CN102470744B - 车辆 - Google Patents
车辆 Download PDFInfo
- Publication number
- CN102470744B CN102470744B CN201080033902.5A CN201080033902A CN102470744B CN 102470744 B CN102470744 B CN 102470744B CN 201080033902 A CN201080033902 A CN 201080033902A CN 102470744 B CN102470744 B CN 102470744B
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- China
- Prior art keywords
- mentioned
- oil
- vehicle
- electrical motor
- brake
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60K6/38—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 driveline clutches
- B60K6/383—One-way clutches or freewheel devices
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
- B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
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- B—PERFORMING OPERATIONS; TRANSPORTING
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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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
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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
- B60K6/40—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 assembly or relative disposition of components
- B60K6/405—Housings
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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
- B60K6/50—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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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- 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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- 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
- B60L15/20—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
- B60L15/2036—Electric differentials, e.g. for supporting steering vehicles
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- 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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
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- 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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- 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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
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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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
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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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
- B60L7/26—Controlling the braking effect
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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- B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
- B60W10/188—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes hydraulic brakes
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- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
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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
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
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- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
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Abstract
油压控制单元(48)在车辆(3)前进行驶的情况下,当两个电动机(2A、2B)都进行动力运转驱动时使油压制动器(60A、60B)释放,当两个电动机(2A、2B)都进行再生制动时使油压制动器(60A、60B)接合,当两个电动机(2A、2B)中的一方进行动力运转驱动而另一方进行再生制动时,根据动力运转驱动扭矩与再生制动扭矩,控制油压制动器(60A、60B)的释放/接合。
Description
技术领域
本发明涉及一种车辆,其具备能够分别独立地向左右的驱动轴输出驱动力的两个电动机。
背景技术
如图24及图25所示,在专利文献1中记载的车辆中,前轮LWf、RWf由发动机101和第1电动机102等主驱动源103驱动,车辆100的左右后轮LWr、RWr由作为辅助驱动源的第2电动机104a、104b经由行星轮型减速器105驱动。
该第2电动机104a、104b的转子106分别与行星轮型减速器105的太阳轮105a连结,定子107与行星轮型减速器105的齿圈105b连结,后轮车轴108a、108b与行星架105c连结。而且,公开了该车辆100实现串行式驱动模式和并行式驱动模式,在串行式驱动模式中,通过发动机101的动力在第1电动机102中进行发电,利用第2电动机104a、104b的驱动力进行行驶,在并行式驱动模式中,利用发动机101的动力来驱动前轮LWf、RWf,利用第2电动机104a、104b的驱动力来驱动后轮LWr、RWr。
现有技术文献
专利文献
专利文献1:日本特开平11-208304号公报
发明内容
发明要解决的课题
然而,在专利文献1的车辆中,转子106与行星轮型减速器105的太阳轮105a连结,定子107与行星轮型减速器105的齿圈105b一体连结,因此,存在第2电动机104a、104b始终与后轮车轴108a、108b连转而不能断开的问题。
此外,未记载利用由于车辆转向而产生的第2电动机104a、104b的旋转差来对 一方进行动力运转驱动并利用另一方进行再生。
本发明是鉴于上述课题而完成的,目的在于提供能够进行如下控制的车辆,即:对分别以可断开的方式与左右驱动轴连结的两个电动机中的一方进行驱动,利用另一方进行再生。
用于解决课题的手段
为了达成上述目的,权利要求1所述的车辆(例如,后述实施方式的车辆3)具有能够分别独立地向左右的驱动轴(例如,后述实施方式的车轴10A、10B)输出驱动力的两个电动机(例如,后述实施方式的电动机2A、2B),该车辆的特征在于,该车辆具有:行星轮型减速器(例如,后述实施方式的行星轮型减速器12A、12B),其处于上述驱动轴与上述电动机之间的动力传递路径上;单向动力传递单元(例如,后述实施方式的单向离合器50),其在上述行星轮型减速器的第1旋转要素(例如,后述实施方式的齿圈24A、24B)和收容上述行星轮型减速器的减速器壳体(例如,后述实施方式的减速器壳体11)之间传递单向的旋转动力;制动器(例如,后述实施方式的油压制动器60A、60B),其进行上述第1旋转要素与上述减速器壳体之间的断接,并且能够在连接状态下向上述驱动轴传递上述电动机的双向的旋转动力;行驶状态估计单元(例如,后述实施方式的行驶状态估计单元46),其估计上述车辆的行驶状态;扭矩计算单元(例如,后述实施方式的扭矩计算单元47),其计算上述两个电动机的扭矩;以及控制单元(例如,后述实施方式的油压控制单元48),其根据由上述行驶状态估计单元估计出的车辆的行驶状态来控制上述制动器,上述控制单元在上述车辆前进行驶的情况下,当上述两个电动机都进行动力运转驱动时,使上述制动器释放,当上述两个电动机都进行再生制动时,使上述制动器接合,当上述两个电动机中的一方进行动力运转驱动、另一方进行再生制动时,根据动力运转驱动扭矩与再生制动扭矩,控制上述制动器的释放/接合。
此外,权利要求2所述的发明是在权利请求1所述的结构的基础上,上述控制单元在上述两个电动机中的一方进行动力运转驱动、另一方进行再生的情况下,当再生制动扭矩大于动力运转驱动扭矩时,使上述制动器接合。
此外,权利要求3所述的发明是在权利要求1或2所述的结构的基础上,上述行驶状态估计单元根据车速、油门开度和转向角来估计车辆的行驶状态。
发明效果
根据权利要求1所述的发明,在驱动轴与电动机间的动力传递路径上设有行星轮型减速器,在行星轮型减速器的第1旋转要素与减速器壳体间设有单向动力传递单元与制动器,所以能够将各个电动机与左右的驱动轴断开,能够防止电动机的跟随旋转。
此外,在两个电动机中的一方进行动力运转驱动、另一方进行再生制动的情况下,控制单元根据动力运转驱动扭矩与再生制动扭矩,控制制动器的释放/接合,所以能够利用车辆转向时的两个电动机的旋转差对其中一方进行动力运转驱动,通过另一方进行再生。
此外,根据权利要求2所述的发明,在两个电动机中的一方进行动力运转驱动、另一方进行再生的情况下,当再生制动扭矩大于动力运转驱动扭矩时,控制单元使制动器接合。因此,如果动力运转驱动扭矩较大,则无需使制动器接合。由此,在车辆发动时等动力运转驱动扭矩作用时,单向动力传递单元接合,所以例如由油压制动器构成制动器的情况下,能够提高发动时的响应性,并且避免在油温低的状态下电动油泵在高压模式下进行运转。
