JP2008230531A - Cable cooling device and vehicle drive system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a device mounted on a vehicle driven by a motor generator and cooling a cable for transmitting electric power given/received between an electric power circuit and the motor generator, and a vehicle drive system provided with such a device. <P>SOLUTION: The vehicle is provided with the motor generator for giving/receiving torque between a wheel and itself; the electric power circuit for giving/receiving the electric power between the motor generator and it; the cable for transmitting the electric power given/received between the motor generator and the electric power circuit; and a shaft for transmitting torque of the motor generator to the wheel and transmitting the torque of the wheel to the motor generator. The cable cooling device is provided with an air blower mounted on such a vehicle, driven by torque of the shaft and feeding air to the cable. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a cable cooling device that cools a cable that transmits power transmitted and received between a motor generator for driving a vehicle and a power circuit, and a vehicle drive system that includes means for cooling such a cable.

  A vehicle driven by a motor generator is widely used. In general, such a vehicle includes a power circuit that supplies power to the motor generator and collects the power generated by the motor generator, a cable that transmits power exchanged between the power circuit and the motor generator, and the like.

Japanese Patent Laid-Open No. 9-188144 JP 2004-122916 A JP 2004-148984 A JP 2003-191756 A

  When such a vehicle is accelerated rapidly, a large amount of power is supplied from the power circuit to the motor generator. As a result, a large current flows through the cable and the cable may generate heat. Further, when towing a failed vehicle, torque is transmitted from the wheels to the motor generator, and the motor generator generates power. At this time, a large current flows through the cable due to a failure of the power circuit, and the cable may generate heat. If the cable generates heat, its life may be shortened.

  The present invention has been made for such a problem. That is, a device for cooling a cable that is mounted on a vehicle driven by a motor generator and that transmits electric power exchanged between a power circuit and the motor generator, and a vehicle drive system including such a device are provided. The purpose is to do.

  A cable cooling device according to the present invention is exchanged between a motor generator that exchanges torque with wheels, a power circuit that exchanges power with the motor generator, and the motor generator and the power circuit. A power transmission cable, a shaft for transmitting torque of the motor generator to the wheel, and a shaft for transmitting torque of the wheel to the motor generator, and is driven by the torque of the shaft, A blower for sending air to the cable is provided.

  In the cable cooling device according to the present invention, the control unit that controls the state of the blower, and the state in which the torque of the shaft is transmitted to the blower by the control of the control unit, or the torque of the shaft It is preferable to include a blower drive unit that is set in a state in which it is not transmitted to the blower.

  Further, the present invention provides a motor generator for driving a vehicle, a power circuit for transmitting and receiving power between the motor generator, a cable for transmitting power transferred between the motor generator and the power circuit, A shaft for transmitting torque of the motor generator to the wheels of the vehicle and transmitting the torque of the wheels to the motor generator, driven by the torque of the shaft, and supplying air to the cable A blower to be sent.

  In the vehicle drive system according to the present invention, a control unit that controls the state of the blower, and a state in which the torque of the shaft is transmitted to the blower by the control of the control unit, or the torque of the shaft It is preferable to include a blower drive unit that is set in a state in which it is not transmitted to the blower.

  The cable cooling device according to the present invention includes a motor generator that transmits and receives torque to and from a wheel, a power circuit that transmits and receives power to and from the motor generator, and the motor generator and the power circuit. And a blower which is mounted on a vehicle including a cable for transmitting and receiving electric power, is driven by electric power acquired from the cable, and sends air to the cable.

  In the cable cooling device according to the present invention, a control unit that controls the state of the blower, and a state in which power is supplied from the cable to the blower by the control of the control unit, or the cable from the cable And a switch that is set to a state in which power is not supplied to the blower.

  The present invention also includes a motor generator that drives a vehicle, a power circuit that transmits and receives power between the motor generator, and a cable that transmits power transmitted and received between the motor generator and the power circuit. A vehicle drive system comprising: a blower driven by electric power acquired from the cable and sending air to the cable.

  In the vehicle drive system according to the present invention, a control unit that controls the state of the blower, and a state in which power is supplied from the cable to the blower by the control of the control unit, or the cable from the cable And a switch that is set to a state in which power is not supplied to the blower.

