CN101300148B - 混合动力车辆的动力装置 - Google Patents

混合动力车辆的动力装置 Download PDF

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Publication number
CN101300148B
CN101300148B CN2006800381308A CN200680038130A CN101300148B CN 101300148 B CN101300148 B CN 101300148B CN 2006800381308 A CN2006800381308 A CN 2006800381308A CN 200680038130 A CN200680038130 A CN 200680038130A CN 101300148 B CN101300148 B CN 101300148B
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Prior art keywords
power
vibration
reactor
driving engine
dynamotor
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CN2006800381308A
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CN101300148A (zh
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立松和高
水谷良治
远藤康浩
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Toyota Motor Corp
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Toyota Motor Corp
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
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Abstract

变速车轴包括：电动发电机(MG2、MG1(MG1在MG2后方))，其中，转子的旋转中心轴设置在相同的轴线上；动力分割机构，其设置在与曲轴的中心轴相同的轴上并在电动发电机(MG1、MG2)之间；以及用于控制电动发电机(MG1、MG2)的电力控制单元。电力控制单元被设置为相对于电动发电机(MG2)的旋转中心轴，电抗器(L1)设置在至少一侧上，平滑电容器(C2)设置在另一侧上。电动发电机(MG1、MG2)、动力分割机构以及电力控制单元容纳在金属壳体中，彼此一体地形成，并通过发动机安装件(EM)紧固到车辆(1000)的车身。

Description

混合动力车辆的动力装置 
技术领域
本发明涉及混合动力车辆的动力输出装置，并更具体而言，涉及具有容纳在一个壳体中的用于控制电动机驱动的电力控制单元和电动机的混合动力车辆的动力输出装置。 
背景技术
近年来，混合动力车辆已经作为兼有环境性能和行驶性能的车辆而引起注目。混合动力车辆除了使用传统的发动机之外，还使用电动机作为动力源，该电动机由DC电源通过逆变器来驱动。具体地，通过驱动发动机来获得动力源，此外，由逆变器将来自DC电源的DC电压变换成AC电压，随着电动机通过变换了的AC电压旋转而获得动力源。 
在大多数当前可获取的混合动力车辆中，产生用于驱动车辆的动力的动力输出装置具有这样的结构：逆变器的较大的箱形壳体固定在底盘上，并且电动机壳体(变速车轴)布置在其下方。考虑到混合动力车辆的动力输出装置可以安装在尽可能多的各种车型上，具有两个壳体的结构不利于部件标准化，因为必须针对各个车型优化该布置。 
原则上，期望将要求组合操作的单元放置到一个壳体中以一体化。鉴于前述，日本专利公开No.2004-343845公开了其中电动机和逆变器被一体化的用于混合动力车辆的驱动单元。 