根据权利要求3所述的发明,行驶状态估计单元根据车辆的车速、油门开度、和转向角估计车辆的行驶状态,由此检测车辆的转向。
附图说明
图1是示出作为本发明的车辆的一实施方式的混合动力车辆的概要结构的框图。
图2是ECU的框图。
图3是安装在本发明的车辆中的驱动装置的纵剖面图。
图4是图3所示的驱动装置的部分放大图。
图5是示出驱动装置安装在框体上的状态的立体图。
图6是油压制动器处于释放状态下的油压控制装置的油压回路图。
图7是油压制动器处于接合状态下的油压控制装置的油压回路图。
图8是示出电动油泵的负载特性的曲线图。
图9是车辆停车时的驱动装置的列线图。
图10是驱动装置在前进加速行驶时的驱动装置的列线图。
图11是驱动装置在前进减速行驶的情况下、电动机停止时的驱动装置的列线图。
图12是驱动装置在前进减速行驶的情况下、电动机进行再生时的驱动装置的列 线图。
图13是驱动装置在后退加速行驶时的驱动装置的列线图。
图14是驱动装置在后退减速行驶时的驱动装置的列线图。
图15示出在左右的电动机停止的状态下进行辅助的接合控制,(a)是利用内燃机进行高速巡航时的列线图,(b)是旋转调整(回転あわせ)时的列线图、(c)是辅助时的列线图。
图16示出在左右的电动机停止的状态下进行再生的接合控制,(a)是利用内燃机进行高速巡航时的列线图,(b)是旋转调整时的列线图、(c)是油压制动器接合时的列线图、(d)是再生时的列线图。
图17是示出车辆行驶状态下的电动机的状态和断开机构、主压力(ライン圧)的状态的图。
图18是车辆的前进行驶时的时序图。
图19是车辆的后退行驶时的时序图。
图20示出在因车辆的转向而使左右的电动机具有旋转差的状态下进行辅助/再生的接合控制,(a)是转向时的列线图、(b)是旋转调整的列线图、(c)是辅助/再生时的列线图。
图21示出在因车辆的转向而使左右的电动机具有旋转差的状态下进行辅助/再生的接合控制,(a)是转向时的列线图、(b)是旋转调整的列线图、(c)是油压制动器接合时的列线图、(d)是辅助/再生时的列线图。
图22是油压控制装置的控制流程的流程图。
图23是驱动装置的电动机的驱动力特性图。
图24是示出专利文献1所记载的车辆的概要结构的框图。
图25是与图24的第2电动机连结的行星轮型减速器的说明图。
具体实施方式
首先,说明本发明的车辆的一个实施方式。
图1所示的车辆3是在车辆前部具有驱动单元6的混合动力车辆,在该驱动单元6中串联连接有内燃机4与电动机5,该驱动单元6的动力经由变速器(transmission)7传递至前轮Wf,另一方面,与该驱动单元6分体地设置于车辆后部的驱动装置1 的动力传递到后轮Wr(RWr、LWr)。将驱动装置1的电动机2A、2B作为车轴驱动用的驱动源。驱动单元6的电动机5、以及后轮Wr侧的驱动装置1的电动机2A、2B经由PDU8(动力控制单元,power drive unit)与电池9连接,经由PDU8进行来自电池9的电力供给和对电池9的能量再生。PDU8与后述的ECU45连接。
图3示出驱动装置1的整体纵剖面图,在该图中,10A、10B是车辆的后轮Wr侧的左右的车轴,沿车宽度方向配置于同轴上。驱动装置1的减速器壳体11整体大致形成为圆筒状,在其内部,车轴驱动用的电动机2A、2B以及对该电动机2A、2B的驱动旋转进行减速的行星轮型减速器12A、12B与车轴10A、10B配置于同轴上。该电动机2A及行星轮型减速器12A控制左后轮LWr,电动机2B及行星轮型减速器12B控制右后轮RWr,电动机2A及行星轮型减速器12A与电动机2B及行星轮型减速器12B在减速器壳体11内沿车宽度方向左右对称地配置。而且,如图5所示,减速器壳体11由框体部件13的支承部13a、13b与未图示的驱动装置1的框体支承,该框体部件13是作为车辆3的骨骼的车架的一部分。支承部13a、13b在车宽度方向上相对于框体部件13的中心左右地设置。另外,图5中的箭头表示驱动装置1安装在车辆中的状态下的位置关系。
在减速器壳体11的左右两端侧内部分别固定有电动机2A、2B的定子14A、14B,环状的转子15A、15B以可旋转的方式配置于该定子14A、14B的内周侧。围绕车轴10A、10B外周的圆筒轴16A、16B与转子15A、15B的内周部结合,该圆筒轴16A、16B以能够与车轴10A、10B同轴地相对旋转的方式经由轴承19A、19B被减速器壳体11的端部壁17A、17B和中间壁18A、18B支承。此外,在圆筒轴16A、16B的一端侧的外周、且减速器壳体11的端部壁17A、17B上设有旋转变压器(resolver)20A、20B,旋转变压器(resolver)20A、20B用于将转子15A、15B的旋转位置信息反馈给电动机2A、2B的控制装置(未图示)。
此外,行星轮型减速器12A、12B具备:太阳轮21A、21B;与该太阳轮21啮合的多个行星轮22A、22B;支承这些行星轮22A、22B的行星架23A、23B;以及与行星轮22A、22B的外周侧啮合的齿圈24A、24B,电动机2A、2B的驱动力从太阳轮21A、21B输入,减速后的驱动力通过行星架23A、23B被输出。
太阳轮21A、21B与圆筒轴16A、16B形成为一体。此外,例如,如图4所示,行星轮22A、22B是双联小齿轮,具有直接与太阳轮21A、21B啮合的大直径的第1 小齿轮26A、26B和直径比该第1小齿轮26A、26B小的第2小齿轮27A、27B。这些第1小齿轮26A、26B和第2小齿轮27A、27B在同轴上且在沿轴方向错开的状态下形成为一体。该行星轮22A、22B被行星架23A、23B支承,对于行星架23A、23B而言,轴方向内侧端部朝径向内侧延伸,与车轴10A、10B进行花键嵌合,以能够一体地旋转的方式被支承,并且经由轴承33A、33B被中间壁18A、18B支承。
另外,中间壁18A、18B构成为,将收容电动机2A、2B的电动机收容空间与收容行星轮型减速器12A、12B的减速器空间隔开,从外径侧向内径侧以彼此的轴方向间隔扩大的方式进行弯曲。而且,在中间壁18A、18B的内径侧、且行星轮型减速器12A、12B侧配置有支承行星架23A、23B的轴承33A、33B,并且在中间壁18A、18B的外径侧、且电动机2A、2B侧配置有定子14A、14B用的集电环(バスリング)41A、41B(参照图3)。
