JPH0946815A - Driver for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driver for a vehicle that a reduction in size is executed by concentrically disposing a rotary electric machine and a bearing structure for further miniaturization is realized. SOLUTION: In a T-S converter 1000 for driving drive wheels 700 by suitably controlling the power from an engine 100 and power from a battery 600, a number-of-revolutions regulator 1200 and a torque regulator 1400 for constituting two rotary electric machines are disposed in a double structure capable of being concentrically rotatable, and a structure for holding at least one bearing 1511 for supporting at least a first rotor 1210 at a second rotor 1310 is provided. Thus, the rotation supporting structure of two rotary electric machines disposed coaxially can be disposed at the position near the electric machines, and more compact structure can be realized as a whole.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive device for driving a vehicle, and more particularly to a drive device for a so-called hybrid type electric vehicle that drives a vehicle using both an internal combustion engine and a power storage means such as a battery as a drive source. .

[0002]

2. Description of the Related Art Conventionally, as disclosed in Japanese Patent Application Laid-Open No. 7-15805, an electromagnetic coupling for converting the rotational speed of power generated from an internal combustion engine and an auxiliary electric motor for controlling torque are used to separate an internal combustion engine and an electric machine machine. There are some hybrids that achieve fuel efficiency and low pollution in power engines.

[0003]

However, in such a system, two independent rotating machines are required, and as a result, the weight of the entire system increases and it becomes difficult to realize fuel saving. In addition, this function should be replaced with the conventional vehicle torque converter and speed change,
It is desirable to mount two rotary electric machines in this space, but it was difficult in practice.

Therefore, in the present invention, the two rotating electric machines are arranged concentrically to reduce the size and
It is an object of the present invention to provide a vehicle drive device that realizes a bearing structure for further miniaturization.

[0005]

According to the present invention, as described in claim 1, in a drive device for driving drive wheels by appropriately controlling power from an internal combustion engine and power from a battery, two rotary electric machines are concentric. Two rotating electric machines arranged on the same shaft by arranging them as a rotatable double structure and by holding at least one bearing supporting at least one rotor on the other rotor. It is possible to arrange the rotary support structure part in a position close to the rotary electric machine, and it is possible to realize a more compact structure as a whole.

Further, as described in claim 2, by providing one of the bearings of the first rotor between the bearings of the second rotor, it is possible to reduce the shaft diameter and further downsize the device. Is planned. Further, as described in claim 3, by disposing the bearing supporting the second rotor inside the coil end, it is possible to dispose the bearing by utilizing the space formed on the side of the rotor. It becomes possible and miniaturization is achieved.

Further, as described in claim 4, the bearings for rotatably supporting the first rotor and the second rotor are arranged concentrically with each other, so that the space on the circumference is utilized mutually and the bearings are used. Can be arranged and the size can be further reduced.

[0008]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described with reference to the drawings. Reference numeral 100 denotes an engine such as an internal combustion engine, 1000 denotes an output of the engine 100 as an input, and a drive torque and a rotational speed are appropriately set so as to correspond to a load output (running drive output) composed of drive wheels for a vehicle. It is a drive device which functions as a torque-rotation speed (speed) converter which controls and outputs toward a load output, and a rotation speed adjustment unit which adjusts the rotation speed between the input and output which is internally constituted by a pair of coils and a magnet. It has a 1200 and a torque adjusting unit 1400 that adjusts the torque between the input and the output.
This torque-speed converter is hereinafter referred to as TS converter 1000 for short.

An inverter 200 controls the energization of the rotation speed adjusting unit 1200 of the TS converter 1000.
In the present embodiment, the rotation speed adjusting unit 1200 is composed of a three-phase rotating electric machine, and therefore the inverter 20
With the switching operation of 0, the three-phase alternating current is energized and controlled toward the rotation speed adjustment unit 1200. 400 is the torque adjustment unit 140 of the TS converter 1000.
It is an inverter that controls the energization of 0, and the rotation speed adjustment unit 1
As with 200, energization control of three-phase alternating current is performed.