现在，对于混合动力车辆，已经提出这样的方案：由升压变换器对来自DC电源的DC电压进行升压，并将升压了的DC电压供应到逆变器。这是为了实现电动机的更高输出和提高能量效率。 
因而，从协作的观点出发明显可见，如果升压变换器与逆变器的情况那样与电动机一体化，则可以实现部件标准化和装置的尺寸减小的更好的效果。 
然而，在日本专利公开No.2004-343845中公开的用于混合动力车辆的驱动单元仅仅涉及逆变器安装在电动机上的简单结构，并且此公开申请既没有公开也没有启示还将升压变换器集成的任何结构。 
一般通过组合电抗器和包括开关元件的斩波电路来形成升压变换器。具体地，根据开关元件的开/关，被开关操作的电流从DC电源流到电抗器，从而蓄积电力。根据开关元件的开/关，电抗器将蓄积的电力供应到逆变器一侧。升压变换器通过重复这样的操作来实现升压。 
在升压操作中，当被开关操作的电流流经电抗器的线圈时，由于通过线圈循环的磁通量而产生振动。该振动可能传播到车身，在车内引起噪声。因而，在传统的动力输出装置中，已经设置了用于吸收电抗器振动的单独的装置(例如，参见日本专利公开No.2005-32830和2005-73392)。 
从前述可见，当升压变换器与电动机一体化时，不仅必须充分考虑到装置的尺寸的减小，而且还要考虑到电抗器振动吸收装置的设置。 
因而，为了解决这些问题进行本发明，并且本发明的目的是提供一种具有集成的电动机驱动系统并能够吸收电动机驱动系统的电抗器振动的、混合动力车辆的动力输出装置。 
发明内容
本发明提供了一种混合动力车辆的动力输出装置，其将动力输出到驱动轴，并包括：发动机，其使用燃料的燃烧能量作为来源产生动力；动力传递装置，其将发动机产生的动力与旋转电机产生的动力合成，并传递到驱动轴；电力控制单元，其包括开关元件和电抗器，并用于通过开关元件的开关操作进行来自电源的DC电力和驱动并控制旋转电机的AC电力之间的电力变换；壳体，其连接到发动机以允许振动的传递，并容纳动力传递装置和电力控制单元；以及防振动装置，其将发动机和壳体悬架在车身上，允许吸收发动机和车身之间的相对振动。 
根据上述混合动力车辆的动力输出装置，电抗器与电动机壳体一体化，因而，在通电时通过对电流进行开关操作而产生的电抗器的振动与发动机振动一起被发动机的防振动装置吸收。因而，更少的电抗器振动被传 播到车身，结果，可以减小车辆内的噪声。此外，不必重新提供用于吸收电抗器振动的任何装置，并促进了进一步减小装置的尺寸。 
优选地，动力传递装置包括：第一和第二旋转电机，其被电源驱动并产生动力；以及动力分割装置，其以机械的方式将发动机的输出分配到第一旋转电机和驱动轴。电力控制单元包括：第一和第二逆变器，其与第一和第二旋转电机相对应地设置；以及电压变换器，其具有开关元件和电抗器，并通过开关元件的开关操作来执行电源与第一和第二逆变器之间的电压变换。 
在上述混合动力车辆的动力输出装置中，电压变换时产生的电抗器的振动被发动机的防振动装置吸收。因而，更小的电抗器的振动传播到车身，结果，可以减小车辆内的噪声。 
优选地，被开关元件进行开关操作的电流流经电抗器。防振动装置具有允许振动的弹性体，弹性体连接在发动机、壳体和车身之间，并被设置成弹性体的振动方向与通电时电抗器的振动方向大致相同。 
在上述的混合动力车辆的动力输出装置中，通电时产生的电抗器的振动可以有效地被发动机的防振动装置吸收。 
优选地，防振动装置被设置成弹性体和电抗器大致在相同的直线上振动。 
在上述混合动力车辆的动力输出装置中，通电时产生的电抗器的振动可以有效地被发动机的防振动装置吸收。 
优选地，防振动装置被设置成弹性体的振动方向与通电时电抗器的振动方向大致相同以及与发动机的振动方向大致相同。 
在上述混合动力车辆的动力输出装置中，可以充分利用防振动装置的振动阻尼力。 
