JPH1066399A - Power transmitting device, motor and vehicle with power transmitting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide power transmitting device with a simple constitution for generating part of output of a prime mover to a driving shaft, while energy is regenerated according to the necessity. SOLUTION: A complex motor 130 is put between an output shaft 56 of a motor 50 and a driving shaft 22. The complex motor 130 includes a rotor 132 for generating a rotating field, a squirrel-cage rotor bar 134 with a bare conductor, and a three-phase coil 44 at a stator 36. In the complex motor 130, the rotor bar 134 with the rotor 123 and the rotor bar 134 with the three-phase coil 44 constitute each an induction motor. In spite of a simple constitution, the rotational energy of a prime mover 50 is generated on the side of the driving shaft 22, while the energy is regenerative through the three-phase coil 44. In addition, when a phototransistor for controlling a resistance value across the bare conductor of the rotor bar 134 is provided, various kinds of operation control may be realized.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power transmission device for transmitting an output of a prime mover to a drive shaft connected to a load, an induction motor constituting the power transmission device, and a vehicle using the power transmission device. is there.

[0002]

2. Description of the Related Art Conventionally, a composite motor having two rotors and coils provided on a rotating shaft of a prime mover is connected to each other, and by controlling the energization of these coils, the output torque of the prime mover is converted to provide an external motor. (E.g., "Coupling device of electromagnetic coupling and three-phase AC motor" described in JP-B-53-58 and "Electromagnetic coupling described in JP-A-48-1546"). Gear device "). In such a device,
Each coil is energized to form an electromagnet on the rotor, and the rotor is rotated by the interaction between the S and N poles of the electromagnet, attracting and repelling. In this case, the rotation of the rotor is synchronous with the period of the external polyphase alternating current. If the number of poles of the formed electromagnet is P, the frequency of the polyphase alternating current is f, and the rotational speed of the shaft is n, It is known that the relationship of n = 120 × f / P holds.

[0003]

However, in such a device, the number of poles P cannot be changed except by switching taps and must be a discontinuous adjustment. And the torque could not be finely controlled. In addition, in these devices, electric power must be supplied to the coil on the rotor via a slip ring or the like, so that the device has a sliding portion such as a brush,
There has been a problem that the reliability of the entire apparatus is reduced.

[0004] The power transmission device of the present invention is intended to solve these problems, realize fine output control, and realize power control by a non-contact configuration.
The following configuration was adopted. Another object of the present invention is to provide an induction motor suitable for use in such a power transmission device and a vehicle using the power transmission device.

[0005]

SUMMARY OF THE INVENTION A power transmission device of the present invention is a power transmission device for transmitting an output of a prime mover to a drive shaft connected to a load. A rotor bar that is electrically connected to form a field, is electromagnetically coupled to the rotor, is rotatable relative to the rotor, and is coupled to the drive shaft; The gist of the present invention is to provide a stator coil that is electromagnetically coupled, and a polyphase AC drive circuit that can exchange polyphase AC with the stator coil.

In this power transmission device, a rotor mechanically coupled to an output shaft of a prime mover and a rotor bar coupled to a drive shaft are electromagnetically coupled, and the rotor bar and the stator coil are electromagnetically coupled. Is joined to. Therefore, the rotor bar is interposed between the stator and the rotor. Here, by exchanging the polyphase alternating current between the stator coil and the polyphase alternating current drive circuit, the electromagnetic coupling between the rotor bar and the stator coil changes, and based on the output of the motor, A desired torque can be transmitted to the drive shaft.

In this power transmission device, a configuration may be adopted in which a field coil capable of forming a field is built in the rotor, and an excitation coil that can be electromagnetically coupled to the field coil is provided outside the rotor. it can. In this case, energy can be directly exchanged with the rotor.

Further, in this power transmission device, the rotor bar has a structure having a plurality of conductors parallel to the axial direction of the drive shaft, and having a slip ring at each end of the conductor. Thus, it is also preferable to configure a cage type induction machine. The cage-type induction machine has advantages such as a simpler configuration than the synchronous motor. Further, if the slip ring is provided with a variable resistance element capable of changing the electric resistance between the conductors, the characteristics of the cage induction machine can be easily adjusted by changing the resistance value.

The power transmission device may include torque adjusting means for controlling the resistance value of the variable resistance element to adjust the output torque of the rotor bar to a value according to the load connected to the drive shaft. it can. By adjusting the output torque of the rotor bar to a value corresponding to the load connected to the drive shaft, acceleration, maintenance, deceleration, and the like of the drive shaft speed can be freely performed.

[0010] Further, in such a power transmission device, it is possible to adopt a configuration having a slip adjusting means for adjusting the torque output to the drive shaft by controlling the polyphase AC drive circuit and adjusting the slip of the rotor bar. It is. In this case, by adjusting the slippage of the rotor bar, the torque output to the drive shaft can be adjusted.

Of course, the torque output to the drive shaft is
By controlling the polyphase AC drive circuit and adjusting the frequency of the polyphase AC applied to the stator coil, the control can also be performed through the adjustment of the slippage of the rotor bar.

[0012] The power transmission device of the present invention includes a secondary battery capable of discharging at least electric power, and drives a motor through a polyphase AC drive circuit using electric power stored in the secondary battery. A configuration for controlling the torque of the drive shaft can be adopted. According to this configuration, when the energy from the prime mover cannot provide the energy required for the drive shaft, the energy stored in the secondary battery can be used to supplement the energy.

