JP2022153950A - Drive device of vehicle oil pump - Google Patents

Abstract

To provide a drive device of a vehicle oil pump which can simplify an oil pump and suppress the power consumption of a battery.SOLUTION: In the present invention, a second motor 21 comprises: a first rotor 23 which has a plurality of prescribed magnetic poles 23a; a stator 22 which generates a plurality of prescribed armature magnetic poles and generates a rotation magnetic field; and a second rotor 24 which has a plurality of prescribed soft magnetic materials 24a. The ratio of the number of armature magnetic poles, the number of magnetic poles and the number of soft magnetic materials is set to be 1:m:(1+m)/2 (m≠1.0). The first rotor 23 is connected to an input shaft 6 to a transmission 4 from a first motor 11. The second rotor 24 is connected to an oil pump 5. First control for performing the drive of the oil pump 5 by the second rotor 24 by using the power of the input shaft 6, second control for performing the drive by using the power to the stator 22 from a battery 32, or third control for performing the drive by using both of the power of the input shaft 6 and the power from the battery 32 is selectively executed.SELECTED DRAWING: Figure 9

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle oil pump driving device for driving an oil pump that supplies hydraulic pressure to a transmission mounted on a vehicle.

2. Description of the Related Art As a conventional drive device for a vehicle oil pump, for example, one disclosed in Patent Document 1 is known. This vehicle is a hybrid vehicle that has an engine and an electric motor as power sources, and is propelled by the power of at least one of the engine and the electric motor being changed by a transmission and transmitted to drive wheels. In addition, a mechanical oil pump and an electric oil pump are provided to supply hydraulic pressure to the transmission. When the engine is started, the mechanical oil pump is driven by the power of the engine to supply working oil pressure to the transmission. On the other hand, when the engine is stopped, the electric oil pump is driven by the power of the pump motor supplied with power from the auxiliary battery to supply working oil pressure to the transmission.

Japanese Patent Application Laid-Open No. 2004-67001

However, in this conventional hybrid vehicle, as the oil pump for the transmission, in addition to a mechanical oil pump driven by the engine, an electric pump motor powered by an auxiliary battery is used as a drive source. An oil pump must be provided, which increases the weight of the vehicle, the manufacturing cost of the pump, and the installation space. Further, when the electric oil pump is operated while the engine is stopped and the vehicle is driven by the power of the electric motor, electric power is constantly supplied from the auxiliary battery, resulting in an increase in electric power consumption.

The present invention has been made to solve the above problems, and by unifying the oil pump, the weight of the vehicle, the manufacturing cost of the oil pump and the installation space can be reduced, and the power of the battery can be reduced. An object of the present invention is to provide a vehicle oil pump driving device capable of suppressing consumption.

In order to achieve the above objects, the invention according to claim 1 provides an oil pump for a vehicle that drives an oil pump 5 that supplies working oil pressure to a transmission 4 to which power from a power source is input via an input shaft 6. A driving device having a rotatable rotor 13 which controls a first electric motor 11 connected to an input shaft 6, a second electric motor 21 connected to an oil pump 5, and the second electric motor 21. The second electric motor 21 includes a stator 22 connected to a battery (driving battery 32) and a stator 22 that is radially opposed to the stator 22. a first rotor 23 which is freely rotatable in the circumferential direction and is connected to the input shaft 6; The first rotor 23 is composed of a plurality of predetermined magnetic poles (permanent magnets 23a) arranged in the circumferential direction, and each two adjacent magnetic poles have polarities different from each other. The stator 22 is composed of a plurality of armatures (iron core 22a, U-phase, V-phase and W-phase coils 22c, 22d, 22e) arranged in the circumferential direction, and the magnetic pole row and a rotating magnetic field that rotates in the circumferential direction by a plurality of predetermined armature magnetic poles generated in the plurality of armatures. The rotor 24 is composed of a plurality of predetermined soft magnetic bodies (cores 24a) arranged in the circumferential direction at intervals, and has soft magnetic body rows arranged between the magnetic pole rows and the armature rows. The ratio of the number of child magnetic poles, the number of magnetic poles, and the number of soft magnetic bodies is set to 1:m:(1+m)/2 (m≠1.0). Using the power generated by rotating in synchronization with the input shaft 6, the second rotor 24 is rotated and the first control (step 6 in FIG. 8) to drive the oil pump 5, and the power from the battery to the stator 22 to rotate the second rotor 24 and drive the oil pump 5 (step 3 in FIG. 8), and the power of the first rotor and the power supplied from the battery to the stator. Both are used to rotate the second rotor and selectively execute the third control (step 5 in FIG. 8) to drive the oil pump.

