JP2013203113A - 車両駆動機構 - Google Patents

車両駆動機構 Download PDF

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Publication number
JP2013203113A
JP2013203113A JP2012071378A JP2012071378A JP2013203113A JP 2013203113 A JP2013203113 A JP 2013203113A JP 2012071378 A JP2012071378 A JP 2012071378A JP 2012071378 A JP2012071378 A JP 2012071378A JP 2013203113 A JP2013203113 A JP 2013203113A
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Japan
Prior art keywords
rotor
power
engine
stator
vehicle
Prior art date
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Withdrawn
Application number
JP2012071378A
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English (en)
Inventor
Koji Yoshihara
康二 吉原
Shohei Matsumoto
祥平 松本
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Toyota Industries Corp
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Toyota Industries Corp
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Publication date
Application filed by Toyota Industries Corp filed Critical Toyota Industries Corp
Priority to JP2012071378A priority Critical patent/JP2013203113A/ja
Priority to PCT/JP2013/058309 priority patent/WO2013146591A1/ja
Priority to EP13769615.9A priority patent/EP2832615A1/en
Priority to CN201380014366.8A priority patent/CN104185585A/zh
Priority to US14/388,517 priority patent/US20150057864A1/en
Publication of JP2013203113A publication Critical patent/JP2013203113A/ja
Withdrawn legal-status Critical Current

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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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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    • 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
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/448—Electrical distribution type
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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
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    • 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
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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
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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
    • 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
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    • Y02T10/00—Road transport of goods or passengers
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Abstract

【課題】エンジンを停止してモータのみによって車両を走行させる際に、動力損失やエンジンの劣化を防止しながら、モータによって発生可能なトルクを十分に有効利用することのできるハイブリッド自動車の車両駆動機構を提供する。
【解決手段】車両駆動機構１００は、ガソリン燃料を内部で燃焼させて動力を発生させるエンジン１０と、三相交流電力によって動作する二重ロータ型モータ２０とを動力源として備えている。コントロールユニット６０は、エンジン１０を停止させて二重ロータ型モータ２０によって車両を走行させる際には、第１、第２インバータ３１，３２によって第１ロータ２１と第２ロータ２２との間およびステータ２３と第２ロータ２２との間に第１，第２の電動トルクをそれぞれ発生させると共に、ディスクブレーキ５０によって駆動軸１１およびそれと一体的に回転する第１ロータ２１を回転不能に固定する。
【選択図】図１