根据本发明，由于电抗器与电动机壳体一体化，当被开关操作的电流传导时产生的电抗器的振动可以与发动机的振动一起被发动机的防振动装置吸收。因而，更少的电抗器的振动被传播到车身，结果，可以减小车辆内的噪声。此外，不必重新提供任何用于电抗器振动的装置，并促进了进一步减小装置的尺寸。 
附图说明
图1是表示根据本发明实施例的混合动力输出装置的整体构造的框图。 
图2是示出与安装了图1的混合动力输出装置的车辆中的电动发电机控制有关的构造的电路图。 
图3是表示图2所示的动力分割装置和减速装置的细节的图示。 
图4是示出根据本发明实施例的混合动力车辆的变速车轴的外观的立体图。 
图5是变速车轴的俯视图。 
图6是从图5的方向XI观察的变速车轴的侧视图。 
图7是图6所示的电抗器的立体图。 
具体实施方式
以下将参照附图详细描述本发明的实施例。在这些附图中，相同的标号表示相同或者相应的部分。 
图1是表示根据本发明实施例的混合动力车辆的动力输出装置(以下称为“混合动力输出装置”)的整体构造的框图。在本实施例中，混合动力车辆将描述为串连/并联混合动力车辆。然而，混合动力车辆可以是串联混合动力车辆或者并联混合动力车辆。 
参照图1，混合动力输出装置100包括发动机ENG、电池B、逆变器INV、升压变换器12、车轮WH、变速车轴20和ECU(电子控制单元)90。 
发动机ENG使用诸如汽油之类的燃料的燃烧能量作为来源产生驱动力。电池B将DC电力供应到电力线。作为电池B，可以使用镍氢或者锂离子二次电池或者燃料电池。此外作为代替电池B的蓄电器，可以使用诸如电气双层电容器之类的大容量电容器。 
逆变器INV将从电池B通过升压变换器12供应到电力线81的DC电力变换成AC电力，并将其输出到电力线83。可选地，逆变器INV将供应到电力线81的AC电力变换成DC电力，并将其输出到电力线82。 
变速车轴20包括作为一体结构的变速器和车轴，并具有动力分割装置PSD、减速装置RD、电动发电机MG1和MG2以及控制电动发电机MG1和MG2的电力控制单元21。根据本发明，已经以传统的方式独立于变速车轴20容纳在壳体中的电力控制单元21与变速车轴20一体化，并容纳在一个相同的壳体中。 
动力分割装置PSD将由发动机ENG产生的驱动力分割成将该驱动力通过减速装置RD传递到车辆驱动轴的路径和将该驱动力传递到电动发电机MG1的路径。 
电动发电机MG1和MG2的每个可以用作发电机和电动机。一般而言，电动发电机MG1主要作为发电机工作，因而，它有时称为“发电机”。电动发电机MG2主要作为电动机工作，因而，它有时称为“电动机”。 
电动发电机MG2通过从逆变器INV供应到电力线83的AC电力驱动旋转。由电动发电机MG2产生的驱动力通过减速装置RD传递到驱动轴。除了由驱动轴驱动的车轮以外的车轮(未示出)可以是从动轮，或者它们可以适于由单独的未示出的电动发电机驱动，以实现所谓的四轮驱动系统。 
电动发电机MG1随着其通过动力分割装置PSD传递的来自发动机ENG的驱动力而旋转来产生电力。电动发电机MG1产生的电力通过电力线82供应到逆变器INV，并用作对电池B充电的电力或者驱动电动发电机MG2的电力。 
电动发电机MG2通过从逆变器INV供应到电力线83的AC电力驱动旋转。由电动发电机MG2产生的驱动力通过减速装置RD传递到驱动轴。除了由驱动轴驱动的车轮以外的车轮(未示出)可以是从动轮，或者它们可以适于由单独的未示出的电动发电机驱动，以实现所谓的四轮驱动系统。 
当在再生操作期间电动发电机MG2随着车轮速度降低而旋转时，在电动发电机MG2中产生的电动势(AC电力)供应到电力线83。在此情况下，逆变器INV将供应到电力线83的电力变换成DC电力，并将其输出到电力线81，由此对电池B充电。 
ECU 90控制安装在车辆上的装备/电路组的整体工作，使得安装了混合动力输出装置100的车辆根据来自驾驶者的指令而被驱动。通常，ECU90由用于执行预先编程的规定顺序和规定操作的微计算机和存储器(RAM、ROM等)形成。 
图2是表示与安装了图1的混合动力输出装置的车辆中的电动发电机控制有关的构造的电路图。 
参照图2，车辆1000包括电池单元40、变速车轴20、控制器30以及未示出的发动机和车轮。 