齿圈24A、24B具备:其内周面与小直径的第2小齿轮27A、27B啮合的齿轮部28A、28B;直径比齿轮部28A、28B小、彼此相对地配置在减速器壳体11的中间位置处的小径部29A、29B;在径向上将齿轮部28A、28B的轴方向内侧端部与小径部29A、29B的轴方向外侧端部连结的连结部30A、30B。在该实施方式的情况下,齿圈24A、24B的最大半径设定为小于第1小齿轮26A、26B与车轴10A、10B的中心间的最大距离。小径部29A、29B分别与后述的单向离合器50的内圈(inner race)51进行花键嵌合,齿圈24A、24B与单向离合器50的内圈51一体旋转。
但是,在减速器壳体11与齿圈24A、24B之间确保有圆筒状的空间部,在该空间部内,构成针对齿圈24A、24B的制动单元的油压制动器60A、60B被配置成与第1小齿轮26A、26B在径向上重叠,与第2小齿轮27A、27B在轴方向上重叠。关于油压制动器60A、60B,与在减速器壳体11的内径侧沿轴方向延伸的筒状的外径侧支承部34的内周面进行花键嵌合的多个固定板35A、35B、和与齿圈24A、24B的外周面进行花键嵌合的多个旋转板36A、36B沿轴方向交替配置,这些板35A、35B、36A、36B由环状的活塞37A、37B进行接合及释放操作。活塞37A、37B进退自由地收容于环状的缸室38A、38B内,通过向缸室38A、38B导入高压油使活塞37A、37B前进,通过从缸室38A、38B排出油使活塞37A、37B后退,其中,缸室38A、38B形成于从减速器壳体11的中间位置起向内径侧延伸设置的左右分割壁39、由左右分割壁39连结的外径侧支承部34与内径侧支承部40间。另外,如图5所示,油 压制动器60A、60B与油泵70连接,该油泵70配置于上述框体部件13的支承部13a、13b之间。
此外,更详细而言,活塞37A、37B在轴方向前后具有第1活塞壁63A、63B与第2活塞壁64A、64B,这些活塞壁63A、63B、64A、64B通过圆筒状的内周壁65A、65B进行连结。因此,第1活塞壁63A、63B与第2活塞壁64A、64B之间形成有向径向外侧开口的环状空间,该环状空间由固定于缸室38A、38B的外壁内周面上的分隔部件66A、66B在轴方向前后隔开。减速器壳体11的左右分割壁39与第2活塞壁64A、64B之间作为直接导入高压油的第1工作室,分隔部件66A、66B与第1活塞壁63A、63B之间作为贯通形成于内周壁65A、65B上的贯通孔而与第1工作室导通的第2工作室。第2活塞壁64A、64B和分隔部件66A、66B之间与大气压导通。
在该油压制动器60A、60B中,向第1工作室与第2工作室导入高压油(工作油),利用作用于第1活塞壁63A、63B与第2活塞壁64A、64B的工作油的压力,能够将固定板35A、35B与旋转板36A、36B相互按压。因此,通过轴方向前后的第1、第2活塞壁63A、63B、64A、64B能够获得较大的受压面积,所以能够在抑制活塞37A、37B的径向面积的情况下获得针对固定板35A、35B与旋转板36A、36B的较大按压力。
关于该油压制动器60A、60B,固定板35A、35B被从减速器壳体11延伸的外径侧支承部34支承,另一方面,旋转板36A、36B被齿圈24A、24B支承,所以如果两个板35A、35B、36A、36B被活塞37A、37B按压,则由于两个板35A、35B、36A、36B间的摩擦接合而向齿圈24A、24B作用制动力,进行固定,如果在该状态下释放活塞37A、37B的接合,则允许齿圈24A、24B的自由旋转。
此外,在轴方向上相对的齿圈24A、24B的连结部30A、30B之间也确保有空间部,在该空间部内配置有向齿圈24A、24B仅传递单方向的动力、切断其它方向的动力的单向离合器50。单向离合器50使多个挡圈(sprag)53位于内圈51与外圈52之间,该内圈51构成为通过花键嵌合与齿圈24A、24B的小径部29A、29B一体旋转。此外,外圈52通过内径侧支承部40进行定位,并且停止旋转。单向离合器50构成为,车辆前进时进行接合,锁定齿圈24A、24B的旋转。更具体而言,单向离合器50构成为根据作用于齿圈24A、24B的扭矩的作用方向,将齿圈24A、24B锁定或断开,如果将车辆前进时的太阳轮21A、21B的旋转方向设为正转方向,则逆转方 向的扭矩作用于齿圈24A、24B时,锁定齿圈24A、24B的旋转。
接着,参照图6及图7,说明构成驱动装置1的油压控制装置的油压回路。
油压回路71构成为,能够经由调节阀73和制动控制阀74向油压制动器60A、60B的第1工作室提供从电动油泵70排出的工作油,电动油泵70通过由无位置传感器/无刷式直流电动机构成的电动机80在高压模式和低压模式这两个模式下进行运转。
制动控制阀74与泵油路72、制动器油路75连接,使泵油路72和制动器油路75连通/切断,该泵油路72将电动油泵70与制动控制阀74连接,该制动器油路75与油压制动器60A、60B连接。在泵油路72与制动器油路75连通的状态下,将泵油路72的工作油供给到油压制动器60A、60B,使其接合,另外,在切断了泵油路72与制动器油路75的状态下,将制动器油路75与排油口74b连接,从油压制动器60A、60B排油,使制动器60A、60B释放。
调节阀73与泵油路72连接,切换机构73f具备使泵油路72与供油口73b连通/切断的滑阀73a。由弹簧73c向使泵油路72与供油口73b切断的方向(图6的左方,以下称为非供给方向)对滑阀73a施力,并且通过被输入到图中左端的油室73d内的泵油路72的油压,向使泵油路72与供油口73b连通的方向(图6的右方,以下称为供给方向)按压滑阀73a,而且,通过被输入到图中右端的油室73e的油压,向非供给方向按压滑阀73a。
调节阀73的右端的油室73e能够经由导油路76、切换控制阀77与泵油路72连接。切换控制阀77由被ECU45(油压控制单元48)控制的电磁三通阀构成,在ECU45向切换控制阀77的螺线管77a通电时,将泵油路72与导油路76连接,向油室73e输入泵油路72的油压。此外,切换控制阀77在ECU45停止向螺线管77a通电时,断开泵油路72与导油路76的连接,将导油路76与排油口77b连接,将油室73e向大气开放。
