JPH0956010A - Driver for vehicle and drive control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the size of a driver while enhancing the efficiency by a constitution wherein the drive power of an internal combustion engine is not entirely converted into power but a part thereof is transmitted directly to the propulsion drive side and the r.p.m. and torque are controlled. SOLUTION: Output from an engine 100 is transmitted to the input shaft 1213 of a torque speed converter 1000. The converter 1000 comprises a first rotor 1210 secured integrally with the input shaft 1213 and a second rotor 1310 disposed on the outside thereof housing in a housing comprising cylindrical frames 1720, 1719 and a stator 1410 disposed on the inner circumferential surface of the housing 1710. The stator 1410 and the first rotor 1210 establish a rotating field when power is fed externally thus constituting a synchronous motor. A part of torque of the input shaft is passed through a decelerating section 1800 and transmitted directly to a load 700 while the remainder of torque is converted through a first rotor 1212 and the stator 1410 into power for charging a battery 600 through inverters 200, 400. When the torque is deficient, the battery 600 is discharged to drive the motor.

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, and more particularly to a hybrid vehicle drive device that drives a wheel axle 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, in such a system, all the energy required for driving is output through the electric power system, the traveling generator and the driving motor.
The capacity of each of these system elements becomes large, and the system becomes large. Further, since the conversion efficiency of each element is duplicated, there is a problem that the system efficiency deteriorates.

Therefore, as disclosed in Japanese Patent Laid-Open No. 58-130704, the output of the internal combustion engine is transmitted to the drive wheel side by utilizing electromagnetic induction between the rotor and the stator of the electric motor, and if necessary. It is shown that a drive wheel is drive-controlled with a configuration in which electric power is supplied from a battery to an electric motor and electric power from the electric motor side is absorbed.

However, in the structure disclosed in this publication, the frequency of the induced voltage applied to the rotor on the drive wheel side is the same as the frequency generated from the internal combustion engine or is only converted at a certain ratio. Since the torque is not variable, the torque is controlled to the output side, but the structure is such that the rotational speed cannot be controlled variably, and it is necessary to realize sufficient control for actual vehicle drive control. Is impossible.

Therefore, according to the present invention, when the driving force of the internal combustion engine is converted to electric power through the generator, some of the rotational energy is directly transmitted to the traveling drive side without converting all of the electric power to electric power, and the internal combustion engine is also used. It is an object of the present invention to provide a vehicle drive device that controls the rotation speed and torque so that the vehicle can be driven efficiently.

[0007]

In order to achieve the above object, the present invention provides that the driving force of the internal combustion engine causes the first and second rotors to rotate relative to each other. , The second rotor generates a mutual electromagnetic action with the first rotor by the first magnetic circuit and a mutual electromagnetic action with the stator fixed to the housing by the second magnetic circuit. cause. The drive torque and the rotational speed generated by these mutual electromagnetic actions are set so that the rotational force of the first rotary electric machine and the torque of the second rotary electric machine correspond to the required value on the load side with respect to the rotational force of the internal combustion engine. Control to drive and control the load output.

Further, according to the construction of claim 1, the conventional generator and electric motor can be substituted by this drive unit, and not only the system becomes small and lightweight, but also the power of the internal combustion engine is electromagnetically coupled. Since it can be directly transmitted to the load output through, the energy transmitted to the load side can be reduced by performing both power-power conversion and power-power conversion, and efficiency can be improved. Further, since the rotational speed of the first rotary electric machine and the torque of the second rotary electric machine are made to correspond to the required value on the load side with respect to the rotational force of the internal combustion engine, direct transmission from the internal combustion engine to the load side is performed. The force can be controlled accurately and the efficiency of the system can be improved.

In the structure of claim 4, since the planetary gear speed reducer is provided integrally with the drive device between the output end of the second rotor and the load output, not only is the rotating electric machine small and lightweight, but also The structure of the reduction gear transmission is also simplified. According to the configuration of claim 6, when the vehicle braking command signal for commanding the vehicle braking is input from the outside, the fuel supply to the internal combustion engine is stopped or reduced, so that the braking force is applied by the drive shaft of the internal combustion engine. Can occur.

In the structure of claim 7, since the first rotor, the second rotor and the stator are arranged on the concentric circles, the structure is simple and each component can be manufactured inexpensively and the cost can be reduced. In the structure of claim 8, since the stator is arranged outside, the first rotor is arranged inside, and the second rotor is arranged between them, the structure of the magnetic circuit or the like is simple without any waste, and the housing or the like is simplified. Since the configuration of is simple, further size reduction, weight reduction, and higher efficiency are possible.

In the structure of claim 9, since the magnetic poles of the second rotor rotor are permanent magnets, the thickness of the rotor can be made as thin as possible, and the rotating electric machine can be made smaller and lighter. According to the structure of claim 10, since the second rotor magnetic pole is composed of the cage type conductor, the structure is simple and the manufacturing is easy and the cost is reduced, and the rotor is robust, so that the reliability is improved.

In the eleventh aspect of the present invention, the first coil uses the first inverter and the controller to transfer the electric power according to the difference in angular velocity between the first rotor and the second rotor with the power storage means with high efficiency. Since the second coil and the controller can transfer the electric power according to the acting torque between the second rotor and the stator with the power storage means with high efficiency, the second coil can be downsized. And the system becomes highly efficient.

According to the structure of claim 12, the torque command value Tv required for the second rotor connected to the load output is provided.
A torque generation value Te received by the first rotor connected to the drive shaft of the internal combustion engine from the drive shaft of the internal combustion engine, and an angular velocity ωv of the second rotor connected to the load output,
When the relationship with the angular velocity ωe of the first rotor connected to the drive shaft of the internal combustion engine satisfies the conditions of ωe> ωv and Te <Tv, the first rotating electric machine is caused to generate power, Two
The electric rotating machine is operated electrically.

With this configuration, the first rotating electric machine recovers the surplus mechanical power of the first rotor connected to the drive shaft of the internal combustion engine as electric power, and then drives the second rotating electric machine. The power shortage of the wheel axle can be resolved. 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.