On the other hand, it is also possible to provide a secondary battery capable of charging at least power, and to store the power regenerated from the stator coil in the secondary battery. In this case, when the output of the prime mover is excessive with respect to the energy required by the drive shaft, this can be stored in the secondary battery.

Next, the configuration of the induction motor of the present invention will be described. An induction motor according to the present invention includes a rotor mechanically connected to a rotating shaft, a rotor capable of forming a field, electromagnetically coupled to the rotor, and rotatable relative to the rotor; And a stator coil electromagnetically coupled to the rotor bar, and driven by a polyphase AC drive circuit capable of exchanging polyphase AC with the stator coil.

In this induction motor, a rotor mechanically coupled to a rotating shaft and a rotor bar coupled to a drive shaft are electromagnetically coupled. Further, the rotor bar and the stator coil are electromagnetically coupled. ing. Therefore, the rotor bar is interposed between the stator and the rotor. Here, the electromagnetic coupling between the rotor bar and the stator coil changes by being driven by a polyphase AC drive circuit capable of exchanging polyphase AC with the stator coil, and the rotating shaft side As a reference, it is possible to output a desired torque to the drive shaft.

In such an induction motor, it is also preferable that the rotor incorporates a field coil capable of forming a field, and an excitation coil which can be electromagnetically coupled to the field coil. In this case, energy can be directly input and output to and from the rotor.

Further, the induction motor may be configured as a cage type induction machine in which the rotor bar includes a plurality of conductors parallel to the axial direction of the drive shaft, and slip rings are provided at both ends of the conductors. Further, it is preferable that the slip ring is provided with a variable resistance element capable of changing the electric resistance between the conductors. In this case, the characteristics can be easily changed from the outside while enjoying the advantages of the car type electric motor.

Next, the vehicle of the present invention will be described. A vehicle according to the present invention is a vehicle that drives a drive shaft coupled to wheels by an output of a power transmission device coupled to an output shaft of a prime mover, wherein the power transmission device is mechanically connected to an output shaft of the prime mover. A rotor bar that is connected to the rotor and electromagnetically coupled to the rotor, is rotatable relative to the rotor, and is coupled to the drive shaft; Stator coil,
Operating state detecting means for detecting an operating state of the vehicle, and a polyphase AC drive circuit for exchanging polyphase AC with the stator coil based on the detected operating state. That is the gist.

In this vehicle, the power transmission device includes a rotor mechanically coupled to the output shaft of the prime mover and a rotor bar coupled to the drive shaft, which are electromagnetically coupled to each other, and further comprising a rotor bar and a stator coil. It has a configuration that is electromagnetically coupled. Therefore, in this power transmission device, the rotor bar is interposed between the stator and the rotor. here,
The electromagnetic coupling between the rotor bar and the stator coil is detected by detecting the operating state of the vehicle and exchanging polyphase alternating current between the stator coil and the polyphase alternating current drive circuit based on the operating state. Changes, and it becomes possible to transmit a torque corresponding to the driving state of the vehicle to the drive shaft based on the output of the prime mover.

Here, the rotor bar of the power transmission device is composed of a plurality of conductors parallel to the rotation axis, and is provided with slip rings at both ends thereof. The slip rings provide an electric resistance between the conductors. A structure in which a variable resistance element that can be changed can be provided. At this time, if it is provided with torque adjusting means for controlling the resistance value of the variable resistance element and adjusting the output torque of the rotor bar to a value corresponding to the load connected to the drive shaft, the torque control means can be connected to the drive shaft of the vehicle. This is preferable because the characteristics of the power transmission device can be easily changed according to the applied load.

Of course, it is also possible to control the multi-phase AC drive circuit based on the operating state of the vehicle and adjust the torque output to the drive shaft by adjusting the slippage of the rotor bar. Since the rotor bar of the power transmission device has an induction motor configuration, its output can be easily adjusted by controlling slippage.

Also, a secondary battery capable of discharging at least electric power is mounted on such a vehicle, and the load of the vehicle detected by the operating state detecting means is compared with the output of the prime mover. It is also desirable to employ a configuration in which the electric motor is driven using the electric power stored in the secondary battery to increase the torque of the drive shaft. This can be compensated for when the output of the prime mover is insufficient.

On the other hand, a secondary battery capable of charging at least electric power is mounted on a vehicle, and the load of the vehicle detected by the operating state detecting means is compared with the output of the prime mover. It is also desirable to adopt a configuration in which power is regenerated from the battery and stored in the secondary battery. In this case, the surplus energy of the prime mover can be stored in the secondary battery, and the energy use efficiency is improved.

[0024]

Embodiments of the present invention will be described below. FIG. 1 is a configuration diagram showing a schematic configuration of a power transmission device 20 and a drive circuit thereof according to a first embodiment of the present invention, and FIG. 2 shows a schematic configuration of a vehicle equipped with the power transmission device 20 of FIG. It is a block diagram. For convenience of explanation, the configuration of the entire vehicle will be described first with reference to FIG.

As shown in FIG. 2, this vehicle is provided with a gasoline engine driven by gasoline as a prime mover 50 as a power source. The prime mover 50 sucks into the combustion chamber 52 an air-fuel mixture of the air sucked from the intake system through the throttle valve 66 and the gasoline injected from the fuel injection valve 51, and the piston 54 is pushed down by the explosion of the air-fuel mixture. The movement is converted into a rotational movement of the crankshaft 56. Here, the throttle valve 66 is driven to open and close by a motor 68. The spark plug 62 forms an electric spark by a high voltage guided from the igniter 58 via the distributor 60, and the air-fuel mixture is ignited by the electric spark to explode and burn.