Description

この発明は、車両駆動機構に係り、特にエンジンおよびモータを動力源として備えるハイブリッド自動車の車両駆動機構に関する。
エンジンおよびモータを動力源として備えるハイブリッド自動車の普及が始まっている。特許文献１の図８には、エンジンおよび二重ロータ型モータを備えるハイブリッド自動車の車両駆動機構が開示されている。ここで開示されている二重ロータ型モータは、エンジンの駆動軸に連結される第１ロータと、第１ロータの径方向外側に配設されて車軸に連結される第２ロータと、第２ロータの径方向外側に配設されてハウジングに固定されるステータとを有している。第１ロータには第１コイルが設けられており、ステータには第２コイルが設けられている。また、第２ロータの内周側には、第１ロータの第１コイルと対向するように第１磁石が設けられており、第２ロータの外周側には、ステータの第２コイルと対向するように第２磁石が設けられている。
上記のような車両駆動機構を搭載したハイブリッド自動車において、エンジンを停止してモータのみによって車両を走行させる際には、インバータによってステータの第２コイルに電力を供給して磁界を形成させ、ステータの第２コイルと第２ロータの第２磁石との間に電動トルクを発生させる。この電動トルクによって第２ロータが回転すると、第２ロータに連結されている車軸が駆動され、車両の走行が行われる。
特開２００５−４７３９６号公報
しかしながら、上記のような構成においては、第１ロータの第１コイルにも電力を供給して第１ロータの第１コイルと第２ロータの第１磁石との間にも電動トルクを発生させ、この電動トルクによって第２ロータの駆動力を増大させようとすると、第２ロータの回転による反力によって第１ロータも回転してしまう。その結果、第１ロータに連結されているエンジンも駆動されて動力損失が発生してしまう。また、第２ロータの回転による反力が微小であり、第１ロータがそれ程大きく回転しない場合であっても、継続するトルク変動によってエンジンのシリンダやピストンリングが偏摩耗して劣化する可能性がある。そのため、特許文献１に開示されている車両駆動機構では、第１ロータと第２ロータとの間に電動トルクを発生させることは避けなければならず、二重ロータ型モータによって発生可能なトルクを十分に有効利用することができない。
この発明はこのような問題を解決するためになされたものであり、エンジンを停止してモータのみによって車両を走行させる際に、動力損失やエンジンの劣化を防止しながら、モータによって発生可能なトルクを十分に有効利用することのできるハイブリッド自動車の車両駆動機構を提供することを目的とする。
上記の課題を解決するために、この発明に係る車両駆動機構は、燃料を燃焼させて動力を発生させる内燃機関（エンジン）と、内燃機関に機械的に連結される第１回転子、第１回転子の径方向外側に配設されると共に車軸に機械的に連結される第２回転子、および第２回転子の径方向外側に配設される固定子を含む回転電機と、回転電機に電力を供給する電力供給手段と、第１回転子を回転不能に固定する固定手段と、電力供給手段および固定手段を制御する制御手段とを備え、制御手段は、内燃機関を停止させて回転電機によって車両を走行させる際には、電力供給手段から回転電機に電力を供給することによって、回転電機における第１回転子と第２回転子との間および固定子と第２回転子との間に第１，第２の電動トルクをそれぞれ発生させると共に、固定手段によって第１回転子を回転不能に固定することを特徴とする。
内燃機関と第１回転子とは駆動軸によって機械的に連結され、固定手段は駆動軸に設けられてもよい。
駆動軸には電力供給手段と回転電機とを電気的に接続する電気接続手段が設けられ、固定手段と電気接続手段とは一体的に設けられてもよい。
この発明に係る車両駆動機構によれば、エンジンを停止してモータのみによって車両を走行させる際に、動力損失やエンジンの劣化を防止しながら、モータによって発生可能なトルクを十分に有効利用することができる。
この発明の実施の形態に係る車両駆動機構の構成を示す図である。 この発明の実施の形態に係る車両駆動機構の変形例におけるスリップリングとディスクブレーキとを一体的に設けた構成を示す図である。 この発明の実施の形態に係る車両駆動機構の変形例における二重ロータモータの各種構造を示す図である。
以下、この発明の実施の形態について添付図面に基づいて説明する。
実施の形態．
この発明の実施の形態に係るハイブリッド自動車の車両駆動機構１００の構成を図１に示す。
車両駆動機構１００は、ガソリン燃料を内部で燃焼させて動力を発生させるエンジン１０と、三相交流電力によって動作する二重ロータ型モータ２０とを動力源として備えている。二重ロータ型モータ２０は、エンジン１０の駆動軸１１に機械的に連結されて当該駆動軸１１と一体的に回転する第１ロータ２１と、第１ロータ２１の径方向外側に配設されてアーム１２およびディファレンシャル１３を介して車軸１４に機械的に連結される第２ロータ２２と、第２ロータ２２の径方向外側に配設されてモータケーシング２４に固定されるステータ２３とを有している。尚、第１ロータ２１は円柱状の形状、第２ロータ２２およびステータ２３は円環状の形状を有しており、図１にはそれらの断面が模式的に示されている。
第１ロータ２１には第１コイル２５が設けられており、ステータ２３には第２コイル２６が設けられている。また、第２ロータ２２の内周側には、第１ロータ２１の第１コイル２５と対向するように第１磁石２７が設けられており、第２ロータ２２の外周側には、ステータ２３の第２コイル２６と対向するように第２磁石２８が設けられている。