According to the structure of claim 13, the torque command value Tv required for the second rotor connected to the load output.
A torque generation value Te received by the first rotor connected to the drive shaft of the internal combustion engine from the drive shaft, the angular velocity ωv of the second rotor connected to the load output, and the drive of the internal combustion engine. When the angular velocity ωe of the first rotor connected to the shaft satisfies the conditions of ωe> ωv and Te> Tv, the surplus of the first rotor connected to the drive shaft of the internal combustion engine Power 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 first rotor connected to the drive shaft of the internal combustion engine. be able to. According to the configuration of claim 14, the torque command value Tv required for the second rotor connected to the load output and the first rotor connected to the drive shaft of the internal combustion engine receive from the drive shaft. The torque generation value Te, the angular velocity ωv of the second rotor coupled to the load output, and the angular velocity ω of the first rotor coupled to the drive shaft of the internal combustion engine.
and e satisfy the conditions of ωe <ωv and Te <Tv, a shortage of power transmitted from the first rotor connected to the drive shaft of the internal combustion engine to the wheel shaft is caused by the rotating electric machine. Torque assist can be performed with.

With this configuration, since both rotary electric machines can share the assist torque, both rotary electric machines can be downsized. According to the structure of claim 15, the torque command value Tv required for the second rotor connected to the load output and the first rotor connected to the drive shaft of the internal combustion engine receive from the drive shaft. The torque generation value Te, the angular velocity ωv of the second rotor coupled to the load output, and the angular velocity ωe of the first rotor coupled to the drive shaft of the internal combustion engine.
And satisfy the conditions of ωe <ωv and Te> Tv, the first rotary electric machine is electrically operated and the second rotary electric machine is electrically operated.

With this configuration, 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. Further, according to the structure of claim 16, the rotation state of the first and second rotors is detected by the detection means, and the drive torque and the rotation speed with respect to the load output become predetermined values based on the signals thereof. Since it is controlled as described above, a wide range of torque and rotational speed can be arbitrarily converted and controlled with respect to the drive torque and rotational speed of the internal combustion engine with a relatively simple configuration.
It is possible to eliminate the need for complicated transmissions, clutches and the like.

According to the eighteenth aspect of the present invention, the control coil wound around the rotor and the stator and the two magnetic circuits interposed therebetween are used to convert and control the torque and the rotational speed from the internal combustion engine. By controlling the energization of these control coils, it is possible to control both the rotation speed and the torque toward the vehicle drive unit so as to be set predetermined values, and the vehicle can be controlled without requiring a complicated configuration. Driving can be controlled appropriately.

[0020]

BEST MODE FOR CARRYING OUT THE INVENTION

(First Embodiment) FIG. 1 shows a first embodiment of the present invention. 100 is an engine (hereinafter referred to as E / G), and 1
000 is a torque-rotation that receives the output of the E / G 100 as an input and adjusts and outputs the drive torque and the excess or deficiency of the rotation speed so as to correspond to the load output (travel drive output) configured by the drive wheels 700 and the like. A driving device that functions as a speed converter, and mainly has a rotation speed adjustment unit 1200 that mainly adjusts the input and output rotation speed, a torque adjustment unit 1400 that adjusts the input and output torque, and a speed reduction unit 1800 that reduces the output. Have and. This torque-rotation speed (spe
The ed) converter 1000 is hereafter abbreviated as the TS converter 1000. 200 is a T-S converter 1000
Is an inverter that controls the energization of the rotation speed adjustment unit 1200, and converts the DC power from the battery 600 into three-phase AC by the switching operation of the internal power transistor and supplies the power to the rotation speed adjustment unit 1200. When excess power is generated from the rotation speed adjustment unit 1200, the AC power is converted to DC power by using an internal rectifier circuit and supplied to the battery 600. 400 is T-S
It is an inverter that controls energization of the torque adjustment unit 1400 of the converter 1000, and has a function of converting DC power and AC power between the battery 600 and the torque adjustment unit 1400, like the inverter 200. 500 is T-S
The control device controls the inverters 200 and 400 by the rotation sensor of the converter 1000 and other internal information and external information. Reference numeral 700 is a drive wheel composed of a tire or the like as a load output. E / G10 here
A joint and a speed reducer used in a general vehicle are configured between 0 and the TS converter 1000. Further, even when the TS converter 1000 and the drive wheels 700 are inserted, the speed of the general vehicle is reduced. Although the joints, differential gears, etc. used are constructed, their illustration is omitted. 1
Reference numeral 10 denotes an output shaft of the E / G 100, which is rotationally driven together with driving of the engine and is connected to an input shaft 1213 of the TS converter 1000 via an unillustrated coupling or the like.
The output by G100 is transmitted.

The detailed structure of the TS converter 100 will be described below. The TS converter 1000 is a cylinder that is a first rotor integrally fixed to an input shaft 1213 inside a housing formed by abutting cylindrical outer frames 1720 and 1710 fixed to a vehicle. First rotor 1210 and first rotor 121
0 through the first rotor 121 through a predetermined gap.
The second rotor 1310, which is a second rotor rotatably supported coaxially with 0, is provided so as to face the outer peripheral portion of the second rotor 1310 with a predetermined gap, and the inner surface of the housing 1710. It has a stator 1410 corresponding to a stator fixed to. The input shaft 1213 protrudes from the center of the side surface of the outer frame 1710 to project E / G1
The output shaft 110 of the E / G 100 extends toward 00.
And the rotation axis are connected so that they are located substantially coaxially. The stator 1410 is composed of a winding 1411 and a stator core 1412 that form a rotating magnetic field by external power feeding. Similarly, the first rotor 1210 also has a winding 1211 and a rotor core 1212 that generate a rotating magnetic field by external power feeding. As a method for feeding power to the rotating body, a brush holder 1610, a brush 162
0, a slip ring 1630 is used. Input shaft 12
Since a rotation supporting structural member such as a bearing is configured on the outer circumference of 13, the slip ring 1630 is located outside the structure, and therefore the lead from the slip ring 1630 to the outer circumference of the first rotor 1210 is lead. You have to pull out the wire, so shaft 1
Insulating part 1650 such as a mold is provided inside 213 to keep the insulating state from shaft 1213 and lead part 16
60 is buried in the shaft and pulled to the outer peripheral portion of the first rotor 1210. The second rotor 131
0 is a hollow rotor yoke 1311 and N, S on its inner peripheral surface.
Magnets 1220 arranged at equal intervals are provided to form poles, and a first magnetic circuit is formed by the rotor core 1212 and the winding 1211 to form one synchronous rotating electric machine. It is called a rotation speed adjustment unit 1200. In addition, the second rotor 1310 includes a hollow rotor yoke 13
Magnets 1420 arranged at equal intervals are also provided on the outer peripheral surface of the stator core 11 to form N and S poles.
A second magnetic circuit is formed together with 412 and the winding 1411 to form another synchronous motor, and this portion is referred to as a torque adjusting unit 1400.