Among the above components of the present invention, the configuration of the second electric motor is the same as that of the electric motor disclosed in, for example, Japanese Patent No. 4747184 (hereinafter referred to as "Patent Application A") filed by the applicant of the present invention. has already been described in detail in patent application A, so a brief description will be given below. As explained in patent application A, in the second electric motor having the configuration described above, when power is supplied to the armature of the stator to generate a rotating magnetic field, the magnetic poles of the first rotor and the soft magnetic material of the second rotor Magnetic lines of force are generated that connect the magnetic poles of the stator armature. Electric power supplied to the armature is converted into power by the action of the magnetic force caused by the magnetic lines of force, and the power is transmitted to the first and second rotors to output be done.

In this case, between the rotating magnetic field of the stator, the first rotor, and the second rotor, there are relationships between the electrical angular velocity and the torque represented by the following equations (1) and (2), respectively.
ωmf = (α+1)・ωe2−α・ωe1 (1)
Here, ωmf is the electrical angular velocity of the magnetic field (electrical angular velocity of the rotating magnetic field), ωe1 is the electrical angular velocity of the first rotor (value obtained by converting the angular velocity of the first rotor with respect to the stator into electrical angular velocity), and ωe2 is the electrical angular velocity of the second rotor. (a value obtained by converting the angular velocity of the second rotor with respect to the stator into an electrical angular velocity). α is the ratio (=a/c) between the number of pole pairs a of the first rotor magnetic poles and the number of pole pairs c of the armature magnetic poles of the stator (hereinafter referred to as “pole pair number ratio α”).

Tmf = Te1/α = -Te2/(α+1) (2)
Here, Tmf is the equivalent driving torque (torque equivalent to the electric power supplied to the armature and the magnetic field electrical angular velocity ωmf), Te1 is the first rotor transmission torque transmitted to the first rotor, and Te2 is the second It is the second rotor transmission torque transmitted to the rotor.

In addition, in the second electric motor, when power is input to at least one of the first and second rotors to rotate the armature while power is not being supplied to the armature, a rotating magnetic field is generated in the armature. generated and electricity is generated. In this case also, magnetic lines of force are generated that connect the magnetic poles, the soft magnetic material, and the armature magnetic poles. relationship is established. That is, if a torque equivalent to the generated electric power and the magnetic field electrical angular velocity ωmf is assumed to be an equivalent torque for power generation, the equivalent torque for power generation and the first and second rotor transmission torques T1 and T2 are also expressed as in equation (2): relationship is established. Hereinafter, the equivalent torque for driving and the equivalent torque for power generation will be collectively referred to as "magnetic field equivalent torque Tmf".

The relationship between the electrical angular velocity and the torque represented by the above equations (1) and (2) is the relationship between the rotation speed and the torque in the sun gear, ring gear and carrier of the planetary gear device in which the gear ratio between the sun gear and the ring gear is 1:α. is exactly the same as As is clear from the above, the second electric motor of the present invention has a function equivalent to that of a device in which a single pinion type planetary gear device and a general one-rotor type electric motor are combined. In addition, the second electric motor has a smaller number of parts and a smaller number of shafts of the rotating body than the planetary gear device, and power transmission between the rotating bodies (or between the rotating body and the rotating magnetic field) is performed in a non-contact state. It has the characteristic of being

