CN101454174B - 动力输出装置以及具备该动力输出装置的车辆 - Google Patents

动力输出装置以及具备该动力输出装置的车辆 Download PDF

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CN101454174B
CN101454174B CN2007800197380A CN200780019738A CN101454174B CN 101454174 B CN101454174 B CN 101454174B CN 2007800197380 A CN2007800197380 A CN 2007800197380A CN 200780019738 A CN200780019738 A CN 200780019738A CN 101454174 B CN101454174 B CN 101454174B
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motor
inverter
rearmounted
rotating machine
implement
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CN101454174A (zh
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冈村贤树
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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
    • B60K6/26—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 motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B60K6/42—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 the architecture of the hybrid electric vehicle
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    • 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
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • H02M1/00—Details of apparatus for conversion
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    • H—ELECTRICITY
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    • H02M3/00—Conversion of dc power input into dc power output
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    • H02M3/10—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
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    • H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
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Abstract

本发明，其目的在于提供包括具有永磁铁的马达和不具有永磁铁的马达的动力输出装置。升压装置(10)连接于蓄电装置(B)。第一驱动装置(30)连接于升压装置(10)。具有永磁铁的第一旋转电机(35)连接于第一驱动装置(30)。此外，第二驱动装置(40)连接于蓄电装置(B)。不具有永磁铁的第二旋转电机(45)连接于第二驱动装置(40)。而且，第三驱动装置(20)并联地连接于第一驱动装置(30)。具有永磁铁的第三旋转电机(25)连接于第三驱动装置(20)。第二旋转电机(45)由磁阻马达或感应马达构成。此外，可以将本发明的第一旋转电机(35)、第二旋转电机(45)连结于车辆的车轮。

Description

动力输出装置以及具备该动力输出装置的车辆
技术领域
本发明涉及至少包括两个旋转电机作为动力源的动力输出装置以及具备该动力输出装置的车辆。
背景技术
日本特开2004-328991号公报公开了车辆的驱动装置。该驱动装置，通过发动机或电动马达驱动前轮或后轮中的任意一方作为主驱动轮，通过不具有永磁铁的电动马达驱动从动轮。
根据该驱动装置，因为从动轮的电动马达不具有永磁铁，所以在该电动马达不产生驱动力而空转时，不产生齿槽转矩且摩擦力小。其结果，车辆的燃料消耗率提高。
但是，在上述公报中，没有公开用电动马达驱动主驱动轮的情况的具体结构，也没有提出包括具有永磁铁的马达和不具有永磁铁的马达的动力输出装置中的最合适的系统结构。
发明内容
因此，本发明的目的在于提供一种动力输出装置，该装置在包括具有永磁铁的马达和不具有永磁铁的马达的情况下具有最合适的系统结构。
另外，本发明的其他目的在于提供一种具备动力输出装置的车辆，该装置在包括具有永磁体的马达和不具有永磁铁的马达的情况下具有最合适的系统结构。
根据本发明，一种动力输出装置包括：蓄电装置；对来自蓄电装置的电压进行升压的升压装置；接受由升压装置升压了的电压的第一驱动装置；由第一驱动装置驱动的、具有永磁铁的第一旋转电机；接受蓄电装置的电压的第二驱动装置；和由第二驱动装置驱动的、不具有永磁铁的第二旋转电机。
优选，第二旋转电机由磁阻马达构成。
另外，优选，第二旋转电机由感应马达构成。
优选，第二旋转电机的最大输出比第一旋转电机的最大输出小。
优选，动力输出装置还包括：相对于升压装置与第一驱动装置并列连接的第三驱动装置；和由第三驱动装置驱动的、具有永磁铁的第三旋转电机。
另外，根据本发明，车辆包括：上述任意的动力输出装置；与动力输出装置的第一旋转电机连结的主驱动轮；和与动力输出装置的第二旋转电机连结的从动轮。
另外，根据本发明，车辆包括：上述任意的动力输出装置；与动力输出装置的第一以及第二旋转电机中的任意一方连结的前轮；和与第一以及第二旋转电机中的任意另一方连结的后轮。
在本发明中，驱动不具有永磁铁的第二旋转电机的第二驱动装置，不经由升压装置地接受蓄电装置的电压，所以超过由来自升压装置的升压电压驱动的第一旋转电机所需要地提高升压装置的升压比的情况不会发生。
因此，根据本发明，能够抑制升压装置以及第一驱动装置中的电力损失。
另外，在蓄电装置和第二驱动装置之间不介由升压装置地进行能量的授受，所以能够降低在升压装置、升压装置输出侧(高压侧)设置的部件(平滑电容器等)的容量。
另外，第二旋转电机由不具有永磁铁的旋转电机构成，所以即便从升压装置看来第二驱动装置连接于低压侧(蓄电装置)，也不会产生非期待的再生转矩(减速转矩)、超过蓄电装置的可蓄电容量的再生电力。
附图说明
图1是作为本发明的实施方式1中的车辆的一例而示出的混合动力车辆的整体框图。
图2是图1所示的逆变器20、30的电路图。
图3是图1所示逆变器40的电路图。
图4是将开关磁阻马达用于后置马达时的逆变器的电路图。
图5是作为本发明的实施方式2中的车辆的一例而示出的混合动力车辆的整体框图。
图6是作为本发明的实施方式3中的车辆的一例而示出的混合动力车辆的整体框图。
具体实施方式
下面，参照附图详细说明本发明的实施方式。还有，对图中同样或相当的部分标注同样的附图标记，不再重复其说明。
实施方式1
图1是作为本发明的实施方式1中的车辆的一例而示出的混合动力车辆的整体框图。参照图1，该混合动力车辆100包括：蓄电装置B；升压转换器10；逆变器20、30、40；发电机25；前置马达35；后置马达45；ECU(Electronic Control Unit，电子控制单元)50；发动机80；前轮82；和后轮84。此外，混合动力车辆100还包括：电源线PL1、PL2、接地线GL、电容器C1、C2、电压传感器62、64和旋转角传感器66、68、70。
