JPH08251710A - Apparatus for driving car - Google Patents

Abstract

PURPOSE: To provide a hybrid apparatus for driving a car capable of miniaturizing and reducing the weight of the electric machine system. CONSTITUTION: In a conventional hybrid apparatus driving a vehicle, an engine side electric rotating machine 200 is of a double rotation electric rotating machine capable of independent rotation of a first rotor 220 and a second rotor 210, the second rotor 210 of the engine side electric rotating machine 200 is connected to an axle through a rotary shaft 413 of a motor 400, and the first rotor 220 of the engine side electric rotating machine 200 is connected to a drive shaft 110 of the engine 100. The power of an internal combustion engine 100 can be directly transmitted through the electromagnetic coupling, and the energy can be reduced to achieve both mechanical power to electric power conversion and the electric power to mechanical power conversion to transmit the power from the engine side electric rotating machine 200 to the axle through a load side electric rotating machine 400.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle drive device,
More specifically, the present invention relates to a hybrid-type vehicle drive device that drives wheel axles with electric power converted from power generated by an internal combustion engine.

[0002]

2. Description of the Related Art Japanese Unexamined Patent Publication (Kokai) No. 60-1069 discloses a vehicle drive device of a hybrid type in which a wheel shaft is driven by electric power converted from power generated by an internal combustion engine. That is, the vehicle drive device includes a generator mechanically connected to a drive shaft of an internal combustion engine mounted on a vehicle, an electric motor that drives a wheel shaft, and a power storage unit that exchanges electric power with the generator and the electric motor. Further, the electric motor is dynamically braked during braking.

[0003]

However, although the above-described conventional hybrid type vehicle drive device is advantageous for reducing the emission of the internal combustion engine, the output Tω of the generator and the electric motor is equal to the maximum continuous running load of the vehicle. It has to be more than motive power, the electric machine system becomes large and heavy, and it includes difficult problems to solve such as lower fuel consumption and higher device cost, which is a practical obstacle.

[0004]

The first structure of the present invention is as follows.
An engine-side rotary electric machine driven by a drive shaft of an internal combustion engine mounted on a vehicle, an engine-side inverter that connects the engine-side rotary electric machine and a power storage means so that electric power can be transferred, and a load-side rotary electric machine that drives a wheel shaft. A load-side inverter that connects the load-side rotating electric machine and the power storage means to each other so that electric power can be exchanged between them; a load-side rotation speed detection means that detects a load-side rotation speed related to a rotation speed of the wheel shaft; The engine-side rotation speed detecting means for detecting an engine-side rotation speed related to the rotation speed of the shaft, and a controller for intermittently controlling each switch constituting the both inverters based on the both rotation speeds, the engine-side rotation speed At least one of the electric machine and the load-side rotating electric machine is characterized in that the drive shaft and the wheel shaft of the internal combustion engine are electromagnetically coupled so that torque can be transmitted.

According to a second aspect of the present invention, in addition to the first configuration, the engine-side rotary electric machine further includes one of a rotation shaft and a wheel shaft of the load-side rotary electric machine and the drive shaft of the internal combustion engine. Is characterized by being electromagnetically coupled so that torque can be transmitted. The third configuration of the present invention is the second configuration described above.
In the configuration, the engine-side rotating electric machine is further housed in the housing, a first rotor rotatably housed in the housing and connected to the rotating shaft of the load-side rotating electric machine, and rotatably housed in the housing. A second rotor that is coupled to the drive shaft and that generates mutually opposite torques by electromagnetic interaction with the first rotor, one of the two rotors being supplied with power from the inverter. It is characterized by having a coil that is electromagnetically coupled to the other of both rotors.

A fourth structure of the present invention is further characterized in that, in the third structure, the rotating shaft of the load-side rotating electric machine is directly connected to the first rotor. A fifth configuration of the present invention is the configuration of any one of the third and fourth configurations, further including a rotating magnetic field in which the engine-side rotating electric machine is wound around one of the rotors and affects the other of the rotors. It is characterized in that it has a coil which is formed and which sends and receives electric power according to the difference in angular velocity of the two rotors to and from the engine side inverter.

According to a sixth aspect of the present invention, in addition to the fifth aspect, the controller controls the engine-side inverter based on the input information to generate an alternating current having a frequency substantially equal to the rotational speed difference between the two rotors. It is characterized in that a voltage is applied to the coil. In a seventh configuration according to the present invention, the controller further includes a torque command value Tv related to a required torque value of the first rotor and the second rotor from the drive shaft. A torque generation value Te related to the received drive torque, an angular velocity ωv of the first rotor related to the detected load side rotation speed, and an angular velocity ωe of the second rotor related to the detected engine side rotation speed It is determined whether or not the conditions of ωe> ωv and Te <Tv are satisfied based on the above, and when both are satisfied, the both inverters are controlled to generate the electric power generated from the engine side rotating electric machine by the power storage means. And, the electric power is supplied to the load side rotary electric machine to electrically operate the load side rotary electric machine.

According to an eighth aspect of the present invention, in addition to the third to sixth aspects, the controller further includes a torque command value Tv relating to a required torque value of the first rotor, and the second rotor is the above-mentioned. A torque generation value Te related to the drive torque received from the drive shaft, an angular velocity ωv of the first rotor related to the detected load side rotation speed, and a second rotor related to the detected engine side rotation speed. Angular velocity ω
On the basis of e and e, it is determined whether or not the conditions of ωe> ωv and Te> Tv are satisfied, and when they are satisfied, the both inverters are controlled to generate the electric power generated from the both rotary electric machines by the power storage means. It is characterized by supplying power to.

In a ninth configuration of the present invention, in addition to the third to sixth configurations, the controller further includes a torque command value Tv relating to a required torque value of the first rotor, and the second rotor includes the torque command value Tv. A torque generation value Te related to the drive torque received from the drive shaft, an angular velocity ωv of the first rotor related to the detected load side rotation speed, and a second rotor related to the detected engine side rotation speed. Angular velocity ω
Based on e and e, it is determined whether or not the conditions of ωe <ωv and Te <Tv are satisfied, and when they are satisfied, both inverters are controlled to electrically operate both rotating electrical machines. It has a feature.

A tenth structure of the present invention is the above third to sixth structure.
In the above configuration, the controller further detects a torque command value Tv related to the required torque value of the first rotor and a torque generation value Te related to the drive torque received by the second rotor from the drive shaft. A condition of ωe <ωv and Te> Tv based on the angular velocity ωv of the first rotor related to the load side rotational speed and the detected angular velocity ωe of the second rotor related to the engine side rotational speed. It is determined whether or not is satisfied, and when both are satisfied, the both inverters are controlled, the power is supplied from the power storage unit to the engine-side rotating electric machine to electrically operate the engine-side rotating electric machine, and the load-side rotating electric machine is operated. Is operated to generate electricity to charge the storage means.

According to an eleventh configuration of the present invention, in the first configuration, the load side rotary electric machine further comprises one of a rotary shaft of the engine side rotary electric machine and one of the drive shafts of the internal combustion engine and the wheel shaft. Is characterized by being electromagnetically coupled so that torque can be transmitted. A twelfth configuration of the present invention is the same as the eleventh configuration, further including a housing, the load-side rotating electric machine, a first rotor rotatably housed in the housing and coupled to the wheel shaft, and the housing. And a second rotor that is rotatably accommodated in the engine and is coupled to a rotating shaft of the engine-side rotating electric machine and that generates torques in opposite directions by electromagnetic interaction with the first rotor. One of the coils has a coil that is fed from the inverter and electromagnetically coupled to the other of the rotors.

According to a thirteenth structure of the present invention, in addition to the twelfth structure, the rotating shaft of the engine-side rotating electric machine further comprises:
It is characterized in that it is directly connected to the second rotor.
Place. A fourteenth configuration of the present invention is the configuration of any one of the above twelfth and thirteenth configurations, wherein the load-side rotating electric machine further applies a rotating magnetic field that is wound around one of the rotors and affects the other of the rotors. It is characterized in that electric power corresponding to the difference between the angular velocities of the two rotors is formed and transmitted and received to and from the load side inverter.