Further, the vehicle oil pump driving device of the present invention includes a first electric motor separate from the second electric motor, the rotor of the first electric motor is connected to the input shaft of the transmission, and the first rotor of the second electric motor is connected to the input shaft of the transmission. is connected to the input shaft, and the second rotor is connected to the oil pump. Based on the above configuration, according to the present invention, the first control (the power generated by the rotation of the first rotor in synchronization with the input shaft) is used to drive the second rotor as the drive control of the oil pump. control to rotate and drive the oil pump), second control (control to rotate the second rotor and drive the oil pump by supplying power from the battery to the stator), and third control (the first rotor and power supplied to the stator from the battery to rotate the second rotor and drive the oil pump) is selectively executed.

In this way, the first control using the power of the input shaft, the second control using the electric power from the battery, and the third control using both of these power and electric power are selectively executed to drive the oil pump. Therefore, unlike conventional systems, it is possible to unify the oil pump, thereby reducing the weight of the vehicle, the manufacturing cost of the oil pump, and the installation space.For example, the interior space of the vehicle can be expanded. . Moreover, power consumption of the battery can be suppressed compared to the case where the oil pump is always driven by the electric motor connected to the battery.

In addition, the second electric motor can reduce the number of parts and the number of shafts of the rotating body as compared with a device combining a planetary gear device having the same function as the second electric motor and a one-rotor type electric motor. In addition, since there is no contact between the rotating bodies (or between the rotating magnetic field and the rotating body), friction and backlash due to meshing of the gears in the planetary gear device, and power transmission between the rotating bodies resulting from them Loss, gear lubrication work, etc. can be eliminated. Furthermore, unlike the rotor of a normal motor, the rotating magnetic field of the stator does not have an inertial mass, so that there is no response delay due to inertia to rotational fluctuations of the power of the internal combustion engine, for example, and the responsiveness of driving the oil pump can be improved. can be done.

The invention according to claim 2 is the vehicle oil pump driving device according to claim 1, wherein the first electric motor 11 is connected to the internal combustion engine 3 via a clutch (first clutch CL1). Clutch state acquisition means (ECU 2) for acquiring the connection/disconnection state, and input shaft rotation speed detection means (input shaft rotation angle sensor 41) for detecting the rotation speed of the input shaft 6 (input shaft rotation speed) Nin. Further, the control means is characterized by executing the second control when the disengaged state of the clutch is detected and the rotation speed Nin of the input shaft 6 is less than the predetermined first threshold value NREF1.

According to this configuration, the first electric motor is connected to the internal combustion engine via the clutch, the disengaged state of the clutch is detected, and the detected rotational speed of the input shaft is less than the predetermined first threshold value. Sometimes a second control is executed. Thus, by executing the second control when power transmission from the internal combustion engine to the transmission is interrupted and the actual rotation speed of the input shaft is low and the power is not sufficient, the electric power from the battery is reduced. can be used to drive the oil pump. For example, before the vehicle is driven by the first electric motor, the oil pump is driven by the second control to start up the transmission in advance, so that the vehicle can be smoothly driven by the first electric motor thereafter.

Further, when the oil pump is driven by the planetary gear device in a low-speed state of the vehicle in which the number of revolutions of the input shaft is low, the backlash of the gear may occur particularly when switching between the first control and the second control. The rattling sound of the gears is generated and is likely to be transmitted to the driver, so there is a risk that the marketability will deteriorate. On the other hand, in the present invention, by using a non-contact type second electric motor that does not have gears, it is possible to prevent rattling noise and improve marketability.

According to a third aspect of the present invention, there is provided the vehicle oil pump driving device according to the second aspect, wherein the control means controls the rotation speed Nin of the input shaft 6 to be equal to or higher than the first threshold value NREF1 during execution of the second control. It is characterized by executing the third control when it becomes.