The operation of the prime mover 50 is controlled by an electronic control unit (hereinafter, referred to as EFIECU) 70. Various sensors indicating the operating state of the prime mover 50 are connected to the EFIECU 70. For example, a throttle position sensor 67 for detecting the opening of the throttle valve 66, an intake pipe negative pressure sensor 72 for detecting the load on the prime mover 50, and a water temperature sensor 7 for detecting the water temperature of the prime mover 50.
4. A rotation speed sensor 76 provided in the distributor 60 for detecting the rotation speed and the rotation angle of the crankshaft 56
And a rotation angle sensor 78. In addition, EFIEC
In addition, a starter switch 79 for detecting the state ST of the ignition key and the like are also connected to the U70, but illustration of other sensors and switches is omitted.

The crankshaft 56 of the prime mover 50 is connected to the drive shaft 22 via the power transmission device 20.
The drive shaft 22 is connected to a differential gear 24, and the torque output from the drive shaft 22 is finally transmitted to the left and right drive wheels 26, 28. Power transmission device 20
Are controlled by the control device 80. Control device 80
Although a configuration will be described in detail later, a control CPU is provided therein, and a shift position sensor 84 provided on the shift lever 82, an accelerator pedal position sensor 65 provided on the accelerator pedal 64, or a brake pedal 69 is provided. A brake pedal position sensor 69a for detecting the depression amount of the brake pedal is also connected. Further, the control device 80 exchanges various information with the above-mentioned EFIECU 70 by communication.

The configuration of the power transmission device 20 will be described. As shown in FIG. 1, the power transmission device 20 is coupled to a prime mover 50 that generates power and outputs power to the axle 22, and is realized as a composite motor 30. The composite motor 30 includes a rotor 32 mechanically coupled to one end of a crankshaft 56 of the prime mover 50, and a drive shaft 22 rotatable relative to the rotor 32.
And a stator 36 located on the outer periphery of the rotor bar 34. A rotation speed sensor 57 for detecting the rotation speed θe of the prime mover 50 is provided on the crankshaft 56, and a rotation speed sensor 59 for detecting the rotation speed θd of the drive shaft 22 is provided on the drive shaft 22.

The schematic structure of each motor will be described with reference to FIG. Composite motor 3
No. 0 has a pair of permanent magnets 37 and 38 on the outer peripheral surface of the rotor 32 as shown in FIG. The rotor 32 is formed by laminating thin sheets of non-oriented electrical steel sheets. Further, the rotor bar 34 is the same as the cage winding in the cage motor, in which a bare conductor (aluminum in the embodiment) 40 is inserted into 24 grooves on the surface of the iron core, and both ends thereof are short-circuited by the short-circuit ring 41. Having. The appearance of the rotor bar 34 is shown in FIG.

As shown in FIG.
The teeth 42 are provided.
A three-phase coil 44 that forms a rotating magnetic field is wound around the slot 43 between them. The stator 36 is also formed by laminating thin sheets of non-oriented electrical steel sheets. A rotating magnetic field is formed by the three-phase alternating current supplied to the three-phase coil 44. Stator 36, rotor bar 34 and rotor 3
The distance from the rotor 2 is such that the rotating magnetic field interacts not only with the rotor bar 34 but also with the permanent magnets 37 and 38 of the rotor 32.

By the action of the magnetic field formed by the permanent magnets 37 and 38 on the rotor 32, the rotating magnetic field formed by the three-phase coil 44 on the stator 36, and the current flowing through the bare conductor 40 on the rotor bar 34, the rotor 32 and the rotor bar 34 Indicates various behaviors. The control of the composite motor 30 will be described later in detail.

Next, the control device 80 for driving and controlling the composite motor 30 and its driving circuit will be described. The control device 80 includes a drive circuit 91 that drives the composite motor 30,
It comprises a control CPU 90 for controlling the drive circuit 91 and a battery 94 as a secondary battery. Control CPU 90
Is a one-chip microprocessor, in which a work RAM 90a and a ROM storing a processing program are stored.
90b, input / output port (not shown) and EFIECU7
0 is provided with a serial communication port (not shown) for communicating with the communication port. The control CPU 90 includes an engine rotation angle θe from the rotation speed sensor 57, a drive shaft rotation angle θd from the rotation speed sensor 59, and an accelerator pedal position sensor 65.
Pedal position (accelerator pedal depression amount) AP, shift position SP from shift position sensor 84, current values Iu and Iv from two current detectors 95 and 96 provided in drive circuit 91, battery 9
Remaining capacity B from the remaining capacity detector 99 for detecting the remaining capacity of No. 4
RM or the like is input via the input port. In addition,
The remaining capacity detector 99 detects the remaining capacity by measuring the specific gravity of the electrolyte of the battery 94 or the total weight of the battery 94, or detects the remaining capacity by calculating the current value and time of charging / discharging. There are known ones that detect the remaining capacity by measuring the internal resistance by causing a current to flow by momentarily shorting the terminals of the battery, and the like.