  ADVANTAGE OF THE INVENTION According to this invention, in the vehicle driven by a motor generator, the cable which transmits the electric power transmitted / received between an electric power circuit and a motor generator can be cooled.

  FIG. 1 shows a vehicle drive system 100 according to a first embodiment of the present invention. The power adjustment circuit 10 adjusts the voltage output from the battery 14 based on the control of the control unit 12, converts it into a three-phase AC voltage, and outputs it to the cables u 1, v 1, and w 1. First motor generator 16 generates torque based on the three-phase AC voltage applied via cables u1, v1, and w1, and rotates. The first motor generator 16 applies the generated torque to the torque transmission unit 22.

  The first motor generator 16 generates power based on the torque acquired from the torque transmission unit 22, and outputs the three-phase AC voltage generated thereby to the cables u1, v1, and w1. The power adjustment circuit 10 converts the three-phase AC voltage applied through the cables u1, v1, and w1 into a DC voltage, adjusts the DC voltage based on the control of the control unit 12, and applies the DC voltage to the battery 14. . The battery 14 is charged by the applied voltage.

  The configurations and functions of second motor generator 18 and cables u2, v2, and w2 are the same as those of first motor generator 16 and cables u1, v1, and w1, respectively.

  The engine 20 generates torque based on the control of the control unit 12 and applies the generated torque to the torque transmission unit 22. Further, the rotation state is controlled by the control of the control unit 12 and the torque acquired from the torque transmission unit 22.

  The torque transmission unit 22 is responsible for transferring torque between the first motor generator 16, the second motor generator 18, the engine 20, and the shaft 24. The torque transmission unit 22 can be configured with a planetary gear.

  The shaft 24 transmits the torque applied from the torque transmission unit 22 to the wheels 26, and transmits the torque applied from the wheels 26 to the torque transmission unit 22.

  The operation unit 28 includes an ignition key, an accelerator pedal, a brake pedal, and the like. The operation unit 28 outputs operation information for controlling the traveling state of the vehicle to the control unit 12.

  The fan 32 is provided at a position where air can be sent to the cables u2, v2, and w2. The fan 32 acquires torque from the fan drive unit 30 and rotates to send air to the cables u2, v2, and w2.

  The fan drive unit 30 is in an ignition off state in which the vehicle is not driven and the vehicle is not supplied with power supply power to the control unit 12 (while the power supply power is supplied to the control unit 12 as an ignition on state). In this case, the torque is transmitted from the shaft 24 to the fan 32. As a result, when the wheel 26 is rotated by towing the vehicle or the like, torque is applied from the wheel 26 to the fan 32 via the shaft 24 and the fan drive unit 30, and the fan 32 rotates.

  Further, when fan stop information indicating that the fan 32 is to be stopped is output from the control unit 12, the fan drive unit 30 is in a state where torque is not transmitted from the shaft 24 to the fan 32. As a result, the fan 32 stops.

  Further, when fan drive information indicating that the fan 32 is to be driven is output from the control unit 12, the fan drive unit 30 is in a state of transmitting torque from the shaft 24 to the fan 32. As a result, the fan 32 acquires torque from the shaft 24 via the fan drive unit 30 and rotates.

  As the fan 32 rotates, air is sent to the cables u2, v2, and w2, and the cables u2, v2, and w2 are cooled.

  As the fan drive unit 30, a clutch mechanism including a pair of clutch plates, a shaft that acquires torque from the shaft 24, and a shaft that transmits torque to the fan 32 can be applied. One clutch plate is attached to a shaft that acquires torque from the shaft 24, and the other clutch plate is attached to a shaft that transmits torque to the fan 32. The pair of clutch plates come into contact with each other when the fan drive information is output from the control unit 12, and are isolated from each other when the fan stop information is output from the control unit 12 or when the ignition is off. .

  Next, the operation of the vehicle drive system 100 will be described. When operation information indicating that traveling is started is output from the operation unit 28 to the control unit 12 while the vehicle is stopped, power is supplied to the control unit 12 and the vehicle is in an ignition-on state. The control unit 12 controls the power adjustment circuit 10 so that the second motor generator 18 is in a state of applying torque to the shaft 24 via the torque transmission unit 22. Thereby, the wheel 26 acquires torque from the shaft 24 and rotates, and the vehicle starts to travel.