变速车轴20包括电动发电机MG1和MG2、动力分割装置PSD、减速装置RD、以及控制电动发电机MG1和MG2的电力控制单元21。 
动力分割装置PSD是连接到发动机ENG和电动发电机MG1和MG2的机构，并在这些发动机ENG、电动发电机MG1和MG2之间分割动力。作为示例，可以使用具有太阳轮、行星齿轮和齿圈的三根旋转轴的行星齿轮机构作为动力分割装置PSD。 
这样结构也是可行的，其中动力分割装置PSD的两个旋转轴(行星齿轮、太阳轮)分别连接到发动机ENG和电动发电机MG1的旋转轴，其它旋转轴(齿圈)直接地或者通过减速装置RD连接到电动发电机MG2。 
如后述，减速装置RD的旋转轴由未示出的减速齿轮或者差速齿轮连接到车轮。 
电池单元40设置有端子41和42。此外，变速车轴20设置有端子43和44。车辆1000还包括连接端子41和43的电缆6、以及连接端子42和44的电缆8。 
电池单元40包括电池B、连接在电池B的负极和端子42之间的系统主继电器SMR3、连接在电池B的正极和端子41之间的系统主继电器SMR2、以及串联连接在电池B的正极和端子41之间的系统主继电器SMR1和限制电阻器R。根据从控制器30施加的控制信号SE控制系统主继电器SMR1至SMR3的导通/非导通的状态。 
电池单元40还包括测量电池B的端子之间的电压VB的电压传感器10和检测流到电池B的电流IB的电流传感器11。 
电力控制单元21包括分别对应于电动发电机MG1和MG2设置的逆变器22和14，以及为逆变器22和14共用设置的升压变换器12。逆变器22和14构成图1所示的逆变器INV。 
升压变换器12对端子43和44之间的电压进行升压。逆变器14将从升压变换器12施加的DC电压变换成三相AC，并将其输出到电动发电机MG2。 
升压变换器12包括一端连接到端子43的电抗器L1、串联连接在升压变换器12的输出升压后电压的输出端子之间的IGBT元件Q1和Q2、分别与IGBT元件Q1和Q2并联连接的二极管D1和D2、以及平滑电容器C2。平滑电容器C2对升压变换器12升压后的电压进行平滑。 
电抗器L1的另一端连接到IGBT元件Q1的发射极和IGBT元件Q2的集电极。二极管D1具有连接到IGBT元件Q1的集电极的阴极，和连接到IGBT元件Q1的发射极的阳极。二极管D2具有连接到IGBT元件Q2的集电极的阴极和连接到IGBT元件Q2的发射极的阳极。 
逆变器14将从升压变换器12输出的DC电压变换成三相AC，并将其输出到驱动车轮的电动发电机MG2。此外，在再生制动中，逆变器14使电动发电机MG2产生的电力回流到升压变换器12。此时，升压变换器12被控制器30控制，使得其作为降压电路工作。 
逆变器14包括U相臂15、V相臂16和W相臂17。U相、V相和W相臂15、16和17并联连接在升压变换器12的输出线之间。 
U相臂15包括串联连接的IGBT元件Q3和Q4以及分别与IGBT元件Q3和Q4并联连接的二极管D3和D4。二极管D3具有连接到IGBT元件Q3的集电极的阴极和连接到IGBT元件Q3的发射极的阳极。二极管D4具有连接到IGBT元件Q4的集电极的阴极和连接到IGBT元件Q4的发射极的阳极。 
V相臂16包括串联连接的IGBT元件Q5和Q6，和分别与IGBT元件Q5和Q6并联连接的二极管D5和D6。二极管D5具有连接到IGBT元件Q5的集电极的阴极和连接到IGBT元件Q5的发射极的阳极。二极管D6具有连接到IGBT元件Q6的集电极的阴极和连接到IGBT元件Q6的发射极的阳极。 
W相臂17包括串联连接的IGBT元件Q7和Q8以及分别与IGBT元件Q7和Q8并联连接的二极管D7和D8。二极管D7具有连接到IGBT元 件Q7的集电极的阴极和连接到IGBT元件Q7的发射极的阳极。二极管D8具有连接到IGBT元件Q8的集电极的阴极和连接到IGBT元件Q8的发射极的阳极。 