Rotation sensors 1911 and 1912 for controlling rotation as these synchronous electric motors are connected to the external frame 1 via an input shaft 1213 and a frame 1920, respectively.
710, the rotor frame 133 of the second rotor 1310
1 and the outer frame 1710. The rotation sensors 1911 and 1912 are used to control the rotation speeds of the first rotor and the second rotor, as described later.

The permanent magnets 1220 and 1420 provided on the inner surface or the outer surface of the hollow rotor yoke 1311 are fixed by rings 1225 and 1425, respectively. Also, the rotor yoke 1311 of the second rotor 1310 includes rotor frames 1331 and 1332 and bearings 15.
The outer frames 1710 and 1720, which are fixed to the vehicle, are rotatably provided through the rollers 10 and 1511.
The first rotor 1210 is rotatably provided on the rotor frames 1331 and 1332 of the second rotor via a shaft 1213 and bearings 1512 and 1513.

Next, the structure of the speed reducer 1800 provided between the T-S converter 1000 and the drive wheels 700 for transmitting the output converted by the T-S converter 1000 to the drive wheels 700 will be described. The speed reduction unit 1800 is integrally arranged with the TS converter at a position adjacent to the TS converter 1000. Second rotor 1310
An internal gear 1332a is provided on a rotor frame 1332 corresponding to the output end side of the sun gear shaft 181 of the speed reducer 1800 arranged coaxially with the input shaft.
The rotational force is transmitted to the 0 input gear 1811. The sun gear shaft 1810 is supported by bearings 1514 and 1515 so as to be relatively rotatable with respect to the outer frame 1720 and the output shaft 1860.
The rotational force from the second rotor 1310 is applied to the planetary gear unit 1
820, and transmits the output after deceleration to the output shaft 1860 via the planetary gear shaft 1840 and the planetary carrier portion 1861 by planetary deceleration with the internal gear 1830. Output shaft 1860 is bearing 15
It is rotatably provided on the reduction gear frame 1730 by 16, and is arranged so that its position is aligned with the input shaft 1213 and the sun gear shaft 1810. The internal gear 1830 is the reduction gear frame 1
It is being fixed to 730 via the fixing member 1835. 1
Rotation sensors 911 and 1912 detect the rotational positions of the first rotor 1210 and the second rotor 1310, respectively, and output their signals to the control device 500.

The rotation sensor 1911 is connected to the outer frame 17
It is fixed inside a cover case 1920 fixed to the side surface of the brush 10, and a brush holder 1610 is also inserted inside the cover case 1920 to prevent dust and the like from entering from the outside. In the above configuration, the output of the E / G 100 is directly transmitted to the vehicle output side, that is, the load output side via electromagnetic force, and the inverters 200, 400 and the internal combustion engine are controlled to request the torque to the drive wheels. A method of controlling the value of will be described.

In the following description, the torque generation value generated by the E / G 100 is Te, the transmission torque electromagnetically transmitted between the first rotor 1210 and the second rotor 1310 is Tt,
The torque required for the wheel shaft, that is, the torque command value is Tv, the angular velocity of the first rotor 1210 is ωe, and the angular velocity of the second rotor is ωv. First, the accelerator opening amount from an accelerator opening amount detection sensor (not shown) provided on the accelerator of the vehicle and the depression angle from a brake pedal depression angle detection sensor 820 (not shown) provided on the brake pedal. The torque command value Tv to be given to the drive wheels 700 is determined according to the amount.

Next, the angular velocities ωe and ωv of the first rotor and the second rotor are obtained from the rotation sensors 1911 and 1912.
Further, the torque Te generated by the E / G 100 is obtained from the data map built in the control device 500 based on the input throttle opening, the rotational angular velocity of the E / G 100, and the like. Next, the transmission torque Tt of the TS converter 1000 is determined. The transmission torque Tt transmits a torque equal to the generated torque Te of the E / G 100 from the first rotor 1210 to the second rotor 1310. Normally, since the E / G 100 is normally operated in the most efficient state, the generated torque Te is almost constant, but in reality, it contains a slight fluctuating torque. When the torque is transmitted to the second rotor 1310, the traveling stability may be impaired. Therefore, the fluctuation torque from the E / G 100 is kept constant by the inverter 20 so that the transmission torque Tt becomes constant.
It is desirable to control so as to absorb by controlling 0.
As this method, if the rotation speed of the second rotor is detected and the rotation speed is controlled to a predetermined value, the torque fluctuation of the E / G 100 can be absorbed.

Next, the torque T2 applied in the torque adjusting section 1400 is determined. This can be achieved by compensating for the difference between the transmission torque Tt transmitted from the E / G 100 to the second rotor 1210 and the torque command value Tv in the torque adjustment unit 1400 so that the torque command value Tv required by the wheel shaft is obtained. Therefore, T2 = Tv-Tt = Tv-Te may be set. Therefore, the amount of electric power supplied to the first rotor 1210 is controlled by the inverter 200 so that the transmission torque becomes Tt, and the amount of electric power supplied to the stator 1410 becomes equal to T2 so that the additional torque in the torque adjusting unit 1400 becomes T2. The desired torque Tv is generated toward the drive wheels 700.

