JP2015008595A - Machinery and electricity integrated drive apparatus for electrically-driven vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To devise the layout of an inverter having no influence of heat generated at a motor in developing a machinery and electricity integrated drive apparatus by integrating an inverter into a motor.SOLUTION: An inverter 6 is disposed to be inclined downward and extend backward in a vehicle longitudinal direction above a transmission output shaft 3b positioned more backward in the vehicle longitudinal direction than a motor 4. Accordingly, the inverter 6 does not exist just above the motor 4 and generated heat of the motor 4 is difficult to convey to the inverter 6. Thus, the cooling efficiency of the inverter 6 cooled for maintenance of performance characteristics can be prevented from being degraded by motor heat.

Description

  The present invention is used in an electric vehicle such as an electric vehicle or a hybrid vehicle that uses at least an electric motor as a power source, and includes an electric motor and an electric power converter that supplies electric power to the electric motor. The present invention relates to an improvement proposal of a body type driving device.

As an electromechanical integrated drive device, for example, an electromechanical integrated drive device as described in Patent Document 1 has been proposed as one for hybrid vehicles.
In this proposed technology, an inverter (power converter) that is integrated with an electric motor and controls the supply of electric power to the electric motor is arranged directly above a hybrid drive device including an engine and an electric motor.

  Patent Document 1 further proposes a configuration in which the inverter (power converter) arranged directly above the hybrid drive device as described above is inclined forward so that the front end of the vehicle is lower than the rear end.

JP 2001-238405 A

  However, in the above proposed technique, the inverter (power converter) is disposed directly above the hybrid drive device in a forward inclined state so that the front end of the vehicle is lower than the rear end. Is produced.

That is, with the above configuration, heat generated during operation of the hybrid drive device (electric motor) (during driving and power generation) is easily transmitted to the inverter (power converter) located immediately above.
Inverters (power converters) are cooled by heat exchange with refrigerants in order to keep their operating characteristics stable and desired, but they occur during the operation of hybrid drive units (electric motors) as in the past. If the generated heat is easily transmitted to the inverter (power converter), the cooling efficiency of the inverter (power converter) due to heat exchange with the refrigerant deteriorates, and the operation characteristics of the inverter (power converter) become undesired. This causes the problem.

  Further, when the inverter (power converter) is arranged in a forward inclined state directly above the hybrid drive device as in the past, a lid (bonnet) of the engine room or motor room of the vehicle on which the hybrid drive device is mounted. When the terminal is opened, there is a problem that any person in the vicinity is exposed to touch the high voltage inverter (power converter).

  The present invention is an electric vehicle in which the power converter is integrated with an electric motor to construct an electromechanical integrated drive device, and the arrangement of the power converter is devised so that any of the above problems can be solved. The purpose is to propose an electromechanical integrated drive device.

For this purpose, the electromechanical integrated driving device for an electric vehicle according to the present invention is configured as follows.
First, a premise of an electromechanically integrated drive device will be described. This is used in an electric vehicle having at least an electric motor as a power source. The electric motor and a power converter for supplying electric power to the electric motor. Is one thing.

  The electric vehicle further includes the electric motor and a transmission mechanism that transfers power between the electric motor and the driving wheel, arranged in tandem in the axial direction, and coupled to each other, and a drive combination of the electric motor and the transmission mechanism. Is mounted side by side with respect to the electric vehicle so that the output axis of the transmission mechanism is positioned behind the electric motor in the vehicle front-rear direction.

  In these preconditions, the present invention is characterized in that the power converter is arranged so as to extend rearward in the vehicle front-rear direction above the output axis of the transmission mechanism.

In the electromechanical integrated drive device for an electric vehicle according to the present invention, the power converter is disposed so as to extend rearward in the vehicle longitudinal direction above the output axis of the transmission mechanism positioned rearward in the vehicle longitudinal direction relative to the electric motor. Because
The power converter does not exist directly above the electric motor, so that the heat generated by the electric motor is not easily transmitted to the power converter.

  Therefore, the cooling efficiency of the power converter can be prevented from being deteriorated by the motor heat, and the operating characteristics of the power converter can be stably maintained at the desired characteristics. It is possible to solve the above-mentioned problem of becoming a problem.