各相臂的中间点连接到电动发电机MG2的各个线圈的各相端。具体地，电动发电机MG2是三相永磁体同步电动机，并且U、V和W相的三个线圈每个都具有一起连接到中性点的一端。U相线圈的另一端连接到IGBT元件Q3和Q4的连接节点。V相线圈的另一端连接到IGBT元件Q5和Q6的连接节点。W相线圈的另一端连接到IGBT元件Q7和Q8的连接节点。 
电流传感器24将流经电动发电机MG2的电流检测作为电动机电流值MCRT2，并将电动机电流值MCRT2输出到控制器30。 
逆变器22与逆变器14并联地连接到升压变换器12。逆变器22将从升压变换器12输出的DC电压变换成三相AC，并将其输出到电动发电机MG1。逆变器22在从升压变换器12接收到升压后的电压时，驱动电动发电机MG1以例如起动发动机。 
此外，逆变器22将通过从发动机的曲轴传递的转矩而由电动发电机MG1产生的电力供应到电动发电机MG2或者电池B。此时，升压变换器12被控制器30控制，使得其作为降压电路工作。 
尽管未示出，逆变器22的内部构造与逆变器14的内部构造相同，因而，将不再重复其详细描述。 
控制器30接收转矩指令值TR1和TR2，电动机转数MRN1和MRN2，电压VB、VL和VH以及电流IB的值、电动机电流值MCRT1和MCRT2、以及启动信号IGON。 
此处，转矩指令值TR1、电动机转数MRN1和电动机电流值MCRT1与电动发电机MG1相关，转矩指令值TR2、电动机转数MRN2和电动机电流值MCRT2与电动发电机MG2相关。 
此外，电压VB是电池B的电压，电流IB是流经电池B的电流。电压VL是升压变换器12升压之前的电压，电压VH是升压变换器12升压之后的电压。 
控制器30输出指令升压变换器12对电压进行升压的控制信号PWU、降低电压的控制信号PWD和指令操作禁止的信号CSDN。 
此外，控制器30向逆变器14输出用于将作为升压变换器12的输出的DC电压变换成用于驱动电动发电机MG2的AC电压的驱动指令PWMI2、和用于将由电动发电机MG2产生的AC电压变换成DC电压并使该DC电压回流到升压变换器12一侧的再生指令PWMC2。 
类似地，控制器30向逆变器22输出用于将DC电压变换成用于驱动电动发电机MG1的驱动指令PWMI1，和用于将由电动发电机MG1产生的AC电压变换成DC电压并使该DC电压回流到升压变换器12的一侧的再生指令PWMC1。 
图3是表示图2所示的动力分割装置PSD和减速装置RD的细节的图示。 
参照图3，根据本发明的混合动力输出装置包括电动发电机MG2，连接到电动发电机MG2的旋转轴的减速装置RD，旋转轴的旋转由减速装置RD减速的车轴，发动机ENG，电动发电机电动机MG1，以及用于在减速装置RD、发动机ENG和电动发电机MG1之间分配动力的动力分割装置PSD。减速装置RD的从电动发电机MG2到动力分割装置PSD的减速比例如是至少两倍。 
发动机ENG的曲轴50、电动发电机MG1的转子32和电动发电机MG2的转子37绕相同的轴线旋转。 
动力分割装置PSD在图3所示的示例中是行星齿轮，包括连接到中空太阳轮轴的太阳轮51，其中曲轴50穿过该轴的中心；可旋转地支撑在与曲轴50相同的轴线上的齿圈52；小齿轮53，其布置在太阳轮51和齿圈53之间，并自转和绕太阳轮51的外周公转；以及行星轮架54，其连接到曲轴50的端部并支撑每个小齿轮53的旋转轴。 
在动力分割装置PSD中，三根轴，即连接到太阳轮51的太阳轮轴、连接到齿圈52的齿圈壳体和连接到行星轮架54的曲轴50，用作动力输入/输出轴。当对于这三根轴中两个轴的输入或输出的动力确定时，基于对于其它两根轴的输入或输出的动力来确定对于剩余一根轴的输入或输出的动 力。 
用于取出动力的中间驱动齿轮70设置在齿圈壳体的外侧上，并与齿圈52一体地旋转。中间驱动齿轮70连接到动力传递减速齿轮RG。动力在中间驱动齿轮70和动力传递减速齿轮RG之间传递。动力传递减速齿轮RG驱动差速齿轮DEF。此外，在下坡行驶时，车轮的旋转传递到差速齿轮DEF，动力传递减速齿轮RG由差速齿轮DEF驱动。 