该混合动力车辆100搭载有发动机80、前置马达35以及后置马达45作为动力源。前置马达35，其旋转轴机械地结合于前轮82的驱动轴，作为驱动前轮82的马达被组装入混合动力车辆100中。后置马达45，其旋转轴机械地结合于后轮84的驱动轴，作为驱动后轮84的马达被组装入混合动力车辆100中。发电机25，其旋转轴机械地结合于发动机80的曲轴，作为主要作为由发动机80驱动的发电机而工作且作为进行发动机80的启动的马达而工作的设备被组装入混合动力车辆100中。
蓄电装置B，是可充放电的直流电源，例如由镍氢、锂等的二次电池构成。蓄电装置B向电源线PL1输出直流电压。此外，蓄电装置B接受从升压转换器10向电源线PL1输出的直流电力而被充电。还有，作为蓄电装置B，还可以使用大容量的电容器。
电容器C1，使电源线PL1与接地线GL之间的电压差的变动平滑化。电压传感器62，检测出电容器C1的两端的电压VL，向ECU50输出该检测值。
升压转换器10包括：电抗线圈L、npn型晶体管Q1、Q2和二极管D1、D2。npn型晶体管Q1、Q2在电源线PL2与接地线GL之间串联连接。二极管D1、D2分别与npn型晶体管Q1、Q2反并联连接。电抗线圈L的一端连接于电源线PL1，其另一端连接于npn型晶体管Q1、Q2的连接点。
另外，作为上述npn型晶体管以及下面的本说明书中的npn型晶体管，可以使用例如IGBT(绝缘栅双极晶体管)，还可以替代npn型晶体管而使用功率MOSFET(金属氧化物半导体场效应晶体管)等的电力开关元件。
升压转换器10，基于来自ECU50的信号PWC，对电源线PL1的电压进行升压而向电源线PL2输出。具体而言，升压转换器10，通过将在npn型晶体管Q2的导通时流过的电流蓄积在电抗线圈L中作为磁能，在npn型晶体管Q2的截止时经由二极管D1向电源线PL2放出蓄积能量，从而对电源线PL1的电压进行升压。
另外，通过增大npn型晶体管Q2的导通占空(on duty)而使电抗线圈L中的电力蓄积增大，所以能够得到更高电压的输出。另一方面，通过增大npn型晶体管Q1的导通占空(on duty)，使电源线PL2的电压降低。于是，通过控制npn型晶体管Q1、Q2的占空比，能够控制电源线PL2的电压成为电源线PL1的电压以上的任意的电压。
电容C2使电源线PL2与接地线GL之间的电压差的变动平滑化。电压传感器64，检测出电容器C2的两端的电压VH，向ECU50输出该检测值。
逆变器20、30分别与发电机25以及前置马达35相对应地设置。逆变器20，基于来自ECU50的信号PWI1，将发电机25使用发动机80的输出进行发电所得的三相交流电压转换为直流电压，向电源线PL2输出该转换后的直流电压。此外，逆变器20，基于来自ECU50的信号PWI1，将从电源线PL2接受的直流电压转换为三相交流电压，向发电机25输出该转换后的三相交流电压。逆变器30，基于来自ECU50的信号PWI2，将从电源线PL2接受的直流电压转换为三相交流电压，向前置马达35输出该转换后的三相交流电压。还有，逆变器30，在车辆的再生制动时，基于来自ECU50的信号PWI2，将前置马达35接受来自前轮82的旋转力进行发电所得的三相交流电压转换为直流电压，向电源线PL2输出该转换后的直流电压。
还有，这里所说的再生制动包括：由驾驶车辆的驾驶员进行了脚制动操作时的再生发电所伴随的制动、虽没有进行脚制动操作但在行驶中通过松开加速踏板而使其进行再生发电的同时使车辆减速(或加速的中止)。
发电机25以及前置马达35分别由永磁铁型三相交流同步电机(PM)构成。发电机25，使用发动机80的输出产生三相交流电压，向逆变器20输出该产生的三相交流电压。此外，发电机25，通过从逆变器20接受的三相交流电产生驱动力，进行发动机80的启动。前置马达35，通过从逆变器30接受的三相交流电产生车辆的驱动转矩。此外，前置马达35在车辆的再生制动时产生三相交流电并向逆变器30输出。