In a fifteenth configuration of the present invention, in addition to the fourteenth configuration, the controller controls the load-side inverter based on the input information, and an alternating current having a frequency substantially equal to the rotational speed difference between the two rotors. It is characterized in that a voltage is applied to the coil. Sixteenth of the present invention
In the twelfth to fifteenth configurations, the controller further relates to the torque command value Tv related to the required torque value of the first rotor and the drive torque received by the second rotor from the drive shaft. Generated torque value Te
And ωe> based on the detected angular speed ωv of the first rotor related to the load side rotational speed and the detected angular speed ωe of the second rotor related to the engine side rotational speed.
It is determined whether or not the condition of ωv and Te <Tv is satisfied, and when both are satisfied, the both inverters are controlled to generate the electric power generated from the load side rotary electric machine by the power storage means and the engine side rotary electric machine. The electric power is supplied to the engine to electrically operate the rotary electric machine on the engine side.

In a seventeenth structure of the present invention, in addition to the above twelfth to fifteenth structures, the controller further controls the torque command value Tv related to the required torque value of the first rotor.
A torque generation value Te related to the drive torque received by the second rotor from the drive shaft, an angular velocity ωv of the first rotor related to the detected load side rotation speed, and a detected engine side rotation. Ωe> ωv and Te> Tv based on the angular velocity ωe of the second rotor related to the number
It is characterized by determining whether or not the condition is satisfied, and controlling the both inverters when the condition is satisfied to supply the electric power generated from the both rotary electric machines to the storage means.

In an eighteenth configuration of the present invention, in addition to the twelfth to fifteenth configurations, the controller further controls the torque command value Tv related to the required torque value of the first rotor.
A torque generation value Te related to the drive torque received by the second rotor from the drive shaft, an angular velocity ωv of the first rotor related to the detected load side rotation speed, and a detected engine side rotation. Ωe <ωv and Te <Tv based on the angular velocity ωe of the second rotor related to the number
It is characterized in that it is determined whether or not the condition (1) is satisfied, and if both conditions are satisfied, the both inverters are controlled to electrically operate the both rotary electric machines.

The nineteenth structure of the present invention is based on the above first to first parts.
In the configuration of No. 9, the controller may further include:
A torque command value Tv related to the required torque value of the rotor,
The torque generation value Te related to the drive torque received by the second rotor from the drive shaft, the angular velocity ωv of the first rotor related to the detected load side rotation speed, and the detected engine side rotation speed. On the basis of the related angular velocity ωe of the second rotor, it is determined whether or not the conditions of ωe <ωv and Te> Tv are satisfied. The electric power is supplied to the load side rotating electric machine to electrically operate the load side rotating electric machine, and the engine side rotating electric machine is operated to generate electric power to charge the storage means.

The twentieth structure of the present invention is based on the above first to first embodiments.
In the configuration of No. 9, the controller is further characterized by stopping or reducing the fuel supply to the internal combustion engine when a vehicle braking command signal for commanding vehicle braking is input from the outside.

[0018]

According to the first configuration of the present invention, in the conventional hybrid type vehicle drive device, the engine-side rotary electric machine or the load-side rotary electric machine further torques the drive shaft and the wheel shaft of the internal combustion engine. Electromagnetically coupled to be communicable By doing so, the power of the internal combustion engine can be directly transmitted to the wheel shaft through this electromagnetic coupling, so that both power-power conversion and power-power conversion are performed and the engine side rotating electric machine passes through the load side rotating electric machine. The energy that must be transmitted to the shaft can be reduced. Therefore, it is possible to reduce the size and weight of the engine-side rotating electric machine and the load-side rotating electric machine and reduce power transmission loss.

In a second configuration of the present invention, in addition to the above-described first configuration, the engine-side rotating electric machine can transmit torque between one of the rotation shaft and the wheel shaft of the load-side rotating electric machine and the drive shaft of the internal combustion engine. Electromagnetically coupled to. With this configuration, when the load torque of the wheel shaft is larger than the torque generated by the internal combustion engine, torque can be applied to the wheel shaft by using the torque generated by both rotary electric machines, which is efficient, small in size, and lightweight. Can be realized.

In a third structure of the present invention, in addition to the above-mentioned first structure, the engine-side rotating electric machine further has a stator and a rotor which are separately connected to the drive shaft or the rotating shaft of the load-side rotating electric machine, respectively. Since it is composed of a possible rotary electric machine (hereinafter referred to as a double rotary type rotary electric machine), the structure is simple and good efficiency can be obtained. In the fourth configuration of the present invention, in addition to the third configuration, the rotating shaft of the load-side rotary electric machine is directly connected to the first rotor of the engine-side rotary electric machine, so that the structure is simplified.

According to a fifth aspect of the present invention, in addition to the third and fourth aspects, the engine-side rotating electric machine further includes the pair of rotors that generate torques of equal magnitude but opposite directions, and Since it has a coil that is wound around one of the rotors to form a rotating magnetic field that affects the other of the rotors and that has a coil that transmits and receives electric power according to the difference in angular velocity of the rotors to and from the engine-side inverter, the structure is simple. Become. That is, in the induction machine or the synchronous machine, the stator of the double rotary electric machine may be configured to be rotatable, so that the efficiency is high and the configuration and control are simple.

The sixth structure of the present invention is, in the fifth structure, further substantially equal to the rotational speed difference between the two rotors (note that the term "equal" here is synchronized with this rotational speed difference). Since an alternating voltage of a frequency (used in the sense) is applied to the coil, the structure and control are simple and the efficiency is improved. In the seventh configuration of the present invention, the torque command value Tv required for the first rotor, the torque generation value Te received from the drive shaft by the second rotor, and the torque generation value Te according to any one of the third to sixth configurations, The angular velocity ωv of one rotor and the angular velocity ωe of the second rotor are ωe> ωv and Te <
When the condition of Tv is satisfied, the engine-side rotating electric machine is caused to generate electric power and the load-side rotating electric machine is electrically operated.

With this configuration, the engine-side rotating electric machine is the second
Excessive mechanical power of the rotor can be recovered as electric power to drive the load side rotating electric machine to eliminate the insufficient power of the wheel shaft. In other words, the generated power of high speed small torque can be converted into the driving power of low speed large torque with high efficiency, and a part of mechanical power can be directly supplied to the wheel shaft through the above-mentioned electromagnetic coupling. It can be lightweight.

In the eighth structure of the present invention, in addition to any one of the third to sixth structures, the torque command value Tv required for the first rotor and the torque generation value Te received by the second rotor from the drive shaft are further included. And the angular velocity ωv of the first rotor, the second
The angular velocity ωe of the rotor is ωe> ωv, and Te> T
When the condition of v is satisfied, the surplus power of the second rotor can be recovered by both rotary electric machines.

With this configuration, both rotary electric machines can share the power of the remaining mechanical power of the second rotor, so that both rotary electric machines can be downsized. In a ninth configuration of the present invention, in addition to any of the third to sixth configurations, a torque command value Tv required for the first rotor, a torque generation value Te received by the second rotor from the drive shaft, and When the angular velocity ωv of the first rotor and the angular velocity ωe of the second rotor satisfy the conditions of ωe <ωv and Te <Tv, a shortage of power transmitted from the second rotor to the wheel shafts is caused by the rotation of both rotary electric machines. Torque assist can be performed with.

With this configuration, both rotary electric machines can share the assist torque, so that both rotary electric machines can be downsized. A tenth structure of the present invention is the third structure described above.
1 to 6, the torque command value Tv required for the first rotor, the torque generation value Te received by the second rotor from the drive shaft, and the angular velocity ωv of the first rotor.
And the angular velocity ωe of the second rotor is ωe <ωv, and
When the condition of Te> Tv is satisfied, the engine side rotating electric machine is electrically operated and the load side rotating electric machine is generated.

With this arrangement, the generated power of the low speed and large torque can be converted into the driving power of the high speed and small torque with high efficiency, and a part of the mechanical power can be directly supplied to the wheel shaft through the electromagnetic coupling. The system can have low loss, small size and light weight. In an eleventh configuration of the present invention, the first
In the above configuration, the load-side rotating electric machine electromagnetically couples the rotating shaft of the engine-side rotating electric machine or the drive shaft of the internal combustion engine and the wheel shaft so that torque can be transmitted.

With this configuration, the same operational effect as the first structure can be obtained. In a twelfth configuration of the present invention, in addition to the eleventh configuration, the load-side rotating electric machine further includes a stator and a rotating shaft separately connected to a drive shaft of the internal combustion engine or a rotating shaft of the engine-side rotating electric machine and a wheel shaft. Since each child is composed of a rotatable electric machine (hereinafter referred to as a double rotary electric machine), the configuration is simple and good efficiency can be obtained.