また、車両駆動機構１００は、直流電力を充放電可能なバッテリ３０と、バッテリ３０から出力される直流電力を三相交流電力に変換する第１インバータ３１および第２インバータ３２とを備えており、第１インバータ３１および第２インバータ３２は、後述するコントロールユニット６０によって制御される。第１インバータ３１から出力される三相交流電力は、固定ブラシ４１および回転リング４２によって構成されるスリップリング機構４０を介して駆動軸１１に沿って配線される図示しない導電線に伝達され、この導電線を通って第１ロータ２１の第１コイル２５に供給される。一方、第２インバータ３２から出力される三相交流電力は、ステータ２３の第２コイル２６に供給される。
駆動軸１１の途中には、駆動軸１１およびそれと一体的に回転する第１ロータ２１を回転不能に固定するためのディスクブレーキ５０が設けられている。ディスクブレーキ５０は、駆動軸１１に取り付けられる円盤５１と、円盤５１を両側から挟み込む摩擦材５２とから構成されており、第１インバータ３１および第２インバータ３２と同様にコントロールユニット６０によって制御される。
コントロールユニット６０は、第１インバータ３１および第２インバータ３２を制御することによって第１ロータ２１の第１コイル２５およびステータ２３の第２コイル２６への電力供給を制御すると共に、ディスクブレーキ５０を制御することによって駆動軸１１およびそれと一体的に回転する第１ロータ２１の回転状態を制御する。
次に、この実施の形態に係る車両駆動機構１００を搭載したハイブリッド自動車がエンジン１０を停止して二重ロータ型モータ２０のみによって走行する際の動作について説明する。
まず、コントロールユニット６０は、第１インバータ３１および第２インバータを制御することによって第１ロータ２１の第１コイル２５およびステータ２３の第２コイル２６に三相交流電力を供給すると共に、ディスクブレーキ５０を制御することによって駆動軸１１およびそれと一体的に回転する第１ロータ２１を回転不能に固定する。
この際、第１ロータ２１の第１コイル２５と第２ロータ２２の第１磁石２７との間に第１の電動トルクが発生すると共に、ステータ２３の第２コイル２６と第２ロータ２２の第２磁石２８との間にも第２の電動トルクが発生する。これら第１、第２の電動トルクを受けて第２ロータが回転すると、この回転がアーム１２およびディファレンシャル１３を介して車軸１４に伝達され、車両の走行が行われる。
上記において、第１ロータ２１と第２ロータ２２との間に発生する第１の電動トルクによって第２ロータ２２が回転すれば、第１ロータ２１はその反力を受けることになるが、第１ロータ２１と一体的に回転する駆動軸１１はディスクブレーキ５０によって回転不能に固定されているため、第１ロータ２１が回転することはない。そのため、第１ロータ１１と駆動軸１１を介して連結されているエンジン１０が駆動されて動力損失が発生することはなく、また継続するトルク変動によってエンジン１０のシリンダやピストンリングが偏摩耗して劣化することもない。
以上説明したように、この実施の形態に係るハイブリッド自動車の車両駆動機構１００では、エンジン１０を停止して二重ロータ型モータ２０のみによって車両を走行させる際には、第１インバータ３１および第２インバータ３２から二重ロータ型モータ２０に電力を供給することによって、第１ロータ２１と第２ロータ２２との間およびステータ２３と第２ロータ２２との間に第１，第２の電動トルクをそれぞれ発生させると共に、ディスクブレーキ５０によって駆動軸１１およびそれと一体的に回転する第１ロータ２１を回転不能に固定する。これにより、第１ロータ２１と第２ロータ２２との間に発生する第１の電動トルク並びにステータ２３と第２ロータ２２との間に発生する第２の電動トルクを共に第２ロータの回転に利用しながら、第２ロータ２２の回転による反力を受けて第１ロータ２１が回転することが防止される。その結果、動力損失やエンジン１０の劣化を防止しながら、二重ロータ型モータ２０によって発生可能なトルクを十分に有効利用することができる。
その他の実施の形態．
上記の実施の形態において、図２に示されるように、スリップリング機構４０とディスクブレーキ５０とを同一のケーシング７０内に格納して一体的に設けてもよい。これにより、スリップリング機構４０とディスクブレーキ５０とを別個に設ける構成に比べて、全体を小型化することができる。
また、第１インバータ３１、第２インバータ３２、ディスクブレーキ５０は、それぞれ別個のコントロールユニットによって制御してもよい。
また、二重ロータ型モータ２０は、上記実施の形態（図１）において示されたような、径方向内側から第１コイル２５、第１磁石２７、第２磁石２８、第２コイル２６の順に設けられる構造に限定されるものではなく、例えば図３の（ａ）〜（ｃ）に示されるような構造とすることもできる。図３（ａ）では、径方向内側から第１磁石２７ａ、第１コイル２５ａ、第２磁石２８ａ、第２コイル２６ａの順に設けられている。図３（ｂ）では、径方向内側から第１磁石２７ｂ、第１コイル２５ｂ、第２コイル２６ｂ、第２磁石２８ｂの順に設けられている。図３（ｃ）では、径方向内側から第１コイル２５ｃ、第１磁石２７ｃ、第２コイル２６ｃ、第２磁石２８ｃの順に設けられている。
１００ 車両駆動機構、１０ エンジン（内燃機関）、１１ 駆動軸、１４ 車軸、２０ 二重ロータ型モータ（回転電機）、２１ 第１ロータ（第１回転子）、２２ 第２ロータ（第２回転子）、２３ ステータ（固定子）、３１ 第１インバータ（電力供給手段）、３２第２インバータ（電力供給手段）、４０ スリップリング機構（電気接続手段）、５０ ディスクブレーキ（固定手段）、６０ コントロールユニット（制御手段）。