Further, the generated torque T in the E / G100
Depending on the magnitude of e and the torque command value Tv, the torque adjustment unit 1
There are cases where 400 acts as a generator and cases where it acts as an electric motor. That is, the generated torque Te in the E / G 100 is compared with the torque command value Tv, and Te
Is smaller than Tv, the torque adjustment unit 1400 is set to T2 =
It is controlled to operate as an electric motor so as to be Tv-Te. If Te is larger than Tv, the torque adjustment unit 14
00 is controlled to operate as a generator so that T2 = Te−Tv. From this power generation state, T2 operates as braking torque for the TS converter. Also, Te =
If Tv, T2 = 0, and the torque adjustment unit 1400 does not perform additional control.

Further, in determining the torque Te generated by the E / G 100, a more detailed T from the brake depression angle is determined.
You may make it estimate e. That is, when it is determined from the signal from the brake depression angle sensor that the brake depression angle is larger than a predetermined value, it is determined that a large braking force is required as if going down a steep slope. Therefore, when the E / G 100 is in a driving state, it is necessary to brake the driving state as well. Therefore, the TS converter 1
Therefore, in such a case, the fuel supply to the E / G 100 is stopped, the driving of the E / G 100 is stopped, and the driving of the first rotor 1210 is stopped. , The torque command value Tv is determined only from the brake depression angle, and the predetermined ωe
Is calculated to obtain a negative Te, and the inverter 400 controls the torque adjusting unit 1400 to a braking state.

On the other hand, if the depression angle of the brake is less than a predetermined value, the generated torque Te is estimated from the throttle opening, ωe, etc. as usual. When the above control is performed, it is necessary to consider the state of charge of the battery. That is, when the battery is almost fully charged, the T-S
If a state in which power generation is generated by converter 1000 and the battery is charged, the battery is overcharged and adversely affects the battery. On the contrary, when the charging is insufficient, the TS converter 1
If 000 is electrically operated, a power shortage may occur during control. Therefore, it is necessary to carry out the following control.

That is, the battery capacity is obtained by a known method (for example, the battery terminal voltage Va and the charging or discharging current I are detected and calculated from these values), and whether the obtained capacity is larger than a predetermined maximum capacity or not. If it is larger, the control of the first rotor 1210 by the inverter 200 is once stopped, the control is switched to the state of only the torque adjustment unit 1400, and the fuel flow rate supply amount to the E / G 100 is reduced or stopped. If the battery capacity is not larger than the predetermined maximum capacity, it is determined whether or not the battery capacity is smaller than the predetermined minimum capacity. If it is smaller, the fuel supply amount to the E / G 100 is increased. As described above, the T generated by the E / G 100 and the torque command value Tv are not increased but T
The -S converter 1000 is controlled by the inverters 200 and 400 and the control device 500 so as to obtain desired torque and rotation speed.

In the above embodiment, the generated torque Te and the transmitted torque Tt are set to be the same in the rotation speed adjusting section 1200, but the rotation speed of the second rotor is controlled to a high rotation speed while generating the same torque. You can also do it. That is, it is possible to control the rotation speed of the second rotor at high speed while keeping the torque constant by changing the frequency of the AC power supplied by the inverter 200.
In this case, the frequency supplied to the first rotor corresponds to the difference between the rotation frequency of the first rotor and the rotation frequency of the second rotor, and the frequency of the inverter 400 supplied to the stator is the rotation frequency of the second rotor. It is controlled by the frequency corresponding to the number.

Therefore, it is possible to control the TS converter 1000 in a state where the transmission torque between the first rotor and the second rotor is the same but the rotation speed of the second rotor is different, and it is possible to control the T-S converter 1000 according to the running state of the vehicle. Therefore, appropriate torque and rotation speed control can be realized. Next, a specific method of controlling the rotation speed and torque in the TS converter 1000 will be described separately for each mode.

Now, when the E / G100 output is 2 n [rpm] and the torque is t [N · m] as shown in FIG. 2 (a), the output of the vehicle is as shown in FIG. 2 (d). Rotational speed n [rp
m] and torque 2t [N · m]) will be described. The output of the E / G 100 passes through an output shaft 110 and a coupling (not shown), etc.
Is transmitted to the input shaft 1213 and the rotational force is transmitted to the first rotor 1210. The rotational force of the first rotor 1210 is transmitted to the second rotor 1310 via electromagnetic force, and the stator 141
The electromagnetic force from 0 is also applied to transmit the rotational force to the output side via the internal gear 1332a of the rotor frame 1332, the input gear 1811 of the sun gear shaft 1810, and the speed reduction unit 1800, but the second rotor 1310 is transmitted via the speed reduction unit. Since it is directly connected to the output side, the rotation speed of the second rotor 1310 must correspond to the rotation speed of the vehicle output. Therefore, between the first rotor 1210 and the second rotor 1310, that is, the rotation speed adjustment unit 1200 adjusts the rotation speed of the E / G 100 to the output rotation speed.

This rotation speed adjustment unit 1200 is shown in FIG.
Input (1st rotor rotation energy) and output (2nd
The torque has an action and a reaction with respect to the rotor rotation energy), and the torque is the same torque t [N · m] and the rotation speed is 2n.
It is necessary to match [rpm] with the vehicle output speed n [rpm]. The operation of the TS converter 1000 at this time will be described with reference to FIG. FIG. 3A of the TS converter 1000
3A is a sectional view taken along line A, FIG. 3A is a diagram showing the action relationship between the rotational speed and the torque as seen from the external system, arrow A indicates the action direction of the second rotor torque, and arrow B indicates the rotation of the second rotor. Indicates the direction. Further, an arrow C indicates the acting direction of the input torque from the E / G 100, and an arrow D indicates the rotating direction of the E / G 100. FIG. 3 (b) is an operation relational diagram when it is viewed from a system with the first rotor as a reference, an arrow E shows an action direction of torque received by the second rotor, and an arrow F shows a rotation direction of the second rotor. Indicates. The arrow G indicates the direction of action of the input torque from the E / G 100, and the arrow H indicates the direction of action of the reaction force from the second rotor on the first rotor.

