starting the engine 36 becomes longer, the energy loss due to slipping of the clutch 48 can be reduced, so that the amount of electric power taken out from the power storage device 42 can be reduced accordingly.

  In the present embodiment, when the engine 36 is started with the output-side rotor 18 and the drive shaft 37 rotating, when drive torque (drive force to the vehicle) is not required for the drive shaft 37 (Tdreq = 0) It is also possible to crank the engine 36 by controlling the electromagnetic coupling torque Tcoup and the friction torque Tcl in a state where the power transmission between the output side rotor 18 and the drive shaft 37 is cut off. . When the transmission 44 is a stepped transmission such as an automatic transmission (AT) or an automatic manual transmission (AMT), the engagement device for selecting the shift stage of the transmission 44 is released and the transmission 44 is released. Is controlled to the neutral state, the power transmission between the output-side rotor 18 and the drive shaft 37 can be cut off. In this case, the transmission 44 functions as a power interrupt mechanism that allows or blocks power transmission between the output-side rotor 18 and the drive shaft 37. Further, when the transmission 44 is a continuously variable transmission (CVT), it moves forward and backward between the output side rotor 18 and the input shaft of the transmission 44 or between the output shaft of the transmission 44 and the drive shaft 37. By providing the switching device and releasing the clutch and brake of the forward / reverse switching device, it becomes possible to cut off the power transmission between the output-side rotor 18 and the drive shaft 37. In that case, the forward / reverse switching device functions as a power interrupting mechanism that allows or blocks power transmission between the output-side rotor 18 and the drive shaft 37. Further, a clutch is provided between the output side rotor 18 and the input shaft of the transmission 44 or between the output shaft of the transmission 44 and the drive shaft 37, and the output side rotor 18 and the drive shaft 37 are released by releasing the clutch. In this case, the clutch functions as a power interrupting mechanism that allows or interrupts power transmission between the output-side rotor 18 and the drive shaft 37.

  An example of processing executed by the electronic control unit 50 when the engine 36 is started in a state where power transmission between the output-side rotor 18 and the drive shaft 37 is interrupted is shown in the flowchart of FIG. The process of the flowchart of FIG. 9 is executed when drive torque is not required for the drive shaft 37 (Tdreq = 0).

  In the process of the flowchart of FIG. 9, first, in step S <b> 301, power transmission between the output-side rotor 18 and the drive shaft 37 is interrupted. In step S302, the cranking operation by the clutch torque transmission operation in which the friction torque Tcl is applied as the cranking torque Tcr is performed without applying the electromagnetic coupling torque Tcoup (Tcoup = 0). When the clutch torque transmission operation is executed, the friction torque Tcl is transmitted while slippage occurs between the clutch plate 48a and the clutch plate 48b. Further, when the clutch torque transmission operation is executed, the PM motor torque Tmg is not applied (Tmg = 0).

  In step S303, it is determined whether or not the rotational speed difference Nmg−Neng between the output side rotor 18 and the input side rotor 28 is equal to or less than the set speed difference δNset2. The set speed difference δNset2 here is set based on the electric capacity of the inverter 41. The smaller the electric capacity of the inverter 41, the smaller the value of δNset2. If Nmg−Neng> δNset2 in step S303 (if the determination result in step S303 is NO), the process returns to step S302 and the execution of the clutch torque transmission operation is maintained. On the other hand, if Nmg−Neng ≦ δNset2 in step S303 (if the determination result in step S303 is YES), in step S304, the execution of the clutch torque transmission operation is terminated and the friction torque Tcl is not applied (Tcl). = 0), a cranking operation is performed by an electromagnetic coupling torque (rotor torque) transmission operation that causes the electromagnetic coupling torque Tcoup to act as the cranking torque Tcr. When the electromagnetic coupling torque transmission operation is performed, the electromagnetic coupling torque Tcup is controlled so that the electric power passing through the inverter 41 is limited to the electric capacity of the inverter 41 or less, and the PM motor torque Tmg is calculated based on the electromagnetic coupling torque Tcoup. Be controlled.

  In step S305, as in step S107 of the flowchart of FIG. 5, it is determined whether or not the engine 36 has been started. When the rotational speed Neng of the engine 36 is lower than the set speed (when the determination result of step S305 is NO), the process returns to step S304 and the execution of the electromagnetic coupling torque transmission operation is maintained. On the other hand, when the rotational speed Neng of the engine 36 is equal to or higher than the set speed (when the determination result of step S305 is YES), the execution of the electromagnetic coupling torque transmission operation is ended, and the execution of this process is ended.

