JP2017043221A - Control device for vehicle system - Google Patents

Control device for vehicle system Download PDF

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JP2017043221A
JP2017043221A JP2015167349A JP2015167349A JP2017043221A JP 2017043221 A JP2017043221 A JP 2017043221A JP 2015167349 A JP2015167349 A JP 2015167349A JP 2015167349 A JP2015167349 A JP 2015167349A JP 2017043221 A JP2017043221 A JP 2017043221A
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motor
vehicle
control device
vehicle system
drive source
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見多 出口
Kenta Deguchi
見多 出口
明仁 中原
Akihito Nakahara
明仁 中原
鈴木　康介
Kosuke Suzuki
康介 鈴木
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Hitachi Astemo Ltd
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Hitachi Automotive Systems Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle system that can improve overall efficiency in a wide driving range while improving overall efficiency of a driving system in a large torque region, and to provide a control method for the same.SOLUTION: A control device for the vehicle system including an engine, reluctance-type motor or induction motor, as a first driving source, and a surface magnet-type motor, as a second driving source, integrally controls so as to drive a front wheel by the first driving source and drive a rear wheel by the second driving source.SELECTED DRAWING: Figure 1

Description

本発明は，車両システムの制御装置に関する。   The present invention relates to a control device for a vehicle system.

従来の車両は，車両に備えられたエンジンや電動機により，前輪もしくは後輪，さらには前輪と後輪の両方を駆動することで駆動力を得ている。これらの車両においては，車両の走行状況に応じて前輪と後輪の駆動力の配分を変更させることで，運転範囲の拡大や低燃費（もしくは電費）化を図っている。上述に示した車両の一例を特許文献１から特許文献３に示す。特許文献１記載のハイブリッド車の駆動システム構成では，エンジン効率の悪い低速・高トルクの領域を電動機で負担することで広い運転範囲と駆動系の総合効率の向上の両立を図っている。また，特許文献２ないし特許文献３に記載の電気自動車の駆動システム構成では，前輪と後輪に配置された電動機によって駆動しているため，低速・高トルク領域においてもエンジンと比較して効率が高く，駆動系の総合効率を向上させている。   Conventional vehicles obtain driving force by driving front wheels or rear wheels, and both front wheels and rear wheels by an engine or an electric motor provided in the vehicle. In these vehicles, the driving range is expanded and the fuel consumption (or electricity consumption) is reduced by changing the distribution of the driving force between the front wheels and the rear wheels in accordance with the traveling state of the vehicle. An example of the vehicle described above is shown in Patent Literature 1 to Patent Literature 3. In the drive system configuration of the hybrid vehicle described in Patent Document 1, both a wide driving range and an improvement in the overall efficiency of the drive system are achieved by burdening a low-speed and high-torque region with poor engine efficiency with an electric motor. Further, in the drive system configuration of the electric vehicle described in Patent Documents 2 to 3, since it is driven by electric motors arranged on the front wheels and the rear wheels, the efficiency is lower than that of the engine even in the low speed / high torque region. High, improving the overall efficiency of the drive train.

特許第5561099号Patent No. 5561099 特開2014-207727号公報JP 2014-207727 A 特開2009-142036号公報JP2009-142036

しかしながら， 特許文献１に記載のハイブリッド車の駆動システムでは，エンジン効率の悪い低速・高トルク領域を電動機で負担することで，エンジン単体の駆動と比べて駆動系の総合効率が高くなるものの，後輪に埋め込み磁石型電動機のようなリラクタンストルクを活用したリラクタンス型電動機が用いられているため，電動機の効率が低い部分で駆動されていることになる。一方で，特許文献２ないし特許文献３に記載の電気自動車駆動システムでは，前輪および後輪の電動機のいずれも，広い運転範囲を満足するために，埋め込み磁石型電動機のようなリラクタンストルクを活用したリラクタンス型電動機が用いられている。一般的に，リラクタンス型電動機は，大きなトルクを発生させるために，コイル磁束の力を使ってトルクを出すため，銅損が大きくなり効率が悪くなる。そのため，電動車両の発進時や勾配のある道路を走行する際には効率の低い大トルク領域で駆動する必要があるため，総合効率の低下を招く。   However, in the hybrid vehicle drive system described in Patent Document 1, the overall efficiency of the drive system is higher than the drive of the engine alone, because the electric motor bears the low speed and high torque regions where the engine efficiency is poor. Since a reluctance type motor utilizing reluctance torque such as an embedded magnet type motor is used in the wheel, the motor is driven at a portion where the efficiency of the motor is low. On the other hand, in the electric vehicle drive systems described in Patent Document 2 to Patent Document 3, both the front wheel and rear wheel motors utilize reluctance torque like an embedded magnet type motor in order to satisfy a wide driving range. A reluctance motor is used. In general, a reluctance motor generates torque using the coil magnetic flux force in order to generate a large torque, resulting in large copper loss and poor efficiency. Therefore, when starting an electric vehicle or traveling on a road with a gradient, it is necessary to drive in a large torque region with low efficiency, resulting in a decrease in overall efficiency.