It is easy to understand as a rotating machine. Explaining with reference to FIG. 3B, in order to obtain the output of torque t [Nm] and rotation speed n [rpm] as shown in FIG. It is a braking (power generation) mode in which the torque direction acting with is opposite, and the magnet 122 on the rotation speed adjusting portion side of the second rotor 1310.
By detecting the position of 0 by the relative angle of the rotation sensors 1911 and 1912 and appropriately calculating and controlling the energization position of the winding 1211 of the first rotor 1210, the braking mode is set and the power generation output is obtained. To the torque adjustment unit 1400 via. Power is supplied to the winding 1211 of the first rotor 1210 from the inverter 200 from the brush holder 1610, the brush 1620, the slip ring 1630.
And the lead portion 1660, and the energization timing is the rotation sensors 1911 and 191 of the first rotor and the second rotor.
Calculated by a relative angle of 2. This results in Figure 2 (b)
As described above, the output of the torque t [N · m] and the rotation speed n [rpm] is obtained, and the energy nt corresponding to the cross-hatched region in FIG. 2B is obtained as the power generation output. In this way, the TS converter 1000 is
While transmitting the output torque of 1 to the vehicle output side 700 as it is, it has a function of using the difference between the rotation speeds of the E / G 100 side and the output side as the generator output. On the contrary, when the rotation speed on the E / G 100 side is smaller than the rotation speed on the output side, power is supplied from the battery 600 to perform a function as an electric motor.

Next, from the first rotor 1210 to the E / G100
The output torque t [N · m] of the second rotor 1310 transmitted via the electromagnetic force is output by the vehicle output 2n as shown in FIG.
Since it is necessary to correspond to t, it is necessary to compensate for the insufficient torque and the output nt (the area corresponding to the cross hatching in FIG. 2C) required for it. The function of the torque adjustment unit 1400 in this case is similar to that of a normal motor, and the position of the magnet 1420 on the torque adjustment unit 1400 side of the second rotor 1310 is adjusted so that desired torque and rotation speed are obtained from the inverter 400 to the stator winding 1411. Is detected by the rotation sensor 1912, and power is supplied while calculating the energization timing.

On the contrary, when the E / G 100 side torque becomes equal to or higher than the output side torque, the torque adjusting section 1400 has a function of operating in the power generation mode and sending excess energy to the battery 600. As described above, the E / G 100 input (torque t, rotation speed 2n) is first supplied to the E / G by the rotation speed adjustment unit 1200.
The 100 torque t is transmitted to the second rotor 1310 as it is, and the E / G 100 rotational speed 2n is adjusted to the desired output rotational speed n. However, the energy of the rotational speed difference n × torque t generated at that time is converted into electric power, and the inverter 200, battery 6
00 and the inverter 400 through the torque adjustment unit 140
Send to 0. The torque adjuster 1400 receives the output of the rotational speed adjuster 1200 or the battery 600 and corrects the shortage or excess of the torque t with respect to the vehicle output torque. At this time, if insufficient, 1400 functions as an electric motor, and if excessive, functions as a generator.

Further, the rotation speed adjusting unit 1200 is also an E / G100.
It may need to function as an electric motor depending on the input settings. On the contrary, when the system is used for braking the vehicle, the E / G100 is used as a compressor (or E / G).
100 brake) and can be used as a rotation resistor of the first rotor 1210 of the rotation speed adjustment unit 1200, and the rotation speed adjustment unit 1200 absorbs a part of the braking energy of the braking energy of the vehicle. 140
The braking energy that 0 bears decreases, and the capacity required for braking can also be reduced.

With the above-described structure, the rotational energy of the E / G 100 is directly transmitted to the traveling drive side through a part of the electromagnetic force, so that the capacity of the electric power system and the rotating machine can be reduced. Since the two rotating machines are combined and arranged inside and outside, it is possible to make the size very small. Further, since the step of converting a part of the rotational energy into electric power or converting the electric power into rotational energy can be omitted, efficiency UP can be expected accordingly.

In the above embodiment, the case where the engine input power and the output power to the drive unit are the same has been described, but the drive control by the TS converter in the present invention is limited to such a case. Instead, for example, even when it is necessary to output more than the input power from the engine, such as when the vehicle is to be rapidly accelerated, the control can be appropriately performed. That is, the control device 500 supplies the shortage of the input power of the engine from the battery 600 to the TS converter so that the inverters 200, 4
00, the control current may be supplied to each coil so that the required output speed and torque are obtained. On the contrary, when the input power is larger than the output power, the rotation speed control unit 1200 and the torque control unit 2400 control the rotating electric machine to operate as a power generation electric machine to obtain the required output rotation speed. And torque can be controlled.

FIG. 4 shows a second embodiment. In this embodiment, the same components as those in FIG. 1 are designated by the same reference numerals, and detailed description thereof will be omitted. In this embodiment, the second rotor 1310 is provided with cage-shaped conductors 1227 and 1427, respectively, and the first rotor 1210 is provided.
A current induced by the energization of the winding 1211 and the winding 1411 of the stator 1410 flows and constitutes an induction motor that performs mutual electromagnetic action with the first rotor and the stator. Further, in the configuration of such an induction motor, a rotational position detecting sensor for controlling the rotation unlike the synchronous motor is not required, and thus the T-type sensor as shown in the above embodiment is used.
Rotation sensor 191 provided in the S converter 1000
It is possible to realize the same control even if the crank angle sensor of the E / G 100 or the vehicle speed sensor provided on the wheel is used instead of the components 1 and 1912.