电动发电机MG1包括形成旋转磁场的定子31和布置在定子31中并具有多个埋设在其中的永磁体的转子32。定子31包括定子芯33和缠绕定子芯33的三相线圈34。转子32连接到与动力分割装置PSD的太阳轮一体旋转的太阳轮轴。定子芯33通过堆叠薄电磁钢板来形成，并固定在未示出的壳体中。 
通过由埋设在转子32中的永磁体形成的磁场和由三相线圈34形成的磁场之间的互相作用来旋转和驱动转子32，使电动发电机MG1作为电动机工作。此外，通过永磁体的磁场和转子32的旋转之间的相互作用来在三相线圈34的相对端产生电动势，使电动发电机MG1作为发电机工作。 
电动发电机MG2包括形成旋转磁场的定子36和布置在转子31中并具有多个埋设在其中的永久磁体的转子37。定子36包括定子芯38和缠绕定子芯38的三相线圈39。 
转子37通过减速装置RD连接到与动力分割装置PSD的齿圈52一体旋转的齿圈壳体。定子芯38通过堆叠薄电磁钢板而形成，并固定在未示出的壳体中。 
也通过永磁体的磁场和转子37的旋转之间的互相作用来在三相线圈39的相对端产生电动势，使电动发电机MG2作为发电机工作，。此外，也通过由永久磁体形成的磁场和由三相线圈39形成的磁场之间的互相作用旋转和驱动转子37，使电动发电机MG2作为电动机工作。 
减速装置RD通过作为行星齿轮的旋转元件之一的行星轮架66固定在变速车轴的壳体上的结构来进行减速。具体地，减速装置RD包括连接到转子37的轴的太阳轮62，与齿圈52一体旋转的齿圈68，和用于将太阳轮62的旋转传递到齿圈68的、与齿圈68和太阳轮62啮合的小齿轮64。 
作为示例，通过将齿圈68的齿数设定为太阳轮62的齿数的两倍，可以将减速比设定为两倍或者更高。 
部件布置的描述 
图4是示出根据本发明实施例的混合动力车辆的变速车轴的外观的立体图。 
图5是变速车轴20的俯视图。 
参照图4和图5，变速车轴20的壳体形成为分成壳体104和壳体102。壳体104主要用于容纳电动发电机MG1，并且壳体102主要用于容纳电动发电机MG2和电力控制单元。 
凸缘106形成在壳体104上，凸缘105形成在壳体102上，并且借助于螺栓等固定凸缘106和105，由此将壳体104和102一体化。 
壳体102设置有用于安装电力控制单元21的开口108。在开口108的内左侧上(在车辆的行驶方向上)，容纳电容器C2，并在右侧上，容纳电抗器L1。当安装在车辆上时，开口108被盖体关闭。注意，布置可以反向，使得电容器C2定位在右侧上，电抗器L1定位在左侧上。 
具体地，电抗器L1定位在电动发电机MG1和MG2的旋转轴的一侧上，电容器C2定位在另一侧上。在电容器C2和电抗器L1之间的区域中，布置电力元件衬底120。在电力元件衬底120下方，布置电动发电机MG2。 
在电力元件衬底120上，安装控制电动发电机MG1的逆变器22、控制电动发电机MG2的逆变器14和升压变换器的臂部分13。 
在逆变器14和22之间的区域中，沿着竖直方向重叠布置电力供应总线。一个总线从逆变器14的U相臂15、V相臂16和W相臂17的每个延伸到连接至电动发电机MG2的定子线圈的端子基部116。类似地，三个总线从逆变器22延伸到连接至电动发电机MG1的定子线圈的端子基部118。 
电力元件衬底120达到高温，因而，将水路设置在电力元件衬底120下方用于冷却，并且进出水路的冷却水入口114和冷却水出口112设置在壳体102上。入口和出口可以通过将联管螺母等利用凸缘106和105安装 到壳体102来形成。 
从图3的电池单元40通过电缆施加到端子43和44的电压由升压变换器12升压，其中升压变换器12包括电抗器L1和臂部分13。升压后的电压由电容器C2平滑，并供应到逆变器14和22。 
由于使用电池电压来由升压变换器12对其进行升压，因而可以以超过500V的高电压来驱动电动发电机，同时电池电压降低到约200V。结果，由于以小电流供应电力，所以可以减小电力损失，并且可以实现电动机高输出。 
如果除了逆变器14和22、电动发电机MG1和MG2之外，升压变换器12也一体化到变速车轴20中，作为比较大的部件的电抗器L1和电容器C2的布置成为问题。 
图6是从图5的方向X1观察的变速车轴20的侧视图。 