In the thirteenth configuration of the present invention, since the rotary shaft of the engine-side rotary electric machine is directly connected to the second rotor of the load-side rotary electric machine in the twelfth structure, the structure is simplified. In a fourteenth configuration of the present invention, the load side rotary electric machine according to any one of the twelfth and thirteenth configurations further includes one of the pair of rotors that generate torques of equal magnitude and opposite direction, and one of the two rotors. Since it has a coil that is wound around to form a rotating magnetic field that affects the other of the two rotors, and has a coil that transmits and receives electric power to and from the load-side inverter according to the difference in angular velocity of the two rotors, the structure is simplified. That is, in the induction machine or the synchronous machine, the stator of the double rotary electric machine may be configured to be rotatable, so that the efficiency is high and the configuration and control are simple.

The fifteenth structure of the present invention is the same as the fourteenth structure, and is substantially equal to the rotational speed difference between the rotors (note that the term "equal" here is synchronized with this rotational speed difference). Since an alternating voltage of a frequency (used in the sense) is applied to the coil, the structure and control are simple and the efficiency is improved. In a sixteenth structure of the present invention, the first structure is further provided in any one of the twelfth to fifteenth structures.
The torque command value Tv required for the rotor, the torque generation value Te received by the second rotor from the drive shaft, the angular velocity ωv of the first rotor, and the angular velocity ωe of the second rotor are ωe> ωv,
When the condition of Te <Tv is satisfied, the load-side rotating electric machine is caused to generate electric power and the engine-side rotating electric machine is operated electrically.

In this way, the load side rotating electric machine is
The surplus rotational energy of the rotor is recovered as electric power, which drives the engine-side rotary electric machine to increase the torque of the second rotor of the load-side rotary electric machine. As a result, the torque of the second rotor of the load-side rotating electric machine can generate a torque that is theoretically equal to the load torque of the first rotor (also referred to as the load torque of the wheel shaft). The required torque can be applied to the device, and the insufficient torque can be eliminated. In other words, the generated power of high speed small torque can be converted into the driving power of low speed large torque with high efficiency, and a part of mechanical power can be directly supplied to the wheel shaft through the above-mentioned electromagnetic coupling. It can be lightweight.

In the seventeenth structure of the present invention, the torque command value Tv required for the first rotor and the torque generation value Te received by the second rotor from the drive shaft are further added in any of the twelfth to fifteenth structures. And the angular velocity ωv of the first rotor
And the angular velocity ωe of the second rotor is ωe> ωv, and
When the condition of Te> Tv is satisfied, the surplus power of the second rotor can be recovered by both rotary electric machines.

With this arrangement, both rotary electric machines can share the power of the remaining mechanical power of the second rotor, and the both rotary electric machines can be miniaturized. In the eighteenth configuration of the present invention, in addition to any one of the twelfth to fifteenth configurations, the torque command value Tv required for the first rotor is further added.
And the torque generation value Te that the second rotor receives from the drive shaft.
, Angular velocity ωv of the first rotor, and angular velocity ω of the second rotor
When e and the conditions of ωe <ωv and Te <Tv are satisfied, both rotary electric machines can torque assist the lack of power transmitted from the second rotor side to the wheel shaft.
With this configuration, both rotary electric machines can share the assist torque, so that both rotary electric machines can be downsized.

In a nineteenth structure of the present invention, in addition to any of the twelfth to fifteenth structures, the torque command value Tv required for the first rotor and the torque generation value Te received by the second rotor from the drive shaft are further included. And the angular velocity ωv of the first rotor,
The angular velocity ωe of the second rotor is such that ωe <ωv and Te
When the condition of> Tv is satisfied, the load side rotating electric machine is electrically operated and the engine side rotating electric machine is operated to generate electricity.

By doing so, the generated power of the low speed and large torque can be converted into the driving power of the high speed and small torque with high efficiency, and a part of the mechanical power can be directly supplied to the wheel shaft through the electromagnetic coupling. The system can have low loss, small size and light weight. The twentieth structure of the present invention further stops or reduces the fuel supply to the internal combustion engine when the vehicle braking command signal for commanding the vehicle braking is input from the outside in the first to nineteenth structures. The drive shaft of the internal combustion engine can generate a braking force.

Therefore, when the vehicle is being braked, regenerative braking can be performed by both rotary electric machines, the braking force can be obtained by the internal combustion engine, and the fuel consumption of the internal combustion engine can be improved.

[0037]

【Example】

(Embodiment 1) An embodiment of a drive device for an electric vehicle of the present invention will be described with reference to the axial sectional view shown in FIG. (Overall Structure) Internal Combustion Engine 10 Installed in Vehicle (not shown)
The drive shaft 110 of 0 is a motor (engine-side rotating electric machine) 200
Mechanically coupled to the second rotor 220 of the motor 200
The first rotor 210 is a motor (load side rotating electric machine) 400
The rotary shaft 413 is connected by a coupler 800. The rotating shaft 413 is connected to the wheel 700 through a reduction mechanism, a differential mechanism, and a wheel shaft (not shown). Reference numeral 300 denotes an engine-side inverter for orthogonal conversion, which mediates transfer of electric power between the motor 200 and a battery (power storage means) 600.
Reference numeral 00 is a load-side inverter for orthogonal transformation that mediates the transfer of electric power between the motor 400 and the battery (power storage means) 600. Reference numeral 3 is a controller for intermittently controlling the switches (power transistors) of the inverters 300 and 500.

(Structure of Motor 200) The motor 200 has housings 240 and 241.
41 designates the second rotor 220 through the bearings 251 and 252.
Is rotatably supported, and the second rotor 220 rotatably supports the rotating shaft 213 of the first rotor 210 inside through bearings 253 and 254.

The second rotor 220 has a core 222 having the same shape as the stator core of a normal rotating electric machine, and a pair of end frames 228, 22 fixed individually to both end faces of the core 222.
9 and the bearings 253, 254 are end frames 22.
It is supported by 8 and 229. The core 222 includes a coil 22 having the same structure as a three-phase stator coil of a normal rotating electric machine.
1 is wound.

The first rotor 210 is composed of a rotating shaft 213 and a rotor core 211 made of a soft iron core fitted and fixed to the rotating shaft 213, and a plurality of pairs of magnetic poles 212 made of permanent magnets are not provided on the outer peripheral portion thereof. It is fixed by a magnetic ring 215 if necessary. Similar to a normal permanent magnet type rotor, the magnetic poles 212 are arranged at regular intervals in the circumferential direction, and a pair of magnetic poles 212 adjacent to each other are fixed in a posture having opposite polarities.

The small-diameter portion of the end frame 228 is composed of three slip rings formed in a coaxial annular shape and an insulating resin wheel plate that supports the respective slip rings so as to be electrically insulated from each other and from the end frame 228. The disk-type slip ring body 265 is fixed, and the three slip rings are connected to the three terminals of the coil 221. On the other hand, the brush body 260 is fitted in the hole of the end surface portion of the housing 240. The brush body 260 includes a base portion made of a block-shaped insulating resin, three brushes accommodated in the three lateral holes of the base portion so as to be axially displaceable, and similarly accommodated in each of the lateral holes and slips the brush respectively. It consists of a spring that urges it toward the ring,
The brushes are supported by the base in an electrically insulating manner from each other and from the housing 240. As a result, the inner ends of the brushes are individually pressed against the three slip rings. 281 is a rotation sensor that detects the rotation speed of the second rotor 220, and 282 is a rotation sensor that detects the rotation speed of the first rotor 210.

Therefore, as can be seen from the above description, the motor 200 having the above structure is a three-phase AC synchronous machine in which the stator also rotates. The motor 200 may be configured as a three-phase AC induction machine. (Structure of Motor 400) The motor 400 is an ordinary three-phase AC synchronous machine, and its housings 440 and 441 rotatably support the rotor 410 through bearings 451 and 452. Also, on the inner peripheral surface of the housing 440,
Stator core 420 around which stator coil 421 is wound
Has been fixed. The rotor 410 has a rotating shaft 413,
A rotor core 411 made of a soft iron core fitted and fixed to the rotating shaft 413, and a plurality of pairs of magnetic poles 412 each made of a permanent magnet are fixed to the outer peripheral portion of the rotor core 411 by a non-magnetic ring 415 if necessary. Similar to a normal permanent magnet type rotor, the magnetic poles 412 are arranged at regular intervals in the circumferential direction, and the pair of magnetic poles 412 adjacent to each other are fixed in an attitude of opposite polarities. A rotation sensor 481 detects the rotation speed of the rotor 410.