本発明は，上記の課題を解決するため，大トルク領域の駆動系の総合効率を向上しつつ，広い運転範囲においても総合効率を向上させることが可能な車両システムとその制御方法を提供することを目的とする。   In order to solve the above problems, the present invention provides a vehicle system capable of improving the overall efficiency of a drive system in a large torque region and improving the overall efficiency even in a wide driving range, and a control method thereof. With the goal.

上記の目的を達成するために，本発明では，第１駆動源としてエンジンもしくはリラクタンス型電動機または誘導電動機を備え，かつ第２駆動源として表面磁石型電動機を備える車両システムの制御装置であって，前輪を前記第一の駆動源で駆動するとともに後輪を前記第二の電動源で駆動するように統合制御する制御装置ことを特徴とする。   In order to achieve the above object, the present invention provides a control device for a vehicle system including an engine, a reluctance motor or an induction motor as a first drive source, and a surface magnet motor as a second drive source, The control device performs integrated control so that the front wheels are driven by the first drive source and the rear wheels are driven by the second electric power source.

本発明の車両システムおよびその制御装置は，第１駆動源の効率が低い大トルク領域の効率を改善するために，第２駆動源として大トルク領域の効率の高い表面磁石型電動機を駆動力として用いるため，大トルク領域の効率改善が可能となる。   In order to improve the efficiency in the large torque region where the efficiency of the first drive source is low, the vehicle system and the control device thereof according to the present invention use a surface magnet type motor having a high efficiency in the large torque region as the driving force as the second drive source. As a result, the efficiency in the large torque region can be improved.

本発明の実施形態の車両駆動システムを備えた車両。The vehicle provided with the vehicle drive system of embodiment of this invention. 本発明の実施形態の第１駆動源および第２駆動源の特性。The characteristic of the 1st drive source and 2nd drive source of embodiment of this invention. 第１駆動源１０の効率マップの一例。An example of the efficiency map of the 1st drive source 10. 第２駆動源２０のトルク特性ＮＴrearと，その効率マップの一例。An example of the torque characteristic NT rear of the 2nd drive source 20, and its efficiency map. 本発明の実施形態のアキシャルギャップ型の表面磁石型電動機の斜視図。1 is a perspective view of an axial gap type surface magnet type electric motor according to an embodiment of the present invention. 本発明の実施形態のアキシャルギャップ型の表面磁石型電動機の断面図。A sectional view of an axial gap type surface magnet type electric motor of an embodiment of the present invention. 本発明の実施形態のインホイール型の車両駆動システムを備えた車両。The vehicle provided with the in-wheel type vehicle drive system of embodiment of this invention. 本発明の実施形態の表面磁石型電動機の一例を示す断面図である。It is sectional drawing which shows an example of the surface magnet type electric motor of embodiment of this invention. 本発明の実施形態の表面磁石型電動機の他の例を示す断面図である。It is sectional drawing which shows the other example of the surface magnet type electric motor of embodiment of this invention. 本発明の実施形態の表面磁石型電動機の磁石近傍における構造の一例を示す拡大図である。It is an enlarged view which shows an example of the structure in the magnet vicinity of the surface magnet type electric motor of embodiment of this invention. 本発明の実施形態の表面磁石型電動機の磁石近傍における構造の他の例を示す拡大図である。It is an enlarged view which shows the other example of the structure in the magnet vicinity of the surface magnet type electric motor of embodiment of this invention. 本発明の実施形態の表面磁石型電動機の磁石近傍における構造の他の例を示す拡大図である。It is an enlarged view which shows the other example of the structure in the magnet vicinity of the surface magnet type electric motor of embodiment of this invention. 本発明の実施形態の表面磁石型電動機の磁石近傍における構造の他の例を示す拡大図である。It is an enlarged view which shows the other example of the structure in the magnet vicinity of the surface magnet type electric motor of embodiment of this invention.