  When the vehicle reaches a predetermined speed, the control unit 12 controls the power adjustment circuit 10 so that the first motor generator 16 applies torque to the engine 20 via the torque transmission unit 22. Further, the engine 20 is controlled to start by acquiring torque from the first motor generator 16. As a result, the engine 20 starts, the engine 20 applies torque to the shaft 24 via the torque transmission unit 22, and the wheel 26 acquires torque from the shaft 24.

  Further, when operation information indicating that the vehicle is to be braked is output from the operation unit 28 to the control unit 12, the control unit 12 generates power by the second motor generator 18 acquiring torque from the shaft 24, thereby generating power. The power adjustment circuit 10 is controlled so that the collected power is collected in the battery 14. As a result, the wheels 26 receive braking torque from the second motor generator 18 via the shaft 24, and braking of the vehicle is performed.

  Further, in the control unit 12, the engine 20 gives torque to the first motor generator 16 via the torque transmission unit 22 according to the operation information output from the operation unit 28 and the traveling state of the vehicle, and the first motor generator 16 The power adjustment circuit 10 and the engine 20 are controlled so as to generate electric power and collect the electric power generated thereby in the battery 14.

  The power adjustment circuit 10 measures the currents flowing through the cables u2, v2, and w2, and outputs the measurement results to the control unit 12 as measurement currents Iu2, Iv2, and Iw2, respectively. The control unit 12 outputs fan stop information to the fan drive unit 30 when all of the measured currents Iu2, Iv2, and Iw2 are equal to or less than a predetermined threshold Th2. As a result, the fan 32 is stopped. On the other hand, if there is a measurement current Iu2, Iv2, and Iw2 that exceeds the threshold Th2, fan drive information is output to the fan drive unit 30. As a result, the fan 32 rotates, and the fan 32 sends air to the cables u2, v2, and w2. Cables u2, v2, and w2 are cooled by the air sent by fan 32.

  According to such a configuration, when a current exceeding the threshold Th2 flows through the cable u2, v2, or w2 due to sudden acceleration, a steep uphill run, or the like, the fan 32 passes to the cables u2, v2, and w2. Air is sent. Accordingly, it is possible to avoid the cables u2, v2, and w2 from being cooled and adversely affecting the cables u2, v2, and w2.

  Further, when the vehicle is pulled by another vehicle in an ignition-off state due to a failure or the like, torque is applied from the wheel 26 to the second motor generator 18 via the shaft 24 and the torque transmission unit 22. As a result, the second motor generator 18 generates power. At this time, a large current flows through the cables u2, v2, and w2 due to a failure of the power adjustment circuit 10 or the like (a failure that shorts out any two of the cables u2, v2, or w2), which may cause heat generation. .

  Therefore, in the vehicle drive system 100 according to the present embodiment, the fan drive unit 30 is set to a state in which torque is transmitted from the shaft 24 to the fan 32 in the ignition off state. Thereby, when the vehicle on which the vehicle drive system 100 is mounted is towed by another vehicle, the fan 32 can be driven by the rotation of the wheel 26 by being pulled. Accordingly, even when a current flows through the cables u2, v2, and w2 when the vehicle is towed, the cables u2, v2, and w2 are cooled, and the cables u2, v2, and w2 are adversely affected. You can avoid that. In this case, the greater the speed at which the vehicle is pulled, the greater the rotational speed of the fan 32, and a greater cooling effect can be expected. Furthermore, even if the wind is blocked by the vehicle in front of the vehicle, the reduction of the cooling effect due to the fact that the wind is not sent to the engine room of the vehicle can be avoided.

  Further, in vehicle drive system 100, when the current flowing through cables u2, v2, and w2 is equal to or less than threshold value Th2 in the ignition-on state, fan 32 is in a stopped state. Thereby, when the possibility that the cables u 2, v 2, or w 2 generate heat is low, it is possible to avoid the energy required for driving the vehicle from being consumed by driving the fan 32.

  When the energy necessary for driving the fan 32 is sufficiently smaller than the energy necessary for driving the vehicle, the shaft 24 is used instead of the fan driving unit 30 controlled by the control unit 12. You may employ | adopt the mechanism which always transmits the torque to 32, when is rotating.

  Next, a vehicle drive system 102 according to a second embodiment of the present invention will be described. FIG. 2 shows the configuration of the vehicle drive system 102. The same components as those of the vehicle drive system 100 are denoted by the same reference numerals and description thereof is omitted.