In addition, 213-a indicates the load side end of the rotary shaft 213, 413-a indicates the engine side end of the rotary shaft 413, and 413-b indicates the load side end of the rotary shaft 413. (Description of Control Device) Next, the inverters 300 and 500 will be described. Since the inverters 300 and 500 are composed of ordinary three-phase inverter circuits, detailed description thereof will be omitted.
An example of this three-phase inverter circuit is shown in FIG. In this embodiment, each switch S1 to S6 is composed of an NMOST, and each switch S1 to S6 is intermittently controlled at a desired timing by a control voltage applied from the controller 3 to each gate G1 to G6. Controller 3 is I / O
It consists of a microcomputer with an interface.

(Description of Operation) The operation of the vehicle drive device of this embodiment having the above structure will be described below. (Operation of Motor 400) The motor 400 is an ordinary three-phase AC synchronous machine, and based on the rotation angle signal from the rotation speed sensor 481, the motor 400 performs an electric operation or power generation for operation control such as power running and braking described later. Take action.

In the electric operation, the angular velocity ωv of the rotor 410 is obtained from the rotation angle signal θ1 from the rotation speed sensor 481,
The load-side inverter 5 has a frequency synchronized with the angular velocity ωv.
00 to generate a three-phase AC voltage V1, and a phase angle Δθ between the magnetic pole position of the rotor 410 obtained from the rotation angle signal θ1 and the rotating magnetic field of the three-phase AC voltage V1.
Is controlled to a desired value by phase control. The torque may be PWM duty ratio control of each switch of the load side inverter 500 so that the power supply current or the applied voltage V1 becomes a desired level.

In the power generation operation, since the three-phase AC voltage V1 'is generated in the coil 421 by the rotation of the rotor 410, the amplitude of each phase voltage of this three-phase AC voltage V1' is the battery 60.
When the voltage exceeds 0, the switches S1 to S6 of the load side inverter 500 may be turned on at the timing when the phase voltage is applied to the battery. Further, by controlling the duty ratio by PWM, for example, during this ON period, the power generation amount, that is, the negative torque generation amount can be adjusted.

The power generation and electric control of the above-mentioned three-phase AC synchronous machine are well known, and a further description will be omitted. (Operation of Motor 200) The motor 200 is a double-type three-phase AC synchronous machine, and has a rotation angle signal θ2 from the rotation speed sensor 281 or the rotation speed of the second rotor 220 and a rotation angle signal θ1 from the rotation speed sensor 282. That is, the electric operation or the power generation operation is performed based on the rotation speed of the first rotor 210.

First, the three-phase AC voltage V2 having a frequency synchronized with the difference Δθ between the two signals is applied to the coil 221. By doing so, the frequency of the three-phase AC voltage V2 assuming that the second rotor 220 is stationary is synchronized with the angular velocity of the first rotor 210, and is regarded as a normal three-phase AC synchronous machine. Can be controlled. At this time, both rotors 21
Between 0 and 220, the transmission torques Tt having the same magnitude but opposite directions are electromagnetically generated.

Theoretically speaking, if the angular velocity of the first rotor 210 is ωv and the angular velocity of the second rotor 220 is ωe, then
The transfer (generation) power Ev of the first rotor 210 is the angular velocity ωv.
Since the torque Tt acts at, Ev = Tt · ωv.
Similarly, since the transfer (generating) power Ee of the second rotor 220 is the angular velocity ωe and the torque Tt acts, Ee = Tt · ωe
Is. Difference between both powers Ev and Ee ΔE = Tt Δω = T (ω
e−ωv) becomes the electric power P exchanged between the coil 221 and the battery 600. Here, for simplification, considering only one phase of the power P, P = V2 · I · cos θ. In addition,
cos θ is the phase angle between the three-phase AC voltage V2 and the current I. Therefore, the torque T is theoretically V2 · I · c.
osθ / (ωe−ωv). From this, in order to control the torque T of the three-phase AC synchronous machine, I, V2, cos
It is understood that vector control of θ, that is, I and V2 is sufficient. That is, it is widely known that the vector control of I and V2 can freely generate the positive or negative torque T in the size of the range structurally allowed by the motor 200. Of course, the same non-vector control as the motor 400 described above is also possible.

(Actual Torque Control) Actual torque control will be described with reference to FIG. 3 showing a flowchart of the controller 3. In the following description, the torque generation value generated by the engine 100 is Te, both rotors 210, 22
It is assumed that a transmission torque electromagnetically transmitted between 0 is Tt, a torque required for a wheel shaft, that is, a torque command value is Tv, an angular velocity of the second rotor 220 is ωe, and an angular velocity of the first rotor 210 is ωv.

First, the torque command value Tv to be applied to the wheel shaft is determined from the accelerator opening (100). Next, the angular velocities ωe and ωv are input (102). Next, the torque Te generated by the engine 100 is determined from a built-in map based on the input throttle opening degree, angular velocity ωe, etc. (104). Next, the transmission torque Tt is determined. In addition,
The transmission torque Tt is set equal to the generated torque Te of the engine 100. Further, the torque T2 = Tv-Tt = Tv-Te applied from the motor 400 to the wheel shaft is determined (1
06). Note that Tt = Te, T2, and Tv may be positive torque (wheel driving torque) or negative torque (wheel braking torque). Next, the torque T is controlled by controlling the inverters 300 and 500 by the vector control method of the motor 200 or the power generation control method or the electric control method of the motor 400 described above.
t and T2 are generated, thereby generating a desired load torque Tv (108).

Next, the battery capacity is obtained by a known method (for example, a search is performed from a ternary map of the battery terminal voltage Va and the charging or discharging current I and the capacity), and whether the obtained capacity is larger than a predetermined maximum capacity or not. Is checked (110), and if larger, the fuel flow rate is reduced or stopped (112), and if not larger, the routine proceeds to step 114. In step 114, it is checked whether the battery capacity is smaller than a predetermined minimum capacity (114), and if it is smaller, the fuel flow rate is increased (11).
6) Then, the process returns to step 100, and if not smaller, the process directly returns to step 100.

In the actual control mode, the angular velocity ωv,
Since the values vary depending on the values of ωe, Te, and Tv, there are some differences depending on the values of the input angular velocities ωv, ωe, Te, and Tv. Hereinafter, that point will be described more specifically. Consider the case where the power running control mode ωe> ωv and Te <Tv. At this time, since the torque is insufficient even if Te = Tt is generated, the motor 400 is electrically operated to generate the torque T2 = Tv−Te. At this time, the coil 221 has V2 · I · cos θ
= Te (ωe−ωv) = Tt (ωe−ωv) electric power P is theoretically generated. However, I does not actually have a sinusoidal waveform because the battery 600 has a predetermined battery voltage Vb. Therefore, in this case, the average generated power is Te (ω
e-ωv). Alternatively, power can be smoothly sent to the battery by controlling the boost chopper or the like. As a result, all mechanical power (rotational energy) generated by the engine 100 is consumed, and the engine 100 can be operated at a constant rotation speed without being accelerated or decelerated.

In this mode, the engine-side inverter 300 is a three-phase full-wave rectifier and its generated power is Te (ω
Even if the engine-side inverter 300 is controlled so as to correspond to e−ωv), electric power corresponding to approximately Te (ωe−ωv) can be regenerated. Of course, also in this case, the load-side inverter 500
Then, the motor 400 is electrically operated to generate torque T2 = (Tv−Te).

However, the imbalance between the generated electric power and the electric electric power can be compensated for by the charging operation or the discharging operation of the battery 600 in the short term, but cannot be compensated in the long term (during long running). The best bet for this is to change the horsepower generated by the engine. Further, since energy transmission via both inverters causes a decrease in efficiency, the engine-generated torque Te is made as close as possible to the load torque Tv, and the engine angular velocity ωe is set to the wheel shaft angular velocity ωv.
Is preferred. By doing so, it is possible to improve the transmission efficiency. However, such T
Changes in e and ωe should be performed slowly to reduce emissions.