以下，本発明の実施例を説明する。図１に本発明の実施形態１の車両駆動システムを備えた車両１を示す。   Examples of the present invention will be described below. FIG. 1 shows a vehicle 1 including a vehicle drive system according to a first embodiment of the present invention.

車両１は，前輪車軸５１を介して第１駆動源１０によって駆動される前輪５０と，後輪車軸６１を介して第２駆動源２０によって駆動される後輪６０を有する。第１駆動源１０は，埋込磁石型電動機等のリラクタンス型電動機もしくは誘導型電動機で構成される。第１駆動源１０は，バッテリー１２から供給される電力をインバータ１１によって制御することで駆動する。また，第２駆動源２０は，表面磁石型電動機で構成される。第２駆動源２０は，バッテリー１２から供給される電力をインバータ２１によって制御されることで駆動する。   The vehicle 1 has a front wheel 50 driven by a first drive source 10 via a front wheel axle 51 and a rear wheel 60 driven by a second drive source 20 via a rear wheel axle 61. The first drive source 10 is composed of a reluctance motor such as an embedded magnet motor or an induction motor. The first drive source 10 is driven by controlling the power supplied from the battery 12 by the inverter 11. The second drive source 20 is composed of a surface magnet type electric motor. The second drive source 20 is driven by the power supplied from the battery 12 being controlled by the inverter 21.

図２(a)から図２(c)に本発明の実施形態１における車両１の特性を示す。車両１の走行に必要なトルクと回転数特性をＮＴallで示す。本実施形態の車両駆動システムでは，図２(a)にＮＴfrontで示したトルクと回転数特性を第１駆動源１０で駆動し，ＮＴallからＮＴallを除いた領域を満たす部分（ＮＴrear）を第２駆動源２０で駆動する。 FIG. 2 (a) to FIG. 2 (c) show the characteristics of the vehicle 1 in the first embodiment of the present invention. The torque and rotational speed characteristics required for traveling of the vehicle 1 are indicated by NT all . In the vehicle drive system of the present embodiment, the torque and rotational speed characteristics indicated by NT front in FIG. 2 (a) are driven by the first drive source 10, and a portion satisfying the region excluding NT all from NT all (NT rear ) Is driven by the second drive source 20.

図２(b)に第１駆動源１０の効率マップの一例を示す。図２(b)において，効率はη1＞η2＞η3の順で高くなる。車両特性ＮＴallを第１駆動源１０のみ負担した場合，各回転数における大トルク領域Tmaxの部分では効率が悪くなる。ここで，大トルク領域Tmaxは，例えば，車両を停止状態から車両を発進させる場合や加速する場合，上り勾配路を走行する場合に使用される領域である。そこで，本実施形態では大トルク領域Tmaxの領域を後輪に配置した表面磁石型電動機で構成される第２駆動源２０で駆動する。 FIG. 2B shows an example of the efficiency map of the first drive source 10. In FIG. 2B, the efficiency increases in the order of η 1 > η 2 > η 3 . When only the first drive source 10 bears the vehicle characteristic NT all , the efficiency is deteriorated in the portion of the large torque region T max at each rotation speed. Here, the large torque region T max is a region used when, for example, the vehicle is started from a stopped state or accelerated, or when traveling on an uphill road. Therefore, in the present embodiment, the second torque source 20 is driven by the second drive source 20 configured by a surface magnet type electric motor in which the region of the large torque region T max is disposed on the rear wheel.

図２(c)に第２駆動源２０のトルク特性ＮＴrearと，その効率マップの一例を示す。表面磁石型電動機は，界磁側の磁石磁束を有効に活用してトルクを発生させるため，リラクタンス型電動機や誘導型電動機と比べて励磁電流を小さくすることできる。そのため，励磁側に発生する銅損が小さくなり，効率が高い特徴がある。 FIG. 2 (c) shows an example of the torque characteristic NT rear of the second drive source 20 and its efficiency map. Since the surface magnet type motor generates torque by effectively using the magnetic flux on the field side, the excitation current can be made smaller than that of a reluctance type motor or an induction type motor. For this reason, the copper loss generated on the excitation side is reduced and the efficiency is high.