FIG. 5 is a sectional view taken along line AA of the second embodiment. An annular non-magnetic body (not shown) is provided between the cage-shaped moving bodies 1227 and 1427 in order to avoid mutual interference of induced magnetic fields. Also, in this embodiment, the second
Although the cage-shaped conductor is provided together with the first rotor side and the stator side of the rotor, either one may be configured with a permanent magnet.

Next, a third embodiment will be described. The third embodiment is different from the first embodiment in that the E / G 10
0 and the first rotor are integrally connected, and the second rotor and the load output are connected. On the contrary, the E / G100 and the second rotor are connected, and The rotor and the load output are connected.

The same components as those in the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted. 100 is an engine (hereinafter referred to as E / G), and 2
000 is a torque-rotation that receives the output of the E / G 100 as an input and adjusts and outputs the drive torque and the excess or deficiency of the rotation speed so as to correspond to the load output (travel drive output) configured by the drive wheels 700 and the like. It is a drive device that functions as a speed converter, and internally includes a rotation speed adjustment unit 1200 that adjusts the input / output rotation speed, a torque adjustment unit 1400 that adjusts the input / output torque, and a speed reduction unit 1800 that reduces the output. Have.

A gear 210d is formed at one end of the output shaft 210 that is driven to rotate by driving the E / G 100.
By engaging with an internal gear 2332d formed at one end of the frame 2332 of the second rotor 1310, the rotational force of the shaft 210, that is, the driving force of the E / G 100 is transmitted to the second rotor 1310. On the other hand, the output shaft 21
A first rotor 1210 is fixed to a shaft 2213 arranged coaxially with the shaft 0 so as to rotate integrally with the shaft 2213. . Also the shaft 2213
A gear 2213d that forms the sun external gear of the speed reducer 1800 is formed at one end on the load output side of.

Through the gear 2213d, the first rotor 1
The rotational force from 210 is transmitted to the planetary gear 1820 and planetary deceleration with the internal gear 1830 transmits the decelerated output to the output shaft 1860 via the planetary gear shaft 1840 and the planetary carrier portion 1861. Here, the output shaft 1860 is rotatably provided on the speed reducer frame 2730 by a bearing 1516. Reference numeral 1835 is a member for fixing the internal gear 1830 to the reduction gear frame 2730. 1911, 19
Reference numerals 12 are rotation sensors, each of which is a first rotor 121.
0, the rotational position of the second rotor 1310 is detected. Two
920 is a brush holder 1610 and a rotation sensor 1911.
The cover case is fixed to the outer frame 2710 and supports the brush holder 1610 and the rotation sensor 1911. The cover case 2920, the rotation sensor 1911, and the brush holder 1610 are connected to the speed reducer 1800 and the T
It is located between the −S converter 2000 and is arranged in the speed reducer frame 2730.

A mechanism for assisting the motor output by directly transmitting the E / G output to the vehicle output side via the electromagnetic force in the above-mentioned structure will be described. Now, as shown in FIG. 7A, the E / G output has a rotation speed of n [rpm] and a torque of 2t.
A description will be given of a case where [N · m] is used as the vehicle output (rotation speed 2n [rpm], torque t [N · m]) as shown in FIG. 7D.

The output of E / G is transmitted to the second rotor 13110 from the input portion 1332-d of the TS converter 2000 via the output shaft 210 and a coupling (not shown). Here, the rotational force of the second rotor 1310 is such that the magnetic poles formed by the permanent magnets 1420 and the winding 1411 of the rotor 1311 and the stator 1410 are provided on the outer peripheral surface of the second rotor 1310.
And torque adjustment unit 1 including stator core 1412
At 400, the rotation speed is the same as shown in FIG. 7B, and excessive torque (2t) is absorbed to obtain the torque (t) required as the vehicle output. At this time, the rotation sensor 19 indicates the timing of energization of the stator winding 1411 of the torque adjusting unit 1400.
The absorbed energy (torque × rotation speed) is obtained as a power generation output by being detected by 12 and appropriately controlled by the inverter 400, and this is sent to the battery 600 or the rotation speed adjustment unit 1200. In this case, the torque adjustment unit 14
00 functions as a generator (braking device), but may function as an electric motor depending on the relationship between the E / G input and the vehicle output.

Next, the torque of the second rotor adjusted by the torque adjusting unit 1400 to the output torque is the same as the magnetic pole formed by the permanent magnet 1220 on the inner peripheral surface of the second rotor and the rotor 131.
The first rotor 1210 is transmitted from the second rotor 1310 to the first rotor 1210 by the rotation speed adjusting unit 1200 including the windings 1211 of the first and the first rotors 1210 and the rotor core 1212. The first rotor 1210 is provided at the tip of the shaft. The speed reducer 180 is provided on the vehicle output side via the sun gear 2213d.
Since the first rotor 1 is directly connected to the first rotor 1 through
It is necessary to make the rotation speed of 210 correspond to the rotation speed of the shaft output. Therefore, in this rotation speed adjustment unit 1200, as shown in FIG.
Input (second rotor rotation energy) and output (first
It is necessary that the torque is the same (t) due to the action and reaction of the rotor rotational energy) and the rotational speed is adjusted to the vehicle output rotational speed (n → 2n).

The function of 1200 at this time will be described with reference to FIG. FIG. 8 is an AA cross section of the T-S converter 2000, and FIG. 8B is an operation relational diagram when viewed from the system with the second rotor as a reference. Figure 8 is easy to understand as a rotating machine
Explaining with (b), since the rotation direction and the acting torque direction are the same for outputting as shown in FIG. 7C, it is in the electric mode, and the winding 1211 of the first rotor 1210 with respect to the position of the second rotor 1310 is present. Set the energizing position to the inverter 2
By appropriately controlling with 00, an electric output is obtained and an output (t × 2n) obtained by adding the output (t × n) of the rotation speed adjusting unit 1200 to the output (t × n) from the torque adjusting unit 1400 It is transmitted to the vehicle output side via the first rotor 1210, the sun outer gear 1213d at the tip of the first rotor shaft, and the planetary reduction unit 1800. In this case, the energization position to the winding 1211 is the rotation sensor 191 of the first rotor and the second rotor.
Calculated with a relative angle of 1,1912.