As described above, in this mode, the generated power of high speed small torque can be efficiently converted into the driving power of low speed large torque, and a part of mechanical power is directly supplied to the wheel shaft through the electromagnetic coupling. As a result, the electric system can be made low loss, compact and lightweight. Consider a case where the power generation control mode ωe> ωv and Te> Tv. Also in this case, the transmission torque Tt is equal to the torque T generated by the engine 100.
Set equal to e. Then, the motor 400 is operated to generate power, and the torque difference (Te-Tv) is used to generate power (Te-T).
v) Collect as ωv. At this time, the coil 221
Is the power P of V2 · I · cos θ = Te (ωe−ωv)
Is generated and recovered in the battery 600. Of course, this explanation is given by ignoring various resistance losses.

In this case, the motor 200 and the motor 400
Although the battery is temporarily fully charged by the power generation operation of
Since a large charge for a long time is impossible, the engine generated torque is slowly decreased to cope with the excessive torque while suppressing the emission to a low level. Therefore, in this mode, if the power generation torque of the motor 400 is T2, the transmission torques Tt and T2 may be set so that Te = Tt = Tv + T2.

In this way, the motors 200, 400
Since the excessive generated power is regenerated by both of the
0,400 can be miniaturized. Consider a case where the electric control mode ωe <ωv and Te <Tv. Also in this case, the transmission torque Tt is equal to the torque T generated by the engine 100.
Set equal to e. Then, the electric power T2 is applied to the motor 400.
The motor 400 is electrically operated by applying ωv. In addition,
The torque T2 generated by the motor 400 is set to Tv-Te. In addition, the coil 221 of the motor 200 has power V2
I · cos θ = Te (ωv−ωe) = (Tv−T2)
The electric power P of (ωv−ωe) is applied, whereby the wheel shaft transmits the mechanical power E = Tv · ωv to the wheel.

In this case, the motor 200 and the motor 400
Although the electric discharge of the battery causes a large discharge for a while, a large discharge for a long time is impossible. Therefore, the engine generated torque is slowly increased to suppress the emission to a low level and cope with the torque shortage. . In this way, the load power that is insufficient in both the motors 200 and 400 is torque assisted, so that the motors 200 and 400 can be downsized.

Consider the case where the braking control mode ωe <ωv and Te> Tv. Also in this case, the transmission torque Tt is equal to the torque T generated by the engine 100.
Set equal to e. Then, the motor 400 is operated to generate power, and the torque difference (Te-Tv) is used to generate power (Te-T).
v) Collect as ωv. At this time, the coil 221
And V2 · I · cos θ = Te (ωv−ωe) = Tt
The electric power P of (ωv-ωe) is applied to supply the insufficient power (rotational energy) Te (ωv-ωe) to the wheel shaft.

In this case, the difference between the regenerative power (Te-Tv) ωv and the input power Te (ωv-ωe) is covered by the battery 600, and if the battery capacity reaches a predetermined maximum charge level or minimum discharge level, the engine 100 Is controlled slowly to balance the two, and the battery capacity is set to an intermediate level between the above two levels. As described above, in this mode, the generated power of the low speed large torque can be efficiently converted into the driving power of the high speed small torque, and a part of the mechanical power can be directly supplied to the wheel shaft through the electromagnetic coupling. The electric system can be made low loss, compact and lightweight.

Engine stop control mode In this mode, the fuel supply to the engine is stopped when the brake pedal depression angle exceeds a predetermined level due to a brake operation signal input from a brake pedal depression angle sensor (not shown) to the controller 3. To do. In this way, the engine brake can be applied.

The detailed control operation after the fuel supply is stopped will be described below. First, when the brake pedal depression angle exceeds a predetermined level and it continues for a predetermined time or more, the input brake pedal depression angle is input to the map to obtain the torque command value T.
v = The braking torque Tb is calculated (100). The map built in the controller 3 represents the relationship between the brake pedal depression angle and the braking torque Tb.

The transmission torque Tt of the motor 200 is set equal to the negative torque Te of the engine (108). The negative torque Te of the fuel stop engine is a function value of the angular velocity ωe. In this embodiment, ωe is set equal to ωv within a range of the negative torque Te at which the transmission torque Tt can be realized, is set to a level smaller than ωv by a certain ratio, or is set to a predetermined constant level. When ωe is determined in this way, the negative torque Te, that is, the transmission torque Tt is determined. As a result, the engine 100 causes the braking power Te.
Absorb ωe. Further, the braking power that is theoretically Tt · (ωv−ωe) is recovered from the coil 221.

Although the recovered energy is stored in the battery 600, the battery may be overcharged on an extremely long downhill, and in that case, the transmission torque T
It suffices to increase t and Te. FIG. 4 shows an example of the T2 determination subroutine of step 106 of FIG.
5 shows an example of the Te determination subroutine of step 104 of FIG. 3, and FIG. 6 shows an example of the inverter control subroutine of step 108 of FIG.

(Modification) Although the embodiment using the three-phase AC synchronous machine has been described above, the same control can be performed by using a three-phase AC induction machine instead. Although the slip control is newly added to the three-phase AC induction machine, the slip control is the same as the synchronous control of the synchronous machine and is well known, so the description thereof will be omitted. (Embodiment 2) Another embodiment of the drive device for an electric vehicle of the present invention will be described with reference to the axial sectional view shown in FIG.
The configuration of this embodiment is the same as that of the motor 400 and the motor 200 of the first embodiment shown in FIG.

(Overall Structure) A drive shaft 110 of an internal combustion engine 100 mounted on a vehicle (not shown) is mechanically connected to a rotor 210 of a motor (engine-side rotating electric machine) 200, and a rotary shaft 213 of the rotor 210 is The coupler (800) is connected to the rotating shaft 413 of the second rotor 410 of the motor (load side rotating electric machine) 400. The first rotor 420 of 400 is mechanically connected to the wheel 700 through a reduction gear mechanism, a differential mechanism, and a wheel shaft (not shown). 300
Is an engine-side inverter for orthogonal conversion that mediates transfer of electric power between the motor 200 and the battery (power storage means) 600,
Reference numeral 500 is a load-side inverter for orthogonal conversion that mediates the transfer of electric power between the motor 400 and the battery (power storage means) 600. Reference numeral 3 is a controller for intermittently controlling the switches (power transistors) of the inverters 300 and 500.

(Structure of Motor 200) The motor 200 is
A normal three-phase AC synchronous machine having a housing 24
Nos. 0 and 241 are rotor 21 through bearings 251 and 252.
0 is rotatably supported. Also, the housing 241
A stator core 220 around which a stator coil 221 is wound is fixed to the inner peripheral surface of the. The rotor 210 is composed of a rotating shaft 213 and a rotor core 211 made of a soft iron core fitted and fixed to the rotating shaft 213, and a plurality of pairs of magnetic poles 212 each made of a permanent magnet are required to be a non-magnetic ring 215 on the outer periphery of the rotor core 211. It is fixed by. Similar to a normal permanent magnet type rotor, the magnetic poles 212 are arranged at regular intervals in the circumferential direction, and a pair of magnetic poles 212 adjacent to each other are arranged.
Are fixed in opposite polarities. Reference numeral 281 is a rotation sensor that detects the number of rotations of the rotor 210.

(Structure of Motor 400) The motor 400 has housings 440 and 441.
41 designates the first rotor 420 through the bearings 451 and 452.
Is rotatably supported, and the first rotor 420 rotatably supports the rotating shaft 413 of the second rotor 410 inside through bearings 453 and 454.

The first rotor 420 has a core 422 having the same shape as the stator core of a normal rotating electric machine, and a pair of end frames 428 and 42 individually fixed to both end surfaces of the core 422.
9 and the bearings 453, 454 are end frames 4
28, 429. The core 422 has a coil 4 having the same structure as a three-phase stator coil of a normal rotating electric machine.
21 is wound.

The second rotor 410 is composed of a rotary shaft 413 and a rotor core 411 made of a soft iron core fitted and fixed to the rotary shaft 413, and a plurality of pairs of magnetic poles 412 made of permanent magnets are not provided on the outer peripheral portion thereof. It is fixed by a magnetic ring 415 if necessary. Similar to a normal permanent magnet type rotor, the magnetic poles 412 are arranged at regular intervals in the circumferential direction, and the pair of magnetic poles 412 adjacent to each other are fixed in an attitude of opposite polarities.