従って，図２(a)に示すように，第１駆動源の効率が悪い大トルク領域分を，第２駆動源２０に備えられる表面磁石型電動機に負担させて車両を駆動させることで，効率の高い駆動システムが提供できる。   Therefore, as shown in FIG. 2 (a), a large torque region where the efficiency of the first drive source is poor is borne by the surface magnet type electric motor provided in the second drive source 20 to drive the vehicle. High drive system can be provided.

図６(a)及び図６(b)は、上述した表面磁石型電動機の例を示す断面図である。図６(a)及び図６(b)のいずれにおいても、ラジアルモータ３００は、ロータコア３０１と、ステータコア３０３と、を有する。ロータコア３０１には、磁石３０２が周方向に複数配置される。図６(a)と図６(b)との違いは複数の磁石３０２同士の間隔であり、図６(a)の複数の磁石の間隔は図６(b)の複数の磁石の間隔よりも大きい。この場合、図６(a)のラジアルモータ３００が、図６(b)のラジアルモータ３００よりもリラクタンストルクが大きくなる。   FIG. 6A and FIG. 6B are cross-sectional views showing examples of the above-described surface magnet type electric motor. In both FIG. 6A and FIG. 6B, the radial motor 300 includes a rotor core 301 and a stator core 303. A plurality of magnets 302 are arranged on the rotor core 301 in the circumferential direction. The difference between FIG. 6 (a) and FIG. 6 (b) is the spacing between the plurality of magnets 302, and the spacing between the plurality of magnets in FIG. 6 (a) is greater than the spacing between the plurality of magnets in FIG. 6 (b). large. In this case, the reluctance torque of the radial motor 300 in FIG. 6A is larger than that of the radial motor 300 in FIG.

このような特性を利用して、図１に示される前輪電動機１０には、図６(b)のラジアルモータ３００を適用することで、より効率の高い駆動システムが提供できる。   Utilizing such characteristics, a more efficient drive system can be provided by applying the radial motor 300 of FIG. 6B to the front wheel motor 10 shown in FIG.

また、図１に示される前輪電動機１０には図６(b)のラジアルモータ３００を適用し、後輪電動機２０には図６(a)のラジアルモータ３００を適用することも考えられる。   It is also conceivable to apply the radial motor 300 of FIG. 6B to the front wheel motor 10 shown in FIG. 1 and apply the radial motor 300 of FIG. 6A to the rear wheel motor 20.

さらに図７(a)ないし図７(d)は、上述した表面磁石型電動機の磁石近傍における構造の拡大図である。図７(a)の磁石配置は図６(a)に対応し、磁石３０２は、磁性体であるロータコア３０１に埋め込まれている。図７(b) の磁石配置は、磁石３０２がロータコア３０１から露出しかつ磁石３０２との間に空隙又ロータコア３０１が配置される場合を示し、図７(a)の磁石配置よりもリラクタンストルクが小さくなる。   Further, FIGS. 7A to 7D are enlarged views of the structure in the vicinity of the magnet of the surface magnet type electric motor described above. The magnet arrangement in FIG. 7A corresponds to FIG. 6A, and the magnet 302 is embedded in the rotor core 301 that is a magnetic body. The magnet arrangement in FIG. 7B shows a case where the magnet 302 is exposed from the rotor core 301 and the gap or the rotor core 301 is arranged between the magnet 302 and the reluctance torque is higher than that in the magnet arrangement in FIG. Get smaller.

図７(c) の磁石配置は、磁石３０２がロータコア３０１から露出しかつ磁石３０２との間に空隙がない場合を示し、図７(b)の磁石配置よりもリラクタンストルクが小さくなる。   The magnet arrangement in FIG. 7C shows a case where the magnet 302 is exposed from the rotor core 301 and there is no gap between the magnet 302 and the reluctance torque is smaller than that in the magnet arrangement in FIG.

また図７(d) の磁石配置は、磁石３０２がロータコア３０１から露出しかつ磁石３０２が樹脂等の非磁性体３０７に覆われる場合を示し、図７(b)の磁石配置とほぼ同等のリラクタンストルクが生じる。   7 (d) shows a case where the magnet 302 is exposed from the rotor core 301 and the magnet 302 is covered with a non-magnetic material 307 such as resin, and the reluctance is almost the same as the magnet arrangement of FIG. 7 (b). Torque is generated.