According to this configuration, the third control is executed when the rotation speed of the input shaft reaches or exceeds the first threshold value while the second control is being executed. In this manner, the second control is switched to the third control when the rotational speed of the input shaft is increased and the power is sufficiently increased, so that the power of the input shaft can be effectively used to drive the oil pump. , the battery power consumption can be reduced.

According to a fourth aspect of the present invention, there is provided the vehicle oil pump driving device according to the third aspect, wherein the control means controls the rotation speed Nin of the input shaft 6 to a predetermined second threshold value greater than the first threshold value NREF1. When the value NREF2 or more is reached, the magnetic field rotation speed of the second electric motor 21 is held at a negative value, and the first control is executed.

According to this configuration, the first control of the second electric motor is executed when the rotation speed of the input shaft reaches or exceeds the predetermined second threshold value that is larger than the first threshold value. By executing the first control of the second electric motor when the rotation speed of the input shaft increases significantly in this way, the rotation speed of the second rotor can be reduced, and the load on the oil pump can be reduced. Further, by charging the battery with the electric power generated by the first control, it can be used as electric power for the second control or driving electric power for other auxiliary equipment.

1 is a diagram schematically showing a vehicle oil pump drive device according to an embodiment of the present invention, together with another configuration of a vehicle; FIG. FIG. 2 is a block diagram showing an ECU and the like of a vehicle oil pump drive device; FIG. 2 is a block diagram showing the electrical connection relationship between first and second electric motors of the vehicle oil pump drive device; It is an expanded sectional view of a 2nd electric motor. FIG. 5 is a diagram schematically showing the stator of the second electric motor and the first and second rotors unfolded in the circumferential direction; FIG. 10 is a speed collinear diagram showing an example of the relationship between the magnetic field electrical angular velocity in the second motor and the first and second rotor electrical angular velocities; FIG. 5 is a diagram for explaining the operation when electric power is supplied to the stator while the first rotor of the second electric motor is held so as not to rotate; 4 is a flowchart showing drive control processing of an oil pump; It is a figure which shows the relationship between input-shaft rotation speed, pump rotation speed, magnetic field rotation speed, and the control mode of a 2nd electric motor. 4 is a flowchart showing magnetic field equivalent torque calculation processing; FIG. 9 is a speed collinear chart showing an example of the relationship between the number of rotations between various rotating elements, along with the relationship between torques, obtained by the second control of FIG. 8; FIG. 10 is a speed collinear chart showing an example of the relationship between the number of rotations between various rotating elements, along with the relationship between torques, obtained by the third control of FIG. 8; FIG. 9 is a speed collinear chart showing an example of the relationship between the number of rotations between various rotating elements, along with the relationship between torques, obtained by the first control of FIG. 8;

Preferred embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows an oil pump driving device according to an embodiment of the present invention together with other configurations of a related vehicle. The vehicle V includes an internal combustion engine 3 and a first electric motor 11 as power sources, a second electric motor 21, a hydraulic transmission 4, an oil pump 5 for supplying hydraulic pressure to the transmission 4, and the internal combustion engine 3. , an ECU (electronic control unit) 2 for controlling the first and second electric motors 11 and 21, and the like. For the sake of convenience, hatching is omitted for portions showing cross sections in the drawings.

An internal combustion engine (hereinafter referred to as "engine") 3 is, for example, a gasoline engine, and has a crankshaft 3a for outputting power, fuel injection valves 3b, spark plugs 3c, and the like. The operations of the fuel injection valve 3b and the spark plug 3c are controlled by the ECU 2 (see FIG. 2). Further, the crankshaft 3a is coaxially connected to the input shaft 6 via the first clutch CL1.

The first electric motor 11 is, for example, a brushless DC motor, and has a stationary stator 12 and a rotatable rotor 13 . The stator 12 is composed of a three-phase coil or the like, and is fixed to the case CA. The rotor 13 is composed of a plurality of magnets or the like, is provided inside the stator 12 in the radial direction, and is coaxially and integrally connected to the input shaft 6 .