  Further, according to the configuration of the present invention in which the power converter is extended rearward in the vehicle front-rear direction above the output axis of the transmission mechanism located rearward in the vehicle front-rear direction than the electric motor, the hood of the vehicle is opened. Because the power converter is located in a location far from the surrounding people, and the surrounding people cannot easily touch the power converter, the surrounding people accidentally get high voltage when opening the hood. The above-mentioned problem of touching the power converter can also be solved.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic system diagram showing a power train of a hybrid vehicle including an electromechanical integrated drive device according to a first embodiment of the present invention. FIG. 2 is a front view showing, in the axial direction, a power unit that is mutually coupled to an engine, an electric motor, and a V-belt type continuously variable transmission in the power train shown in FIG. 1. FIG. 3 is a plan view showing the power unit shown in FIG. 2 as viewed from above. It is a top view which shows the electromechanical integrated drive device which becomes 2nd Example of this invention seeing from upper direction. It is a front view which shows the electromechanical integrated drive device in FIG. 4 as seen in the axial direction.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
<Configuration of the first embodiment>
FIG. 1 shows a power train of a hybrid vehicle including an electromechanical integrated drive device according to a first embodiment of the present invention.
This hybrid vehicle uses a front engine / front wheel drive vehicle (front wheel drive vehicle) as a base vehicle, and is a hybrid of this vehicle. In FIG. 1, 1 indicates an engine as a first power source, and 2L, 2R Are left and right front wheels (drive wheels), respectively.

The power train of the hybrid vehicle shown in FIG. 1 includes a V-belt continuously variable transmission (transmission mechanism) 3 arranged in the axial tandem on the crankshaft 1a of the engine 1 in the same manner as a normal front wheel drive vehicle. In the embodiment, for the purpose of hybridization, an electric motor serving as a second power source is disposed between the coaxial butted ends of the engine crankshaft 1a and the input shaft 3a of the V-belt continuously variable transmission 3 to be drive-coupled thereto. 4 is coaxially interposed.
Thus, in the hybrid vehicle of FIG. 1, the electric motor 4 is arranged in the axial tandem in the engine 1, and the V-belt continuously variable transmission (transmission mechanism) 3 is arranged in the axial tandem in the electric motor 4, thereby constituting the power train. Is done.

Although only the central rotor 4a is illustrated, the electric motor 4 is configured by fitting the outer periphery of an annular stator (not shown) surrounding the inner rotor 4 to the inner periphery of the motor housing 5.
The electric motor 4 is driven by power supply under the control of the inverter 6 which is a power converter. However, the case 7 of the inverter 6 (power converter) is integrated with the motor housing 5 so that the electric motor 4 Is integrated with an inverter 6 (power converter) as an electromechanical integrated drive device.

  On the one hand, the rotor 4a of the electric motor 4 is directly coupled to the input shaft 3a of the V-belt type continuously variable transmission 3, and on the other hand, the engine crankshaft is sequentially passed through the first clutch 8 and the torsional damper 9 in the motor housing 5. Combine with 1a.

The V-belt type continuously variable transmission 3 includes a primary pulley 12 coupled to a transmission input shaft 3a via a second clutch 11, a secondary pulley 13 aligned with the primary pulley 12, and a continuously variable between these pulleys 12, 13. A V-belt 14 spanned so as to be capable of shifting control, and a gear set 15 for drivingly coupling the secondary pulley 13 and the transmission output shaft 3b.
Left and right front wheels (drive wheels) 2L and 2R are coupled to both ends of the transmission output shaft 3b via left and right drive shafts 16L and 16R, respectively.

  The engine 1, the motor housing 5 (the electric motor 4, the first clutch 8 and the torsional damper 9) and the V-belt continuously variable transmission 3 are coupled to each other and viewed in the axial direction as shown in FIG. It has a simple front shape and is a single power unit having a planar shape as shown in FIG. 3 when viewed from above.

As shown in FIG. 1, the power unit is installed horizontally in the engine room of the hybrid vehicle, that is, arranged so that the power unit axis extends in the vehicle width direction.
When mounting, the power unit is arranged such that the output shaft 3b of the V-belt continuously variable transmission 3 is located behind the electric motor 4 in the vehicle longitudinal direction, as shown in FIG.

In this embodiment, the inverter 6 is disposed so as to extend rearward in the vehicle longitudinal direction above the transmission output shaft 3a as clearly shown in FIGS. 2 and 3, and the vehicle 6 longitudinal rearward end of the inverter 6 (FIG. 2). , 3) is inclined so that the lower end is lower than the front end (left end in FIGS. 2 and 3).
In FIG. 1, the inverter 6 does not appear to be positioned above the transmission output shaft 3a. This is because the V-belt type continuously variable transmission 3 of FIG. Actually, as shown in FIGS. 2 and 3, the inverter 6 is located above the transmission output shaft 3a.

  Further, in this embodiment, the inverter 6 is disposed closer to the electric motor 4 than the V-belt continuously variable transmission 3 as shown in FIGS. The arrangement is offset from the step transmission 3 in the power unit axial direction.