本実施形態においては、前輪電動機１０と後輪電動機２０にこれらの磁石配置の電動機を組合せて配置することができる。   In the present embodiment, the front wheel motor 10 and the rear wheel motor 20 can be combined with the motors having these magnet arrangements.

次に本発明の実施形態２の車両駆動システムについて説明する。図３および図４は，実施形態２における第２駆動源２０の表面磁石型電動機の構成の一例である。図３に示すように，本実施例では，第２駆動源２０にアキシャルギャップ構造の表面磁石型電動機（以下，アキシャルギャップ型電動機２００）を適用している。アキシャルギャップ型電動機２００は，電磁鋼板などの磁性薄板で作製したロータコア２０１と，ロータコア２０１の軸方向面に配置される複数の磁石２０２で構成されるロータを有する。加えて，周方向に複数配置されたステータコア２０３と，各コアに巻回されるコイル２０４とで構成されるステータを有する。ロータとステータは，空隙Ｇを介して回転軸Ｓ方向に対面するように配置される。   Next, a vehicle drive system according to Embodiment 2 of the present invention will be described. 3 and 4 show an example of the configuration of the surface magnet type electric motor of the second drive source 20 in the second embodiment. As shown in FIG. 3, in this embodiment, a surface magnet type electric motor having an axial gap structure (hereinafter referred to as an axial gap type electric motor 200) is applied to the second drive source 20. The axial gap type electric motor 200 has a rotor composed of a rotor core 201 made of a magnetic thin plate such as an electromagnetic steel plate, and a plurality of magnets 202 arranged on the axial surface of the rotor core 201. In addition, it has a stator composed of a plurality of stator cores 203 arranged in the circumferential direction and coils 204 wound around each core. The rotor and the stator are arranged so as to face each other in the direction of the rotation axis S through the gap G.

本実施例によれば，第２駆動源２０に用いられる表面磁石型電動機を小型化することが可能となるとともに，ラジアルギャップ構造の表面磁石型電動機よりも磁石に作用する遠心力に対する強度が高く，かつ信頼性が高い第２駆動源２０が得られる。   According to this embodiment, the surface magnet type electric motor used for the second drive source 20 can be reduced in size, and the strength against centrifugal force acting on the magnet is higher than that of the surface gap type electric motor having a radial gap structure. And the 2nd drive source 20 with high reliability is obtained.

図５は本発明の実施形態３の車両駆動システムである。本実施形態では，第２駆動源を，車両１の後輪６０の左右それぞれの内部に配置された表面磁石型電動機２０ａおよび２０ｂで構成する。これに伴い，それぞれの表面磁石型電動機２０ａ，２０ｂに対応するインバータ２１ａ，２１ｂを備える。   FIG. 5 shows a vehicle drive system according to the third embodiment of the present invention. In the present embodiment, the second drive source is composed of surface magnet type electric motors 20a and 20b arranged inside the left and right sides of the rear wheel 60 of the vehicle 1, respectively. Accordingly, inverters 21a and 21b corresponding to the respective surface magnet type electric motors 20a and 20b are provided.

本実施例によれば，第２駆動源を後輪６０内に備えているため，車両１の後部のスペースを広く確保することができる。また，第２駆動源が左右に独立して配置されるため，車両の走行制御を左右独立で行うことが可能となり，走行安定性を向上させることが可能となる。   According to this embodiment, since the second drive source is provided in the rear wheel 60, a wide space in the rear portion of the vehicle 1 can be secured. In addition, since the second drive source is arranged independently on the left and right, it is possible to perform the vehicle running control independently on the left and right, and to improve the running stability.