Reference numeral 500 denotes a rotation sensor provided in the TS converter 1000 and an ECU for controlling the inverters 200 and 400 by other internal information or external information. Reference numeral 600 denotes a DC battery used in a general vehicle or the like. Reference numeral 700 denotes a driving wheel constituted by a vehicle tire or the like as a load output. Further engine 10
0 and the T-S converter 1000, a joint portion and a speed reducer, which are widely used in general internal combustion engine drive type vehicles, are configured, and a joint is similarly formed between the T-S converter 1000 and the drive wheel 700. , A differential gear and the like are provided, but the illustration is omitted.

Next, the detailed structure of the TS converter 1000 will be described. An output shaft 110 that transmits and outputs the rotational driving force of the engine 100 includes a joint (not shown),
It is connected to a shaft-shaped input shaft 1213 located substantially at the center of the TS converter 1000 via a speed reducer or the like, and directly transmits the rotational driving force of the engine 100 to the input shaft 1213. In the present embodiment, the output shaft 110 and the input shaft 1213 are arranged linearly on the same axis, but the shafts of the output shaft 110 and the input shaft 1213 are appropriately arranged through joints or the like in accordance with the vehicle mounting space. It is also possible to arrange it at an angle to the direction.

The TS converter 1000 constitutes one housing by connecting the three housings 1710, 1720, 1730, and the joints between the housings are cylindrical so as to facilitate their positioning. It has a shaped fitting portion, and is configured to be connected by a plurality of bolts. Housing 171
In the internal space formed by 0, 1720, and 1730, the input shaft 12 is provided in order to configure the main rotating electrical machine part of the present drive device.
A first rotor 1210, which is a first rotor, which is integrally provided on the rotor 13, a second rotor, which is a second rotor, and a stator 1410 corresponding to a stator are provided.

The input shaft 1213 has a plurality of outer peripheral portions having different diameters, and is provided with a first rotor 1210, a bearing, a slip ring for supplying power, a rotation sensor and the like. The first rotor 1210 is a winding 1 that forms a rotating magnetic field.
211 and a rotor core 1212, the rotor core 1212 is press-fitted and fixed to the outer peripheral surface having the largest diameter of the outer peripheral surfaces of the input shaft 1213.

The input shaft 1213 is formed so that its diameter gradually decreases from the outer peripheral surface into which the rotor core 1212 is press-fitted, toward the engine 100 side, and the outer diameter of the input shaft closest to the engine side is a bearing. 1514 is disposed and the outer ring of the bearing 1514 is attached to the housing 173.
By supporting and fixing to 0, one end of the input shaft 1213 is rotatably supported to the housing 1730.

On the outer periphery of the first rotor 1210, a cylindrical second rotor 1310 facing the first rotor is rotatably arranged on the same axis so as to be rotatable relative to the first rotor 1210. I have. The second rotor 1310 has a rotor yoke 131 having a plurality of magnets on its inner and outer peripheral surfaces.
1 and frames 1331, 133 supporting the rotor yoke
The second rotor 1310 by a plurality of bolts 1332 penetratingly inserted into the second rotor 1310.
It is fastened and fixed so as to be sandwiched by 31 and 1332.

The output shaft 1 is integrally formed with the frame 1332.
340 is formed, and the output shaft is a housing 1720.
It is rotatably supported via a bearing 1513. One end of the output shaft 1340 projects to the outside from the housing 1720 and is connected to the drive wheels 700 via a differential gear (not shown) or the like. Frame 1
332, in the housing 1720, a part of the vicinity of the rotation axis thereof projects toward the first rotor side, one end of the input shaft 1213 is inserted therein, and the input shaft 1213 is inserted through the bearing 1511. Frame 13
32 is rotatably supported. At this time, the coil end of the winding 1211 wound around the rotor core 1311 projects in the axial direction more than the axial end surface of the rotor core 1311. A space is formed on the side of the end face, and a bearing 1551 for rotatably supporting the frame 1332 of the second rotor with respect to the shaft of the first rotor is arranged in this space portion. Without projecting axially outward,
A configuration has been realized that minimizes the axial length of the entire device.