参照图6，在壳体102上，设置用于安装和保持电动发电机的开口109。当安装在车辆上时，开口109由盖体关闭。 
在开口109内，放置电动发电机MG2。转子37布置在定子36中，U、V和W相的总线连接到定子36。在转子37的中央部分，可以看见中空轴60。 
如图5所示，电动发电机MG2的定子36明显进入容纳电力控制单元21的壳体102的容纳室中，并且电抗器L1布置在电动发电机MG2的一侧上，电容器C2布置在电动发电机MG2的另一侧上，由此可以有效地封装大的部件。因而，实现了混合动力车辆的紧凑变速车轴。 
此外，根据本发明，如后述，由于变速车轴与电力控制单元21一体，可以减小在电抗器L1处产生的振动传播到混合动力车辆的车身。 
具体地，如图7所示，电抗器L1包括芯221和线圈222。芯221具有直线部分2210和2220，以及弯曲部分2211和2213。 
弯曲部分2211和直线部分2210之间存在间隙223，弯曲部分2211和直线部分2212之间存在间隙224。弯曲部分2213和直线部分2212之间存在间隙225，弯曲部分2213和直线部分2210之间存在间隙226。线圈222缠绕直线部分2210和2212。 
当DC电流沿着箭头表示的方向流经线圈222时，在芯221中产生磁通量。所产生的磁通量沿着箭头227的方向经过间隙223，并传播通过弯曲部分2211。然后，磁通量沿着箭头228的方向经过间隙224，并传播通过直线部分2212，并进一步沿着箭头228的方向经过间隙225。然后，磁通量进一步传播通过弯曲部分2213，并沿着箭头227经过间隙226。以此方式，当DC电流流经线圈222时，磁通量循环通过芯221。 
再次参照图2和图5，当电力控制单元21驱动电动发电机MG1和MG2时，升压变换器12的IGBT元件Q2如上所述打开/关闭。当IGBT元件Q2打开时，DC电流流经由电缆6、电抗器L1、IGBT元件Q2、电缆8和电池B组成的闭合电路。磁通量在电抗器L1的芯221处产生，并且弯曲部分2211和2213被吸引力拉向直线部分2210和2212。当IGBT元件Q2关闭时，在芯221处不产生磁通量，因而，弯曲部分2211和2213不从直线部分2210和2213受拉。 
因而，随着IGBT元件Q2打开/关闭，电抗器L1的芯221的弯曲部分2211和2213移动到直线部分2210和2212，并返回到原始的位置，引起了振动。 
由于电抗器L1固定在壳体102的开口108上，在电抗器L1处产生的振动传播到壳体102。此外，振动通过将壳体102固定到车身的固定构件传播到车身。结果，在车辆内产生电抗器L1的振动引起的噪声。 
现在，一般在具有安装在其上的电动机的车辆中，使用称为发动机安装件的防振动装置将发动机悬架在车身上，以防止由于发动机的振动传播到车身而产生噪声。此处，直接连接到发动机的变速车轴接收到发动机的振动和本身的振动，因而，也借助于发动机安装件将变速车轴与发动机一体地悬架在车身上。 
发动机安装件由诸如液体密封型橡胶衬套的弹性体形成。随着液体在发动机安装件的橡胶中运动，辅助橡胶固有的弹性，因而可以吸收发动机与车身的相对振动。 
根据本发明，作为振动源的电抗器L1与变速车轴20一体化，因而，上述电抗器L1的振动可以被作为用于发动机的防振动装置的发动机安装件吸收。 
通过优化作为振动源的电抗器L1和发动机安装件之间的位置关系，可以更有效地吸收电抗器L1的振动。 
具体地，如图5所示，发动机安装件EM定位成靠近电抗器L1的布置是有效的。通过这种结构，电抗器L1的振动被附近的发动机安装件EM有效地吸收，因而防止了到车身的传播。此处，如果在可接受的范围可以实现其中发动机安装件EM和电抗器L1在近似一条直线上振动的布置，则可以有效地进一步吸收电抗器L1的振动。 
此外，如图6所示，发动机安装件EM和电抗器L1布置成发动机安装件中弹性体的振动方向与电抗器L1的振动方向近似对准。 