<Driving mode>
In the hybrid vehicle power train shown in FIG. 1, the following travel modes can be selected.
When the electric travel (EV) mode used at the time of low load and low vehicle speed including when starting from a stopped state is required, the first clutch 8 is released and the second clutch 11 is engaged.

When the electric motor 4 is driven in this state, only the output rotation from the electric motor 4 is input to the transmission input shaft 3a, and the V-belt type continuously variable transmission 3 rotates to the input shaft 3a. The speed is changed according to the pulley ratio and output from the transmission output shaft 3b.
The rotation from the transmission output shaft 3b then reaches the left and right front wheels 2L, 2R2 via the drive shafts 16L, 16R, and the vehicle can be driven in the electric travel (EV) mode using only the electric motor 4.

When the hybrid travel (HEV) mode used for high speed travel or heavy load travel is required, the primary pulley 12 of the V-belt continuously variable transmission 3 is coupled to the input shaft 3a by engaging the second clutch 11. The first clutch 8 is also fastened.
In this state, both the output rotation from the engine 1 and the output rotation from the electric motor 4 reach the transmission input shaft 3a, and the V-belt continuously variable transmission 3 transmits the rotation to the input shaft 3a to the pulley. The speed is changed according to the ratio and output from the transmission output shaft 3b.
The rotation from the transmission output shaft 3b then reaches the left and right front wheels 2L, 2R2 via the drive shafts 16L, 16R, and the vehicle can be driven in a hybrid travel (HEV) mode using both the engine 1 and the electric motor 4.

The electric motor 4 is a motor / generator that also functions as a generator, and when the engine 1 is operated at the optimum fuel efficiency during the HEV mode running described above, the surplus energy operates the electric motor 4 as a generator. By converting the surplus energy into electric power.
The fuel consumption of the engine 1 can be improved by storing this generated power in a battery (not shown) so that it can be used for driving the electric motor 4 thereafter.

<Effect of the first embodiment>
In the first embodiment described above, as shown in FIGS. 2 and 3, the inverter (power converter) 6 is rearward in the vehicle front-rear direction above the transmission output shaft 3 b positioned rearward in the vehicle front-rear direction relative to the electric motor 4. Because it was arranged to extend to
Since the inverter (power converter) 6 does not exist directly above the electric motor 4, the heat generated by the electric motor 4 is difficult to be transmitted to the inverter (power converter) 6.

  Therefore, it is possible to prevent the inverter (power converter) 6 cooled for maintaining the operating characteristics from being deteriorated in the cooling efficiency by the motor heat, and the operating characteristics of the inverter (power converter) 6 are stabilized. In addition, the above-described conventional problem that the operation characteristic becomes undesired by the motor heat can be solved.

In the present embodiment, the inverter (power converter) 6 is further extended rearward in the vehicle front-rear direction above the transmission output shaft 3b located rearward in the vehicle front-rear direction than the electric motor 4.
Even when the hood of the hybrid vehicle is opened, the inverter (power converter) 6 is present at a location far from the surrounding people, and the inverter (power converter) 6 can be easily touched by the surrounding people. By not being able to do so, it is possible to solve the above-described conventional problem that a person around the person accidentally touches the high-voltage power converter when the hood is opened.

In addition, in this embodiment, as shown in FIG. 2, the inverter (power converter) 6 has its rear end in the vehicle front-rear direction (right end in FIG. 2) lower than the front end (left end in FIG. 2). Because it was tilted to be in position
The effect of preventing the surrounding people from easily touching the inverter (power converter) 6 can be further promoted, and when the hood is opened, the surrounding people accidentally touch the high voltage power converter. The above-described effect for solving the problem can be further ensured.

Further, in this embodiment, as clearly shown in FIGS. 1 and 3, an inverter (power converter) 6 is a power unit in which an engine 1, an electric motor 4 and a V-belt type continuously variable transmission (transmission mechanism) 3 are integrated. Arrange the inverter (power converter) 6 in the axial direction so that it is closer to the electric motor 4 than the V-belt continuously variable transmission (transmission mechanism) 3 and place the inverter (power converter) 6 on the V-belt. Because it was offset from the power continuously variable transmission (transmission mechanism) 3 in the power unit axial direction,
The inverter (power converter) 6 does not overlap with the V-belt continuously variable transmission (transmission mechanism) 3 in any position, and the shape and structure of the V-belt continuously variable transmission (transmission mechanism) 3 can be changed. There is no request at all.