逆变器40与后置马达45相对应地设置。逆变器40连接于电源线PL1以及接地线GL。即，逆变器40不同于逆变器20、30，其不经由升压转换器10而连接于蓄电装置B。而且，逆变器40，基于来自ECU50的信号PWIR，将来自蓄电装置B的直流电压转换为三相交流电压，向后置马达45输出该转换后的三相交流电。
后置马达45是不具有永磁铁的磁阻马达(RM)，例如由同步磁阻(SynR马达)构成。后置马达45通过来自逆变器40的三相交流电压产生车辆的驱动转矩。
旋转角传感器66，检测出发电机25的转子的旋转角θ1，向ECU50输出其检测值。旋转角传感器68，检测出前置马达35的转子的旋转角θ2，向ECU50输出其检测值。旋转角传感器70，检测出后置马达45的转子的旋转角θ3，向ECU50输出其检测值。
ECU50，基于发电机25的转矩指令值TR1、前置马达35的转矩指令值TR2以及来自电压传感器62、64的电压VL、VH，生成用于驱动升压转换器10的信号PWC，向升压转换器10输出其生成的信号PWC。此外，转矩指令值TR1、TR2，在未图示的混合动力ECU中，基于加速踏板开度、车辆速度等被算出。
此外，ECU50，基于转矩指令值TR1、电压VH、发电机25的马达电流I1以及来自旋转角传感器66的旋转角θ1，生成用于驱动发电机25的信号PWI1，向逆变器20输出该生成的信号PWI1。而且，ECU50，基于转矩指令值TR2、电压VH、前置马达35的马达电流I2以及来自旋转角传感器68的旋转角θ2，生成用于前置马达35的信号PWI2，向逆变器30输出该生成的信号PWI2。还有，马达电流I1、I2由未图示的电流传感器检测。
而且，ECU50，基于后置马达45的转矩指令值TR3、电压VL、后置马达45的马达电流I3以及来自旋转角传感器70的旋转角θ3，生成用于驱动后置马达45的信号PWIR，向逆变器40输出该生成的信号PWIR。此外，转矩指令值TR3，在混合动力ECU中，基于加速踏板开度、车辆速度等被算出，马达电流I3由未图示的电流传感器检测。
图2是图1所示的逆变器20、30的电路图。此外，逆变器30的电路结构与逆变器20相同，在下文中以逆变器20的电路结构为代表进行说明。参照图2，逆变器20包括：npn型晶体管Q11～Q16，和二极管D11～D16。
npn型晶体管Q11～Q16以及二极管D11～D16，形成三相桥式电路。即，npn型晶体管Q11、Q12，串联连接于电源线PL2与接地线GL之间，形成U相臂。npn型晶体管Q13、Q14，串联连接于电源线PL2与接地线GL之间，形成V相臂。npn型晶体管Q15、Q16，串联连接于电源线PL2与接地线GL之间，形成W相臂二极管D11～D16分别反并联连接于npn型晶体管Q11～Q16。而且，npn型晶体管Q11、Q12的连接点、npn型晶体管Q13、Q14的连接点以及npn型晶体管Q15、Q16的连接点分别连接于发动机25的U相线圈、V相线圈以及W相线圈。
在该逆变器20(30)中，基于来自未图示的ECU50的信号PWI1(PWI2)，开关控制npn型晶体管Q11～Q16。由此，控制发动机25(前置马达35)的U、V、W各相线圈的通电，驱动发电机25(前置马达35)。
图3是图1所示的逆变器40的电路图。参照图3，逆变器40包括：npn型晶体管Q21～Q26，和二极管D21～D26。npn型晶体管Q21～Q26以及二极管D21～D26与逆变器20、30同样地形成三相桥式电路。而且，npn型晶体管Q21、Q22的连接点、npn型晶体管Q23、Q24的连接点以及npn型晶体管Q25、Q26的连接点分别连接于后置马达45的U相线圈、V相线圈以及W相线圈。
在该逆变器40中，基于来自未图示的ECU50的信号PWIR，开关控制npn型晶体管Q21～Q26。由此，按照后置马达45的旋转角θ3，控制后置马达45的U、V、W各相线圈的通电，驱动后置马达45。
再次参照图1，在该混合动力车辆100中，发电机25以及前置马达35的各个由永磁铁马达构成，发动机25使用发动机80的输出主要进行发电，前置马达35驱动主驱动轮的前轮82。来自蓄电装置B的电压由升压转换器10升压，逆变器20、30，接受来自升压转换器10的升压电压，分别驱动发电机25以及前置马达35。