随着由于如参照图7所述循环通过芯体221的磁通量而在弯曲部分和直线部分之间作用的吸引力，电抗器L1沿着箭头LN1的方向振动。因而，当发动机安装件EM布置成发动机安装件EM中的弹性体的振动方向(对应于箭头LN2的方向)与电抗器L1的振动方向近似对准时，可以有效地吸收电抗器L1的振动。 
此外，当布置为发动机安装件EM中的弹性体的振动方向与发动机ENG的振动方向近似对准时，可以充分利用发动机安装件EM的振动阻尼力。在此情况下，发动机安装件EM布置成发动机安装件EM中的弹性体的振动方向与电抗器L1的振动方向近似对准，并与发动机ENG中的活塞的往复工作的方向近似对准。 
如上所述，根据本发明实施例，利用变速车轴的动力分割装置和电动发电机MG2的自由空间，可以以紧凑的方式布置包括逆变器和升压变换器的电力控制单元。所实现的形状接近传统的以汽油为动力的车辆的变速车轴部分的形状，因而，可以使混合动力车辆的动力输出装置安装在更多种的车型上。 
此外，在电力控制单元中的升压变换器的电抗器处产生的振动可以被现有的用于吸收发动机振动的防振动装置吸收。结果，更少电抗器的振动传播到车身，防止了在车辆内产生噪声。 
此外，通过将防振动装置布置在作为振动源的电抗器附近，且部件的振动方向近似对准，可以更有效地抑制电抗器的振动。此处，通过将防振动装置布置成，电抗器和发动机的振动方向近似对准，可以充分利用发动机安装件EM的振动阻尼力。 
此处已经描述的实施例仅仅作为示例，并不应该理解为限制。本发明的范围在适当地考虑对实施例的书面描述的情况下由各个权利要求项确定，并包括与权利要求的描述等同的意义内的修改。 
工业应用性 
本发明可应用到安装在混合动力车辆上的动力输出装置。 

Claims (5)

1.一种混合动力车辆的动力输出装置，其将动力输出到驱动轴，并包括：
发动机(ENG)，其使用燃料的燃烧能量作为来源产生动力；
动力传递装置(20)，其将所述发动机(ENG)产生的动力与旋转电机(MG2)产生的动力合成，并传递到所述驱动轴；
电力控制单元(21)，其包括开关元件和电抗器(L1)，并用于通过所述开关元件的开关操作进行来自电源(B)的DC电力和驱动并控制所述旋转电机(MG2)的AC电力之间的电力变换；
壳体(102，104)，其连接到所述发动机(ENG)以允许振动的传递，并容纳所述动力传递装置(20)和所述电力控制单元(21)；以及
防振动装置(EM)，其将所述发动机(ENG)和所述壳体(102，104)弹性地悬架在车身上，并适于允许吸收所述发动机(ENG)和所述壳体的组合与所述车身之间的相对振动。
2.根据权利要求1所述的混合动力车辆的动力输出装置，其中，
所述动力传递装置(20)包括
另一旋转电机(MG1)，其被所述电源(B)驱动并产生动力，以及
动力分割装置(PSD)，其以机械的方式将所述发动机(ENG)的输出分配到所述另一旋转电机(MG1)和所述驱动轴，并且
所述电力控制单元(21)包括
第一和第二逆变器(22，14)，其与所述另一旋转电机(MG1)和所述旋转电机(MG2)相对应地设置，以及
电压变换器(12)，其具有所述开关元件和所述电抗器(L1)，并通过所述开关元件的开关操作来执行所述电源(B)与所述第一和第二逆变器(22，14)之间的电压变换。
3.根据权利要求2所述的混合动力车辆的动力输出装置，其中，
被所述开关元件进行开关操作的电流流经所述电抗器(L1)，并且
所述防振动装置(EM)具有允许振动的弹性体，所述弹性体连接在所述发动机(ENG)和所述壳体(102，104)的组合与所述车身之间，并被设置成所述弹性体的振动方向与通电时所述电抗器(L1)的振动方向大致相同。
4.根据权利要求3所述的混合动力车辆的动力输出装置，其中，
所述防振动装置(EM)被设置成所述弹性体和所述电抗器(L1)大致在相同的直线上振动。
5.根据权利要求3所述的混合动力车辆的动力输出装置，其中，
所述防振动装置(EM)被设置成所述弹性体的振动方向与通电时所述电抗器的振动方向大致相同以及与所述发动机(ENG)的振动方向大致相同。
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