The small-diameter portion of the end frame 429 is composed of three slip rings formed in a coaxial annular shape, and an insulating resin wheel plate that supports the respective slip rings so as to be electrically insulated from each other and from the end frame 429. The disk-type slip ring body 465 is fixed, and the three slip rings are connected to the three terminals of the coil 421. On the other hand, the brush body 460 is fitted in the hole of the end surface portion of the housing 441. The brush body 460 includes a base portion made of a block-shaped insulating resin, three brushes that are axially displaceably accommodated in the three lateral holes of the base portion, and the brushes 460 are also accommodated in the lateral holes and slip the brushes, respectively. It consists of a spring that urges it toward the ring,
The brushes are supported by the base in an electrically insulating manner from each other and from the housing 441. As a result, the inner ends of the brushes are individually pressed against the three slip rings. Reference numeral 481 is a rotation sensor that detects the rotation speed of the first rotor 420, and 482 is a rotation sensor that detects the rotation speed of the second rotor 410.

Therefore, as can be seen from the above description, the motor 400 having the above structure is a three-phase AC synchronous machine in which the stator also rotates. The motor 400 may be configured as a three-phase AC induction machine. Others, 213-a
Indicates the engine side end of the rotary shaft 213, 213-b indicates the load side end of the rotary shaft 213, and 413-a indicates the rotary shaft 41.
3 shows the engine side end.

(Description of control device) Inverters 300, 5
00 has the same configuration as that of the first embodiment. (Description of Operation) The operation of the vehicle drive device of the present embodiment having the above structure will be described below. (Operation of Motor 200) The motor 200 is an ordinary three-phase AC synchronous machine, and based on a rotation angle signal from the rotation speed sensor 281, an electric operation or power generation for driving control of the vehicle such as power running and braking described later. Take action.

In the electric operation, the angular velocity ωe of the rotor 210 is obtained from the rotation angle signal θ1 from the rotation speed sensor 281,
At the frequency synchronized with this angular velocity ωe, the engine-side inverter 3
00 to generate a three-phase AC voltage V1, and a phase angle Δθ between the magnetic pole position of the rotor 210 obtained from the rotation angle signal θ1 and the rotating magnetic field by the three-phase AC voltage V1.
Is controlled to a desired value by phase control. The torque may be PWM duty ratio control of each switch of the engine-side inverter 300 so that the power supply current or the applied voltage V1 becomes a desired level.

In the power generation operation, since the three-phase AC voltage V1 'is generated in the coil 221 by the rotation of the rotor 210, the amplitude of each phase voltage of this three-phase AC voltage V1' is the battery 60.
When the voltage exceeds 0, the switches S1 to S6 of the engine-side inverter 300 may be turned on at the timing when the phase voltage is applied to the battery. Further, by controlling the duty ratio by PWM, for example, during this ON period, the power generation amount, that is, the negative torque generation amount can be adjusted.

The power generation and electric control of the three-phase AC synchronous machine described above are well known, and therefore a further description will be omitted. (Operation of Motor 400) The motor 400 is a double-type three-phase AC synchronous machine, and has a rotation angle signal θ2 from the rotation speed sensor 481, that is, the rotation speed of the first rotor 420 and a rotation angle signal θ1 from the rotation speed sensor 482. That is, the electric operation or the power generation operation is performed based on the rotation speed of the second rotor 410.

First, the three-phase AC voltage V2 having a frequency synchronized with the difference Δθ between the two signals is applied to the coil 421. By doing so, the frequency of the three-phase AC voltage V2 assuming that the first rotor 420 is stationary is synchronized with the angular velocity ω1 of the second rotor 410, and is regarded as a normal three-phase AC synchronous machine. It can be controlled. At this time, the transmission torque Tt having the same magnitude in the opposite directions is electromagnetically generated between the rotors 410 and 420.

Theoretically speaking, if the angular velocity of the first rotor 420 is ωv and the angular velocity of the second rotor 410 is ωe, then
The transfer (generation) power Ev of the first rotor 420 is the angular velocity ωv.
Since the torque Tt acts at, Ev = Tt · ωv.
Similarly, since the transfer (generating) power Ee of the second rotor 410 has the angular velocity ωe and the torque Tt acts, Ee = Tt · ωe
Is. Difference between both powers Ev and Ee ΔE = Tt Δω = T (ω
e−ωv) is the electric power P exchanged between the coil 421 and the battery 600. Here, for simplification, considering only one phase of the power P, P = V2 · I · cos θ. In addition,
cos θ is the phase angle between the three-phase AC voltage V2 and the current I. Therefore, the torque T is theoretically V2 · I · c.
osθ / (ωe−ωv). From this, in order to control the torque T of the three-phase AC synchronous machine, I, V2, cos
It is understood that vector control of θ, that is, I and V2 is sufficient. That is, it is widely known that vector control of I and V2 can freely generate a positive or negative torque T in a size of a range structurally allowed by the motor 400. Of course, the same non-vector control as that of the motor 200 described above is also possible.

(Actual Torque Control) Actual torque control will be described with reference to FIG. 3 showing a flowchart of the controller 3. In the following description, the torque generation value generated by the engine 100 is Te, both rotors 410, 42.
The transmission torque electromagnetically transmitted between 0 is Tt, the torque required for the wheel shaft, that is, the torque command value is Tv, the angular velocity of the first rotor 420 is ωv, and the angular velocity of the second rotor 410 is ωe.

First, the torque command value Tv to be applied to the wheel shaft is determined from the accelerator opening (100). Next, the angular velocities ωv and ωe are input (102). Next, the torque Te generated by the engine 100 is determined from a built-in map based on the input throttle opening degree, angular velocity ωe, etc. (104). Next, the transmission torque Tt is determined. In addition,
The transmission torque Tt is set equal to the torque command value Tv. Further, the torque T2 = Tv-Te applied (transmitted / received) from the motor 200 to the rotary shaft 213 (that is, the drive shaft 110) is determined (106). Note that Tt = Tv, T2,
Te may be a positive torque (wheel driving torque) or a negative torque (wheel braking torque). Next, the above-mentioned motor 40
The vector control method of 0 or the above-described power generation control method or electric control method of the motor 200 allows the inverters 300, 500 to operate.
Is controlled to generate torques Tt and T2, thereby generating a desired load torque Tv (= Tt = Te + T2) (108).

Next, the battery capacity is obtained by a known method (for example, a search is performed from a ternary map of the battery terminal voltage Va, the charging or discharging current I, and the capacity), and whether the obtained capacity is larger than a predetermined maximum capacity or not. It is checked (110) whether or not the fuel flow rate is reduced or stopped (112), and if not, the process proceeds to step 114. In step 114, it is checked whether the battery capacity is smaller than a predetermined minimum capacity (114), and if it is smaller, the fuel flow rate is increased (11).
6) Then, the process returns to step 100, and if not smaller, the process directly returns to step 100.

In the actual control mode, the angular velocity ωv,
Since the values vary depending on the values of ωe, Te, and Tv, there are some differences depending on the values of the input angular velocities ωv, ωe, Te, and Tv. Hereinafter, that point will be described more specifically. Consider the case where the power running control mode ωe> ωv and Te <Tv. At this time, since the generated torque is insufficient by (Tv-Te), the motor 200 is electrically operated to generate the torque T2 = Tv-Te. On the other hand, the coil 421 has V2 · I · cos θ
= (Te + T2) · (ωe−ωv) = Tv (ωe−ω
v) = electric power P of Tt (ωe−ωv) is generated. However,
I does not actually have a sinusoidal waveform because the battery 600 has a predetermined battery voltage Vb. Therefore, in this case, the average generated power may be Tt (ωe−ωv). Also, if the boost chopper control is performed, the power can be sent to the battery relatively smoothly. Engine 1
All the mechanical power (rotation energy) generated by 00 is consumed, and the engine 100 can be operated at a constant rotation speed without being accelerated or decelerated.

In this mode, the load-side inverter 500 is a three-phase full-wave rectifier and its generated power is Tt (ω
Even if the load-side inverter 500 is controlled so as to correspond to e−ωv), the power corresponding to approximately Tt (ωe−ωv) can be regenerated. Of course, also in this case, the engine-side inverter 300
Then, the motor 200 is electrically operated to generate torque T2 = (Tv−Te).

However, the imbalance between the generated electric power and the electric electric power can be compensated by the charging operation or the discharging operation of the battery 600 in the short term, but cannot be compensated in the long term (when running for a long time). The best bet for this is to change the horsepower generated by the engine. Further, since energy transmission via both inverters causes a decrease in efficiency, the engine-generated torque Te is made as close as possible to the load torque Tv, and the engine angular velocity ωe is set to the wheel shaft angular velocity ωv.
Is preferred. By doing so, it is possible to improve the transmission efficiency. However, such T
Changes in e and ωe should be performed slowly to reduce emissions.