As shown in FIG. 3 , the stator 12 is electrically connected via a first PDU (power drive unit) 31 to a chargeable/dischargeable drive battery 32 . The first PDU 31 is composed of an electric circuit such as an inverter, and the operation of the first electric motor 11 is controlled by controlling the first PDU 31 with the ECU 2 . Specifically, when electric power is supplied from the drive battery 32 to the stator 12 by the control of the first PDU 31 by the ECU 2, the electric power is converted into power, and the rotor 13 rotates (power running). Further, when the rotor 13 rotates in a state in which the power supply to the stator 12 is stopped, the power is converted into power to generate power (regeneration). The generated electric power is charged to the drive battery 32 or the like.

The second electric motor 21 is of a two-rotor type configured as will be described later. It has a rotatable second rotor 24 provided between 23 . The stator 22 , first rotor 23 and second rotor 24 are arranged concentrically with the input shaft 6 , and the first rotor 23 is integrally connected to the input shaft 6 . An output gear G1 is provided integrally with the second rotor 24, and this output gear G1 meshes with an input gear G2 integral with the input shaft 5a of the oil pump 5. As shown in FIG. The configuration and operation of the second electric motor 21 will be described later.

The oil pump 5 is driven by the power of the second rotor 24 and supplies the hydraulic pressure generated thereby to the transmission 4 via the hydraulic pressure supply path 7 . The transmission 4 is composed of, for example, a belt-type continuously variable transmission having a drive pulley and a driven pulley that are driven by hydraulic pressure, and a belt (none of which is shown) that is wound between the pulleys. . The transmission 4 shifts the power of the engine 3 and/or the first electric motor 11 input from the input shaft 6 via the second clutch CL2. The changed power is transmitted to the left and right driving wheels DW, DW via the differential gear 8 and the left and right output shafts 9, 9.

Next, the configuration and operation of the second electric motor 21 will be described. Since the second electric motor 21 is basically the same as the electric motor disclosed in Patent Application A filed by the present applicant, the configuration and operation thereof will be briefly described below.

The stator 22 of the second electric motor 21 generates a rotating magnetic field, and as shown in FIGS. 22c, 22d and 22e. The iron core 22a is a cylindrical one in which a plurality of steel plates are laminated, extends in the axial direction of the input shaft 6 (hereinafter simply referred to as "axial direction"), and is attached to the inner peripheral surface of the case CA. For example, 12 slots 22b are formed in the inner peripheral surface of the iron core 22a. These slots 22b extend in the axial direction and extend in the peripheral direction of the input shaft 6 (hereinafter simply referred to as the "circumferential direction"). ) are arranged at equal intervals. The U-phase to W-phase coils 22c to 22e are wound around the slot 22b by distributed winding (wave winding).

Further, as shown in FIG. 3, the stator 22 including the U-phase to W-phase coils 22c to 22e is connected to the DC/DC converter 34 and the driving battery 32 and the auxiliary battery 35 in parallel via the second PDU 33. It is connected to the. Like the first PDU 31, the second PDU 33 is composed of an electric circuit such as an inverter. Output. The DC/DC converter 34 boosts the electric power from the driving battery 32 and outputs it to the second PDU 33 , and also outputs the electric power from the second PDU 33 to the driving battery 32 while reducing the voltage.

In the stator 22 configured as described above, when power is supplied from the driving battery 32 via the second PDU 33 or when power is generated as described later, the end of the iron core 22a on the first rotor 23 side is , four magnetic poles are generated at equal intervals in the circumferential direction (see FIG. 7), and the rotating magnetic field generated by these magnetic poles rotates in the circumferential direction. The magnetic poles generated in the iron core 22a are hereinafter referred to as "armature magnetic poles". Also, as shown in FIG. 7, the polarities of each two armature magnetic poles adjacent to each other in the circumferential direction are different from each other. In FIG. 7, the armature magnetic poles are indicated by (N) and (S) above the iron core 22a and the U-phase to W-phase coils 22c to 22e.