另一方面，后置马达45，由不具有永磁铁的同步磁阻马达构成，驱动从动轮的后轮84。在此，驱动后置马达45的逆变器40，并不与逆变器20、30并联连接于电源线PL2，而是连接于电源线PL1(即连接于蓄电装置B)，接受来自蓄电装置B的电压而驱动后置马达45。
后置马达45采用不具有永磁铁的同步磁阻马达的理由如下。如果驱动后置马达45的逆变器40与逆变器20、30并联连接于电源线PL2，则根据情况，驱动后置马达45所需的电压超过驱动发电机25以及前置马达35所需的电压。在这种情况下，如果仅考虑发电机25以及前置马达35的驱动，则逆变器20、30的输入电压(相当于升压转换器10的输出电压)不必要地较高，因此在升压转换器10以及逆变器20、30中，电力损失不必要地变大。
另一方面，驱动从动轮的后轮84的后置马达45，与发电机25、驱动主动轮的前轮82的前置马达35相比，不要求太多动力，因此可以将驱动后置马达45的逆变器40连接于低电压系统的电源线PL1，不使用来自升压转换器10的升压电压而使用来自蓄电装置B的电压驱动后置马达45。通过设为这样的结构，能够抑制升压转换器10的升压比，其结果是，能够抑制升压转换器10以及逆变器20、30中的损失。此外，不经由升压转换器10以及电容器C2而从蓄电装置B向逆变器40供电，因此能够减少电力损失，并且也能够降低升压转换器10以及电容器C2的容量。
但是，在将逆变器40连接于低电压系统的电源线PL1时，逆变器40的输入电压变低，因此如果与发电机25以及前置马达35同样地将永磁铁马达用于后置马达，则存在以下的问题。即，逆变器40的输入电压低，因此后置马达的反电动势容易超过输入电压，能量容易从后置马达流向电源线PL1。其结果是，在后置马达的高速旋转时，产生不期望的再生转矩(减速转矩)。此外，蓄电装置B的蓄电容量有限，因此如果持续进行高速行驶，则来自后置马达的再生电力量会超过蓄电装置B的容量。
于是，在本实施方式1中，为了避免在将对应于后置马达45的逆变器40连接于低电压系统的电源线PL1时所产生的上述问题，将逆变器40连接于电源线PL1，并且后置马达45使用不具有永磁铁的同步磁阻马达。
另外，即便后置马达45使用不具有永磁铁的同步磁阻马达，如果给与负的转矩指令，则后置马达45就能够产生再生电力，但只要不积极地给与那样的转矩指令，后置马达45就不会产生再生电力。
另外，驱动从动轮的后轮84的后置马达45，与驱动主驱动轮的前轮82的前置马达35相比，不要求太多动力，因此后置马达45可以使用输出比前置马达35低的马达。
变形例
在上文中，后置马达45使用不具有永磁铁的同步磁阻马达，但也可以将开关磁阻马达用于后置马达45。
图4是后置马达使用开关磁阻马达时的逆变器的电路图。参照图4，驱动由开关磁阻马达构成的后置马达45的逆变器40A，包括：npn型晶体管Q31～Q36，和二极管D31～D36。
npn型晶体管Q31的集电极端子以及发射极端子分别连接于电源线PL1以及后置马达45的U相线圈的一端UP，npn型晶体管Q32的集电极端子以及发射极端子分别连接于U相线圈的另一端UN以及接地线GL。
同样地，npn型晶体管Q33的集电极端子以及发射极端子分别连接于电源线PL1以及后置马达45的V相线圈的一端VP，npn型晶体管Q34的集电极端子以及发射极端子分别连接于V相线圈的另一端VN以及接地线GL。npn型晶体管Q35的集电极端子以及发射极端子，分别连接于电源线PL1以及后置马达45的W相线圈的一端WP，npn型晶体管Q36的集电极端子以及发射极端子分别连接于W相线圈的另一端WN以及接地线GL。
此外，二极管D31的阳极以及阴极分别连接于端子UN以及电源线PL1，二极管D32的阳极以及阴极分别连接于接地线GL以及端子UP。二极管D33的阳极以及阴极分别连接于端子VN以及电源线PL1，二极管D34的阳极以及阴极分别连接于接地线GL以及端子VP。二极管D35的阳极以及阴极分别连接于端子WN以及电源线PL1，二极管D36的阳极以及阴极分别连接于接地线GL以及端子WP。