The axial end surface of the rotor yoke 1420 is located at substantially the same position as the axial end surface of the rotor core 1212 of the first rotor 1210. Therefore, the rotor yoke 1
The frame 1332 coupled to the end face of the 420 forms a cup shape from its axial center portion toward the end face of the second rotor so as to avoid the coil end of the winding 1211 protruding from the end face of the rotor core 1212. It has a shape to be installed.

The other frame 1331 that supports the rotor yoke 1420 has a plurality of cylindrical outer peripheral surfaces having different diameters, and the diameter is gradually reduced toward the engine side. Input shaft 1 is the smallest part
213 is arranged with a small gap to the outer peripheral surface, and a bearing 1510 is fitted to the outer peripheral surface of the small diameter portion, and the outer ring of the bearing 1510 is a plate portion extending from the housing 1710. 1710a
It is fixed to. Therefore, in the second rotor 1310, the frames 1331 and 1332 are respectively attached to the housing 171.
Nos. 0 and 1720 are rotatably supported by bearings 1512 and 1513, and since the bearings 1512 and 1513 are arranged coaxially with respect to the input shaft, the second rotor is also input. Axis 1213
On the other hand, it is rotatably supported coaxially.

Further, the frame 1331 and the plate portion 17
A rotation sensor 1912 composed of a resolver is provided in an axial space between the rotation sensor 1912 and 10a.
One is fixed to the frame 1331 and the other is fixed to the plate portion 1710a, so that the second rotor 13
The number of rotations of 10 can be detected. The detection signal from the rotation sensor 1912 is sent to the ECU 500 and used for rotation control of the second rotor 1310.

The frame 1331 has a bearing 1510.
At a position closer to the first rotor 1210 side than the input shaft 12
13 is rotatably supported via a bearing 1512. The stator 1410 is arranged so as to face the cylindrical outer peripheral surface of the rotor yoke 1420. The stator 1410 is composed of a stator core 1412 and a winding 1412. The stator core 1412 is arranged so as to be directly fixed to the cylindrical inner peripheral surface of the housing 1720, and the winding 141 that forms a rotating magnetic field.
1 is wound around the stator core 1412. With such a configuration, the stator 1410 is configured to be coaxially arranged in the same manner as the first rotor 1210 and the second rotor 1310 are coaxially arranged to each other.

The wiring of the stator 1410 is connected to the housing 17
The plate portion 1710 formed to project inward from
Further, it is pierced through “a” and further penetrated through the wiring fixing plug 1711 fixed to the outer peripheral cylindrical portion of the housing 1710 to be wired to the outside and electrically connected to the inverter 400. In the first rotor 1210, the rotor core 1
The lead portion 1660, which is a wiring for each phase of the three phases, is embedded in the input shaft 1213 from the end face of the engine 212, and is connected to the three slip rings 1630 arranged in parallel in the axial direction of the input shaft. Has been done. The respective slip rings 1630 are provided so as not to be electrically connected to each other, with an insulating portion 1650 such as a mold interposed therebetween, and the periphery of the lead portion 1660 is also covered with the insulating portion such as the mold in the same manner. It is intended to be insulated from 1213 and the like.

Brushes 1620 are in contact with the respective slip rings 1630 so that their tips slide on the slip rings 1630.
0 is pressed toward the slip ring 1630 from the rear by the spring 1640. These three brushes 1620 are held by a brush holder 1610, and the brush holder 1610 has a housing 171.
It is fixed to the 0 plate portion 1710a. Wiring extends from each brush 1620 toward the inverter 200, and is configured to be electrically connected to the first rotor 1210 so that electric power from the inverter 200 can be transferred to and from the first rotor 1210.