  The normally closed switch circuit 34 is connected to the cables u2, v2, and w2. The fan drive motor 36 is connected to the normally closed switch circuit 34. The fan drive motor 36 rotates the fan 32.

  The normally closed switch circuit 34 is in a state in which power can be supplied to the fan 32 from the cables u2, v2, and w2 when the vehicle is in the ignition off state. As a result, when the wheel 26 is rotated by the towing of the vehicle or the like and the second motor generator 18 generates power, the second motor generator 18 passes through the cables u2, v2, and w2 and the normally closed switch circuit 34. Electric power is supplied to the fan drive motor 36. As a result, the fan drive motor 36 rotates and the fan 32 rotates.

  In addition, when the fan stop information is output from the control unit 12, the normally closed switch circuit 34 does not supply power to the fan 32 from the cables u2, v2, and w2. As a result, the fan drive motor 36 stops and the fan 32 stops.

  Further, when the fan drive information is output from the control unit 12, the normally closed switch circuit 34 is in a state in which power can be supplied to the fan 32 from the cables u2, v2, and w2. As a result, power is supplied to the fan drive motor 36 from the cables u2, v2, and w2 via the normally closed switch circuit 34. As a result, the fan drive motor 36 rotates and the fan 32 rotates.

  As the normally closed switch circuit 34, a switch circuit using a semiconductor element that becomes conductive when the control voltage is zero can be applied.

  According to such a configuration, when a current exceeding the threshold value Th2 flows through the cable u2, v2, or w2 due to sudden acceleration, sudden uphill traveling, etc., the fan drive motor 36 rotates and the fan 32 Rotate. Accordingly, it is possible to avoid the cables u2, v2, and w2 from being cooled and adversely affecting the cables u2, v2, and w2.

  When the vehicle is pulled by another vehicle in the ignition-off state due to a failure or the like, the fan drive motor 36 is rotated by the electric power generated by the second motor generator 18 and the fan 32 is rotated. Accordingly, it is possible to avoid the cables u2, v2, and w2 from being cooled and adversely affecting the cables u2, v2, and w2. In this case, the greater the speed at which the vehicle is pulled, the greater the electric power generated by the second motor generator 18, and the greater the rotational speed of the fan 32, the greater the cooling effect can be expected.

  In the vehicle drive system 102, when the current flowing through the cables u2, v2, and w2 is equal to or less than the threshold Th2 in the ignition-on state, the fan drive motor 36 is stopped and the fan 32 is stopped. Thereby, when the possibility that the cables u 2, v 2, or w 2 generate heat is low, it is possible to avoid the energy required for driving the vehicle from being consumed by driving the fan 32.

  If the energy required to drive the fan 32 is sufficiently smaller than the energy required to drive the vehicle, the normally close switch circuit 34 is not provided and the fan drive motor 36 is connected to the cable u2. , V2, and w2, and when the voltage is applied to the cables u2, v2, and w2, power may be supplied to the fan drive motor 36 from the cables u2, v2, and w2.

  In vehicle drive systems 100 and 102, in the ignition-on state, control unit 12 determines whether to output fan drive information or fan stop information based on the current flowing through cables u2, v2, or w2. In addition to such a configuration, the temperature of the second motor generator 18 can be measured, and either fan drive information or fan stop information can be determined based on the measured temperature. In this case, a temperature sensor (not shown) is attached to the second motor generator 18. The temperature sensor measures the temperature of the second motor generator 18 and outputs the measurement result to the control unit 12 as a measured temperature. The control unit 12 outputs fan stop information when the measured temperature acquired from the temperature sensor is equal to or less than a predetermined threshold Th1. On the other hand, when the measured temperature acquired from the temperature sensor exceeds the threshold Th1, fan drive information is output.

  Further, it may be configured to determine whether to output fan drive information or fan stop information based on whether or not the vehicle is traveling uphill, that is, based on an inclination angle of the vehicle traveling direction with respect to a horizontal plane. it can. In this case, a tilt sensor (not shown) is provided in the vehicle drive system. The tilt sensor measures the tilt angle with respect to the horizontal plane in the traveling direction of the vehicle, and outputs the measurement result to the control unit 12 as the measured tilt angle. The control unit 12 outputs fan stop information when the measured tilt angle acquired from the tilt sensor is equal to or smaller than a predetermined threshold ThA. On the other hand, when the measured temperature acquired from the tilt sensor exceeds the threshold ThA, fan drive information is output.