FIG. 10A shows an example of temporal changes in the rotational speed Neng of the input side rotor 28 (engine 36) and the rotational speed Nmg of the output side rotor 18 when the processing of the flowchart of FIG. 9 is executed. torque Tcoup, friction torque Tcl of the clutch 48, and PM of an example of a time variation of the motor torque Tmg shown in FIG. 10 (b), (generated power of the rotor winding 30) inverter 41 passes power Pcoup, power Pb of the electric storage device 42 FIG. 10C shows an example of the change over time of the inverter 40 passing power (PM motor driving power) Pmg. When a start command for the engine 36 is output at time t0, the cranking operation by the clutch torque transmission operation is executed, so that the rotational speed Neng of the input side rotor 28 gradually increases and the rotation of the output side rotor 18 rotates. The speed Nmg gradually decreases, and the rotational speed difference Nmg−Neng between the output side rotor 18 and the input side rotor 28 gradually decreases. When the rotational speed difference Nmg−Neng between the output side rotor 18 and the input side rotor 28 decreases to the set speed difference δNset2 at time t1, the execution of the cranking operation by the clutch torque transmission operation is terminated, and the electromagnetic coupling torque transmission operation is performed. A cranking operation is performed. When the electromagnetic coupling torque transmission operation is performed, the electromagnetic coupling torque Tcouple is such that the rotational speed difference Nmg−Neng between the output side rotor 18 and the input side rotor 28 decreases and the rotational speed Nmg of the output side rotor 18 increases. PM motor torque Tmg is controlled based on the above. By performing cranking of the engine 36 by the electromagnetic coupling torque transmission operation, the rotational speed Neng of the engine 36 further increases, and the start of the engine 36 is completed at time t2.

  According to the processing of the flowchart of FIG. 9 described above, the electromagnetic coupling is performed at the initial stage of cranking in which the rotational speed difference Nmg−Neng between the output side rotor 18 and the input side rotor 28 is large and the inverter 41 passing power Pcouple is likely to increase. By applying the friction torque Tcl to the clutch 48 as the cranking torque Tcr of the engine 36 without applying the torque Tcoup, the rotational speed difference Nmg-Neng between the output side rotor 18 and the input side rotor 28 is rapidly reduced. The cranking of the engine 36 can be performed. Then, after the rotational speed difference Nmg−Neng between the output-side rotor 18 and the input-side rotor 28 is reduced, the electromagnetic coupling torque Tcoup is applied as the cranking torque Tcr of the engine 36, thereby reducing the inverter 41 passing power Pcoup. Thus, the engine 36 can be started quickly. Further, when the electromagnetic coupling torque Tcoup is applied as the cranking torque Tcr of the engine 36, the rotational speed difference Nmg−Neng between the output side rotor 18 and the input side rotor 28 is reduced, and the rotational speed of the output side rotor 18 is reduced. By controlling the PM motor torque Tmg so that Nmg increases, the time required for starting the engine 36 can be further shortened.

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

  DESCRIPTION OF SYMBOLS 1 Rotating electrical machine, 16 Stator, 18 Output side rotor (2nd rotor), 20 Stator winding, 28 Input side rotor (1st rotor), 30 Rotor winding, 32, 33 Permanent magnet, 36 Engine, 37 Drive shaft, 38 wheel, 40, 41 inverter, 42 power storage device, 44 transmission, 48 clutch, 48a, 48b clutch plate, 50 electronic control unit, 51 stator core, 52, 53 rotor core, 95 slip ring, 96 brush.

Claims (8)