Further, the control CPU 90 sends the driving circuit 9
A control signal SW1 for driving the six transistors Tr1 to Tr6, which are switching elements provided in the switch 1, is output. Six transistors T in drive circuit 91
r1 to Tr6 constitute a transistor inverter, and are arranged in pairs each of which is a pair of power supply lines P1 and P2 so as to be on a source side and a sink side. Three-phase coil (UV
W) 44 are connected. Power supply line P1,
Since P2 is connected to the positive side and the negative side of the battery 94, respectively, the control CPU 90 sequentially controls the ratio of the on-time of the transistors Tr1 to Tr6 forming a pair by the control signal SW1. Is converted into a pseudo sine wave by PWM control, a rotating magnetic field is formed by the three-phase coil 44.

The operation of the power transmission device 20 having the above-described configuration will be described. FIG. 5 is a flowchart illustrating an operation control routine for operating the power transmission device 20 and the prime mover of the present embodiment. As shown in FIG.
Performs a process of inputting the driving state of the vehicle (step S100). The driving state of the vehicle is various quantities representing the driving state of the vehicle, such as the operation amount of the accelerator pedal 64 read from the accelerator pedal position sensor 65 and the rotation angle θd of the prime mover 50. Subsequently, a process for determining an operation mode is performed based on the input operation state (step S110), and a process for operating the prime mover 50 and the composite motor 30 is performed according to the determined operation mode (step S120). FIG. 6 shows an operation mode that can be realized in the present embodiment. FIG. 6 is an explanatory diagram showing combinations of operating states of the composite motor 30 in the power transmission device 20 in combination with the prime mover 50. In the first embodiment, in the power transmission device 20, the targets that can be changed by the control device 80 are the operation or stop of the prime mover 50 and the transmission of power to the three-phase coil 44 or the stop (off) thereof. The operation or stop of the prime mover 50 is actually performed by the EFIECU 7
0 is performed. In the first embodiment, the three operation modes shown in FIG. 6 can be realized. Hereinafter, these operation modes will be described.

(1) The drive shaft 22 is driven only by the output of the prime mover 50.
In this mode, the prime mover 50 is operated and the three-phase coil 44 is operated.
Turn off power transmission to. In this case, the rotor 32 is rotated via the crankshaft 56. Since the permanent magnets 37 and 38 are fixed to the surface of the rotor 32, a rotating magnetic field is generated by the rotation of the rotor 32, and the cage rotor bar 34 rotates according to the operating principle of the induction machine. FIG.
The relationship between the slip ratio S and the output torque T in the squirrel cage induction machine is illustrated by way of example. As shown in the figure, the squirrel-cage induction machine is operated at the slip ratio S at which a torque balanced with the load is obtained. Note that the slip ratio S = 1 means that the induction motor is operating at a synchronous speed.

(2) Mode in which operation is performed with assistance from the composite motor 30 In this mode, the prime mover 50 is operated and power is transmitted to the three-phase coil 44. The power transmission of the three-phase coil 44 is actually performed such that a rotating magnetic field corresponding to the rotation speed of the rotor bar 34 is generated in the three-phase coil 44 based on the rotation angle θd of the drive shaft detected by the rotation speed sensor 59. The rotor bar 34 is directly driven by the rotating magnetic field of the three-phase coil 44,
The rotation of the drive shaft 22 is assisted by the composite motor 30. As a result, the drive shaft 22 is
Is rotated by a torque equal to or greater than the torque output by In this case, energy for rotating the composite motor 30 is supplied from the battery 94. FIG. 8 shows how the output torque T of the composite motor 30 changes when the voltage of the three-phase coil 44 on the stator side is increased. Even if the maximum torque is obtained by the slip ratio S, if only a torque smaller than the load is obtained, the voltage applied to the three-phase coil 44 (actually,
By varying the duty ratio of the transistors Tr1 to Tr6), the output torque T of the entire power transmission device 20 is changed.
Increase.

(3) Engine start mode while the vehicle is running In this mode, the vehicle is running, and the drive shaft 22 and, consequently, the rotor bar 34 are rotating. Rotor bar 34
, The rotor 32 having the permanent magnets 37 and 38
Is also rotating, and the crankshaft 56 of the motor 50 is rotating. In this state, when a signal to open the fuel injection valve 51 or an operation signal of the igniter 58 is output from the EFIECU 70, the prime mover 50 starts.

According to the power transmission device 20 of the first embodiment described above, the output of the prime mover 50 can be easily assisted by using the structure of the cage type induction motor. Moreover, since the configuration of the cage type induction machine is used, there is an advantage that the configuration is extremely simple. There is no need to energize the rotor bar 34 that rotates relative to the rotor 32, and there is no need to provide components such as slip rings and differential transformers. Therefore, advantages such as simple configuration and high reliability can be obtained.

In the above configuration, it is not possible to set the driving motor 50 in operation and the drive shaft 22 is not rotating (idle state). However, the drive shaft 22 is fixed by a clutch or the like (not shown). It may be provided.
In this case, the rotation of the rotor 32 causes the three-phase coil 4
4, an electromotive force is induced, so that the transistors Tr1 to Tr6 of the drive circuit 91 can be turned on / off to regenerate power from the three-phase coil 44 and charge the battery 94.

Next, a second embodiment of the present invention will be described. FIG. 9 shows a schematic configuration according to the second embodiment. This embodiment differs from the first embodiment in the following points. Note that the same members as those in the first embodiment are illustrated and described using the same reference numerals.