  The configuration for cooling the cables u2, v2, and w2 has been described above. A configuration for cooling the cables u1, v1, and w1 can be realized by a configuration similar to the configuration for cooling the cables u2, v2, and w2. In this case, the fan 32 is provided at a position where air can be sent to the cables u1, v1, and w1. The power adjustment circuit 10 measures the currents flowing through the cables u1, v1, and w1, and outputs the measurement results to the control unit 12 as measurement currents Iu1, Iv1, and Iw1, respectively.

  The control unit 12 outputs fan stop information when all of the measured currents Iu1, Iv1, and Iw1 are equal to or less than a predetermined threshold Th1. On the other hand, when there is a measurement current Iu1, Iv1, and Iw1 that exceeds the threshold Th1, fan drive information is output.

  Similarly to the configuration in which the cables u2, v2, and w2 are cooled, the control unit 12 determines whether or not the fan drive information or the fan stop information is based on the temperature of the first motor generator 16 and the inclination angle with respect to the horizontal plane in the vehicle traveling direction. It can be set as the structure which determines which is output.

It is a figure showing the vehicle drive system concerning a 1st embodiment. It is a figure which shows the vehicle drive system which concerns on 2nd Embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Power adjustment circuit, 12 Control part, 14 Battery, 16 1st motor generator, 18 2nd motor generator, 20 Engine, 22 Torque transmission part, 24 Shaft, 26 Wheel, 28 Operation part, 30 Fan drive part, 32 Fan, 34 normally closed switch circuit, 36 fan drive motor, 100, 102 vehicle drive system, u1, v1, w1, u2, v2, w2 cable.

Claims (8)

A motor generator for transferring torque to and from the wheels;
A power circuit that transfers power to and from the motor generator;
A cable for transmitting power exchanged between the motor generator and the power circuit;
A shaft for transmitting the torque of the motor generator to the wheel, and a shaft for transmitting the torque of the wheel to the motor generator;
Mounted on a vehicle equipped with
A cable cooling device comprising a blower driven by torque of the shaft and sending air to the cable. The cable cooling device according to claim 1,
A control unit for controlling the state of the blower;
A blower drive unit that is set to a state in which the torque of the shaft is transmitted to the blower or a state in which the torque of the shaft is not transmitted to the blower by the control of the control unit,
A cable cooling device comprising: A motor generator for driving the vehicle;
A power circuit that transfers power to and from the motor generator;
A cable for transmitting power exchanged between the motor generator and the power circuit;
A shaft for transmitting the torque of the motor generator to the wheels of the vehicle, and transmitting the torque of the wheels to the motor generator;
A vehicle drive system comprising:
A blower driven by the torque of the shaft and sending air to the cable;
A vehicle drive system comprising: The vehicle drive system according to claim 3,
A control unit for controlling the state of the blower;
A blower drive unit that is set to a state in which the torque of the shaft is transmitted to the blower or a state in which the torque of the shaft is not transmitted to the blower by the control of the control unit,
A vehicle drive system comprising: A motor generator for transferring torque to and from the wheels;
A power circuit that transfers power to and from the motor generator;
A cable for transmitting power exchanged between the motor generator and the power circuit;
Mounted on a vehicle equipped with
A blower driven by power acquired from the cable and sending air to the cable;
A cable cooling device comprising: The cable cooling device according to claim 5,
A control unit for controlling the state of the blower;
A switch that is set to a state in which power is supplied from the cable to the blower, or a state in which power is not supplied from the cable to the blower, under the control of the control unit,
A cable cooling device comprising: A motor generator for driving the vehicle;
A power circuit that transfers power to and from the motor generator;
A cable for transmitting power exchanged between the motor generator and the power circuit;
A vehicle drive system comprising:
A blower driven by power acquired from the cable and sending air to the cable;
A vehicle drive system comprising: The vehicle drive system according to claim 7,
A control unit for controlling the state of the blower;
A switch that is set to a state in which power is supplied from the cable to the blower, or a state in which power is not supplied from the cable to the blower, under the control of the control unit,
A vehicle drive system comprising:

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