此外,导油路76与油室73e、制动控制阀74连接,切换控制阀77在ECU45向切换控制阀77的螺线管77a通电时将泵油路72与导油路76连接,使制动控制阀74开阀,使泵油路72与制动器油路75连通。此外,切换控制阀77在ECU45停止向螺线管77a通电时,断开泵油路72与导油路76的连接,使制动控制阀74闭阀,切断泵油路72与制动器油路75。
低压通路78与调节阀73的供油口73b连接。在低压通路78中流动的油经由多个分支通路(未图示)被供给到驱动装置1的各部,例如电动机2A、2B、行星轮型减速器12A、12B、各轴承,作为冷却油、润滑油使用。
另外,泵油路72上连接有减压阀79b,该减压阀79b在主压力达到预定压力时释放油压。
此处,ECU45是用于进行车辆整体的各种控制的控制装置,如图2所示,ECU45具备:行驶状态估计单元46,其根据车速、转向角、油门踏板开度AP等来估计车辆的行驶状态;扭矩计算单元47,其计算两个电动机2A、2B的扭矩;油压控制单元48,其根据由行驶状态估计单元46估计出的车辆的行驶状态来控制油压制动器60A、60B;以及故障时应对单元49,其在电动机2A、2B或控制电动机2A、2B的高电压系统控制部(未图示的逆变器,升压器等)发生故障时,使将调节阀73的设定油压成为低压油压PL而释放油压制动器60A、60B。ECU45被输入车速、转向角、油门踏板开度AP、变速位置(shift position)、SOC等,另一方面,从ECU45输出控制内燃机4的信号、控制电动机2A、2B的信号、表示电池9的发电状态/充电状态/放电状态等的信号、针对制动控制阀74的螺线管74a及切换控制阀77的螺线管77a的控制信号等。
下面,说明驱动装置1的油压回路71的动作。
图6示出油压制动器60A、60B释放状态下的油压回路71的状态。此时,电动油泵70在低压模式下运转,ECU45不向切换控制阀77的螺线管77a通电,断开泵油路72与导油路76的连接,使导油路76与排油口77b连接。此时,泵油路72与供油口73b连通,并且制动器油路75与排油口74b连接,泵油路72与制动器油路75断开。
此状态的调节阀73的油压与弹簧负荷的力的等式为:
PL×A1=K×δ (1)
根据该式,油压制动器60A、60B释放时的油压回路的压力是
PL=(K×δ)/A1 (2)
泵油路72的主压力被维持在低压油压PL。
其中,在上述(1)、(2)式中,
A1:油室73d中的滑阀73a的受压面积(mm2)
PL:油压制动器60A、60B释放时的主压力(N/mm2)
K:弹簧73c的弹簧系数(N/mm)
δ:弹簧73c的挠曲量(滑阀73a的冲程量)(mm)
在图6的状态下使油压制动器60A、60B接合时,将电动油泵70切换到高压模式进行运转,并且ECU45向切换控制阀77的螺线管77a通电,将泵油路72与导油路76连接。由此,泵油路72的工作油被输入到油室73e,并且泵油路72与制动器油路75连通。此时,调节阀73的滑阀73a朝非供给方向被按压,暂时切断泵油路72与供油口73b。
图7示出油压制动器60A、60B接合状态下的油压回路71的状态。通过由ECU45向切换控制阀77的螺线管77a通电,泵油路72与制动器油路75连通,在制动器油路75与油压制动器60A、60B的第1工作室内积存工作油时,朝非供给方向被按压的调节阀73的滑阀73a从暂时切断泵油路72与供油口73b的状态转移到使泵油路72与供油口73b连通的状态。
此状态下的调节阀73的油压与弹簧负荷的力的等式是
PH×A1=K×δ+PH×A2 (3)
根据该式,油压制动器60A、60B释放时的油压回路的压力为
PH=(K×δ)/(A1-A2) (4)
泵油路72的主压力被维持在高压油压PH。
由(2)、(4)式可知,高压油压PH比低压油压PL高。
其中,在上述的(3)、(4)式中,
A1:油室73d中的滑阀73a的受压面积(mm2)
A2:油室73e中的滑阀73a的受压面积(mm2)
PH:油压制动器60A、60B接合时的主压力(N/mm2)
K:弹簧73c的弹簧系数(N/mm)
δ:弹簧73c的挠曲量(滑阀73a的冲程量)(mm)
另外,在油压制动器60A、60B接合的状态下,由减压阀79a减压后的工作油被供给到低压通路78,经由多个分支通路(未图示)被供给到驱动装置1的各部,例如,电动机2A、2B、行星轮型减速器12A、12B、各轴承,作为冷却油、润滑油使用。
这样,在本实施方式的油压控制装置中,ECU45在使油压制动器60A、60B接合时,通过向螺线管77a通电,将泵油路72与导油路76连接。伴随于此,调节阀73的设定油压从低压油压PL切换到高压油压PH(参考上述(2)、(4))。此外,导油路76与油室73e、制动控制阀74连接,所以制动控制阀74打开,泵油路72与制动器油路75连通。即,ECU45在使油压制动器60A、60B接合时为了将调节阀73的设定油压从低压油压PL切换为高压油压PH而联动地打开制动控制阀74,使泵油路72与制动器油路75连通。
另一方面,ECU45在使油压制动器60A、60B释放时,不向螺线管77a通电,由此,将导油路76与排油口77b连接,将油室73e向大气开放。伴随于此,调节阀73的设定油压从高压油压PH切换为低压油压PL(参考上述(2)、(4))。此外,导油路76与油室73e、制动控制阀74连接,所以制动控制阀74关闭,泵油路72与制动器油路75切断。即,ECU45在使油压制动器60A、60B释放时,为了将调节阀73的设定油压从高压油压PH切换到低压油压PL而联动地关闭制动控制阀74,切断泵油路72与制动器油路75。
电动油泵70在油压制动器60A、60B释放的状态下,在主压力为低压油压PL的低压模式下进行运转,在油压制动器60A、60B接合的状态下,在主压力为高压油压PH的高压模式下进行运转。
图8是示出电动油泵70的负载特性的曲线图。
如图8所示,与高压模式相比,低压模式能够维持工作油的供给流量并且将电动油泵70的功率降低到1/4~1/5左右。即,低压模式下的电动油泵70的负荷小,与高压模式相比,能够降低驱动电动油泵70的电动机80的功耗。
下面,说明驱动装置1的动作。图9~图14表示各状态下的列线图,左侧的S、C分别表示与电动机2A连结的行星轮型减速器12A的太阳轮21A、与车轴10A连结的行星架23A,右侧的S、C分别表示与电动机2B连结的行星轮型减速器12B的太阳轮21B、与车轴10B连结的行星架23B,R表示齿圈24A、24B,BRK表示油压制动器60A、60B,OWC表示单向离合器50。在下面的说明中,将前进时的太阳轮21A、21B的旋转方向设为正转方向。此外,在图中,从停车时的状态起,上方是正转方向的旋转,下方是逆转方向的旋转,箭头的上方表示正转方向的扭矩,下方表示逆转方向的扭矩。
图9是车辆停车时的列线图。此时,电动机2A、2B停止,并且车轴10A、10B停止,所以扭矩对任何要素都不起作用。
图10是车辆通过驱动装置1的电动机2A、2B的电动机扭矩前进行驶的情况、即驱动装置1成为加速侧而车辆前进时的列线图。当驱动电动机2A、2B时,正转方向的扭矩被施加于太阳轮21A、21B。此时,如上所述,由单向离合器50锁定齿圈24A、24B,正转方向的锁定扭矩被施加于要向逆转方向旋转的齿圈24A、24B。由此,行星架23A、23B向正转方向旋转而前进行驶。另外,来自车轴10A、10B的行驶阻力在逆转方向上作用于行星架23A、23B。这样,在车辆行驶时,将点火装置设为ON,提高电动机2A、2B的扭矩,由此单向离合器50机械地接合,齿圈24A、24B被锁定,所以能在不使油压制动器60A、60B接合的情况下使车辆发动。由此,能够提高车辆发动时的响应性。
图11是在车辆通过驱动单元6而前进行驶、或在前进方向上被其它车辆等牵引的状态下停止电动机2A、2B的情况、即驱动装置1减速时或滑行(惯性行驶)时且电动机2A、2B停止的情况下的列线图。当在图10的状态下停止电动机2A、2B时,要继续前进行驶的正转方向的扭矩从车轴10A、10B作用于行星架23A、23B,所以逆转方向的扭矩作用于齿圈24A、24B,单向离合器50被释放。因此,齿圈24A、24B以比行星架23A、23B快的速度空转。由此,当不必在电动机2A、2B中进行再生时,如果不通过油压制动器60A、60B固定齿圈24A、24B,则电动机2A、2B停止,能够防止电动机2A、2B的跟随旋转。另外,此时,正转方向的齿槽(cogging)扭矩作用于电动机2A、2B,齿槽扭矩与齿圈24A、24B的摩擦平衡的合计扭矩为车轴10A、10B的车轴损耗。
图12是在车辆通过驱动单元6驱动而前进行驶且油门关闭的自然减速状态、通过制动器进行制动减速的状态下、通过电动机2A、2B进行再生的情况,即驱动装置1的减速时或滑行(惯性行驶)时且电动机2A、2B进行再生的情况下的列线图。当在图10的状态下对电动机2A、2B进行再生时,要继续前进行驶的正转方向的扭矩从车轴10A、10B作用于行星架23A、23B,所以逆转方向的扭矩作用于齿圈24A、24B,单向离合器50释放。此时,使油压制动器60A、60B接合,对齿圈24A、24B施加逆转方向的锁定扭矩,由此齿圈24A、24B被固定,并且逆转方向的再生制动扭矩作用于电动机2A、2B。由此,能够通过电动机2A、2B进行再生充电。
图13是车辆通过驱动装置1的电动机2A、2B的电动机扭矩而后退行驶的情况,即驱动装置1的后退加速的情况下的列线图。当在逆转方向上驱动电动机2A、2B时,逆转方向的扭矩被施加给太阳轮21A、21B。此时,正转方向的扭矩作用于齿圈24A、24B,单向离合器50释放。此时,使油压制动器60A、60B接合,对齿圈24A、24B施加逆转方向的锁定扭矩,由此齿圈24A、24B被固定,并且行星架23A、23B在逆转方向上旋转,进行后退行驶。另外,来自车轴10A、10B的行驶阻力在正转方向上作用于行星架23A、23B。
图14是车辆通过驱动单元6而后退行驶的情况、或在后退方向上被其它车辆等牵引的状态、即后退行驶过程中驱动装置1的被驱动时的列线图。此时,要继续后退行驶的逆转方向的扭矩从车轴10A、10B作用于行星架23A、23B,所以单向离合器50锁定齿圈24A、24B,正转方向的锁定扭矩被施加于要在逆转方向上旋转的齿圈24A、24B,并且在电动机2A、2B中产生正转方向的反电动势。
接着,使用图15及图16,说明车辆行驶中的单向离合器50与油压制动器60A、60B的具体的接合控制。
图15(a)是利用驱动单元6进行高速巡航时的驱动装置1的列线图(图11的状态)。在该状态下,如上所述,单向离合器50和油压制动器60A、60B均未进行接合。当在该状态以下通过电动机2A、2B进行辅助时,根据行星架23A、23B的转速,决定电动机2A、2B的目标转速,如图15(b)所示,使电动机2A、2B的转速与目标转速一致,通过电动机2A、2B输出辅助驱动扭矩(动力运转驱动扭矩),由此如图15(c)所示,单向离合器50进行接合,能够进行辅助(图10的状态)。
另一方面,在利用驱动单元6进行高速巡航时(图16(a)),在通过电动机2A、2B进行充电的情况下,首先,根据行星架23A、23B的转速,决定电动机2A、2B的目标转速,如图16(b)所示,使电动机2A、2B的转速与目标转速一致,如图16(c)所示,当转速大致相等时,使油压制动器60A、60B接合,通过电动机2A、2B输出再生制动扭矩(再生扭矩),由此如图16(d)所示,能够通过电动机2A、2B进行充电(图12的状态)。
图17是示出车辆行驶状态下的电动机2A、2B与断开机构(下面,有时将单向离合器50与油压制动器60A、60B统称为断开机构)的状态及油压回路71的主压力的图。另外,前部表示驱动前轮Wf的驱动单元6,尾部表示驱动后轮Wr的驱动装 置1,○表示工作(包含驱动、再生),×表示非工作(停止)。此外,MOT状态表示驱动装置1的电动机2A、2B的状态。而且,OWC表示单向离合器50,制动器表示油压制动器60A、60B。
在停车时,驱动装置1的电动机2A、2B停止,并且前轮Wf侧的驱动单元6、后轮Wr侧的驱动装置1均停止,如图9中所述,断开机构也成为非工作状态。此时,以低压油压PL来调整主压力(参照图6)。
而且,将点火装置设为ON之后,EV发动时,后轮Wr的驱动装置1的电动机2A、2B进行驱动。此时,如图10中所述,断开机构由单向离合器50锁定,电动机2A、2B的动力被传递至车轴10A、10B。此时,以低压油压PL来调整主压力。
接着,在加速时,成为前轮Wf侧的驱动单元6与后轮Wr侧的驱动装置1的四轮驱动,此时也如图10中所述,断开机构由单向离合器50锁定,电动机2A、2B的动力被传递至车轴10A、10B。此时也以低压油压PL来调整主压力。
在低/中速域的EV巡航(EV cruise)时,由于电动机效率良好,所以在前轮Wf侧的驱动单元6为非工作状态下,变为由后轮Wr侧的驱动装置1进行后轮驱动。此时也如图10中所述,断开机构由单向离合器50锁定,电动机2A、2B的动力被传递至车轴10A、10B。此时也以低压油压PL来调整主压力。
另一方面,在高速域的高速巡航时,由于发动机效率良好,因此成为由前轮Wf侧的驱动单元6进行的前轮驱动。此时,也如图11中所述,断开机构的单向离合器50被断开(OWC释放),并且由于不使油压制动器60A、60B工作,电动机2A、2B停止。此时,以低压油压PL来调整主压力。
此外,在自然减速的情况下,也如图11中所述,断开机构的单向离合器50被断开(OWC释放),并且由于不使油压制动器60A、60B工作,电动机2A、2B停止。此时,以低压油压PL来调整主压力。
另一方面,在减速再生的情况、例如由前轮Wf侧的驱动单元6的驱动力进行驱动的情况下,如图12中所述,断开机构的单向离合器50被断开(OWC释放),使油压制动器60A、60B接合,由此通过电动机2A、2B进行再生充电。此时,以高压油压PH来调整主压力(参照图7)。
在普通行驶时,与车辆制动器制动控制协调地通过电动机2A、2B进行再生并回收行驶能量,但在要求紧急制动(ABS工作)时,禁止电动机2A、2B的再生而使车辆制动器优先。在这种情况下,单向离合器50成为断开的状态(OWC释放),使油压制动器60A、60B不工作,由此使电动机2A、2B停止。此时,以低压油压PL来调整主压力。
在后退行驶时,前轮Wf侧的驱动单元6停止、后轮Wr侧的驱动装置1进行驱动而成为后轮驱动,或者成为前轮Wf侧的驱动单元6与后轮Wr侧的驱动装置1的四轮驱动。此时,如图13中所述,电动机2A、2B在逆转方向上旋转,断开机构的单向离合器50被断开(OWC释放),使油压制动器60A、60B接合,由此使电动机2A、2B的动力传递至车轴10A、10B。此时,以高压油压PH来调整主压力。
此外,在朝前进方向侧被牵引(FWD被牵引)的情况下,如图11中所述,断开机构的单向离合器50被断开(OWC释放),并且不使油压制动器60A、60B工作,所以电动机2A、2B停止。另外,在FWD被牵引的情况下,在对电动机2A、2B进行再生时,与减速再生时同样地连接油压制动器60A、60B。此时,以低压油压PL来调整主压力。
此外,在由于PDU等的故障等高电压系统故障时而使得电动机2A、2B无法驱动的情况下,故障时应对单元49不向制动控制阀74的螺线管74a通电,并且不向切换控制阀77的螺线管77a通电,由此释放电动机2A、2B。而且,通过设为利用前轮Wf侧的驱动单元6进行的前轮驱动,由此如图11中所述,单向离合器50被断开(OWC释放)。此时,油压制动器60A、60B也释放,所以电动机2A、2B停止,以低压油压PL来调整主压力。
图18是车辆在前进方向直进时的驱动装置1与油压回路71的时序图。
首先,通过将点火装置设为ON,电动机2A、2B进行驱动,电动油泵70(EOP)进行工作。此时,单向离合器50及油压制动器60A、60B释放,主压力被设定为低压油压PL(图9的状态)。当在该状态下驾驶员将档位设为“驾驶”(D)并踩下油门时,在油压制动器60A、60B释放的状态下,单向离合器50接合,电动机扭矩被传递至车轴10A、10B,进行EV发动/加速(图10的状态)。并且,当车辆达到高速域时,进行基于驱动单元6的高速巡航。在该期间内,电动机2A、2B停止,油压制动器60A、60B和单向离合器50被释放,主压力依然被设定为低压油压PL(图11的状态)。接着,在高速巡航的行驶中驾驶员踩下制动器而停车时,如图16(b)及(c)所示,进行电动机2A、2B的旋转调整控制,油压制动器60A、60B接合。此 时,主压力被设定为高压油压PH(图12的状态)。而且,当车辆停止时,油压制动器60A、60B被释放,主压力被切换为低压油压PL,将点火装置设为OFF,由此电动机2A、2B停止。
图19是车辆在后退方向上直进时的驱动装置1与油压回路71的时序图。
首先,通过将点火装置设为ON,电动机2A、2B进行驱动,电动油泵70(EOP)进行工作。此时,单向离合器50及油压制动器60A、60B释放,主压力被设定为低压油压PL(图9的状态)。当在该状态下驾驶员将档位转换为“后退”(R)时,油压制动器60A、60B接合。当驾驶员踩下油门时,电动机扭矩被传递至车轴10A、10B,进行后退发动/加速(图13的状态)。此时,主压力被设定为高压油压PH。在高速巡航的行驶中驾驶员踩下制动器而停车时,油压制动器60A、60B以及单向离合器接合。此时,由于油压制动器60A、60B也已接合,所以主压力依然被设定为高压油压PH(图14的状态)。而且,当车辆停止而将档位设为“驻车”(P)时,油压制动器60A、60B被释放,主压力被切换为低压油压PL,将点火装置设为OFF,由此电动机2A、2B停止。
至此,说明了车辆直行的情况,即左右的电动机2A、2B没有旋转差的情况,接着,利用图20及图21,说明车辆转向的情况,即左右的电动机2A、2B有旋转差的情况下的车辆行驶中的单向离合器50与油压制动器60A、60B的具体的接合控制。
图20(a)是在利用驱动单元6进行高速巡航时车辆左转弯时的驱动装置1的列线图。在该状态下,驱动左后轮LWr的电动机2A在逆转方向上旋转,并且驱动右后轮RWr的电动机2B在正转方向上旋转。说明利用该左右后轮LWr、RWr的旋转差来在驱动左后轮LWr的电动机2A中进行再生(充电)并提供右后轮RWr进行动力运转驱动(辅助)的情况。此时,如图20(b)所示,对于电动机2A、2B的转速,分别根据行星架23A、23B的转速来决定电动机2A、2B的目标转速,如图20(b)所示使电动机2A、2B的转速与目标转速一致。而且,此时计算电动机2A、2B的再生制动扭矩(再生扭矩)与辅助驱动扭矩(动力运转驱动扭矩),如果再生制动扭矩较大,则使油压制动器60A、60B接合,如果辅助驱动扭矩较大,则使单向离合器50接合。在图20(c)中,驱动左后轮LWr的电动机2A的再生制动扭矩比驱动右后轮RWr的电动机2B的辅助驱动扭矩大,所以单向离合器50接合。
另一方面,在图21(d)的状态下,驱动左后轮LWr的电动机2A的再生制动扭矩比驱动右后轮RWr的电动机2B的辅助驱动扭矩大,因此,如图21(b)所示,分别根据行星架23A、23B的转速来决定电动机2A、2B的目标转速,如图21(c)所示,在转速变为与目标转速大致相等时,使油压制动器60A、60B接合,通过电动机2A、2B输出再生制动扭矩,由此,如图21(d)所示,能够通过电动机2A进行充电,通过电动机2B进行辅助。
参照图22说明该驱动装置1的油压控制装置的控制流程。
首先,在图22所示的步骤S01中,检测车辆的状态(车速、转向角、油门踏板开度AP)。然后,在步骤S02中,由行驶状态估计装置46根据车辆状态来判断是否需要对驱动装置1的电动机2A、2B进行驱动。
如果其结果为没有驱动要求,则结束一系列的处理(步骤S03)。此外,如果在步骤S03中有驱动要求,接着,在步骤S04中,检测是否处于转向中。如果其结果为处于转向中,则在步骤S05中由扭矩计算装置47根据行驶状态计算左右的电动机2A、2B的要求扭矩Tlmr、Trmr。接着,在步骤S06中,将要求扭矩Tlmr、Trmr设定为指示扭矩Tlm、Trm。此时,辅助驱动扭矩具有正值,再生制动扭矩具有负值。然后,在步骤S07中,计算左右的电动机2A、2B的指示扭矩Tlm、Trm之和,当指示扭矩Tlm与Trm之和为正时、即辅助驱动扭矩大于再生制动扭矩时,单向离合器50自动地接合,则结束一系列的处理。另一方面,当在步骤S07中指示扭矩Tlm与Trm之和为负时、即再生制动扭矩大于辅助驱动扭矩时,将左右的电动机2A、2B与车轴10A、10B连接,所以使油压制动器60A、60B接合(步骤S08)。
此外,在步骤S04中车辆不处于转向中的情况、即车辆为直进行驶的情况下,在步骤S09中,根据行驶状态,计算左右的电动机2A、2B的要求扭矩Tmr。在直进行驶中,如上所述,左右的电动机2A、2B的要求扭矩值具有相同值。接着,在步骤S10中检测是否是辅助驱动。如果是辅助驱动,则单向离合器50自动地接合,另一方面,在步骤S10中不是辅助驱动的情况、即再生制动的情况下,将左右的电动机2A、2B与车轴10A、10B连接,所以使油压制动器60A、60B接合(步骤S11)。然后,在步骤S12中,将要求扭矩Tmr设定为指示扭矩Tm。
图23是利用驱动装置1的电动机2A、2B进行前进行驶(FWD驱动)时、前进行驶再生(FWD再生)时、后退行驶(RVS驱动)时的驱动力特性图。在图中,右上方表示前进行驶(FWD驱动)时的车轴扭矩、右下方表示前进行驶再生(FRD再 生)时的车轴扭矩、左上方表示后退行驶(RVS驱动)时的车轴扭矩。
如图23所示,驱动装置1中的FWD再生时及RVS驱动时的车轴扭矩被设定为比FWD驱动时的车轴扭矩低。由此,在FWD再生时及RVS驱动时,如图12及图13中所述,通过油压制动器60A、60B进行制动,但由于再生制动扭矩、后退扭矩被设定得较低,所以制动容量可以较低,因此能够削减固定板35A、35B、旋转板36A、36B,能够通过较低的油压设定来降低泵损耗。
以上,根据说明的本实施方式的车辆3,在车轴10A、10B与电动机2A、2B间的动力传递路径上设有行星轮型减速器12A、12B,在行星轮型减速器12A、12B的齿圈24A、24B与减速器壳体11之间设有单向离合器50和油压制动器60A、60B,所以能够分别将电动机2A、2B与左右的车轴10A、10B断开,能够防止电动机的跟随旋转。
此外,油压控制装置48在两个电动机2A、2B中的一个进行动力运转驱动、另一个进行再生制动时,根据动力运转驱动扭矩与再生制动扭矩来控制油压制动器60A、60B的释放/接合,所以能够利用车辆3的转向中的两个电动机2A、2B的旋转差对其中一方进行动力运转驱动,通过另一方进行再生。
此外,油压控制装置48在两个电动机2A、2B中的一个进行动力运转驱动、另一个进行再生时,当再生制动扭矩大于动力运转驱动扭矩时,使油压制动器60A、60B接合。因此,如果动力运转驱动扭矩较大,则无需使油压制动器60A、60B接合。即,在车辆3发动时等动力运转驱动扭矩作用时,由于单向离合器50接合,所以能提高发动时的响应性,并且能避免在油温低的状态下电动油泵70在高压模式下进行运转。
此外,行驶状态估计装置46根据车辆3的车速、油门开度、和转向角来估计车辆3的行驶状态,由此能检测车辆3的转向。
此外,本发明并不限于上述实施方式,而是可以适宜地进行变形、改良等。
另外,本实施方式的车辆3不限于混合动力车,只要是电动汽车、燃料电池车等具备能分别独立地向左右的驱动轴输出驱动力的两个电动机的车辆即可。
此外,例示了油压制动器60A、60B作为制动器,但不限于此,也能使用电磁式制动器等公知的制动器。
另外,本申请基于2009年7月31日申请的日本专利申请(特愿2009-180061),其内容作为参考被引入于此。
标号说明
2A电动机
2B电动机
10A车轴(驱动轴)
10B车轴(驱动轴)
11减速器壳体
12A行星轮型减速器
12B行星轮型减速器
24A齿圈(第1旋转要素)
24B齿圈(第1旋转要素)
45ECU
46行驶状态估计单元
47扭矩计算单元
48油压控制单元
50单向离合器(单向动力传递单元)
60A油压制动器(制动器)
60B油压制动器(制动器)
70电动油泵
Wf前轮
LWr左后轮
RWr右后轮
Claims (2)
1.一种车辆,其具有能够分别独立地向左右的驱动轴输出驱动力的两个电动机,该车辆的特征在于,该车辆具有:
两个行星轮型减速器,它们分别配置在左侧的上述驱动轴与一个上述电动机之间的动力传递路径以及右侧的上述驱动轴与另一个上述电动机之间的动力传递路径上,各自的第1旋转要素构成为通过单向动力传递单元而一体旋转;
上述单向动力传递单元,其配置在上述各自的第1旋转要素和收容上述两个行星轮型减速器的减速器壳体之间,传递单向的旋转动力;
制动器,其进行上述各自的第1旋转要素与上述减速器壳体之间的断接,并且能够在连接状态下向上述驱动轴传递上述电动机的双向的旋转动力;
行驶状态估计单元,其估计上述车辆的行驶状态;
扭矩计算单元,其计算上述两个电动机的扭矩;以及
控制单元,其根据由上述行驶状态估计单元估计出的车辆的行驶状态来控制上述制动器,
上述控制单元在上述车辆前进行驶的情况下,
当上述两个电动机都进行动力运转驱动时,使上述制动器释放,
当上述两个电动机都进行再生制动时,使上述制动器接合,
当上述两个电动机中的一方进行动力运转驱动、另一方进行再生制动时,根据动力运转驱动扭矩与再生制动扭矩,控制上述制动器的释放/接合,当再生制动扭矩大于动力运转驱动扭矩时,使上述制动器接合。
2.根据权利要求1所述的车辆,其特征在于,
上述行驶状态估计单元根据车速、油门开度和转向角来估计车辆的行驶状态。
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