Claims (3)

  1. 燃料を燃焼させて動力を発生させる内燃機関と、
    前記内燃機関に機械的に連結される第１回転子、該第１回転子の径方向外側に配設されると共に車軸に機械的に連結される第２回転子、および該第２回転子の径方向外側に配設される固定子を含む回転電機と、
    前記回転電機に電力を供給する電力供給手段と、
    前記第１回転子を回転不能に固定する固定手段と、
    前記電力供給手段および前記固定手段を制御する制御手段と
    を備え、
    前記制御手段は、前記内燃機関を停止させて前記回転電機によって車両を走行させる際には、前記電力供給手段から前記回転電機に電力を供給することによって、該回転電機における前記第１回転子と前記第２回転子との間および前記固定子と前記第２回転子との間に第１，第２の電動トルクをそれぞれ発生させると共に、前記固定手段によって前記第１回転子を回転不能に固定することを特徴とする、車両駆動機構。
  2. 前記内燃機関と前記第１回転子とは駆動軸によって機械的に連結され、
    前記固定手段は前記駆動軸に設けられることを特徴とする、請求項１に記載の車両駆動機構。
  3. 前記駆動軸には前記電力供給手段と前記回転電機とを電気的に接続する電気接続手段が設けられ、
    前記固定手段と前記電気接続手段とは一体的に設けられることを特徴とする、請求項２に記載の車両駆動機構。
JP2012071378A 2012-03-27 2012-03-27 車両駆動機構 Withdrawn JP2013203113A (ja)

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PCT/JP2013/058309 WO2013146591A1 (ja) 2012-03-27 2013-03-22 車両駆動機構
EP13769615.9A EP2832615A1 (en) 2012-03-27 2013-03-22 Vehicle drive mechanism
CN201380014366.8A CN104185585A (zh) 2012-03-27 2013-03-22 车辆驱动机构
US14/388,517 US20150057864A1 (en) 2012-03-27 2013-03-22 Vehicle drive mechanism

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JP2003278651A (ja) * 2002-03-19 2003-10-02 Nippon Soken Inc 複合駆動装置
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