(A) The power transmission device 120 includes the permanent magnet 3
Instead of the composite motor 30 according to the first embodiment having the first and third motors 7 and 38, a composite motor 130 having a rotor excitation coil 133 and a rotor field coil 135 is employed. As shown in FIG. 10, the composite motor 130
2 includes a rotor field coil 135 instead of the permanent magnets 37 and 38. Also, the rotor excitation coil 133
Are provided on the outer periphery of the rotor 132. The rotor field coil 135 includes a coupling coil 133
a. The coupling coil 133a
It is electromagnetically coupled to the exciting coil 133 and the exciting coil 133
When an alternating current is passed through the
Current can flow through the Composite motor 13
The configuration of the stator teeth at 0 is the same as that of the first embodiment.

(B) The control device 180 for controlling the power transmission device 120 includes the first drive circuit 91 of the first embodiment.
In addition to the configuration described above, a second drive circuit 92 having the same configuration as the first drive circuit 91 is provided. Second drive circuit 92
Also, the source line and the sink line are coupled to both poles of the battery 94, and a pair of transistors Tr11 to Tr16 is provided therebetween. The three-phase u, v, w of the rotor excitation coil 133 is provided at the junction between the emitter and the collector of the pair of transistors Tr11 to Tr16.
Are combined. Further, current detectors 97 and 98 for detecting u-phase and v-phase currents of the exciting coil 133 are provided. A control signal SW2 for controlling on / off of the transistors Tr11 to Tr16 is connected from the control CPU 90 to each of the transistors Tr11 to Tr16.

Power transmission device 1 according to second embodiment
The other configuration of 20 and the contents of processing by the control device 80 are the same as those of the first embodiment. In the power transmission device 120, the five operation modes shown in FIG. 11 can be realized. Of these five operation modes,
The three modes (1), (2), and (3) are almost the same operation modes as in the first embodiment. That is, in the first embodiment, the rotor 32 has the permanent magnets 37 and 38 and utilizes the rotating magnetic field generated by the permanent magnets. In this embodiment, the rotor field coil is energized by energizing the rotor excitation coil 133. 135 is turned on to replace the rotating magnetic field by the permanent magnet. Of course, in this embodiment, the intensity of the magnetic field generated by the rotor field coil 135 can be changed by changing the intensity of the current flowing through the excitation coil 133. There is an advantage that the degree of freedom of the control is high, for example, the assist amount can be controlled by controlling the energization of the exciting coil 133. Also, as shown in FIG. 12, the output torque of the composite motor 130 can be changed by changing the frequency of the alternating current supplied to the three-phase coil. Therefore, by changing the frequency of the alternating current,
And the output of the composite motor 130 can be balanced with the load.

Next, another operation mode will be described. (4) Deceleration operation mode In this mode, the prime mover 50 is operated, and power is not supplied to the rotor excitation coil 133, that is, the rotor field coil 135 is turned off. At this time, if the vehicle is running, the drive shaft 22 is rotating, and the cage-shaped rotor bar 1 is rotated.
34 is also rotating. Therefore, the transistor T of the first drive circuit 91 connected to the three-phase coil 44 of the stator 36
When r1 to Tr6 are turned on and off in synchronization with the rotation of the drive shaft 22, the electric power induced in the three-phase coil 44 can be regenerated to the battery 94. At this time, a current flows through the bare conductor of the rotor bar 134, and interaction occurs with the rotor field coil 135 of the rotor 132. As a result, the energy output from the prime mover 50 is
Is transmitted to the drive shaft 22 via the rotor bar 134, and eventually the energy due to the deceleration of the vehicle and the motor 5
The output of 0 will be regenerated. The motor 50
Is stopped, the rotor 13 is
If the deceleration is performed while controlling the force received by the motor 2 to be equal to or less than the static frictional force of the crankshaft 56 of the prime mover 50,
Since the prime mover 50 does not rotate in the reverse direction, braking can be performed while the prime mover 50 is stopped. In this case, an operation mode in which only the energy by braking is regenerated.

(5) Operation mode such as retreat and fine movement In this mode, the power supply to the rotor excitation coil 133 is turned off, and the field coil 135 is also turned off. Then, the motor 50 is operated or stopped, and the composite motor 13
0 to the three-phase coil 44. In this mode of operation,
As a result, the drive shaft 22 is rotated only by the composite motor 130. Therefore, when transmitting power to the three-phase coil 44, if a three-phase alternating current is applied in accordance with a normal rotation direction, the drive shaft 22 rotates forward and the vehicle moves forward at a very low speed. The shaft 22 reverses, and the vehicle moves backward. In addition, if the prime mover 50 is operated in this mode, the rotor 132 rotates inside the cage-shaped rotor bar 134, so that it is possible to regenerate electric power from the rotor excitation coil 133.

According to this embodiment, in addition to the effects of the first embodiment, the strength of the field on the rotor 132 can be freely controlled, and various power transmissions can be realized by the power transmission device 120. can do. Therefore, the range of operation modes that can be realized can be widened. In addition, since power can be regenerated at the time of deceleration or the like, the total energy consumption of the vehicle can be reduced. In this embodiment, the currents flowing in the U and V phases of the three-phase coil 44 are detected by the current detectors 95 and 96, and the currents flowing in the u and v phases of the rotor exciting coil 133 are detected by the current detectors 97 and 96. 98, each is detected,
In the induction motor, the output is controlled by slipping,
The operation can be controlled without detecting the current flowing in each phase coil.