Slip ring 1630 and bearing 15
A rotation sensor 1 composed of a resolver for detecting the rotation of the first rotor is provided on the outer peripheral surface of the input shaft 1213 between
911 is provided. The fixed side is the housing 1
It is fixed to a part of the plate portion 1710a protruding from 710. The signal from this rotation sensor 1911 is the second
Similar to the rotation sensor 1912 of the rotor 1310, its signal is output to the ECU 500 and used for rotation control of the first rotor.

Next, the first rotor 1210 and the second rotor 1
The cross-sectional structures of 310 and the stator 1410 will be described with reference to FIG. FIG. 2 is a sectional view taken along the line AA in FIG. 1. However, since the internal structure is axially symmetric, only one half on one side will be described. The rotor core 1212 press-fitted into the input shaft 1213 has an outer diameter d1, a plurality of slots 1212a are formed in the outer circumference in the radial direction, and a winding 1211 is wound inside. A cylindrical rotor yoke 1310 is rotatably provided on the outer periphery of the rotor core 1212 via an air gap g1, and a plurality of magnets 1220 arranged at equal intervals in the circumferential direction are provided inside the inner peripheral surface of the rotor yoke 1310. The magnet 1220
The magnetic poles on the inner peripheral surface side are arranged so that N and S poles alternate. Openings 1311a for preventing leakage of magnetic flux are formed at both ends of each magnet in the axial direction. In addition, in a space between each magnet, a frame 131 that supports the rotor yoke 1311 on both sides is provided.
A plurality of bolt holes 1311b into which bolts 1333 for connecting the first and the third 1312 are inserted are formed in the circumferential direction so as to penetrate the rotor yoke 1311 in the axial direction.

Magnetic flux is formed between the magnet 1220 and the rotor core 1212 and the winding 1211 to form one magnetic circuit, and the current flowing through the winding 1211 is appropriately controlled by the inverter 200, whereby the load output A rotation speed adjustment unit 1200 that adjusts the rotation speed is configured. Further, a plurality of magnets 1420 arranged at equal intervals in the circumferential direction are provided inside the outer peripheral surface of the rotor yoke 1311. Like the magnets 1220, both ends of each magnet have openings for preventing leakage of magnetic flux. The part 1311a is formed. The arrangement of the magnetic poles is similar to that of the magnet 12220. The outer diameter of the rotor yoke 1311 of the second rotor is d2,
Further, a stator 1410 is provided on an outer peripheral portion thereof with a predetermined air gap g2 interposed therebetween. A plurality of slots 1412a for winding the winding 1411 are formed on the inner peripheral surface side of the stator core 1412 of the stator 1410, and a magnetic flux is formed between the slot 1412a and the magnet 1420 of the second rotor.
It constitutes a second magnetic circuit. The torque flowing toward the load output can be adjusted by appropriately controlling the current flowing through the winding 1411 by the inverter 400. The torque adjusting unit 1400 is configured by this magnetic circuit.

A mechanism for directly transmitting the output of the engine 100 to the vehicle output side through electromagnetic force to assist the motor output will be described. When the rotational speed of the output of the engine 100 is 2n [rpm] and the torque is t [N · m], this is output from the vehicle (rotational speed n [rpm], torque 2t).
[N · m]) will be described. In the rotation speed adjusting unit 1200, the torque acts and reacts with the input (first rotor rotation energy) and the output (second rotor rotation energy), and the torque is the same torque t [N.
m], the rotational speed 2n [rpm] of the engine 100 is adjusted to the vehicle output rotational speed n [rpm].