When the rotation speed on the E / G side> the rotation speed on the output side, the rotation speed adjusting unit 1200 is set to the braking mode, and the winding 121 of the first rotor 1210 with respect to the position of the second rotor 1310.
By appropriately controlling the energization position of 1, the power generation output can be obtained and sent to the battery 600. As described above, the rotation speed adjustment unit 1200 has a function of transmitting the output torque of the torque adjustment unit 1400 to the vehicle output side 700 as it is and adjusting the difference in rotation speed between the E / G side and the output side with the electric motor or the generator output. .

As described above, the E / G output (torque 2t, rotation speed n) is first braked by the torque adjusting unit 1400 so that the E / G torque (2t) is braked to the torque (t) required by the vehicle output side. The energy of the rotational speed (n) × difference torque (t) that occurs at some time is converted into electric power, and is converted via the inverter 400.
Send to battery 600. Next, the rotation speed adjustment unit 1200 receives the output of the torque adjustment unit and outputs the torque (t) to the vehicle output side as it is so that the rotation speed (n) requires the vehicle output (2n). The number (n) × torque (t)} is electrically output. When the torque on the E / G side <the vehicle output torque, the torque adjusting unit 1400 enters the electric mode to compensate for the insufficient torque, and when the E / G side rotational speed> the vehicle output side rotational speed, the rotational speed. Adjustment unit 1200 enters a braking mode (power generation mode) to absorb an excessive number of revolutions.

On the contrary, when the system is used for braking the vehicle, the oil supply to the E / G is stopped and the E / G is used as a compressor (or an E / G brake) to make the second rotation of the rotation speed adjusting section 1200. The braking energy (braking torque × rotational speed) is used as the rotational resistance of the rotor 1310, and is supplemented by the torque adjusting unit 1400.
00 and the torque adjusting unit 1400 distribute and absorb the braking energy, which is reduced by one rotating machine, so that the capacity required for braking can be reduced.

FIG. 9 shows a fourth embodiment. In this embodiment, the same numbers as in FIG. 6 indicate the same functional parts. In this embodiment, the second rotor 1310 has a cage-shaped conductor 122.
7 and 1427 are provided, and the first rotor 1 is provided.
Winding 1211 of 210 and winding 14 of stator 1410
An electric current induced by the energization of 11 flows to perform mutual electromagnetic action with the first rotor and the stator.

FIG. 7 is a cross section taken along the line AA of the second embodiment. Further, in this embodiment, the cage-shaped conductors are provided on both the first rotor side and the stator side of the second rotor, but one or the other may be formed of a permanent magnet.

[Brief description of drawings]

FIG. 1 is a vertical cross-sectional view of the entire structure and main parts in a first embodiment of the present invention.

FIG. 2 is a diagram showing a relationship between torque and rotation speed in the embodiment of the present invention.

FIG. 3 is a transverse cross-sectional view of the main part of the drive device according to the first embodiment of the present invention.

FIG. 4 is a vertical cross-sectional view of the entire structure and main parts according to a second embodiment of the present invention.

FIG. 5 is a transverse cross-sectional view of the main part of the drive device according to the second embodiment of the present invention.

FIG. 6 is a vertical cross-sectional view of the entire structure and main parts in a third embodiment of the present invention.

FIG. 7 is a graph showing the relationship between torque and rotation speed in the third embodiment of the present invention.

FIG. 8 is a transverse cross-sectional view of a main part of a drive device according to a third embodiment of the present invention.

FIG. 9 is a vertical cross-sectional view of the entire structure and main parts according to a fourth embodiment of the present invention.

FIG. 10 is a transverse cross-sectional view of the main part of the drive device according to the fourth embodiment of the present invention.

[Explanation of symbols]

 100 engine (E / G) 200,400 inverter 500 ECU 600 battery 1000, 2000 torque-rotation speed converter 1200 rotation speed adjustment unit 1210 first rotor 1310 second rotor 1400 torque adjustment unit 1410 stator 1800 reduction unit

Claims (18)