Next, a third embodiment of the present invention will be described. The third embodiment uses substantially the same hardware configuration as the second embodiment, but differs in the configuration of the rotor bar 234. The configuration of the rotor bar 234 is shown in FIG. As shown in the figure, a phototransistor PT is connected between the bare conductors 40 using an insulating ring 241 instead of the short-circuit ring 41 that electrically couples the bare conductors 40 to the rotor bar 234. A light emitting diode LED is provided at a position facing the phototransistor PT. By controlling lighting of the light emitting diode LED, the resistance value between the bare conductors 40 can be varied. Light emitting diode LED
Is connected to the output port of the control CPU 290 of the control device 280.
Numeral 80 is in addition to the elements that can be controlled in the second embodiment (the operating state of the prime mover 50, the presence or absence of power transmission to the rotor excitation coil 133, and the presence or absence of power transmission to the three-phase coil 44 of the stator 36). The resistance R between the bare conductors in the cage induction machine can be varied. In the induction motor, as shown in FIG. 14, even when the slip ratio S is the same, as shown in FIG.
The output torque T of the motor can be varied. Therefore, the control device 280 can freely control the output torque as the induction motor by controlling the light emitting state of the light emitting diode LED and controlling the state of the phototransistor PT. Note that the phototransistor PT
Can be used as a switching element to control its on / off duty to vary the resistance value R. Control is performed using a linear region where the ease of current flow varies according to the amount of irradiation light. May be performed.

In this embodiment having such a configuration,
The driving mode and the power transmission device 120 can be operated by the operation mode shown in FIG. In this embodiment, the processing by the control device 280 is the same as the processing in the first embodiment (see FIG. 5).
Among the operation modes shown in FIG. 5, (1) to (5) are:
This is almost the same as the operation mode described in the first and second embodiments. Therefore, the operation modes after (6) will be described.

(6) Startup mode of the prime mover with the vehicle stopped In this operation mode, the control device 280 operates as follows.
The operation of the prime mover 50 is stopped via 0. In this state, the light emitting diode LED is turned off, the phototransistor PT is turned off, the rotor excitation coil 133 is energized to turn on the rotor field coil 135, and power is further transmitted to the three-phase coil 44. As a result, no current flows through the bare conductor 40, and the interaction between the three-phase coil 44 and the magnetic field generated by the field coil 135 of the rotor 132 causes the rotor 132 and, consequently, the crankshaft 56 to rotate.
According to the rotation of the crankshaft 56, the EFIECU 7
The control of the fuel injection valve 51 and the igniter 58 by 0 is the same as the operation mode of (1). In this operation mode (6), since no current flows through the bare conductor 40, a force for rotating the rotor bar 134, and consequently, the drive shaft 22 does not work, and the drive shaft 22 is particularly fixed with the start of the motor 50. There is no need to keep it.

(7) Vehicle Start Mode 1 This mode is an operation mode in which the vehicle starts and runs with the motor 50 stopped, as shown in the figure. In this case, the power supply to the rotor excitation coil 133 is turned off, and only the power transmission to the three-phase coil 44 is performed. Therefore, in this configuration, the three-phase coil 44 on the stator 36 side and the rotor bar 134 constitute a squirrel-cage induction motor. By controlling the state of the light emitting diode LED from off (high resistance value) to on (low resistance value or 0),
The output torque T of the rotor bar 134 in the composite motor 130 gradually increases, and the drive shaft 22 connected to the rotor bar 134 is rotated, so that the vehicle starts. After the start, by controlling the current flowing through the three-phase coil 44, it is possible to freely control the torque and the number of revolutions of the drive shaft 22 and travel.

(8) Vehicle Start Mode 2 In this mode, the motor 50
, And the rotor excitation coil 133 is also turned on in order to output the output of the prime mover 50 to the drive shaft 22 side. When it is determined that the charging rate of the battery 94 is low, for example, when the prime mover 50 is started using the power of the battery 94 in the prime mover start mode or the like, the output of the prime mover 50 is mainly used thereafter. Start the vehicle. After the vehicle has started, the motor 5
The operation is performed in the mode (1) in which the vehicle is driven only by the output of 0, or in the operation modes (4) and (9) in which the electric power is regenerated to the battery 94 during deceleration or stop of the vehicle. Battery 9
When the state of charge of the battery 4 increases, the motor 50 is stopped, and the operation mode (7) of the composite motor 130 using the electric power of the battery 94 or the output of the
The vehicle can be driven in a mode (2) in which the vehicle is driven with a high torque by assisting the vehicle.

(9) Charging mode while vehicle is stopped In this operating state, the prime mover 50 is operating, and the rotor excitation coil 133 and the rotor field coil 13 are driven.
5 is turned on. The light emitting diode LED is turned off, and the phototransistor PT is turned off. Therefore, in this state, no current flows through the bare conductor 40 and the rotor field coil 1 of the rotor 132
The direct interaction occurs between the three-phase coil 44 and the three-phase coil 44 on the stator 36 side. Therefore, as in the operation mode (4), by controlling on / off of each of the transistors Tr1 to Tr6 of the first drive circuit 91 on the three-phase coil 44 side, most of the energy output from the prime mover 50 is transmitted through the three-phase coil 44. Thus, the battery 94 can be regenerated.

(10) Operation stop mode When the vehicle is stopped and not used, all operations including the motor 50 are turned off. It is to be noted that this operation stop mode can be set even when the vehicle is stopped at a traffic light waiting. In this state, when the user depresses the accelerator pedal 64, the control device 280
Can start the vehicle in the vehicle start modes (7) and (8) described above. Even when the vehicle is started with the motor 50 stopped, the motor 5 can be started at any time by the start modes (3) and (6) as described above.
0 can be started.