As shown in FIG. 5, the first rotor 23 has a magnetic pole array made up of, for example, eight permanent magnets 23a. These permanent magnets 23 a are arranged in the circumferential direction at regular intervals, and the magnetic pole array faces the iron core 22 a of the stator 22 . Each permanent magnet 23 a extends in the axial direction, and its axial length is set to be the same as that of the iron core 22 a of the stator 22 .

As shown in FIG. 4, the permanent magnet 23a is attached to the outer peripheral surface of the ring-shaped attachment portion 23b. The mounting portion 23b is composed of a soft magnetic material such as iron or a laminate of a plurality of steel plates. Concatenated. As described above, the first rotor 23 including the permanent magnets 23 a rotates integrally with the input shaft 6 . Furthermore, since the permanent magnets 23a are attached to the outer peripheral surface of the attachment portion 23b made of a soft magnetic material as described above, each permanent magnet 23a has (N) or (N) or ( S) one magnetic pole appears. In FIG. 7, the magnetic poles of the permanent magnet 23a are indicated by (N) and (S). Moreover, the polarities of each two permanent magnets 23a adjacent in the circumferential direction are different from each other.

The second rotor 24 has, for example, a single row of soft magnetic bodies made up of six cores 24a. These cores 24a are arranged circumferentially at regular intervals and fixed to a disc-shaped flange (not shown), and are rotatably supported via the flange or the like. The row of soft magnetic bodies is arranged between the iron core 22a of the stator 22 and the row of magnetic poles of the first rotor 23 with a predetermined gap between them. Each core 24a is made of a soft magnetic material such as a plurality of laminated steel plates, and extends in the axial direction. The axial length of the core 24a is set to be the same as that of the iron core 22a of the stator 22, like the permanent magnet 23a. Further, an input gear G1 for driving the oil pump 5 is provided integrally with the core 24a.

Next, the operation of the second electric motor 21 having the above configuration will be described. As described above, the second electric motor 21 has four armature magnetic poles, eight magnetic poles of the permanent magnets 23a (hereinafter referred to as "magnet magnetic poles"), and six cores 24a. That is, the ratio of the number of armature magnetic poles, the number of magnet magnetic poles, and the number of cores 24a (hereinafter referred to as "pole number ratio") is 1:m:(1+m)/2=1:2.0:(1+2. 0)/2 and m=2.0. In addition, the number of pole pairs of magnet magnetic poles is a=4, the number of soft magnetic bodies is b=6, the number of pole pairs of armature magnetic poles is c=2, and the pole pair number ratio α=a/c=2.0.

In the second electric motor 21 configured as described above, for example, as shown in FIG. 7, when the first rotor 23 is fixed and a rotating magnetic field is generated by supplying power to the stator 22, the magnetic poles of the magnet, the core 24a, and the armature A magnetic force line ML is generated that connects the magnetic poles, and the electric power supplied to the stator 22 is converted into power by the action of the magnetic force by the magnetic force line ML, and the power is output from the second rotor 24 . In this case, the relationship of the above equation (1) holds between the magnetic field electrical angular velocity ωmf and the first and second rotor electrical angular velocities ωe1 and ωe2. .0, the following equation (3) holds.
ωmf=3·ωe2−2·ωe1 (3)

Therefore, the relationship between the magnetic field electrical angular velocity ωmf, the first rotor electrical angular velocity ωe1, and the second rotor electrical angular velocity ωe2 can be represented by a velocity collinear chart, for example, as shown in FIG.