[Claims] 1. A vehicle drive device that receives an output of an internal combustion engine as an input and controls output of a predetermined drive torque and a rotational speed with respect to a load output to be connected, wherein the drive device is housed in the housing. A first rotor and a second rotor capable of rotating relative to each other to transmit a rotational force from the internal combustion engine to a load output; and a stator fixed to the housing, and the second rotor includes the first rotor and the second rotor. A first magnetic circuit that performs mutual electromagnetic action by being driven to rotate relative to one rotor, and a second magnetic circuit that performs mutual electromagnetic action by being driven to rotate relative to the stator. With
In the first magnetic circuit, the relative angular velocity and torque between the rotors are energized and controlled so as to control the relative input / output relative angular velocity of the drive device, and in the second magnetic circuit,
A drive device for a vehicle, wherein energization control of relative angular velocity and torque between a rotor and a stator is performed so as to control input / output torque of the drive device. 2. The first rotor is connected to the internal combustion engine and is rotationally driven by the drive of the internal combustion engine, and the second rotor is connected to the load output, and the first and second rotors are connected to each other. 2. The vehicle drive device according to claim 1, which is rotationally driven by controlling the angular velocity and torque of the magnetic circuit. 3. The second rotor is connected to the internal combustion engine, angular velocity and torque are controlled by the drive of the internal combustion engine and a second magnetic circuit, and the first rotor outputs the load output. The vehicle drive device according to claim 1, wherein the vehicle drive device is connected and rotationally driven by controlling the angular velocity and torque of the first magnetic circuit. 4. A planetary gear speed reducer integrally formed with the drive device is provided between the load output and a rotor connected to the load output. The vehicle drive device according to 2 or 3. 5. The first rotor is wound with a first coil capable of controlling energization of relative angular velocity and torque with respect to the second rotor, and the first rotor is rotated together with the first magnetic circuit. A second coil, which constitutes an electric machine and is wound around the stator, is capable of energizing and controlling the relative speed and torque between the second rotor and the second magnetic circuit. The vehicle drive device according to claim 2 or 3, characterized in that: 6. A braking control means for stopping or reducing fuel supply to the internal combustion engine to use the internal combustion engine as a rotating resistor when a vehicle braking command signal for instructing vehicle braking is input from the outside. The vehicle drive controller according to any one of claims 1 to 5. 7. The vehicle drive device according to claim 1, wherein the first rotor, the second rotor, and the stator are arranged in a concentric shape. 8. The vehicle according to claim 7, wherein the second rotor is arranged inside the stator, and the first rotor is arranged inside the second rotor. Drive device. 9. The vehicle drive device according to claim 8, wherein the magnetic pole of the second rotor is a permanent magnet. 10. The vehicle drive device according to claim 8, wherein the second rotor has a cage-shaped conductor. 11. A first inverter, which is provided between the first coil and the power storage means and controls so that electric power can be transferred according to a difference in angular velocity between the two rotors, the second coil and the power storage means. A second inverter, which is provided between the second rotor and the stator, controls the electric power according to the acting torque between the second rotor and the stator, and a control device for controlling the energization timing of the both inverters. The vehicle drive device according to any one of claims 5 to 10, characterized in that. 12. A torque command value Tv corresponding to a required torque value of a rotor connected to the load output, and a drive torque received by a rotor connected to a drive shaft of the internal combustion engine from the internal combustion engine. Based on the torque generation value Te, the angular velocity ωv of the rotor coupled to the load output, and the angular velocity ωe of the rotor coupled to the internal combustion engine,
When the angular velocity ωe is equal to or higher than the angular velocity ωv and the torque command value Tv is equal to or higher than the torque generation value Te, the inverters are controlled to generate the electric power generated from the first rotating electric machine. The drive control method in the vehicle drive device according to claim 11, wherein the second rotating electric machine is electrically operated by supplying power to the means and the second rotating electric machine. 13. A torque command value Tv corresponding to a required torque value of a rotor connected to the load output, and a drive torque received from the internal combustion engine by a rotor connected to a drive shaft of the internal combustion engine. Based on the torque generation value Te, the angular velocity ωv of the rotor coupled to the load output, and the angular velocity ωe of the rotor coupled to the internal combustion engine, the angular velocity ωe is equal to or higher than the angular velocity ωv, and When the torque generation value Te is greater than or equal to the torque command value Tv,
The drive control method for a vehicle drive device according to claim 11, wherein the both inverters are controlled to supply the electric power generated by the both rotary electric machines to the power storage unit. 14. A torque command value Tv corresponding to a required torque value of a rotor connected to the load output, and a drive torque received from the internal combustion engine by a rotor connected to a drive shaft of the internal combustion engine. Based on the torque generation value Te, the angular velocity ωv of the rotor coupled to the load output, and the angular velocity ωe of the rotor coupled to the internal combustion engine, the angular velocity ωv is equal to or greater than the angular velocity ωe, and When the torque generation value Tv is greater than or equal to the torque command value Te,
The drive control method in a vehicle drive device according to claim 11, wherein the both inverters are controlled to electrically operate the both rotary electric machines. 15. A torque command value Tv corresponding to a required torque value of a rotor connected to the load output, and a drive torque received by the rotor connected to a drive shaft of the internal combustion engine from the internal combustion engine. Based on the torque generation value Te, the angular velocity ωv of the rotor coupled to the load output, and the angular velocity ωe of the rotor coupled to the internal combustion engine, the angular velocity ωv is equal to or greater than the angular velocity ωe, and When the torque generation value Te is greater than or equal to the torque command value Tv,
By controlling both of the inverters to supply electric power from the power storage unit to the first rotating electric machine to electrically operate the first rotating electric machine and to electrically operate the second rotating electric machine to operate the power storage unit. 12. Charging, characterized in that it is charged.
A drive control method in the vehicle drive device described. 16. A drive device, which receives an output of an internal combustion engine as an input and controls output of a predetermined drive torque and a rotational speed with respect to a connected load output, the drive device is housed in the housing, and the housing is housed in the housing. Relatively rotatable first and second rotors that transmit a rotational force from an internal combustion engine to a load output, a stator fixed to the housing, and detection for detecting rotational states of the first and second rotors Means for rotating the second rotor relative to the first rotor, the first magnetic circuit performing a mutual electromagnetic action by rotationally driving the second rotor relative to the first rotor. A second magnetic circuit that performs mutual electromagnetic action by driving, so that the load output has a predetermined drive torque and a predetermined rotation speed based on the rotation state detected by the detection means. A vehicle drive device comprising: a control circuit for controlling energization of a first magnetic circuit and a second magnetic circuit. 17. The vehicle drive device according to claim 16, wherein the rotation state detected by the detection means is the number of rotations of the first and second rotors. 18. A vehicle drive device comprising a chargeable / dischargeable battery, an engine, and a vehicle drive unit for driving and driving a vehicle, comprising: an input shaft connected to the engine; and an input shaft connected to the vehicle drive unit. Output shaft, a first rotor having a first control coil, a stator having a second control coil, a first magnetic circuit that produces a mutual magnetic field with the first control coil, and the second control circuit. A torque-rotation speed converter that converts torque and rotation speed between the input and output shafts, which includes a control coil and a second rotor including a second magnetic circuit that generates a mutual magnetic field, and the first and second Rotation detecting means for detecting the rotation state of the second rotor, the battery, the first and second control coils, and the rotation detecting means, and the first and second control coils having the first and second The second A control means for supplying a control current in accordance with the rotation of the motor, the control means controls the rotation speed and torque of the engine and drives the vehicle drive section at the set rotation speed and torque. A drive device for a vehicle, comprising: