CN111867870A - 车辆驱动装置 - Google Patents

车辆驱动装置 Download PDF

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Publication number
CN111867870A
CN111867870A CN201980019078.9A CN201980019078A CN111867870A CN 111867870 A CN111867870 A CN 111867870A CN 201980019078 A CN201980019078 A CN 201980019078A CN 111867870 A CN111867870 A CN 111867870A
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China
Prior art keywords
vehicle
motor
battery
voltage
wheel
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CN201980019078.9A
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CN111867870B (zh
Inventor
任田功
平野晴洋
米盛敬
佐内英树
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Mazda Motor Corp
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Mazda Motor Corp
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Priority claimed from PCT/JP2019/011429 external-priority patent/WO2019181935A1/ja
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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
    • 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
    • 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
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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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    • B60K6/22—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
    • B60K6/28—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 electric energy storing means, e.g. batteries or capacitors
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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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    • B60K6/22—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
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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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    • 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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    • 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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    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
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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
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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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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    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60W20/14—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 in conjunction with braking regeneration
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Abstract

提供一种车辆驱动装置，能够使用轮内电机并有效地驱动车辆，而不会陷入强化电动机的驱动与车辆重量增加的恶性循环。本发明的车辆驱动装置使用轮内电机来对车辆进行驱动，车辆驱动装置的特征在于，具有：设置于车辆(1)的车轮(2b)并对车轮进行驱动的轮内电机(20)、设置于车辆的车身并对车辆的车轮进行驱动的车身侧电机(16)、供给用于驱动轮内电机及/或车身侧电机的电力的电池(18)及电容器(22)，在车身侧电机施加有电池的电压，并且在轮内电机施加有串联地连接的电池及电容器的电压。

Description

车辆驱动装置
技术领域
本发明涉及一种车辆驱动装置，尤其涉及一种使用轮内电机对车辆进行驱动的车辆驱动装置。
背景技术
近年来，在世界各国中，对车辆的排气限制被强化，对车辆的燃油经济性、与行驶距离相应的二氧化碳排放量等的要求也变得严格。另外，还存在限制通过内燃机行驶的车辆进入市区的城市。为了满足这些要求，开发并广泛普及了具备内燃机及电动机的混合动力驱动的车辆、仅通过电动机进行驱动的电动汽车。
在日本专利第5280961号公报(专利文献1)中，记载了车辆的驱动控制装置。在该驱动控制装置中，在车辆的后轮侧设置驱动装置，该驱动装置所具备的两个电动机分别对车辆的后轮进行驱动。另外，与该驱动装置不同，在车辆的前部设置有内燃机与电动机串联连接的驱动单元。驱动单元的动力经由变速器及主驱动轴传递到前轮，且驱动装置的动力传递到车辆的后轮。另外，在该驱动控制装置中，在车辆起步时，驱动装置的两个电动机被驱动，且该驱动力分别传递到车辆的后轮。进而，在车辆加速时，驱动单元也产生驱动力，从而成为由驱动单元及驱动装置的两个电动机进行的四轮驱动。像这样，在专利文献1记载的驱动控制装置中，主要由分别设置于车辆的后轮用的两个电动机产生驱动力。
现有技术文献
专利文献
专利文献1：日本专利第5280961号
发明所要解决的技术问题
由于基于电动机的车辆的驱动在行驶中不排出二氧化碳，因此对于通过逐年强化的排气限制是有利的，但是，电池能够储存的电力存在界限，难以确保足够长的续航距离。因此，作为车辆用驱动装置，将内燃机和电动机一起搭载的混合动力驱动装置广泛地普及。另外，在这样的混合动力驱动装置中，为了减少行驶中的二氧化碳排放量，像专利文献1所记载的车辆那样的主要利用来自电动机的驱动力的车辆增加。
像这样，在以电动机的驱动力为主体的混合动力驱动装置中，为了确保足够的行驶性能，需要搭载大容量的电池。另外，为了通过电动机得到足够的驱动力，需要以较高的电压使电动机工作。因此，在以电动机的驱动力为主体的混合动力驱动装置中，需要大容量的电池，并且需要使向电动机供给高电压的电气系统充分地电绝缘，这些都增加了车辆整体的重量，使车辆的燃料经济性恶化。并且，为了用电动机驱动重量大的车辆，需要更大容量的电池、高电压，从而存在由此进一步导致重量的增加而陷入恶性循环的问题。
另外，在专利文献1记载的车辆的驱动控制装置中，驱动后轮的电动机与后轮的传动轴直接连结，但是可以考虑将该电动机内置于后轮，而成为所谓的轮内电机。在采用轮内电机的情况下，由于不需要将电机与车轮连结的传动轴，因此具有能够减少传动轴的重量的优点。但是，作为电动机仅采用轮内电机不能得到足够的驱动力，不能构成能够发挥轮内电机的优点的车辆驱动装置。
例如，在以恒定电压驱动轮内电机的情况下，为了获得足够的输出需要向轮内电机供给大的驱动电流。这里，向轮内电机的电力的供给是经由从车身侧向车轮延伸的线束来进行的，为了向轮内电机供给大电流，需要设置导体的截面积大的粗线束。但是，当用截面积大的导体来形成从车身侧向车轮延伸的线束时，存在难以确保线束的可挠性、耐久性的问题。
发明内容
因此，本发明的目的在于，提供一种车辆驱动装置，能够使用轮内电机并有效地驱动车辆，而不会陷入强化电动机的驱动与车辆重量增加的恶性循环。
用于解决技术问题的手段
为了解决上述技术问题，本发明的车辆驱动装置使用轮内电机来对车辆进行驱动，其中，具有：轮内电机，该轮内电机设置于车辆的车轮，并对车轮进行驱动；车身侧电机，该车身侧电机设置于车辆的车身，并对车辆的车轮进行驱动；电池；以及电容器，在车身侧电机施加有电池的电压，并且在轮内电机施加有串联地连接的电池及电容器的电压。
在像这样构成的本发明中，在驱动车辆的车轮的车身侧电机施加有电池的电压，在设置于车辆的车轮的轮内电机施加有串联地连接的电池及电容器的电压。
根据像这样构成的本发明，由于在设置于车辆的车身的车身侧电机施加有电池的电压，在将电池设为低电压的情况下，能够简单地构成使向车身侧电机供给电力的电力供给系统电绝缘的绝缘部件，从而能够使电力供给系统轻量化。另外，在以低电压驱动车身侧电机的情况下，虽然难以通过车身侧电机获得高输出，但是通过具备轮内电机，能够弥补输出不足。进而，在以低电压驱动轮内电机的情况下，由于驱动电流变大，因此用于从车身侧向设置于车轮的轮内电机供给电力的线束变粗。当线束变粗时，难以确保其可挠性、耐久性。根据上述那样构成的本发明，由于在轮内电机施加有串联地连接的电池及电容器的电压，因此能够以比车身侧电机高的电压来驱动轮内电机，从而线束不会变得过粗。由此，能够使用轮内电机来有效地驱动车辆。
在本发明中，优选的是，电容器的最大的端子间电压被设定为比电池的端子间电压高的电压。
根据像这样构成的本发明，由于电容器的最大的端子间电压被设定为比电池的端子间电压高的电压，因此能够以比车身侧电机充分的高的电压来驱动轮内电机。其结果是，能够抑制轮内电机的驱动电流，从而能够充分地减轻向轮内电机供给电力的线束的负担。
在本发明中，优选的是，还具有第一电压转换器，该第一电压转换器连接于电容器与电池之间，该第一电压转换器构成为进行如下至少一方的工作，将电池的电压升压，从而使电池所积蓄的电力向电容器充电，将电容器的电压降压，从而使电容器所积蓄的电力向电池充电。
在本发明中，车身侧电机消耗电池所积蓄的电力，轮内电机消耗电池及电容器所积蓄的电力。因此，根据车身侧电机与轮内电机的驱动状況，电池及电容器各自积蓄的电力可能变得不平衡。根据上述那样构成的本发明，由于具备第一电压转换器，该第一电压转换器使电池所积蓄的电力向电容器充电，或使电容器所积蓄的电力向电池充电，因此能够调整电池与电容器的蓄电量，从而能够有效地灵活使用两者所积蓄的电力。
在本发明中，优选的是，还具有第二电压转换器，该第二电压转换器连接于电池与车辆所具备的电装部件之间，该第二电压转换器将电池的电压降压，从而向电装部件供给电力。
根据像这样构成的本发明，由于第二电压转换器将电池的电压降压而向电装部件供给电力，因此能够将用于驱动车身侧电机的电池兼用于车辆所具备的电装部件，从而能够使车辆轻量化。
在本发明中，优选的是，轮内电机是感应电动机。
一般地，感应电动机在高旋转区域中能够获得大的输出转矩，并且能够轻量地构成。因此，在为了在低旋转区域中不要求大的转矩而使用轮内电机的情况下，通过采用感应电动机作为轮内电机，能够轻量地构成能够在所需的旋转区域产生足够的转矩的电动机。
在本发明中，优选的是，轮内电机不经由减速机构而直接驱动设置有轮内电机的车轮。
根据像这样构成的本发明，由于通过轮内电机不经由减速机构而直接驱动车轮，因此能够省略重量极大的减速机构，并且能够避免减速机构的旋转阻力导致的输出损失。
在本发明中，优选的是，轮内电机构成为，在比零大的规定的转速以上的高转速区域中产生最高输出。
根据像这样构成的本发明，通过在例如起步、低速行驶等，需要低转速区域中的输出的行驶中利用内燃机、其他电机的驱动力，并且在高速行驶等在高转速区域中需要输出的行驶中使用轮内电机，从而能够使用小型的轮内电机，并有效地驱动车辆。
在本发明中，优选的是，车身侧电机是永磁电动机。
一般地，永磁电动机的起动转矩较大，在低旋转区域能够获得大的输出。因此，在为了在低旋转区域中需要大的转矩而使用车身侧电机的情况下，通过作为车身侧电机采用永磁电动机，能够轻量地构成能够在所需的旋转区域产生足够的转矩的电动机。
发明的效果
根据本发明的车辆驱动装置，能够使用轮内电机并有效地驱动车辆，而不会陷入强化电动机的驱动与车辆重量增加的恶性循环。
附图说明
图1是搭载了本发明的第一实施方式的混合动力驱动装置的车辆的布局图。
图2是从上方看搭载了本发明的第一实施方式的混合动力驱动装置的车辆的前部的透视图。
图3是从侧面看搭载了本发明的第一实施方式的混合动力驱动装置的车辆的前部的透视图。
图4是沿图2的iv-iv线的剖视图。
图5是表示本发明的第一实施方式的混合动力驱动装置中的各种信号的输入输出的框图。
图6是表示本发明的第一实施方式的混合动力驱动装置的电源结构的框图。
图7是示意性地表示在本发明的第一实施方式的混合动力驱动装置中，在电容器再生电力时的电压的变化的一例的图。
图8是表示在本发明的第一实施方式的混合动力驱动装置中使用的各电机的输出与车速的关系的图。
图9是示意性地表示本发明的第一实施方式的混合动力驱动装置所采用的副驱动电机的结构的剖视图。
图10是本发明的第一实施方式的混合动力驱动装置中的控制装置的控制的流程图。
图11是表示本发明的第一实施方式的混合动力驱动装置的各模式中的工作的一例的曲线图。
图12是示意性地表示在本发明的第一实施方式的混合动力驱动装置中，使变速器降档或升档的情况下作用于车辆的加速度的变化的图。
图13是搭载了本发明的第一变形实施方式的混合动力驱动装置的车辆的布局图。
图14是搭载了本发明的第二变形实施方式的混合动力驱动装置的车辆的布局图。
图15是搭载了本发明的第三变形实施方式的混合动力驱动装置的车辆的布局图。
具体实施方式
接着，参照附图，对本发明的优选实施方式进行说明。
图1是搭载了本发明的第一实施方式的混合动力驱动装置的车辆的布局图。图2是从上方看搭载了本实施方式的混合动力驱动装置的车辆的前部的透视图、图3是从侧面看车辆的前部的透视图。图4是沿图2的iv-iv线的剖视图。
如图1所示，搭载了本发明的第一实施方式的作为车辆驱动装置的混合动力驱动装置的车辆1是在与驾驶座相比的前方的车辆的前部搭载有作为内燃机的发动机12，并驱动作为主驱动轮的左右一对后轮2a的所谓FR(Front engine,Rear drive：前引擎，后驱动)车。另外，如后所述，后轮2a也被作为主驱动电动机的主驱动电机驱动，作为副驱动轮的左右一对前轮2b被作为副驱动电动机的副驱动电机驱动。
车辆1所搭载的本发明的第一实施方式的混合动力驱动装置10具有：对后轮2a进行驱动的发动机12、向后轮2a传递驱动力的动力传递机构14、对后轮2a进行驱动的主驱动电机16、作为蓄电器的电池18、对前轮2b进行驱动的副驱动电机20、电容器22以及作为控制器的控制装置24。
发动机12是用于对作为车辆1的主驱动轮的后轮2a产生驱动力的内燃机。如图2至4所示，在本实施方式中，作为发动机12采用了串联四缸发动机，配置于车辆1的前部的发动机12经由动力传递机构14驱动后轮2a。另外，如图4所示，在本实施方式中，发动机12是不具备飞轮的无飞轮发动机，并在车辆1的副框架4a经由发动机支架6a而安装。并且，副框架4a在前侧框架4b的下部及其后端的前围板4c下部紧固而固定。
动力传递机构14构成为，将发动机12所产生的驱动力传递到作为主驱动轮的后轮2a。如图1至图3所示，动力传递机构14具备：与发动机12连接的传动轴14a、离合器14b以及作为多级变速器的变速器14c。传动轴14a在传动轴通道4d(图2)中从配置于车辆1的前部的发动机12朝向车辆1的后方延伸。传动轴14a的后端经由离合器14b与变速器14c连接。变速器14c的输出轴与后轮2a的车轴(未图示)连接，并驱动后轮2a。
此外，在本实施方式中，变速器14c是所谓变速驱动桥配置。由此，在发动机12的正后方的位置不存在外径大的变速器的主体，因此，能够缩小底部通道(传动轴通道4d)的宽度，从而能够确保乘员的中央侧脚部空间，使乘员能够采用正对正前方的左右对称的下半身姿势。进而，在确保该乘员的姿势的同时，容易根据输出使主驱动电机16的外径、长度足够大。
主驱动电机16是用于产生主驱动轮的驱动力的电动机，且设置于车辆1的车体上，并且在发动机12的后侧，与发动机12相邻地配置，该主驱动电机16作为车体侧电机而发挥功能。另外，逆变器(INV)16a与主驱动电机16相邻地配置，通过该逆变器16a，来自电池18的电流被转换为交流电而向主驱动电机16供给。并且，如图2及图3所示，主驱动电机16与发动机12串联地连接，主驱动电机16所产生的驱动力也经由动力传递机构14向后轮2a传递。或者，本发明也能够构成为，将主驱动电机16连接至动力传递机构14的中途，并经由动力传递机构14的一部分将驱动力向后轮2a传递。另外，在本实施方式中，作为主驱动电机16，采用了以48V驱动的25kW的永磁电动机(永磁同步电动机)。
电池18是主要用于积蓄使主驱动电机16工作的电力的蓄电器。另外，如图2所示，在本实施方式中，电池18以环绕覆盖传动轴14a的扭力管14d的方式配置于传动轴通道4d的内部。并且，在本实施方式中，作为电池18，使用了48V、3.5kWh的锂离子电池(LIB)。
此外，如上所述，在本实施方式中，采用了变速驱动桥配置，因此，能够朝向由此产生的底部通道(传动轴通道4d)前方的空间，扩大收容电池18的容积。由此，能够确保、扩大电池18容量，而不增大底部通道的宽度且不缩小乘员的中央侧空间。
如图4所示，副驱动电机20在车辆1的弹簧下设置于前轮2b各轮，以产生作为副驱动轮的前轮2b的驱动力。在本实施方式中，前轮2b各轮被双叉臂式的悬挂件支承，并通过上臂8a、下臂8b、弹簧8c以及减振器8d而被悬架。另外，副驱动电机20是轮内电机，分别被收容于前轮2b各轮的车轮内。因此，副驱动电机20构成，设置于车辆1的所谓“弹簧下”，并分别驱动前轮2b。另外，如图1所示，来自电容器(CAP)22的电流被各逆变器20a分别转换为交流而供给到各副驱动电机20。并且，在本实施方式中，在副驱动电机20未设置作为减速机构的减速器，副驱动电机20的驱动力直接传递到前轮2b，从而车轮被直接驱动。另外，在本实施方式中，作为各副驱动电机20，分别采用了17kW的感应电动机。
电容器(CAP)22设置为，积蓄通过副驱动电机20再生的电力。如图2及图3所示，电容器22配置于发动机12的正前方，并且向设置于车辆1的前轮2b各轮的副驱动电机20供给电力。如图4所示，从电容器22的两侧的侧面突出的支架22a经由电容器用支架6b而被支承于前侧框架4b。另外，从副驱动电机20向电容器22延伸的线束22b通过轮罩壁面的侧部上端而通向发动机室内。并且，电容器22构成为以比电池18高的电压积蓄电荷，并且配置于作为副驱动轮的左右的前轮2b之间的区域内。主要通过积蓄于电容器22的电力驱动的副驱动电机20以比主驱动电机16高的电压被驱动。
控制装置24构成为对发动机12、主驱动电机16以及副驱动电机20进行控制，以执行电动机行驶模式及内燃机行驶模式。具体而言，控制装置24能够由微处理器、存储器、接口电路以及使这些工作的程序(以上，未图示)等构成。在之后详细描述基于控制装置24的控制。
另外，如图1所示，在电容器22的附近分别配置有作为电压转换器的高压DC/DC转换器26a及低压DC/DC转换器26b。这些高压DC/DC转换器26a、低压DC/DC转换器26b、电容器22及两个逆变器20a被单元化，并构成统合单元。
接着，参照图5至图8，对本发明的第一实施方式的混合动力驱动装置10的整体结构、电源结构以及各电机对车辆1的驱动进行说明。
图5是表示本发明的第一实施方式的混合动力驱动装置10中的各种信号的输入输出的框图。图6是表示本发明的第一实施方式的混合动力驱动装置10的电源结构的框图。图7是示意性地表示在本实施方式的混合动力驱动装置10中，在电容器22再生电力时的电压的变化的一例的图。图8是表示在本实施方式的混合动力驱动装置10中使用的各电机的输出与车速的关系的图。
首先，对本发明的第一实施方式的混合动力驱动装置10中的各种信号的输入输出进行说明。如图5所示，在控制装置24分别输入有模式选择开关40、车速传感器42、油门开度传感器44、制动传感器46、发动机转速传感器48、自动变速器(AT)输入旋转传感器50、自动变速器(AT)输出旋转传感器52、电压传感器54以及由电流传感器56检测的检测信号。另外，控制装置24构成为分别向主驱动电机用逆变器16a、副驱动电机20用逆变器20a、高压DC/DC转换器26a、低压DC/DC转换器26b、燃料喷射阀58、火花塞60以及变速器14c的油压电磁阀62发送控制信号，从而对它们进行控制。
接着，对本发明的第一实施方式的混合动力驱动装置10的电源结构进行说明。如图6所示，混合动力驱动装置10所具备的电池18与电容器22串联地连接。主驱动电机16被作为电池18的基准输出电压的约48V驱动，副驱动电机20被比48V高且最大120V的将电池18的输出电压(端子间电压)与电容器22的端子间电压的合计的电压驱动。即，在本实施方式中，电容器22的最大的端子间电压是72V。因此，副驱动电机20始终被经由电容器22供给的电力驱动。
另外，在主驱动电机16安装有逆变器16a，在将电池18的输出转换为交流的前提下，驱动作为永磁电动机主驱动电机16。同样地，在各副驱动电机20分别安装有逆变器20a，在将电池18及电容器22的输出转换为交流的前提下，驱动作为感应电动机的副驱动电机20。此外，由于副驱动电机20被比主驱动电机16高的电压驱动，因此向副驱动电机20供给电力的线束(电线)22b需要高绝缘性。但是，由于电容器22靠近各副驱动电机20配置，因此能够将因提高线束22b的绝缘性而导致的重量的增加抑制在最小限度。
并且，在车辆1减速时等，主驱动电机16及各副驱动电机20作为发电机发挥功能，将车辆1的动能再生而产生电力。通过主驱动电机16再生的电力积蓄在电池18，通过各副驱动电机20再生的电力主要积蓄在电容器22。
另外，在电池18与电容器22之间连接有作为第一电压转换器的高压DC/DC转换器26a，该高压DC/DC转换器26a在电容器22所积蓄的电荷不足时(电容器22的端子间电压降低时)，将电池18的电压升压而向电容器22充电。另一方面，通过基于各副驱动电机20的能量的再生，在电容器22的端子间电压上升到规定电压以上的情况下，将电容器22所积蓄的电荷降压而施加到电池18，从而进行电池18的充电。即，通过副驱动电机20再生的电力在积蓄到电容器22之后，积蓄的电荷的一部分经由高压DC/DC转换器26a向电池18充电。
并且，在电池18与车辆1的12V电装部件25之间连接有作为第二电压转换器的低压DC/DC转换器26b。混合动力驱动装置10的控制装置24、车辆1的电装部件25大多以12V的电压工作，因此将电池18所积蓄的电荷通过低压DC/DC转换器26b降压到12V，并向这些设备供给。
接着，参照图7，对向电容器22的充电及放电进行说明。
如图7所示，电容器22的电压是电池18的基本电压与电容器22自身的端子间电压的合计。在车辆1减速时等，通过各副驱动电机20进行电力的再生，再生的电力向电容器22充电。当进行向电容器22的充电时，端子间电压较快地上升。当电容器22的电压因充电而上升到规定电压以上时，通过高压DC/DC转换器26a将电容器22的电压降压，从而进行对电池18的充电。如图7所示，从该电容器22向电池18的充电与向电容器22的充电相比进行地较平稳，电容器22的电压较平稳地降低至适当的电压。
即，通过各副驱动电机20再生的电力暂时积蓄于电容器22，之后，平稳地向电池18充电。此外，根据进行再生的期间不同，存在通过各副驱动电机20进行电力的再生和从电容器22向电池18的充电交替进行的情况。
另一方面，通过主驱动电机16再生的电力直接向电池18充电。
接着，参照图8，对本发明的第一实施方式的混合动力驱动装置10中的车速与各电机的输出的关系进行说明。图8是表示在本实施方式的混合动力驱动装置10中，车辆1的速度与各速度下的各电机的输出的关系的曲线图。在图8中，用虚线表示主驱动电机16的输出，用单点划线表示一个副驱动电机20的输出，用双点划线表示两个副驱动电机20的输出的合计，用实线表示全部电机的输出的合计。此外，虽然图8将车辆1的速度作为横轴，并将各电机的输出作为纵轴示出，但是由于车辆1的速度与电机的转速存在一定的关系，因此即使在将横轴作为电机转速的情况下，各电机的输出也能够画出与图8相同的曲线。
在本实施方式中，如图8的虚线所示，由于在主驱动电机16采用永磁电动机，因此在电机转速低的低车速区域，主驱动电机16的输出大，且随着车速变快，能够输出的电机输出减少。即，在本实施方式中，主驱动电机16被以约48V驱动，该主驱动电机16在到1000rpm程度为止输出作为最大转矩的约200Nm的转矩，并且在约1000rpm以上时，转矩随着转速的增加而降低。另外，在本实施方式中，主驱动电机16构成为，在最低速区域中能够获得约20kW程度的连续输出，且能够获得约25kW的最大输出。
与此相对，如图8的单点划线及双点划线所示，由于副驱动电机20采用了感应电动机，因此在低车速区域中，副驱动电机20的输出极小，且输出随着车速变快而增大，在车速约130km/h附近获得最大输出之后，电机输出减少。在本实施方式中，副驱动电机20构成为，被以约120V驱动，且在车速约130km/h附近能够获得每一台约17kW、两台合计约34kW的输出。即，在本实施方式中，副驱动电机20在约600至800rpm下，其转矩曲线处于峰值，且获得约200Nm的最大转矩。
这样，作为轮内电机的各副驱动电机20构成为，在比零大的规定的转速以上的高转速区域中产生最高输出，与此相对，作为车身侧电机的主驱动电机16在小于规定的转速的低转速区域中产生最高输出。例如，副驱动电机20优选构成为，在约450rpm以上的高转速区域产生最高输出。
图8的实线表示这些主驱动电机16及两台副驱动电机20的输出的合计。从该曲线图可以明确得知，在本实施方式中，在车速约130km/h附近获得约53kW的最大输出，在该车速下，能够以该最大输出来满足WLTP试验中所要求的行驶条件。此外，在图8的实线中，即使在低车速区域也将两台副驱动电机20的输出值进行了合计，但如后所述，实际上在低车速区域中，各副驱动电机20没有被驱动。即，在起步时及低车速区域中，仅通过主驱动电机16来驱动车辆，并且仅在高车速区域中需要大输出时(在高车速区域中使车辆1加速时等)使两台副驱动电机20产生输出。这样，通过仅在高速区域使用能够在高转速区域产生大的输出的感应电动机(副驱动电机20)，从而能够将车辆重量的增加抑制地较低，并且在必要时(在规定速度以上进行加速时等)获得足够的输出。
接着，参照图9，对本发明的第一实施方式的混合动力驱动装置10所采用的副驱动电机20的结构进行说明。图9是示意性地表示副驱动电机20的结构的剖视图。
如图9所示，副驱动电机20是由定子28和在该定子的周围旋转的转子30构成的外转子型感应电动机。
定子28具有：大致圆板状的定子底座28a、从该定子底座28a的中心延伸的定子轴28b以及安装于该定子轴28b的周围的定子线圈28c。另外，定子线圈28c收容于电绝缘液室32，并浸泡于电绝缘液室32中所充满的电绝缘液32a，由此被沸腾冷却。
转子30构成为包围定子28的周围的大致圆筒状，并具有转子主体30a和转子线圈30b，该转子主体30a构成为一端闭塞的大致圆筒形，该转子线圈30b配置于转子主体30a的内周壁面。转子线圈30b配置为与定子线圈28c相对，以通过定子线圈28c所生成的旋转磁场产生感应电流。另外，转子30以在定子28的周围平稳地旋转的方式被安装于定子轴28b的顶端的轴承34支承。
定子底座28a被将车辆1的前轮悬架的上臂8a及下臂8b(图4)支承。另一方面，转子主体30a直接固定于前轮2b的车轮(未图示)。被逆变器20a转换为交流的交流电流流经定子线圈28c，从而产生旋转磁场。通过该旋转磁场而使感应电流流经转子线圈30b，从而产生使转子主体30a旋转的驱动力。这样，通过各副驱动电机20生成的驱动力直接对各前轮2b的车轮(未图示)进行旋转驱动。
接着，参照图10及图11，对由控制装置24执行的电动机行驶模式及内燃机行驶模式的工作进行说明。图10是基于控制装置24的控制的流程图，图11是表示各模式中的工作的一例的曲线图。此外，图10所示的流程图在车辆1的工作中以规定的时间间隔反复执行。
图11所示的曲线图，从上段起依次表示，车辆的速度、发动机12所产生的转矩、主驱动电机16所产生的转矩、副驱动电机20所产生的转矩、电容器22的电压、电容器22电流以及电池18电流。此外，在表示主驱动电机16的转矩及副驱动电机20的转矩的曲线中，正值代表各电机产生转矩的状态，负值代表各电机将车辆1的动能再生的状态。另外，在表示电容器22电流及电池18电流的曲线中，负值代表向各电机供给电力(放电)的状态，正值代表通过在各电机中再生的电力充电的状态。
首先，在图10的步骤S1中，判断车辆1是否被设定为内燃机行驶模式(ENG模式)。即，车辆1具备模式选择开关40(图5)，该模式选择开关40选择内燃机行驶模式或电动机行驶模式(EV模式)中的任一个，在步骤S1中，判断被设定为哪个模式。在图11的时刻t1，由于被设定为电动机行驶模式，因此图10的流程图中的处理向步骤S2转移。
接着，在步骤S2中，判断车辆1是否在规定车速以上，并且在规定车速以上的情况下进入步骤S6，在小于规定车速的情况下进入步骤S3。在图11的时刻t1，由于驾驶者使车辆1起步，车速低，因此流程图中的处理向步骤S3转移。
进而，在步骤S3中，判断车辆1是否被减速(是否操作了车辆1的制动踏板(未图示))，并且在被减速的情况下进入步骤S5，在加速或恒定速度行驶中(通过制动传感器46(图5)没有检测到制动踏板的操作)的情况下进入步骤S4。在图11的时刻t1，驾驶者使车辆1起步，并进行加速(通过油门开度传感器44(图5)检测到车辆1的油门踏板的规定量以上的操作)，因此流程图中的处理向步骤S4转移，从而结束图10的流程图的一次处理。在步骤S4中，主驱动电机16产生转矩，从而车速上升(图11的时刻t1～t2)。此时，从向主驱动电机16供给电力的电池18流出放电电流，并且副驱动电机20不产生转矩，因此，来自电容器22的放电电流保持为零，且电容器22的电压也不发生变化。这些电流、电压被电压传感器54及电流传感器56(图5)检测，并输入到控制装置24。另外，在图11的时刻t1～t2中，由于被设定为电动机行驶模式，因此发动机12不进行驱动。即，控制装置24使发动机12的燃料喷射阀58停止燃料喷射，并且不进行火花塞60的点火，因此发动机12不产生转矩。
在图11所示的例中，在时刻t1～t2之间使车辆1加速后，车辆1到时刻t3为止以恒定速度行驶。在此期间，图10的流程图的处理反复执行步骤S1→S2→S3→S4的处理。该低速行驶中，主驱动电机16所产生的转矩比加速中小，因此从电池18放电的电流也小。
接着，在图11的时刻t3，当驾驶者操作车辆1的制动踏板(未图示)时，图10的流程图中的处理从步骤S3向步骤S5转移。在步骤S5中，主驱动电机16的驱动停止(不产生转矩)，并且通过副驱动电机20将车辆1的动能作为电力而再生。通过动能的再生而使车辆1减速，来自电池18的放电电流成为零，并且通过副驱动电机20的电力的再生，充电电流流向电容器22，从而电容器22的电压上升。
在图11的时刻t4，当车辆1停止时，向电容器22的充电电流成为零，电容器22的电压也成为恒定。接着，在时刻t5再次使车辆1起步，在到达恒定速度行驶(时刻t6)后，直到使车辆1开始减速(时刻t7)为止，在图10的流程图中，反复执行步骤S1→S2→S3→S4的处理。在时刻t7，当使车辆开始减速时，在图10的流程图中，反复执行步骤S1→S2→S3→S5的处理，并通过副驱动电机20进行电力的再生。这样，在市区中等以较低速起步，且反复停止的期间，设定为电动机行驶模式，从而使车辆1纯粹作为电动汽车(EV)发挥功能，发动机12不产生转矩。
进而，在图11的时刻t8，当车辆1起步时，在图10的流程图中，反复执行步骤S1→S2→S3→S4的处理，从而车辆1被加速。接着，在时刻t9，当通过车速传感器42(图5)检测到车辆1的速度超过规定的第一车速时，流程图中的处理从步骤S2向步骤S6转移。在步骤S6中，判断车辆1是否在减速(是否在操作制动踏板)。由于在时刻t9车辆1未减速，因此流程图中的处理进入步骤S7。在步骤S7中，判断车辆1是否被加速规定值以上(车辆1的油门踏板是否被操作规定量以上)。此外，在本实施方式中，规定的第一车速被设定为比行驶速度＝0km/h大的时速约100km/h。
在图11所示的例中，由于在时刻t9车辆1被加速规定值以上，因此进入步骤S8，在这里，主驱动电机16进行驱动，并且副驱动电机20也进行驱动。这样，在电动机行驶模式中，当在规定的第一车速以上的车速下进行规定值以上的加速时，为了获得所需的动力而向主驱动电机16及副驱动电机20供给电力，并通过这些来驱动车辆1。换言之，控制装置24在通过使主驱动电机16产生驱动力，从而使车辆1起步(时刻t8)后，当通过车速传感器42检测到的车辆1的行驶速度到达第一车速(时刻t9)时，该控制装置24使副驱动电机20产生驱动力。此时，从电池18向主驱动电机16供给电力，并且从电容器22向副驱动电机20供给电力。通过像这样从电容器22供给电力，从而电容器22的电压降低。在通过主驱动电机16及副驱动电机20驱动车辆1的期间(时刻t9～t10)，在流程图中，反复执行步骤S1→S2→S6→S7→S8的处理。
这样，在车辆1的行驶速度在规定的第一车速以上的情况下，副驱动电机20产生驱动力，并且在小于第一车速的情况下，禁止副驱动电机20产生驱动力。此外，在本实施方式中，虽然第一车速被设定为＝约100km/h，但是也能够根据所采用的副驱动电机20的输出特性将第一车速设定为约50km/h以上的任意的车速。另一方面，主驱动电机16构成为，在车辆1的行驶速度为包含零的小于规定的第二车速，以及第二车速以上时，产生驱动力。规定的第二车速能够设定为与第一车速相同的车速，也能设定为与第一车速不同的车速。另外，在本实施方式中，在电动机行驶模式中需求驱动力的情况下，主驱动电机16始终产生驱动力。
接着，在图11的时刻t10，当车辆1向恒定速度行驶转移(油门踏板的操作成为小于规定量)时，在流程图中，成为反复执行步骤S1→S2→S6→S7→S9的处理。在步骤S9中，副驱动电机20的驱动被停止(成为不产生转矩)，仅通过主驱动电机16来驱动车辆1。这样，不论是在车辆1在规定车速以上行驶的状态下，还是在不进行规定量以上的加速的状态下，都仅通过主驱动电机16来驱动车辆1。
另外，由于电容器22的电压因时刻t9～t10之间的副驱动电机20的驱动而降低到规定值以下，因此在时刻t10控制装置24向高压DC/DC转换器26a发送信号，从而进行向电容器22的充电。即，高压DC/DC转换器26a将电池18所积蓄的电荷升压而进行向电容器22充电。由此，在图11的时刻t10～t11中，从电池18放出用于驱动主驱动电机16的电流及用于向电容器22充电的电流。此外，在通过副驱动电机20再生了大量电力，从而电容器22的电压上升到规定值以上的情况下，控制装置24向高压DC/DC转换器26a发送信号，从而将电容器22的电压降压而进行向电池18的充电。这样，通过副驱动电机20再生的电力被副驱动电机20消耗，或者暂时积蓄于电容器22后，经由高压DC/DC转换器26a向电池18充电。
在图11的时刻t11，当车辆1减速(制动踏板被操作)时，在流程图中，反复执行步骤S1→S2→S6→S10的处理。在步骤S10中，由主驱动电机16及副驱动电机20这两方将车辆1的动能作为电力再生。通过主驱动电机16再生的电力向电池18积蓄，通过副驱动电机20再生的电力积蓄于电容器22。这样，当在规定车速以上操作制动踏板时，由主驱动电机16及副驱动电机20这两方进行电力的再生，并将电荷积蓄于电池18及电容器22。
接着，在图11的时刻t12，由驾驶者对模式选择开关40(图5)进行操作，车辆1从电动机行驶模式切换到内燃机行驶模式，并且油门踏板(未图示)被踩下。当车辆1切换为内燃机行驶模式时，控制装置24中的
首先，在步骤S11中，判断车辆1是否停车，在没有停车的情况下(行驶中的情况)，在步骤S12中，判断车辆1是否在减速中(制动踏板(未图示)是否被操作)。在图11的时刻t12，车辆1处于行驶中，且驾驶者操作了油门踏板，因此，图10的流程图中的处理向步骤S13转移。
在步骤S13中，开始向发动机12供给燃料，从而发动机12开始产生转矩。即，在本实施方式中，由于发动机12的输出轴(未图示)与主驱动电机16的输出轴(未图示)直接连结，因此发动机12的输出轴始终与主驱动电机16的驱动一起旋转。但是，在电动机行驶模式中，由于不进行向发动机12的燃料供给，因此发动机12不产生转矩，而在内燃机行驶模式中，通过开始燃料供给(通过燃料喷射阀58喷射燃料及通过火花塞60点火)，从而发动机12开始产生转矩。
另外，在刚从电动机行驶模式切换到内燃机行驶模式后，控制装置24使主驱动电机16产生发动机起动用的转矩(图11的时刻t12～t13)。在向发动机12的燃料供给开始之后，到发动机12实际开始产生转矩为止的期间，产生该发动机启动用的转矩，使车辆1行驶，并且用于抑制发动机12产生转矩前后的转矩不均。另外，在本实施方式中，在切换到内燃机行驶模式的时刻下的发动机12的转速小于规定转速的情况下，不开始向发动机12的燃料供给，并且在通过发动机启动用的转矩使发动机12成为规定转速以上的时刻开始燃料供给。在本实施方式中，在通过发动机转速传感器48检测到发动机12的转速上升到2000rpm以上时，开始燃料供给。
在发动机12起动之后，车辆1加速或恒定速度行驶的期间，在图10的流程图中，反复执行步骤S1→S11→S12→S13的处理(图11的时刻t13～t14)。这样，在内燃机行驶模式中，仅从发动机12输出用于驱动车辆1的动力，主驱动电机16及副驱动电机20不输出用于驱动车辆1的动力。因此，驾驶者能够享受由内燃机驱动的车辆1的驾驶感觉。
接着，在图11的时刻t14，当驾驶者操作制动踏板(未图示)时，图10的流程图中的处理从步骤S12向步骤S14转移。在步骤S14中，向发动机12的燃料供给停止，从而抑制了燃料的消耗。进而，在步骤S15中，通过主驱动电机16及副驱动电机20，使车辆1的动能作为电能再生，从而使充电电流分别流向电池18及电容器22。这样，在车辆1的减速中，反复执行步骤S1→S11→S12→S14→S15的处理(图11的时刻t14～t15)。
此外，在内燃机行驶模式中的车辆1的减速中，在作为多级变速器的变速器14c的切换时(变速时)，控制装置24驱动副驱动电机20而执行降档转矩调整。通过该转矩调整而产生的转矩补足了瞬时转矩损失等，且不对应于驱动车辆1的转矩。在之后对转矩调整进行详细描述。
另一方面，在图11的时刻t15，当车辆1停止时，图10的流程图中的处理从步骤S11向步骤S16转移。在步骤S16中，控制装置24供给用于维持发动机12的空转所需的最小限度的燃料。另外，控制装置24为了能够维持发动机12以低转速空转，而通过主驱动电机16产生辅助转矩。这样，在车辆1的停车中，反复执行步骤S1→S11→S16的处理(图11的时刻t15～t16)。
在本实施方式中，虽然发动机12是无飞轮发动机，但是主驱动电机16所产生的辅助转矩作为模拟飞轮而作用，从而发动机12能够以低转速维持平稳地空转。另外，通过采用无飞轮发动机，在内燃机行驶模式的行驶中，能够得到发动机12的高响应性，从而能够享受优良感觉的驾驶。
另外，当在内燃机行驶模式中车辆1从停车的状态起步时，控制装置24向主驱动电机16发送信号，从而使主驱动电机16的转速(＝发动机12的转速)上升到规定转速。在发动机转速上升到规定转速之后，控制装置24向发动机12供给发动机驱动用的燃料，从而通过发动机12产生驱动，而通过内燃机行驶模式进行行驶。
接着，参照图12，对变速器14c的切换时(变速时)的转矩调整进行说明。
图12是示意性地表示在使变速器14c降档或升档的情况下，作用于车辆的加速度的变化的图，从上段起依次分别表示，降档转矩下降、降档转矩辅助、升档转矩辅助的一例。
本发明的第一实施方式中的混合动力驱动装置10构成为，在内燃机行驶模式中，在设定为自动变速模式的情况下，控制装置24根据车速、发动机转速自动地切换离合器14b及作为自动变速器的变速器14c。如图12的上段所示，在减速时负的加速度作用于车辆1的状态下，在进行变速器14c的降档(向低速侧变速)时(图12的时刻t101)，控制装置24分离离合器14b，从而发动机12的输出轴与主驱动轮(后轮2a)分离。这样，当发动机12从主驱动轮离开时，发动机12的旋转阻力不作用于主驱动轮，因此，如图12上段的虚线所示，作用于车辆1的加速度瞬时向正侧变化。接着，控制装置24向变速器14c发送控制信号，从而切换内置的油压电磁阀62(图5)，提高变速器14c的减速比。进而，当在降档结束时的时刻t102，控制装置24将离合器14b连接时，加速度再次向负侧变化。一般地，从降档开始到结束为止的期间(时刻t101～t102)是300～1000msec，但是，由于作用于车辆的转矩瞬时变化的所谓转矩冲击，会给乘员带来空走感、不快感。
在本实施方式的混合动力驱动装置10中，控制装置24在降档时向副驱动电机20发送控制信号来进行转矩调整，从而抑制车辆1的空走感。具体而言，在控制装置24向离合器14b及变速器14c发送信号而进行降档时，控制装置24读取通过自动变速器输入旋转传感器50及自动变速器输出旋转传感器52(图5)分别检测的变速器14c的输入轴及输出轴的转速。进而，基于读取的输入轴及输出轴的转速，对车辆1产生的加速度的变化进行预测，并使副驱动电机20执行能量的再生。由此，如图12上段的实线所示，抑制了由转矩冲击引起的车辆1的加速度的瞬时上升(向正侧的变化)，从而能够抑制空走感。另外，在本实施方式中，通过副驱动电机20以副驱动轮(前轮2b)来补足伴随降档的主驱动轮(后轮2a)中的转矩冲击。因此，能够不受动力传递机构14的动特性的影响而进行转矩调整，该动力传递机构14从发动机12向主驱动轮传递动力。
另外，如图12中段的虚线所示，在加速时正的加速度作用于车辆1的状态下，当在时刻t103开始降档时，发动机12的输出轴与主驱动轮(后轮2a)分离。由此，发动机12的驱动转矩不作用于后轮2a，从而产生转矩冲击，因此，在到时刻t104降档结束为止的期间可能给乘员带来失速感。即，车辆1的加速度在降档开始的时刻t103瞬时向负侧变化，并且加速度在降档结束的时刻t104向正侧变化。
在本实施方式的混合动力驱动装置10中，在控制装置24进行降档时，基于自动变速器输入旋转传感器50及自动变速器输出旋转传感器52的检测信号，对车辆1所产生的加速度的变化进行预测，并使副驱动电机20产生驱动力。由此，如图12中段的实线所示，抑制了因转矩冲击而引起的车辆1的加速度的瞬时下降(向负侧的变化)，从而抑制了失速感。
进而，如图12下段的虚线所示，在加速时正的加速度作用于车辆1的状态(正的加速度随着时间而降低)下，当在时刻t105开始升档时，发动机12的输出轴与主驱动轮(后轮2a)分离。由此，发动机12的驱动转矩不作用于后轮2a，从而产生转矩冲击，因此，在到时刻t106升档结束为止的期间可能给乘员带来失速感。即，车辆1的加速度在升档开始的时刻t105瞬时向负侧变化，并且加速度在升档结束的时刻t106向正侧变化。
在本实施方式中，在控制装置24进行升档时，基于自动变速器输入旋转传感器50及自动变速器输出旋转传感器52的检测信号，对车辆1所产生的加速度的变化进行预测，并使副驱动电机20产生驱动力。由此，如图12下段的实线所示，抑制了因转矩冲击而引起的车辆1的加速度的瞬时下降(向负侧的变化)，从而抑制了失速感。
如上所述，变速器14c的降档或升档时的基于副驱动电机20的驱动转矩的调整是在极短的时间进行的，实质上不对车辆1进行驱动。因此，副驱动电机20所产生的动力能够通过由副驱动电机20再生并积蓄于电容器22的电荷来产生。另外，基于副驱动电机20的驱动转矩的调整能够应用于带转矩转换器的自动变速器、无转矩转换器的自动变速器、自动化的手动变速器等。
根据本发明的第一实施方式的混合动力驱动装置10，由于在作为车身侧电机的主驱动电机16施加有电池18的电压，因此不要求使电力供给系统电绝缘的绝缘部件具有高绝缘性，从而能够使电力供给系统轻量化，该电力供给系统使从48V的低电压的电池18向主驱动电机16供给电力。另外，由于以低电压驱动主驱动电机16，因此虽然仅通过主驱动电机16难以获得高输出，但是通过具备作为副驱动电机20的轮内电机，能够弥补输出不足。
进而，在以低电压驱动副驱动电机20的情况下，由于驱动电流变大，因此用于从车身侧向设置于前轮2b的轮内电机供给电力的线束22b(图4)变粗，从而难以确保可挠性、耐久性。根据本实施方式的混合动力驱动装置10，由于在副驱动电机20施加有串联地连接的电池18及电容器22的电压(图6)，因此能够以比主驱动电机16高的电压来驱动副驱动电机20。由此，线束不会变得过粗，从而能够使用轮内电机来有效地驱动车辆。
另外，根据本实施方式的混合动力驱动装置10，由于电容器22的最大的端子间电压是72V，是设定为比作为电池18的端子间电压的48V高的电压(图7)，因此能够以比主驱动电机16足够高的电压来驱动副驱动电机20。其结果是，能够抑制作为轮内电机的副驱动电机20的驱动电流，从而能够充分地减少向轮内电机供给电力的线束22b的负担。
进而，在本实施方式的混合动力驱动装置10中，主驱动电机16消耗电池18所积蓄的电力，副驱动电机20消耗电池18及电容器22所积蓄的电力(图6)。因此，根据主驱动电机16与副驱动电机20的驱动状況不同，电池18及电容器22各自积蓄的电力可能变得不平衡。根据本实施方式的混合动力驱动装置10，由于具备作为第一电压转换器的高压DC/DC转换器26a(图6)，该高压DC/DC转换器26a使电池18所积蓄的电力向电容器22充电，或使电容器22所积蓄的电力向电池18充电，因此能够调整电池18与电容器22的蓄电量，从而能够有效地灵活使用两者所积蓄的电力。
另外，根据本实施方式的混合动力驱动装置10，由于作为第二电压转换器的低压DC/DC转换器26b将电池18的电压降压而向电装部件25供给电力(图6)，因此能够将用于驱动主驱动电机16的电池18兼用于车辆所具备的电装部件25，从而能够使车辆1轻量化。
进而，在本实施方式的混合动力驱动装置10中，作为轮内电机的副驱动电机20在高旋转区域被使用(图11的时刻t9～t10)，并且在低旋转区域中不要求大的转矩。因此，通过作为轮内电机采用感应电动机，能够轻量地构成能够在所需的旋转区域产生足够的转矩的电动机。
另外，根据本实施方式的混合动力驱动装置10，由于通过作为轮内电机的副驱动电机20不经由减速机构而直接驱动车轮(图9)，因此能够省略重量极大的减速机构，并且能够避免因减速机构的旋转阻力导致的输出损失。
进而，在本实施方式的混合动力驱动装置10中，在起步、低速行驶等要求低转速区域中的输出的行驶中不使用作为轮内电机的副驱动电机20，在高速行驶等在高转速区域中要求输出的行驶中使用轮内电机(图11)。根据本实施方式的混合动力驱动装置10，由于轮内电机构成为，在比零大的规定的转速以上的高转速区域中产生最高输出，因此能够使用小型的轮内电机，并有效地驱动车辆(图8)。
另外，在本实施方式的混合动力驱动装置10中，采用永磁电动机作为主驱动电机16，该永磁电动机的起动转矩较大，且在低旋转区域能够获得大的输出。根据本实施方式的混合动力驱动装置10，由于在低旋转区域中需要大的转矩的起步、低速行驶时使用主驱动电机16的驱动力，因此能够轻量地构成能够在所需的旋转区域产生足够的转矩的电动机。
以上，对本发明的第一实施方式的车辆驱动装置进行了说明。虽然在上述的第一实施方式中，将本发明的车辆驱动装置应用于FR车，但是，能够将本发明应用于在车辆的前方部分配置发动机及/或主驱动电机并以前轮为主驱动轮的所谓FF车、在车辆的后方部分配置发动机及/或主驱动电机并以后轮为主驱动轮的所谓RR车等各种形式的车辆。
在将本发明应用于FF车的情况下，例如，如图13所示，能够布局为，在车辆101的前方部分配置有发动机12、主驱动电机16以及变速器14c，且作为主驱动轮驱动前轮102a。另外，能够将副驱动电机20作为轮内电机，并配置于作为副驱动轮的左右的后轮102b。这样，能够将本发明构成为，通过作为车身侧电机的主驱动电机16驱动作为主驱动轮的前轮102a，并通过作为轮内电机的副驱动电机20驱动作为副驱动轮的后轮102b。在该布局中，主驱动电机16能够通过由经由逆变器16a供给的电池18所积蓄的电力来驱动。另外，能够将使电容器22、作为电压转换器的高压DC/DC转换器26a及低压DC/DC转换器26b以及两个逆变器20a单元化的统合单元配置于车辆101的后部。进而，副驱动电机20能够通过经由逆变器20a供给的串联地配置的电池18及电容器22所积蓄的电力来驱动。
另外，在将本发明应用于FF车的情况下，例如，如图14所示，能够布局为，在车辆201的前方部分配置发动机12、主驱动电机16以及变速器14c，且作为主驱动轮驱动前轮202a。另外，能够将副驱动电机20作为轮内电机，并配置于作为主驱动轮的左右的前轮202a。这样，能够将本发明构成为，通过作为车身侧电机的主驱动电机16驱动作为主驱动轮的前轮202a，还通过作为轮内电机的副驱动电机20驱动作为主驱动轮的前轮202a。在该布局中，主驱动电机16能够通过经由逆变器16a供给的电池18所积蓄的电力来驱动。另外，能够将使电容器22、作为电压转换器的高压DC/DC转换器26a及低压DC/DC转换器26b以及两个逆变器20a单元化的统合单元配置于车辆201的后部配置。进而，副驱动电机20能够通过经由逆变器20a供给的串联地配置的电池18及电容器22所积蓄的电力来驱动。
另一方面，在将本发明应用于FR车的情况下，例如，如图15所示，能够布局为，在车辆301的前方部分配置发动机12、主驱动电机16，经由传动轴14a将动力导向车辆301的后部，并且作为主驱动轮驱动后轮302b。后轮302b通过由传动轴14a导向后部的动力，经由离合器14b及作为多级变速器的变速器14c而被驱动。另外，能够将副驱动电机20作为轮内电机，并配置于作为主驱动轮的左右的后轮302b。这样，能够将本发明构成为，通过作为车身侧电机的主驱动电机16驱动作为主驱动轮的后轮302b，并还通过作为轮内电机的副驱动电机20驱动作为主驱动轮的后轮302b。在该布局中，主驱动电机16能够通过经由逆变器16a供给的电池18所积蓄的电力来驱动。另外，能够将使电容器22、作为电压转换器的高压DC/DC转换器26a及低压DC/DC转换器26b以及两个逆变器20a单元化的统合单元配置于车辆301的前部。进而，副驱动电机20能够通过经由逆变器20a供给的串联地配置的电池18及电容器22所积蓄的电力来驱动。
以上，对本发明的优选实施方式进行了说明，但是，能够对上述的实施方式施加各种变更。特别是，在上述的实施方式中，将本发明应用于具备发动机及电动机的混合动力驱动装置，但是，也能够将本发明应用于不具备发动机，而仅通过电动机来驱动车辆的车辆驱动装置。
符号说明
1 车辆
2a 后轮(主驱动轮)
2b 前轮(副驱动轮)
4a 副框架
4b 前侧框架
4c 前围板
4d 传动轴通道
6a 发动机支架
6b 电容器用支架
8a 上臂
8b 下臂
8c 弹簧
8d 减振器
10 混合动力驱动装置(车辆驱动装置)
12 发动机(内燃机)
14 动力传递机构
14a 传动轴
14b 离合器
14c 变速器(多级变速器、自动变速器)
14d 扭力管
16 主驱动电机(主驱动电动机、车身侧电机)
16a 逆变器
18 电池(蓄电器)
20 副驱动电机(副驱动电动机、轮内电机)
20a 逆变器
22 电容器
22a 支架
22b 线束
24 控制装置(控制器)
25 电装部件
26a 高压DC/DC转换器(第一电压转换器)
26b 低压DC/DC转换器(第二电压转换器)
28 定子
28a 定子底座
28b 定子轴
28c 定子线圈
30 转子
30a 转子本体
30b 转子线圈
32 电绝缘液室
32a 电绝缘液
34 轴承
40 模式选择开关
42 车速传感器
44 油门开度传感器
46 制动传感器
48 发动机旋转数传感器
50 自动变速器输入旋转传感器
52 自动变速器输出旋转传感器
54 电压传感器
56 电流传感器
58 燃料喷射阀
60 火花塞
62 油压电磁阀
101 车辆
102a 前轮(主驱动轮)
102b 后轮(副驱动轮)
201 车辆
202a 前轮(主驱动轮)
301 车辆
302b 后轮(主驱动轮)

Claims (8)

1.一种车辆驱动装置，使用轮内电机对车辆进行驱动，该车辆驱动装置的特征在于，具有：
轮内电机，该轮内电机设置于所述车辆的车轮，并对所述车轮进行驱动；
车身侧电机，该车身侧电机设置于所述车辆的车身，并对所述车辆的车轮进行驱动；
电池；以及
电容器，
在所述车身侧电机施加有所述电池的电压，并且在所述轮内电机施加有串联地连接的所述电池及所述电容器的电压。
2.根据权利要求1所述的车辆驱动装置，其特征在于，
所述电容器的最大的端子间电压被设定为比所述电池的端子间电压高的电压。
3.根据权利要求1或2所述的车辆驱动装置，其特征在于，
还具有第一电压转换器，该第一电压转换器连接于所述电容器与所述电池之间，
该第一电压转换器构成为进行如下至少一方的工作，
将所述电池的电压升压，从而使所述电池所积蓄的电力向所述电容器充电，
将所述电容器的电压降压，从而使所述电容器所积蓄的电力向所述电池充电。
4.根据权利要求1至3中任一项所述的车辆驱动装置，其特征在于，
还具有第二电压转换器，该第二电压转换器连接于所述电池与所述车辆所具备的电装部件之间，该第二电压转换器将所述电池的电压降压，从而向所述电装部件供给电力。
5.根据权利要求1至4中任一项所述的车辆驱动装置，其特征在于，
所述轮内电机是感应电动机。
6.根据权利要求1至5中任一项所述的车辆驱动装置，其特征在于，
所述轮内电机不经由减速机构而直接驱动设置有所述轮内电机的车轮。
7.根据权利要求1至6中任一项所述的车辆驱动装置，其特征在于，
所述轮内电机构成为，在比零大的规定的转速以上的高转速区域中产生最高输出。
8.根据权利要求1至7中任一项所述的车辆驱动装置，其特征在于，
所述车身侧电机是永磁电动机。
CN201980019078.9A 2018-03-20 2019-03-19 车辆驱动装置 Active CN111867870B (zh)

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