According to the third embodiment described above,
To freely control the power transmission device 120 in accordance with the driving state of the vehicle to output necessary torque to the drive shaft 22 and to regenerate surplus energy, realize the minimum necessary operation of the prime mover 50, and the like. Can be. As a result, the power transmission device 120 can be configured with a simple configuration based on the squirrel-cage induction motor, and the required power can be transmitted and output to the drive shaft 22.

Although some embodiments of the present invention have been described above, the present invention is not limited to these embodiments at all, and may be implemented in various forms without departing from the spirit of the invention. Can be implemented. For example, this power transmission device may be applied to a four-wheel drive vehicle (4WD) as shown in FIG. That is, in the configuration shown in FIG. 16, the above-described power transmission device 120 is arranged as it is on the drive shaft 22 on the front wheel side, and the drive wheel of the front wheel portion is driven via the gear 23 and the differential gear 24 provided on the drive shaft 22. 26 and 28 are driven. On the other hand, an independent motor 340 is arranged on the drive shaft on the rear wheel side of the vehicle,
The drive wheels 27 and 29 of the rear wheel portion are driven by the motor 340. A third drive circuit 93 having the same configuration as the first and second drive circuits 91 and 92 is provided for driving the motor 340. The other configuration of the control device 280 is the same as that of the third embodiment.

In such a configuration, the front drive wheels 26, 2
8, the operation in all the operation modes shown in FIG. 15 becomes possible. Further, for the drive wheels 27 and 29 on the rear wheel side, the assist control of the output torque is performed by using the electric power of the battery 94. Conversely, control can be performed such that surplus energy is regenerated through the motor 340 and stored in the battery 94.

In each of the above embodiments,
Although a gasoline engine driven by gasoline is used as the prime mover 50, various internal combustion or external combustion engines such as a diesel engine, a turbine engine, and a jet engine can be used.

As the first and second driving circuits 91 and 92, transistor inverters are used. In addition, IGBT (Insulated Gate Bipolar mode Transistor) inverters, thyristor inverters, Voltage PWM (Pulse Width Modulation) inverters and square wave inverters (voltage-type inverters, current-type inverters)
Alternatively, a resonant inverter or the like can be used.

As the battery 94, a Pb battery, a NiMH battery, a Li battery or the like can be used, but a capacitor can be used instead of the battery 94.

In each of the embodiments described above, the case where the power transmission device is mounted on the vehicle has been described. However, the present invention is not limited to this, and the present invention is not limited to this. It is also possible to mount it on.

[Brief description of the drawings]

FIG. 1 shows a power transmission device 2 according to a first embodiment of the present invention.
FIG. 3 is a configuration diagram illustrating a schematic configuration of a zero.

FIG. 2 is a configuration diagram showing a schematic configuration of a vehicle on which the power transmission device 20 of FIG. 1 is mounted.

FIG. 3 is an explanatory diagram schematically showing a structure of the composite motor 30 by a cross section in a direction intersecting a rotation axis.

FIG. 4 is a perspective view showing the structure of a rotor bar 34.

FIG. 5 is a flowchart showing processing of operation control of the power transmission device 20 and the like.

FIG. 6 is an explanatory diagram illustrating an operation mode according to the first embodiment.

FIG. 7 is a graph showing operating characteristics of the induction motor.

FIG. 8 is a graph showing the relationship between the output torque and the voltage v of the three-phase coil of the stator of the induction motor.

FIG. 9 is a configuration diagram illustrating a schematic configuration of a power transmission device 120 according to a second embodiment of the present invention.

FIG. 10 shows a composite motor 130 according to the second embodiment.
FIG. 4 is an explanatory view schematically showing the structure of FIG. 1 by a cross section in a direction intersecting the rotation axis.

FIG. 11 is an explanatory diagram illustrating an operation mode according to the second embodiment.

FIG. 12 is a graph illustrating a relationship between an output frequency T and an AC frequency applied to a three-phase coil of the induction motor.

FIG. 13 is an explanatory diagram illustrating a configuration of a rotor bar 234 as a main part according to a third embodiment of the present invention.

FIG. 14 is a graph illustrating a relationship between a resistance value R between bare conductors of an induction motor and an output torque T;

FIG. 15 is an explanatory diagram illustrating an operation mode according to a third embodiment.

FIG. 16 is a configuration diagram showing a configuration in a case where the power transmission device of the present invention is applied to a four-wheel drive vehicle.

[Explanation of symbols]

 Reference Signs List 20 power transmission device 22 drive shaft 23 gear 24 differential gear 26, 28 drive wheel 27, 29 drive wheel 30 composite motor 32 rotor 34 rotor bar 36 stator 37, 38 permanent magnet 40 Bare conductor 41 ... Short-circuit ring 42 ... Teeth 43 ... Slot 44 ... Three-phase coil 50 ... Motor 51 ... Fuel injection valve 52 ... Combustion chamber 54 ... Piston 56 ... Crank shaft 57 ... Rotation speed sensor 58 ... Igniter 59 ... Rotation speed sensor 60 ... Distributor 62 ... Spark plug 64 ... Accelerator pedal 65 ... Accelerator pedal position sensor 66 ... Throttle valve 67 ... Throttle position sensor 68 ... Motor 69 ... Brake pedal 69a ... Brake pedal position sensor 70 ... EFIECU 72 ... Intake pipe negative pressure sensor 74 ... Temperature sensor 76 Rotation sensor 78 Rotation angle sensor 79 Starter switch 80 Control device 82 Shift lever 84 Shift position sensor 90 Control CPU 90a RAM 90b ROM 91 First drive circuit 92 Second Drive circuit 94 ... battery 95,96 ... current detector 97,98 ... current detector 99 ... remaining capacity detector 120 ... power transmission device 130 ... composite motor 132 ... rotor 133 ... rotor excitation coil 133a ... coupling coil 134 ... Rotor bar 135 Rotor field coil 180 Control device 234 Rotor bar 241 Insulation ring 280 Control device 290 Control CPU 340 Motor LED Light emitting diode PT Phototransistor