A first rotor provided with a rotor conductor capable of generating a rotating magnetic field when power from the engine is transmitted and an alternating current flows;
A stator provided with a stator conductor capable of generating a rotating magnetic field when an alternating current flows;
A second rotor that is rotatable relative to the first rotor and transmits power to the drive shaft, and is rotated between the first rotor in response to a rotating magnetic field generated by the rotor conductor. A second rotor in which torque acts and torque acts between the stator and the rotating magnetic field generated in the stator conductor;
A first power converter that performs power conversion between the power storage device and the stator conductor;
A second power conversion device that performs power conversion between either the power storage device or the first power conversion device and the rotor conductor;
A clutch mechanism capable of adjusting torque transmitted between a first rotating member connected to the first rotor and a second rotating member connected to the second rotor;
The power conversion in the first power converter is controlled, the torque applied between the stator and the second rotor is controlled by the alternating current of the stator conductor, and the power conversion in the second power converter is controlled. A control device for controlling the torque applied between the first rotor and the second rotor by the alternating current of the rotor conductor;
With
When the engine is started while the second rotor and the drive shaft are rotating, the control device is configured so that the amount of power converted by the second power converter is limited to a predetermined amount or less. The inter-rotor torque that acts between the first rotor and the second rotor is controlled by the alternating current of the motor, and based on the torque between the rotors or the rotational speed difference between the second rotor and the first rotor. Controlling the clutch torque applied between the first rotating member and the second rotating member of the clutch mechanism ;
When starting the engine with the second rotor and the drive shaft rotating, the control device applies the clutch torque when the torque between the rotors is smaller than a set torque, A power transmission device that does not apply the clutch torque when the torque is equal to or greater than a set torque . The power transmission device according to claim 1,
When the engine is started in a state where the second rotor and the drive shaft are rotating, the control device is configured so that the amount of electric power converted by the second power conversion device is set to the predetermined amount. A power transmission device that applies the clutch torque when a torque between the two is smaller than the set torque . The power transmission device according to claim 1 or 2,
The power transmission device, wherein the set torque is a required cranking torque of the engine . A first rotor provided with a rotor conductor capable of generating a rotating magnetic field when power from the engine is transmitted and an alternating current flows;
A stator provided with a stator conductor capable of generating a rotating magnetic field when an alternating current flows;
A second rotor that is rotatable relative to the first rotor and transmits power to the drive shaft, and is rotated between the first rotor in response to a rotating magnetic field generated by the rotor conductor. A second rotor in which torque acts and torque acts between the stator and the rotating magnetic field generated in the stator conductor;
A first power converter that performs power conversion between the power storage device and the stator conductor;
A second power conversion device that performs power conversion between either the power storage device or the first power conversion device and the rotor conductor;
A clutch mechanism capable of adjusting torque transmitted between a first rotating member connected to the first rotor and a second rotating member connected to the second rotor;
The power conversion in the first power converter is controlled, the torque applied between the stator and the second rotor is controlled by the alternating current of the stator conductor, and the power conversion in the second power converter is controlled. A control device for controlling the torque applied between the first rotor and the second rotor by the alternating current of the rotor conductor;
With
When the engine is started while the second rotor and the drive shaft are rotating, the control device is configured so that the amount of power converted by the second power converter is limited to a predetermined amount or less. The inter-rotor torque that acts between the first rotor and the second rotor is controlled by the alternating current of the motor, and based on the torque between the rotors or the rotational speed difference between the second rotor and the first rotor. Controlling the clutch torque applied between the first rotating member and the second rotating member of the clutch mechanism;
When starting the engine while the second rotor and the drive shaft are rotating, the control device is configured such that if the rotational speed difference between the second rotor and the first rotor is larger than the set speed difference, A power transmission device in which a clutch torque is applied and the clutch torque is not applied when a difference in rotational speed between the second rotor and the first rotor is equal to or less than a set speed difference . The power transmission device according to any one of claims 1 to 4,
When starting the engine while the second rotor and the drive shaft are rotating, the control device is configured to apply the clutch torque based on the inter-rotor torque and the requested cranking torque of the engine. A power transmission device for controlling the clutch torque . It is a power transmission device of any one of Claims 1-5, Comprising:
When starting the engine while the second rotor and the drive shaft are rotating, the control device determines the rotational speed difference between the second rotor and the first rotor when applying the clutch torque. A power transmission device that increases the torque between the rotors and decreases the clutch torque in accordance with the decrease . It is a power transmission device of any one of Claims 1-6, Comprising :
When starting the engine in a state where the second rotor and the drive shaft are rotating, the control device, based on the inter-rotor torque, the clutch torque, and the required torque of the drive shaft, A power transmission device that controls torque applied between the rotor and the rotor . A first rotor provided with a rotor conductor capable of generating a rotating magnetic field when power from the engine is transmitted and an alternating current flows;
A stator provided with a stator conductor capable of generating a rotating magnetic field when an alternating current flows;
A second rotor that is rotatable relative to the first rotor and transmits power to the drive shaft, and is rotated between the first rotor in response to a rotating magnetic field generated by the rotor conductor. A second rotor in which torque acts and torque acts between the stator and the rotating magnetic field generated in the stator conductor;
A first power converter that performs power conversion between the power storage device and the stator conductor;
A second power conversion device that performs power conversion between either the power storage device or the first power conversion device and the rotor conductor;
A clutch mechanism capable of adjusting torque transmitted between a first rotating member connected to the first rotor and a second rotating member connected to the second rotor;
A power interrupt mechanism that allows or interrupts power transmission between the second rotor and the drive shaft;
The power conversion in the first power converter is controlled, the torque applied between the stator and the second rotor is controlled by the alternating current of the stator conductor, and the power conversion in the second power converter is controlled. A control device for controlling the torque applied between the first rotor and the second rotor by the alternating current of the rotor conductor;
With
When the engine is started while the second rotor and the drive shaft are rotating, the control device is configured so that the amount of power converted by the second power converter is limited to a predetermined amount or less. The inter-rotor torque that acts between the first rotor and the second rotor is controlled by the alternating current of the motor, and based on the torque between the rotors or the rotational speed difference between the second rotor and the first rotor. Controlling the clutch torque applied between the first rotating member and the second rotating member of the clutch mechanism;
When the engine is started while the second rotor and the drive shaft are rotating, the control device is configured so that the power interrupting mechanism causes the second rotor and the drive shaft to be driven under the condition that the drive torque is not required for the drive shaft. And the clutch torque is applied without applying the inter-rotor torque when the difference in rotational speed between the second rotor and the first rotor is larger than the set speed difference. And when the difference in rotational speed between the second rotor and the first rotor is equal to or less than the set speed difference, the torque between the rotors is applied without applying the clutch torque .

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