在该逆变器40A中，基于来自未图示的ECU50的信号PWIR，开关控制npn型晶体管Q31～Q36。由此，按照后置马达45的旋转角θ3，控制卷绕在定子凸极上的U、V、W各相线圈的通电，驱动后置马达45。
如上所示，在本实施方式1以及其变形例中，驱动不具有永磁铁的后置马达45的逆变器40(40A)，不经由升压转换器10而连接于电源线PL1(即蓄电装置B)，因此没有必要将升压转换器10的升压比提高至由来自升压转换器10的升压电压驱动的发电机25以及前置马达35所需要的以上。。因此，根据本实施方式1，能够抑制升压转换器10以及逆变器20、30中的电力损失。
此外，不经由升压转换器10而在蓄电装置B和逆变器40(40A)之间进行能量的授受，因此能够降低升压转换器10、电容器C2等的容量。
而且，后置马达45由不具有永磁铁的同步磁阻马达构成，因此即便将驱动后置马达45的逆变器40(40A)连接于低电压系统的电源线PL1(即蓄电装置B)，也不会产生不期望的再生转矩(减速转矩)、超过蓄装置B的可蓄电容量的再生电力。
实施方式2
图5是作为本发明的实施方式2中的车辆的一例而示出的混合动力车辆的整体框图。参照图4，混合动力车辆100A，在图1所示的实施方式1中的混合动力车辆100的结构中，代替后置马达45以及ECU50，而分别具备后置马达45A以及ECU50A。
后置马达45A由感应马达(IM)构成。即，后置马达45A不具有永磁铁。ECU50A，基于后置马达45A的转矩指令值TR3、电压VL、后置马达45A的马达电流I3以及来自旋转角传感器70的旋转角θ3，生成用于驱动后置马达45A的信号PWIR，向逆变器40A输出该生成的信号PWIR。
另外，ECU50A的其它结构与实施方式1中的ECU50相同。此外，混合动力车辆100A的其它结构与实施方式1中的混合动力车辆100相同。
在该混合动力车辆100A中，后置马达45A由不具有永磁铁的感应马达构成，驱动从动轮的后轮84。驱动后置马达45A的逆变器40，被连接于电源线PL1(即蓄电装置B)，接受来自蓄电装置B的电压而驱动后置马达45A。
如上所述，根据本实施方式2，逆变器40被连接于电源线PL1，后置马达45A由不具有永磁铁的感应马达构成，因此能够得到与实施方式1同样的效果。
实施方式3
图6是作为本发明的实施方式3中的车辆的一例而示出的混合动力车辆的整体框图。参照图6，混合动力车辆100B，在图1所示的实施方式1中的混合动力车辆100的结构中，代替后置马达45以及ECU50，而分别具备后置马达45B以及ECU50B，还具备继电器RY。
后置马达45B由永磁铁型同步马达(PM)构成。即，后置马达45B，其转子中具有永磁铁，如果转子旋转，则后置马达45B产生反电动势。
继电器RY被设置在将逆变器40与电源线PL1连接的电力线上。而且，继电器RY，在来自ECU50B的信号CTL被激活时，将逆变器40电连接于电源线PL1，在信号CTL处于非激活状态时，将逆变器40从电源线PL1电断开。
ECU50B，基于后置马达45B的转矩指令值TR3、来自电压传感器62的电压VL、后置马达45B的马达电流I3以及来自旋转角传感器70的旋转角θ3，生成用于驱动后置马达45B的信号PWIR，向逆变器40输出该生成的信号PWIR。
在此，ECU50B，基于来自旋转角传感器70的旋转角θ3，算出后置马达45B的旋转速度，如果该算出的后置马达45B的旋转速度超过预先设定的基准旋转速度，则向逆变器40输出停止信号(指示停止逆变器40的开关的指令)，并且使向继电器RY输出的信号CTL成为非激活状态。
此外，上述的基准旋转速度，基于后置马达45B的反电动势能够超过蓄电装置B的电压的旋转速度(即，在逆变器40被停止时，再生电力从后置马达45B流向蓄电装置B的旋转速度)而确定。
此外，ECU50B的其它结构与实施方式1中的ECU50相同。此外，混合动力车辆100B的其它结构与实施方式1中的混合动力车辆100相同。
在该混合动力车辆100B中，驱动后置马达45B的逆变器40被连接于低电压系统的电源线PL1，后置马达45B由永磁铁马达构成。因此，在后置马达45B的高速旋转时，通常从后置马达45B向蓄电装置B供给再生电力，因而可能发生在实施方式1的说明中论述过的问题，于是在本实施方式3中，如果后置马达45B的旋转速度超过基准旋转速度，则通过继电器RY将逆变器40从电源线PL1(即蓄电装置B)电断开，因此不会出现那样的问题。