Further, the relationship of the above equation (2) is established between the magnetic field equivalent torque Tmf and the first and second rotor transmission torques Te1 and Te2, and substituting the pole pair ratio α=2.0 into the equation (2) gives The following formula (4) is obtained.
Tmf = Te1/2 = -Te2/3 (4)

When power is applied to at least one of the first and second rotors 23 and 24 to rotate the stator 22 while power is not being supplied to the stator 22, the stator 22 generates power. , a rotating magnetic field is generated. In this case as well, a magnetic force line ML is generated that connects the magnet magnetic pole, the soft magnetic material, and the armature magnetic pole, and by the action of the magnetic force by the magnetic force line ML, the relationship between the electrical angular velocity shown in Equation (3) and Equation (4) The relationship of the torque shown in is established.

As is clear from the above, the second electric motor 21 has the same function as a device obtained by combining a single pinion type planetary gear device and a general one-rotor type electric motor.

The input shaft 6 and the input shaft 5a of the oil pump 5 are provided with an input shaft rotation angle sensor 41 and a pump rotation angle sensor 42, respectively. The input shaft rotation angle sensor 41 detects the rotation angle of the input shaft 6 as the input shaft rotation angle θR1, and the pump rotation angle sensor 42 detects the rotation angle of the input shaft 5a of the oil pump 5 as the pump rotation angle θR2. Those detection signals are output to the ECU 2 .

The ECU 2 is composed of a microcomputer including an I/O interface, CPU, RAM and ROM. Based on the detected input shaft rotation angle θR1, the ECU 2 calculates (detects) the rotation speed Nin of the input shaft 6 and the first rotor 23 that are integral with each other (hereinafter referred to as “input shaft rotation speed”). The rotational speed Nop of the input shaft 5a of the oil pump 5 (hereinafter referred to as "pump rotational speed") is calculated (detected) based on the pump rotational angle θR2. The ECU 2 controls the operation of the second electric motor 21 and drives the oil pump 5 by controlling the rotating magnetic field of the stator 22 according to the detected input shaft rotation speed Nin and pump rotation speed Nop.

Next, drive control processing for the oil pump 5 executed by the ECU 2 will be described with reference to FIG. This process is repeatedly executed at a predetermined cycle. In this process, first, in step 1 (illustrated as "S1"; the same shall apply hereinafter), it is determined whether or not the first clutch flag F_CL1 is "1". This first clutch flag F_CL1 is set to "1" when the first clutch CL1 arranged between the engine 3 and the first electric motor 11 is in the engaged state.

If the determination result in step 1 is NO and the first clutch CL1 is in the disengaged state, the process proceeds to step 2 to determine whether the detected input shaft rotation speed Nin is less than a predetermined first threshold value NREF1 close to zero. determine whether or not When the determination result is YES and the input shaft rotation speed Nin is a low value near 0, the process proceeds to step 3, the second control of the second electric motor 21 is executed (see FIG. 9), and the process ends.

FIG. 10 shows the calculation process of the magnetic field equivalent torque. In this process, first, in step 11, a basic value Te2b of the second rotor transmission torque Te2 is calculated. The calculation is performed, for example, based on the target pump rotation speed Nopt, which is the target value of the pump rotation speed.

Next, in step 12, a correction term ΔTe2 for the second rotor transmission torque Te2 is calculated according to the target pump rotation speed Nopt and the detected actual pump rotation speed Nop. The correction term ΔTe2 is calculated by feedback control so that the pump rotation speed Nop becomes the target pump rotation speed Nopt (the deviation ΔNop between the two converges to a value of 0).

Next, in step 13, the second rotor transmission torque Te2 is calculated by adding the correction term ΔTe2 to the basic value Nopt according to the following equation (5).
Te2=Te2b+ΔTe2 (5)

Next, in step 14, using the second rotor transmission torque Te2, the magnetic field equivalent torque Tmf is calculated according to the above equation (4). Then, in step 15, a drive signal based on the calculated magnetic field equivalent torque Tmf is output to the stator 22 of the second electric motor 21, and this process ends.