１…車両、１０…前輪電動機、１１…前輪インバータ、１２…バッテリー、２０…後輪電動機、２０ａ…後輪電動機、２０ｂ…後輪電動機、２１…後輪インバータ、２１ａ…後輪インバータ、２１ｂ…後輪インバータ、５０…前輪、５１…前輪車軸、６０…後輪、６１…後輪車軸、２００…アキシャルモータ、２０１…ロータコア、２０２…磁石、２０３…ステータコア、２０４…コイル、２０５…ハウジング、２０６…ベアリング、２０７…シャフト、３０１…ロータコア、３０２…磁石、３０３…ステータコア、S…回転軸、G…空隙 DESCRIPTION OF SYMBOLS 1 ... Vehicle, 10 ... Front wheel motor, 11 ... Front wheel inverter, 12 ... Battery, 20 ... Rear wheel motor, 20a ... Rear wheel motor, 20b ... Rear wheel motor, 21 ... Rear wheel inverter, 21a ... Rear wheel inverter, 21b ... Rear wheel inverter, 50 ... front wheel, 51 ... front wheel axle, 60 ... rear wheel, 61 ... rear wheel axle, 200 ... axial motor, 201 ... rotor core, 202 ... magnet, 203 ... stator core, 204 ... coil, 205 ... housing, 206 ... Bearing, 207 ... Shaft, 301 ... Rotor core, 302 ... Magnet, 303 ... Stator core, S ... Rotating shaft, G ... Gap

Claims (4)

車両の前輪の駆動源としてエンジン若しくはリラクタンス型電動機又は誘導電動機を備え、
前記車両の後輪の駆動源として表面磁石型電動機を備える車両システムの制御装置であって、
前後輪の駆動源を統合制御する車両システムの制御装置。 An engine or a reluctance motor or induction motor as a drive source for the front wheels of the vehicle;
A control device for a vehicle system including a surface magnet type electric motor as a drive source for a rear wheel of the vehicle,
A control device for a vehicle system for integrated control of front and rear wheel drive sources. 請求項１に記載された車両システムの制御装置であって、
前記表面磁石型電動機は、回転軸の軸方向において、空隙を挟んでロータ及びステータが対向するアキシャルギャップ型モータである車両システムの制御装置。 A control device for a vehicle system according to claim 1,
The surface magnet type motor is a control device for a vehicle system which is an axial gap type motor in which a rotor and a stator face each other with a gap in an axial direction of a rotation shaft. 請求項２に記載された車両システムの制御装置であって、
前記アキシャルギャップ型モータは、車両のホイール内に配置される車両システムの制御装置。 A control device for a vehicle system according to claim 2,
The axial gap type motor is a control device for a vehicle system disposed in a wheel of the vehicle. 請求項１ないし３に記載されたいずれかの車両システムの制御装置であって、
所定負荷までは前記エンジン若しくはリラクタンス型電動機又は誘導電動機により車両を駆動し、当該所定負荷以上の場合は前記表面磁石型電動機との協調駆動により車両を駆動する車両システムの制御装置。 A control device for a vehicle system according to any one of claims 1 to 3,
A control device for a vehicle system that drives a vehicle by the engine, a reluctance motor or an induction motor up to a predetermined load, and drives the vehicle by cooperative driving with the surface magnet motor when the load exceeds the predetermined load.
JP2015167349A 2015-08-27 2015-08-27 Control device for vehicle system Pending JP2017043221A (en)

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11332019A (en) * 1998-05-13 1999-11-30 Toyota Motor Corp Power transmission apparatus and four-wheel-drive-vehicle using the same
JP2005312147A (en) * 2004-04-20 2005-11-04 Tochigi Fuji Ind Co Ltd Electric motor driving device
JP2006258289A (en) * 2005-02-16 2006-09-28 Ntn Corp In-wheel motor drive unit
JP2011131674A (en) * 2009-12-24 2011-07-07 Shusaku Murata Power control unit and vehicle including the same
JP2013219942A (en) * 2012-04-10 2013-10-24 Ntn Corp Electric vehicle
JP2014052064A (en) * 2012-09-10 2014-03-20 Jtekt Corp Speed reducer and motor rotating force transmission device equipped therewith

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11332019A (en) * 1998-05-13 1999-11-30 Toyota Motor Corp Power transmission apparatus and four-wheel-drive-vehicle using the same
JP2005312147A (en) * 2004-04-20 2005-11-04 Tochigi Fuji Ind Co Ltd Electric motor driving device
JP2006258289A (en) * 2005-02-16 2006-09-28 Ntn Corp In-wheel motor drive unit
JP2011131674A (en) * 2009-12-24 2011-07-07 Shusaku Murata Power control unit and vehicle including the same
JP2013219942A (en) * 2012-04-10 2013-10-24 Ntn Corp Electric vehicle
JP2014052064A (en) * 2012-09-10 2014-03-20 Jtekt Corp Speed reducer and motor rotating force transmission device equipped therewith

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