另外，在后置马达45B的旋转速度超过基准旋转速度时，通过在后置马达45B中流过弱励磁电流，从而能够抑制后置马达45B的反电动势，但效率仅恶化与该电流部分，因此在实施方式3中，设置继电器RY将后置马达45B从蓄电装置B电断开。
如上所示，在本实施方式3中，驱动后置马达45B的逆变器40，不经由升压转换器10地连接于电源线PL1(即蓄电装置B)。而且，后置马达45B由永磁铁马达构成，在后置马达45B的高速旋转时通常可能从后置马达45B向蓄电装置B流过再生电力，于是设置在后置马达45B的高速旋转时将逆变器40从蓄电装置B电断开的继电器RY，因此能避免上述的问题。
因此，根据本实施方式3，驱动后置马达45B的逆变器40连接于低电压系统的电源线PL1(即蓄电装置B)，而且即便后置马达45B使用永磁铁马达，也能够避免产生不期望的再生转矩(减速转矩)、超过蓄装置B的可蓄电容量的再生电力。
此外，在上述的各实施方式中，将前轮82以及后轮84分别作为主动轮以及从动轮，但也可以将后轮84以及前轮82分别作为主动轮以及从动轮而将前置马达35以及后置马达45(或者45A、45B)分别连结于后轮84以及前轮82。
此外，在上文中，混合动力车辆100、100A、100B由串联型构成，其中，仅为了驱动发电机25而使用发动机80，使用发电机25所发电力通过前置马达35以及后置马达45、45A、45B产生车辆的驱动力，但本发明也适用于能够通过动力分配机构将发动机80的动力分配给车辆的驱动轴和发电机25并进行传递的串联/并联型的混合动力车辆。
此外，在上文中，蓄电装置B是二次电池，但也可以是燃料电池(FuelCell)。而且，在上文中，作为本发明所涉及的车辆的一例对混合动力车辆进行了说明，但本发明所涉及的车辆也包括燃料电池车、不将发动机80作为动力源搭载的电动汽车(Electric vehicle)。
另外，在上文中，升压转换器10与本发明中的“升压装置”相对应。此外，逆变器30与本发明中的“第一驱动装置”相对应，前置马达35与本发明中的“第一旋转电机”相对应。而且，逆变器40、40A与本发明中的“第二驱动装置”相对应，后置马达45、45A与本发明中的“第二旋转电机”相对应。此外，逆变器20还与本发明中的“第三驱动装置”相对应，发电机25与本发明中的“第三旋转电机”相对应。
应该认识到，本次公开的实施方式，所有各点都是例示的而非限制性的。本发明的范围不由上述实施方式的说明而由权利要求所表示，也包括与权利要求等同意思的发明以及在权利要求的范围内所作的所有变更。

Claims (7)

1.一种动力输出装置，该装置具备：
蓄电装置；
对来自所述蓄电装置的电压进行升压的升压装置；
接受由所述升压装置升压了的电压的第一驱动装置；
由所述第一驱动装置驱动的、具有永磁铁的第一旋转电机；
与所述蓄电装置连接的第二驱动装置；和
由所述第二驱动装置驱动的、不具有永磁铁的第二旋转电机。
2.如权利要求1所述的动力输出装置，其中，
所述第二旋转电机由磁阻马达构成。
3.如权利要求1所述的动力输出装置，其中，
所述第二旋转电机由感应马达构成。
4.如权利要求1所述的动力输出装置，其中，
所述第二旋转电机的最大输出，比所述第一旋转电机的最大输出小。
5.如权利要求1所述的动力输出装置，还具备：
相对于所述升压装置而与所述第一驱动装置并列地连接的第三驱动装置；和
由所述第三驱动装置驱动、具有永磁铁的第三旋转电机。
6.一种车辆，具备：
如权利要求1至5中任一项所述的动力输出装置；
与所述动力输出装置的第一旋转电机连结的主驱动轮；和
与所述动力输出装置的第二旋转电机连结的从动轮。
7.一种车辆，具备：
如权利要求1至5中任一项所述的动力输出装置；
与所述动力输出装置的第一以及第二旋转电机中的任意一方连结的前轮；和
与所述第一以及第二旋转电机中的另一方连结的后轮。
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