As described above, in this mode, the generated power of the high speed small torque can be converted into the driving power of the low speed large torque with high efficiency, and a part of the mechanical power is directly supplied to the wheel shaft through the electromagnetic coupling. As a result, the electric system can be made low loss, compact and lightweight. Consider a case where the power generation control mode ωe> ωv and Te> Tv. Also in this case, the transmission torque Tt is set equal to the load torque Tv. Then, the motor 200 is operated to generate power, and the torque difference (Te-Tv) is recovered as the power generation power (Te-Tv) ωe. Also, at this time, the coil 421 is V2 · I · c.
osθ = Tt (ωe−ωv) = Tv (ωe−ωv) =
Electric power P of (Te−T2) · (ωe−ωv) is generated and recovered in the battery 600. Of course, this explanation is given by ignoring various resistance losses.

In this case, the motor 200 and the motor 400
Although the battery is temporarily fully charged by the power generation operation of
Since a large charge for a long time is impossible, the engine generated torque is slowly decreased to cope with the excessive torque while suppressing the emission to a low level. Therefore, in this mode, if the power generation torque of the motor 200 is T2, the transmission torques Tt and T2 may be set so that Tv = Tt = Te−T2. If T2 is a power generation torque, that is, a negative torque value, Tv = Tt = Te +
It becomes T2.

In this way, the motors 200, 400
Since the excessive generated power is regenerated by both of the
0,400 can be miniaturized. Consider a case where the electric control mode ωe <ωv and Te <Tv. Also in this case, the transmission torque Tt is set equal to the load torque Tv. Then, the electric power T2 · ωe is applied to the motor 200 to electrically operate the motor 200. The torque T2 generated by the motor 200 is set to Tv-Te = Tt-Te.
Further, the coil 421 of the motor 400 has an electric power of V2 · I ·
cos θ = Tt (ωv−ωe) = Tv (ωv−ωe) =
An electric power P of (Te + T2) (ωv−ωe) is applied, whereby the wheel shaft transmits the mechanical power E = Tv · ωv to the wheel.

In this case, the motor 200 and the motor 400
Although the electric discharge of the battery causes a large discharge for a while, a large discharge for a long time is impossible. Therefore, the engine generated torque is slowly increased to suppress the emission to a low level and cope with the torque shortage. . In this way, the load power that is insufficient in both the motors 200 and 400 is torque assisted, so that the motors 200 and 400 can be downsized.

Consider a case where the braking control mode ωe <ωv and Te> Tv. Also in this case, the transmission torque Tt is set equal to the load torque Tv. Then, the motor 200 is operated to generate power, and the torque difference (Te−Tv) = T2 is regenerated as the power generation power (Te−Tv) ωe. T2 is a load torque when the motor 200 is generating power. At this time, the coil 421 has V2 · I · cos
θ = Tv (ωv−ωe) = Tt (ωv−ωe) = (Te
-T2) The electric power P of (ωv-ωe) is applied to supply the insufficient power (rotation energy) Tt (ωv-ωe) to the wheel shaft.

In this case, the difference between the regenerative power (Te-Tv) ωe and the input power (Te-T2) · (ωv-ωe) is covered by the battery 600, and the battery capacity has a predetermined maximum charge level or minimum discharge level. Engine 10 if reached
0 is slowly controlled to balance the two, and the battery capacity is set to an intermediate level between the above two levels. As described above, in this mode, the generated power of the low speed large torque can be efficiently converted into the driving power of the high speed small torque, and a part of the mechanical power can be directly supplied to the wheel shaft through the electromagnetic coupling. The electric system can be made low loss, compact and lightweight.

Engine stop control mode In this mode, the fuel supply to the engine is stopped when the brake pedal depression angle exceeds a predetermined level due to a brake operation signal input from a brake pedal depression angle sensor (not shown) to the controller 3. To do. In this way, the engine brake can be applied.

The detailed control operation after the fuel supply is stopped will be described below with reference to FIG. First, when the brake pedal depression angle exceeds a predetermined level and it continues for a predetermined time or more, the input brake pedal depression angle is input to a map to obtain a torque command value Tv = braking torque Tb (10
0). The map built in the controller 3 represents the relationship between the brake pedal depression angle and the braking torque Tb.

The transmission torque Tt of the motor 400 is set equal to the sum (Te + T2) of the negative torque Te of the engine and the power generation torque of the motor 200 (108). The negative torque Te of the fuel stop engine is a function value of the angular velocity ωe. In this embodiment, ωe is set to be equal to ωv within a range of the negative torque Te at which the transmission torque Tt-T2 can be realized, is set to a level smaller than ωv by a certain ratio, or is set to a predetermined constant level. If ωe is determined in this way, negative torque Te, that is, transmission torque (Tt-T2)
Is determined, the engine 100 causes the braking power Te to increase from the wheel shaft.
・ Absorb ωe. Further, the motor 400 includes a coil 42
From 1 theoretically, Tt · (ωv−ωe) = (Te + T
2) Recover braking power equal to (ωv-ωe).

Although the recovered energy is accumulated in the battery 600, the battery may be overcharged on an extremely long downhill, and in that case, Te may be increased. 8 shows an example of the T2 determination subroutine of step 106 of FIG. 3, and FIG. 9 shows step 108 of FIG.
An example of the inverter control subroutine of is shown.

FIG. 10 shows the third embodiment. In the first embodiment, 210 is the second rotor, 220 is the first rotor, and the input from the E / G is applied to the second rotor 210. This is an example in which the output to the side rotating machine is performed from the first rotor 220, and the configuration is almost the same as that of the first embodiment. However,
It is different in that the input is performed from the input end 213-a of the shaft 213 of the second rotor 210 and the output is performed from the small diameter portion 229-a of the end frame 229 of the first rotor due to the relationship of input and output. Reference numeral 214 is a joint bar that transmits a rotational force from 200 to 400.

The operation is the second rotor 21 in the case of the first embodiment.
If the angular velocity of 0 is set to ωe and the angular velocity of the first rotor 220 is set to ωv, and the following is the same, the description will be omitted. FIG. 11 shows a fourth embodiment. In the second embodiment, 420 is the second rotor, 410 is the first rotor, and the input from the engine side rotating machine 200 is the second rotor 4
20 is an example in which the output to the load side is performed from the first rotor 410 to 20, and the configuration is almost the same as that of the second embodiment.
However, it is different in that the input is performed from the small diameter portion 428-a of the end frame of the second rotor 420 and the output is performed from the output end 413-a of the shaft 413 of the first rotor 410 due to the relation of input and output. Further, 414 is a joint bar for transmitting the rotational force from 200 to 400.

The operation is the first rotor 41 in the second embodiment.
If the angular velocity of 0 is set to ωv and the angular velocity of the second rotor 420 is set to ωe, and the following is the same, the description will be omitted.

[Brief description of drawings]

FIG. 1 is an axial sectional view of a vehicle drive device according to a first embodiment of the present invention.

FIG. 2 is an equivalent circuit diagram of an inverter 300 or 500.

FIG. 3 is a flowchart showing a control operation of a controller 3.

FIG. 4 is T2 of step 106 of FIG. 3 in the first embodiment.
It is a flow chart which shows an example of a decision subroutine.

5 is a flowchart showing an example of a Te determination subroutine in step 104 of FIG.

FIG. 6 is a flowchart showing an example of an inverter control subroutine of step 108 of FIG. 3 in the first embodiment. .

FIG. 7 is an axial sectional view of a vehicle drive device according to another embodiment of the present invention.

FIG. 8 is T2 of step 106 of FIG. 3 in the second embodiment.
It is a flow chart which shows an example of a decision subroutine.

FIG. 9 is a flowchart showing an example of an inverter control subroutine of step 108 of FIG. 3 in the second embodiment. .

FIG. 10 is a cross-sectional view of a vehicle drive device according to a third embodiment.

FIG. 11 is a cross-sectional view of a vehicle drive device according to a fourth embodiment.

[Explanation of symbols]

100 is an internal combustion engine (engine), 110 is a drive shaft of the engine, 200 is a motor (engine side rotating electric machine), 300 is an engine side inverter, 400 is a motor (load side rotating electric machine),
Reference numeral 500 is a load side inverter, and 600 is a battery (power storage means).