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification number Agency reference number FI Technical indication location H02P 7/36 H02P 7/36 E

Claims (18)

[Claims] 1. A power transmission device for transmitting an output of a prime mover to a drive shaft connected to a load, wherein the rotor is mechanically connected to an output shaft of the prime mover and is capable of forming a magnetic field. A rotor bar electromagnetically coupled and rotatable relative to the rotor and coupled to the drive shaft; a stator coil electromagnetically coupled to the rotor bar; and And a polyphase AC drive circuit capable of exchanging polyphase alternating current. 2. The power transmission device according to claim 1, wherein the rotor has a built-in field coil capable of forming a field, and an excitation coil that can be electromagnetically coupled to the field coil. Power transmission device. 3. The power transmission device according to claim 1, wherein the rotor bar includes a plurality of conductors parallel to an axial direction of the drive shaft, and a slip ring at each end of the conductor. A power transmission device comprising a cage induction machine formed by the stator coils. 4. The power transmission device according to claim 3, further comprising a variable resistance element mounted on the slip ring and capable of changing an electric resistance between the conductors. 5. The power transmission device according to claim 4, wherein a resistance value of the variable resistance element is controlled to adjust an output torque of the rotor bar to a value according to a load connected to the drive shaft. A power transmission device provided with a torque adjusting means. 6. The power transmission device according to claim 1, wherein the multi-phase AC drive circuit is controlled to adjust a slip of the rotor bar, thereby adjusting a torque output to the drive shaft. Power transmission device with means. 7. The power transmission device according to claim 1, wherein the slip of the rotor bar is variable by controlling the polyphase AC drive circuit and adjusting a frequency of the polyphase AC applied to the stator coil. A power transmission device comprising frequency adjustment means for adjusting the torque output to the drive shaft. 8. The power transmission device according to claim 1, further comprising a secondary battery capable of discharging at least electric power, and utilizing the electric power stored in the secondary battery through the multi-phase AC drive circuit. A power transmission device that drives the electric motor to control the torque of the drive shaft. 9. The power transmission device according to claim 1, further comprising a secondary battery capable of charging at least electric power, and storing the electric power regenerated from the stator coil in the secondary battery. 10. A rotor mechanically connected to a rotating shaft and capable of forming a magnetic field, electromagnetically coupled to the rotor, rotatable relative to the rotor, and coupled to a drive shaft. An induction motor including a rotor bar, and a stator coil electromagnetically coupled to the rotor bar, and driven by a polyphase AC drive circuit capable of exchanging polyphase AC with the stator coil. 11. The induction motor according to claim 10, wherein the rotor has a built-in field coil capable of forming a field, and an excitation coil provided electromagnetically with the field coil. Electric motor. 12. The induction motor according to claim 10, wherein the rotor bar includes a plurality of conductors parallel to an axial direction of the drive shaft, and a slip ring is provided at each end of the conductor. 13. The induction motor according to claim 10, further comprising a variable resistance element mounted on the slip ring and capable of changing an electric resistance between the conductors. 14. A vehicle for driving a drive shaft coupled to wheels by an output of a power transmission device coupled to an output shaft of a prime mover, wherein the power transmission device is mechanically coupled to an output shaft of the prime mover. A rotor that is connected to form a magnetic field, is electromagnetically coupled to the rotor, is rotatable relative to the rotor, and is coupled to the drive shaft; Operating state detecting means for detecting an operating state of the vehicle; and a multi-phase exchange between the stator coil based on the detected operating state. A vehicle including a phase alternating current drive circuit. 15. The vehicle according to claim 14, wherein the rotor bar of the power transmission device includes a plurality of conductors parallel to the rotation axis, and a slip ring is provided at both ends thereof. Is provided with a variable resistance element capable of changing the electrical resistance between the conductors, and controls a resistance value of the variable resistance element to change an output torque of the rotor bar according to a load connected to the drive shaft. A vehicle provided with torque adjusting means for adjusting the torque to a predetermined value. 16. The vehicle according to claim 14, wherein the drive shaft is controlled by controlling the polyphase AC drive circuit based on the detected operating state of the vehicle to adjust the slippage of the rotor bar. A vehicle provided with slip adjusting means for adjusting the torque output to the vehicle. 17. The vehicle according to claim 14, further comprising: a secondary battery capable of discharging at least electric power; and a load on the vehicle detected by the driving state detection unit.
The output of the prime mover is compared, and when the load of the vehicle is larger, the vehicle drives the electric motor using the electric power stored in the secondary battery to increase the torque of the drive shaft. . 18. The vehicle according to claim 14, further comprising: a secondary battery capable of charging at least electric power; and a load on the vehicle detected by the driving state detection unit.
A vehicle that compares the output of the prime mover and, when the load of the vehicle is smaller, regenerates electric power from the electric motor and stores the electric power in the secondary battery.