Torque t [N · m], rotation speed n [rpm]
In order to obtain the output of the rotation sensor 191 in the braking state in which the acting torque direction is opposite to the rotating direction, the position of the magnet 1220 on the rotation speed adjusting unit side of the second rotor 1310 is set to the rotation sensor 191.
The first rotor 1210 is detected by the relative angle of 1, 1912.
By appropriately calculating and controlling the current-carrying position of the winding 1211, the braking state is controlled, and the power generation output is obtained from the first rotor.
Send to 400. 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 1.
660, and the energization timing is calculated by the relative angles of the rotation sensors 1911 and 1912 of the first rotor and the second rotor. As a result, the output of the torque t [Nm] and the rotation speed n [rpm] is obtained, and the energy nt is obtained as the power generation output. As described above, the TS converter has a function of transmitting the output torque of the engine 100 to the drive wheels 700 that are the load output side as it is, and making the difference between the rotation speeds of the engine 100 side and the output side the generator output. On the contrary, when the rotation speed on the engine 100 side is lower than the rotation speed on the output side, power is supplied from the battery 600 to perform a function as an electric motor.

Next, the engine 10 from the first rotor 1210.
In order to set the vehicle output to 2 nt in the second rotor 1310 to which the output torque t [N · m] of 0 is transmitted via the electromagnetic force, it is necessary to supplement the insufficient torque and the output nt required for it. There is. Torque adjuster 1 in this case
The operation of 400 is similar to that of a normal motor, and the inverter 400
To the stator winding 1411, the rotation sensor 1912 detects the position of the magnet 1420 on the torque adjusting unit 1400 side of the second rotor 1310 so that the desired torque and rotation speed are obtained.
Power is supplied while calculating the energization timing. Conversely, E
When the / G100 side torque is more than the output side torque,
The torque adjustment unit 1400 works in the power generation mode and has a function of sending excess energy to the battery 600.

As described above, the input (torque t, rotation speed 2n) from the engine 100 is first transmitted to the second rotor 1310 as it is by the rotation speed adjusting unit 1200, and the rotation speed of the engine 100 is transmitted. 2n is adjusted to the desired output speed n, but the energy of the speed difference n × torque t generated at that time is converted into electric power, and the torque adjusting unit 1400 is supplied via the inverter 200 and the battery 600.
Send to On the torque adjustment unit 1400 side, the rotation speed adjustment unit 1
200 or the output of the battery 600 is received, and the shortage or excess of the torque t with respect to the vehicle output torque is corrected here. At this time, if insufficient, 1400 functions as an electric motor, and if excessive, functions as a generator.

The engine speed adjusting unit 1200 is also used for the engine 10.
Depending on the setting of the input of 0, it is necessary to function as a motor. Conversely, when the system is used for braking a vehicle, the engine 100 is used as a compressor (or a brake by the engine 100) and the rotation speed adjusting unit 12 is used.
00, the rotational speed adjusting unit 1200 absorbs a part of the braking energy of the vehicle braking energy.
The braking energy that 0 bears decreases, and the capacity required for braking can also be reduced.

With the above-mentioned structure, the rotational energy of the engine 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 placed 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.

Generally, the rotating machine has multiple poles, which reduces the required magnetic path cross-sectional area. In the present invention, magnets 1220 and 1420 are used.
By dividing the rotor into a plurality of poles and making it multi-pole, the thickness of the second rotor can be made extremely thin. Therefore, the two rotating machines (the rotation speed adjusting unit 1200 and the torque adjusting unit 1400) are concentrically arranged and integrated. In this case, the maximization in the radial direction is further reduced, and the miniaturization is further improved.

Generally, the performance (w / kg) of a rotating machine is such that the air gaps (g1, g2 of the present invention) on the magnetic circuit are reduced,
It is improved by increasing the amount of effective magnetic flux. Therefore, it is desirable to make the air gap as small as possible, but in reality, it is limited by the expansion of the outer diameter of the rotor due to the centrifugal force, the accuracy of the individual units such as the housing, and the accuracy of assembly. Among these, the assembly accuracy must be designed so that the accumulated tolerance of each part is eliminated as much as possible.