  Therefore, the unique arrangement of the inverter (power converter) 6 that brings about the above-mentioned special effects can be realized without depending on the shape change or structure change of the V-belt type continuously variable transmission (transmission mechanism) 3. The above-mentioned effect can be obtained while diverting the existing V-belt type continuously variable transmission (transmission mechanism) 3 as it is, which is also very advantageous in terms of cost.

<Configuration of Second Embodiment>
FIGS. 4 and 5 show an electromechanical integrated drive device according to a second embodiment of the present invention, FIG. 4 is a plan view of the electromechanical integrated drive device, and FIG. 5 is a front view of the electromechanical integrated drive device.
In this embodiment, the basic configuration is the same as that of the first embodiment described above with reference to FIGS.

Particularly in the present embodiment, the component housing case 7 of the inverter 6 is integrated with the motor housing 5 of the electric motor 4.
Furthermore, in the present embodiment, the motor housing 5 and the inverter case 7 integrated as described above are used to support the high-voltage connection bus bar 21 that is responsible for high-voltage connection between the electric motor 4 and the inverter 6, and the electric motor 4 and the inverter. Support for the water jacket 22 for the electric motor and the inverter water jacket 23 responsible for cooling 6, support for the connecting pipe 24 connecting the water jackets 22, 23, and support for the water absorption pipe 25 of the water jacket 22 for the electric motor Also used for.

<Effect of the second embodiment>
According to the configuration of the second embodiment described above, since the motor housing 5 and the inverter case 7 are integrated, the electric motor 4 and the inverter 6 are configured as one unit, and compared with the case where these are configured as separate units. It is possible to reduce the number of points, the assembly man-hours, and downsize the apparatus, which is advantageous not only in cost but also in design freedom.

  The motor housing 5 and the inverter case 7 are integrated to support the high-power connection bus bar 21, the support for the electric motor water jacket 22 and the inverter water jacket 23, the support for the water jacket connecting pipe 24, and the water jacket water absorption. The support of the tube 25 is facilitated, resulting in simplification of itself and simplification of its mounting structure, which is also very advantageous in terms of cost and design.

  Furthermore, in the second embodiment, the electric motor water jacket 22 and the inverter water jacket 23 that are responsible for cooling the electric motor 4 and the inverter 6 are configured as dedicated ones, so that the cooling capacity of both is not excessive or insufficient. The cooling of the electric motor 4 and the inverter 6 that can be designed and have different cooling requirements can be made appropriate.

1 engine
2L, 2R left and right front wheels (drive wheels)
3 V belt type continuously variable transmission (transmission mechanism)
3a Transmission input shaft
3b Transmission output shaft
4 Electric motor
5 Motor housing
6 Inverter (power converter)
7 Inverter case
8 First clutch
9 Torsional damper
11 Second clutch
12 Primary pulley
13 Secondary pulley
14 V belt
15 Gear set
16L, 16R left and right drive shaft
21 Bus bar for heavy electrical connection
22 Water jacket for electric motor
23 Water jacket for inverter
24 Water jacket connecting pipe
25 Water jacket water absorption pipe

Claims (4)

An electro-mechanical integrated drive device that is used in an electric vehicle having at least an electric motor as a power source and integrally includes the electric motor and a power converter that supplies electric power to the electric motor,
The electric motor and a transmission mechanism that transfers power between the electric motor and the driving wheel are arranged in tandem in the axial direction and are drive-coupled, and the drive combination of the electric motor and the transmission mechanism is connected to the transmission mechanism. In the electro-mechanical integrated drive device for an electric vehicle mounted side by side with respect to the electric vehicle so that the output axis is positioned behind the electric motor in the vehicle front-rear direction,
An electric and vehicle-integrated drive device for an electric vehicle, wherein the power converter is disposed so as to extend rearward in the vehicle front-rear direction above the output axis of the transmission mechanism. In the electromechanical integrated drive device for an electric vehicle according to claim 1,
An electric and vehicle-integrated drive device for an electric vehicle, wherein the power converter is disposed so that a rear end in a vehicle front-rear direction is positioned lower than a front end. In the electromechanical integrated drive device for an electric vehicle according to claim 1 or 2,
The electric power converter is characterized in that an arrangement position of the power converter in the axial direction of the drive coupling body is closer to the electric motor than the transmission mechanism, and the power converter is offset from the transmission mechanism in the axial direction. An electromechanical integrated drive device for vehicles. The electromechanical integrated drive device for an electric vehicle according to any one of claims 1 to 3,
An electric and vehicle-integrated drive device for an electric vehicle, wherein a component housing case of the power converter is integrated with a motor housing of the electric motor.

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