Claims (20)

[Claims] 1. An engine-side rotating electric machine driven by a drive shaft of an internal combustion engine mounted on a vehicle, an engine-side inverter connecting the engine-side rotating electric machine and a storage means so as to be able to exchange electric power, and a wheel shaft. Load-side rotating electric machine, a load-side inverter that connects the load-side rotating electric machine and the storage means to each other so that electric power can be transferred, and a load-side rotating speed detection that detects a load-side rotating speed related to the rotating speed of the wheel shaft Means, an engine-side rotation speed detecting means for detecting an engine-side rotation speed related to the rotation speed of the drive shaft, and a controller for intermittently controlling each switch constituting the both inverters based on the both rotation speeds. At least one of the engine-side rotary electric machine and the load-side rotary electric machine is for electromagnetically coupling the drive shaft and the wheel shaft of the internal combustion engine so that torque can be transmitted. Drive. 2. The engine-side rotary electric machine electromagnetically couples one of a rotary shaft of the load-side rotary electric machine and the wheel shaft to the drive shaft of the internal combustion engine so that torque can be transmitted. Vehicle drive device. 3. The engine-side rotating electric machine is housed in a housing, a first rotor rotatably housed in the housing and connected to the rotating shaft of the load-side rotating electric machine, and rotatably housed in the housing. A second rotor that is coupled to the drive shaft and that generates mutually opposite torques by electromagnetic interaction with the first rotor, one of the two rotors being supplied with power from the inverter. A coil having a coil electromagnetically coupled to the other of both rotors.
The vehicle drive device described. 4. The vehicle drive device according to claim 3, wherein the rotating shaft of the load-side rotating electric machine is directly connected to the first rotor. 5. The engine-side rotating electric machine is wound around one of the rotors to form a rotating magnetic field that affects the other of the rotors, and to generate electric power according to a difference in angular velocity between the rotors. The vehicle drive device according to any one of claims 3 and 4, further comprising a coil that transmits and receives to and from the side inverter. 6. The controller according to claim 5, wherein the controller controls the engine-side inverter on the basis of input information to apply an AC voltage having a frequency substantially equal to a rotational speed difference between the rotors to the coil. Vehicle drive unit. 7. The controller detects a torque command value Tv associated with a required torque value of the first rotor and a torque generation value Te associated with a drive torque received by the second rotor from the drive shaft. A condition of ωe> ωv and Te <Tv based on the angular velocity ωv of the first rotor related to the load side rotational speed and the detected angular velocity ωe of the second rotor related to the engine side rotational speed. It is determined whether or not is satisfied, and when both are satisfied, the both inverters are controlled, and the generated electric power generated from the engine-side rotating electric machine is supplied to the storage means and the load-side rotating electric machine to supply the load-side rotating electric machine. The vehicle drive device according to any one of claims 3 to 6, which electrically drives the vehicle. 8. The controller detects a torque command value Tv related to a required torque value of the first rotor and a torque generation value Te related to a drive torque received by the second rotor from the drive shaft. A condition of ωe> ωv and Te> Tv based on the angular velocity ωv of the first rotor related to the load side rotational speed and the detected angular velocity ωe of the second rotor related to the engine side rotational speed. 7. The method according to claim 3, wherein it is determined whether or not is satisfied, and when both are satisfied, the both inverters are controlled to supply the generated electric power generated from the both rotary electric machines to the power storage unit. Vehicle drive unit. 9. The controller detects a torque command value Tv related to a required torque value of the first rotor and a torque generation value Te related to a drive torque received by the second rotor from the drive shaft. A condition of ωe <ωv and Te <Tv based on the angular velocity ωv of the first rotor related to the load side rotational speed and the detected angular velocity ωe of the second rotor related to the engine side rotational speed. 7. The vehicle drive device according to claim 3, wherein it is determined whether or not is satisfied, and when both are satisfied, the both inverters are controlled to electrically operate the both rotary electric machines. 10. The controller includes a torque command value Tv related to a required torque value of the first rotor and the second torque command value Tv.
The torque generation value Te related to the drive torque received by the rotor from the drive shaft, the angular velocity ωv of the first rotor related to the detected load side rotation speed, and the detected engine side rotation speed On the basis of the angular velocity ωe of the second rotor, it is determined whether or not the conditions of ωe <ωv and Te> Tv are satisfied. 7. The vehicle drive device according to claim 3, wherein electric power is supplied to the electric machine to electrically operate the engine-side rotating electric machine and to electrically generate the load-side rotating electric machine to charge the power storage unit. 11. The load-side rotating electric machine electromagnetically couples a rotating shaft of the engine-side rotating electric machine and one of the drive shafts of the internal combustion engine and the wheel shaft so that torque can be transmitted. Vehicle drive device. 12. The load-side rotating electric machine includes a housing,
Between a first rotor rotatably housed in the housing and connected to the wheel shaft, and a first rotor rotatably housed in the housing and connected to the rotation shaft of the engine-side rotating electric machine and the first rotor A second rotor that generates torque in opposite directions by electromagnetic interaction with each other, and one of the two rotors has a coil that is electrically fed from the inverter and electromagnetically coupled to the other of the two rotors.
The vehicle drive device described. 13. The vehicle drive device according to claim 12, wherein the rotary shaft of the engine-side rotary electric machine is directly connected to the second rotor. 14. The load-side rotating electric machine is wound around one of the rotors to form a rotating magnetic field that affects the other of the rotors, and the load-side electric machine supplies electric power according to a difference in angular velocity between the rotors. The vehicle drive device according to claim 12 or 13, further comprising a coil that transmits and receives to and from the side inverter. 15. The controller according to claim 14, wherein the controller controls the load-side inverter based on the input information to apply an AC voltage having a frequency substantially equal to a rotational speed difference between the rotors to the coil. Vehicle drive unit. 16. The controller includes a torque command value Tv related to a required torque value of the first rotor and the second torque command value Tv.
The torque generation value Te related to the drive torque received by the rotor from the drive shaft, the angular velocity ωv of the first rotor related to the detected load side rotation speed, and the detected engine side rotation speed Based on the angular velocity ωe of the second rotor, it is determined whether the conditions of ωe> ωv and Te <Tv are satisfied, and if they are satisfied, both inverters are controlled to generate from the load side rotating electric machine. The generated electric power is supplied to the power storage means and the engine-side rotating electric machine to electrically operate the engine-side rotating electric machine.
The vehicle drive device according to any one of 2 to 15. 17. The torque command value Tv related to the required torque value of the first rotor and the second controller
The torque generation value Te related to the drive torque received by the rotor from the drive shaft, the angular velocity ωv of the first rotor related to the detected load side rotation speed, and the detected engine side rotation speed On the basis of the angular velocity ωe of the second rotor, it is determined whether or not the conditions of ωe> ωv and Te> Tv are satisfied. 16. The electric power is supplied to the power storage unit.
5. The vehicle drive device according to any one of 1. 18. The controller includes a torque command value Tv associated with a required torque value of the first rotor and the second command value.
The torque generation value Te related to the drive torque received by the rotor from the drive shaft, the angular velocity ωv of the first rotor related to the detected load side rotation speed, and the detected engine side rotation speed Based on the angular velocity ωe of the second rotor, it is determined whether or not the conditions of ωe <ωv and Te <Tv are satisfied, and when they are satisfied, both inverters are controlled to electrically operate both rotating electric machines. The vehicle drive device according to any one of claims 12 to 15, which is a vehicle. 19. The controller includes a torque command value Tv related to a required torque value of the first rotor and the second command value Tv.
The torque generation value Te related to the drive torque received by the rotor from the drive shaft, the angular velocity ωv of the first rotor related to the detected load side rotation speed, and the detected engine side rotation speed Based on the angular velocity ωe of the second rotor, it is determined whether or not the conditions of ωe <ωv and Te> Tv are satisfied, and when they are satisfied, both inverters are controlled to rotate the load side from the power storage means. 16. The vehicle drive device according to claim 12, wherein electric power is supplied to the electric machine to electrically operate the load-side rotating electric machine, and the engine-side rotating electric machine is operated to generate electric power to charge the power storage unit. 20. The controller is for stopping or reducing the fuel supply to the internal combustion engine when a vehicle braking command signal for commanding vehicle braking is input from the outside. The vehicle drive device described.