As for the air gap g1, an accurate positional relationship between the second rotor 1310 and the first rotor 1210 is required.
512 and 1511 are provided so that the positioning can be performed with high accuracy. Similarly, in the air gap g2, the second rotor 1
Since a precise positional relationship between the 310 and the stator 1410 is required, the bearings 1510 and 1513 are provided between the second rotor 1310 and the housings 1710 and 1720 to which the stator 1410 is fixed, thereby enabling highly accurate positioning. I am trying.

As a result, the air gaps g1 and g2 can be further reduced, and the performance (w / kg) of the rotating machine can be improved and the miniaturization can be further improved. Also the first
When assembling the rotor and the second rotor, first install the first
Since the rotor 1210 is incorporated into the second rotor 1310 and then the rotor assembly having the frame 1331 assembled therein is incorporated into the frame 1720 having the stator 1410 assembled therein, the bearing arrangement described above significantly improves the assembling property.

FIG. 3 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 first rotor 1210 is rotatably supported by the bearing 1511 provided between the second rotor 1310 and the housing 1530 and the bearing 1511 provided between the first rotor 1210 and the second rotor 1310. Bearing 151
2 is omitted. In a small-sized vehicle having a small output, the length of the input shaft 1213 may not need to be so long. In such a case, as described above, the input shaft is connected to the bearings 1511 and 1514 at both ends thereof.
It is possible to rotate only by the rotor. In such a case, by omitting the bearing 1512, it is possible to reduce the number of parts and further downsize the entire device.

FIG. 4 shows a third embodiment. Also 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 bearing 1515 provided between the second rotor 1310 and the housing 1710 is the bearing 1515 provided between the first rotor 1210 and the second rotor 1310.
The bearing 151 is arranged on the outer diameter side of 12
3. By shortening the distance between the bearings 1515
The speed of the rotor 1210 can be increased and the axial size can be reduced.

[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 cross-sectional view of the main part of the drive device according to the first embodiment of the present invention.

FIG. 3 is a vertical cross-sectional view of the entire structure and main parts in a second 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.

[Explanation of symbols]

100 engine 200, 400 inverter 500 ECU 600 battery 700 driving wheel (load output) 1000 T-S converter 1200 rotation adjusting unit 1210 first rotor 1310 second rotor 1400 torque adjusting unit 1410 stator (stator) 1510, 1511, 1512, 1513, 1514,
1515 bearing

Claims (4)

[Claims] 1. A drive device, which receives an output from an internal combustion engine or a power storage means as an input and outputs and controls a predetermined drive torque and a rotational speed for a connected load output, wherein the drive device includes a housing and a housing. The first and second rotors are housed and relatively rotatable to transmit a rotational force to the load output, and a stator fixed to the housing. The second rotor includes the first rotor. A first magnetic circuit that performs mutual electromagnetic action by rotationally driving the rotor relative to the rotor, and a second magnetic circuit that performs mutual electromagnetic action by rotationally driving relative to the stator. The second rotor is concentrically arranged inside the stator, and the first rotor is concentrically arranged inside the second rotor, and at least one bearing for supporting the first rotor is provided. Second
A drive device for a vehicle, characterized in that the drive device is held by the rotor. 2. At least one of the bearings that rotatably supports the first rotor is provided between a plurality of bearings that rotatably support the second rotor in the housing. The vehicle drive device according to claim 1. 3. A bearing for supporting the first rotor so as to be rotatable relative to the second rotor is arranged in a space inside a coil end of the first rotor. The vehicle drive device according to claim 1 or 2. 4. A bearing for supporting the first rotor so as to be rotatable relative to the second rotor, and a bearing for supporting the second rotor so as to be rotatable relative to the housing. The vehicle drive device according to any one of claims 1 to 3, wherein the drive devices are arranged concentrically.