FIG. 11 shows an example of the relationship between the number of rotations between various rotating elements obtained by the above-described second control, together with the relationship between torques. First, since the first rotor 23 is directly connected to the input shaft 6, the rotational speeds of both 23 and 6 are equal to the input shaft rotational speed Nin. Further, since the second rotor 24 is connected to the input shaft 5a of the oil pump 5 via the output gear G1 and the input gear G2, ignoring the speed change by the gears G1 and G2, the second rotor 24 and The rotation speed of the input shaft 5a of the oil pump 5 is equal to the pump rotation speed Nop. From these relationships and the function similar to the planetary gear device of the second electric motor 21 described above, during the second control, the input shaft rotation speed Nin, the pump rotation speed Nop, and the magnetic field rotation speed (the rotation speed of the rotating magnetic field) Nef are The input shaft rotation speed Nin is represented by a collinear relationship as shown in FIG. 11, and indicates a value of 0 or its vicinity.

Therefore, during the second control, the second rotor transmission torque Te2 corresponds to the load of the oil pump 5, and the first rotor 23 is connected to the input shaft 6 that transmits the vehicle driving force. A reaction force Te1 acts. Then, in this state, electric power is supplied to the stator 22 based on the magnetic field equivalent torque Tmf to cause the rotating magnetic field to rotate forward and act as a driving equivalent torque. As a result, the pump rotation speed Nop increases. Further, as described above, the magnetic field equivalent torque Tmf is calculated by feedback control so that the pump rotation speed Nop becomes the target pump rotation speed Nopt, so the pump rotation speed Nop is held at the target pump rotation speed Nopt, Thereby, the oil pump 5 can be favorably driven. As described above, the oil pump 5 is driven using only the power of the second electric motor 21 during the second control.

Returning to FIG. 8, when the determination result of step 1 is YES and the first clutch CL1 is in the engaged state, or when the determination result of step 2 is NO and the input shaft rotation speed Nin is equal to or greater than the first threshold value NREF1, , in step 4, it is determined whether or not the input shaft rotation speed Nin is equal to or greater than a predetermined second threshold value NREF2, which is greater than the first threshold value NREF1. When the determination result is NO, NREF1≦Nin<NREF2 is established, and the input shaft rotation speed Nin has increased to the vicinity of the target pump rotation speed Nopt, the process proceeds to step 5, and the third control of the second electric motor 21 is executed. (See FIG. 9), and the process ends.

This third control is executed for the purpose of converging the pump rotation speed Nop to the target pump rotation speed Nopt, and therefore its content is basically the same as the already-described second control in FIG. is. That is, the basic value Te2b of the second rotor transmission torque Te2 is calculated, the correction term ΔTe2 is calculated by feedback control so that the pump rotation speed Nop becomes the target pump rotation speed Nopt, and the sum of both Te2 and ΔTe2 is the second The magnetic field equivalent torque Tmf is calculated by the above equation (4) based on the rotor transmission torque Te2 and the second rotor transmission torque Te2.

During the third control, the input shaft rotation speed Nin increases to some extent, so the first rotor transmission torque Te1 acts as drive torque in the direction of increasing the pump rotation speed Nop. On the other hand, the magnetic field equivalent torque Tmf is calculated so that the pump rotation speed Nop becomes the target pump rotation speed Nopt, and adjusts the pump rotation speed Nop by acting as an equivalent torque for driving or an equivalent torque for power generation. As a result, as shown in FIG. 12, the pump rotation speed Nop is maintained at the target pump rotation speed Nopt regardless of the input shaft rotation speed Nin, so that the oil pump 5 can be driven satisfactorily. As described above, during the third control, the oil pump 5 is driven mainly using the power of the engine 3 and/or the first electric motor 11 .

Returning to FIG. 8, when the determination result in step 4 is YES and the input shaft rotation speed Nin is equal to or greater than the second threshold value NREF2, it is determined that the input rotation speed Nin has increased significantly, and the process proceeds to step 6 to perform the second threshold value NREF2. The first control of the electric motor 21 is executed (see FIG. 9), and this process ends.

In this first control, the magnetic field equivalent torque Tmf acts as an equivalent torque for power generation to reverse the rotating magnetic field, hold the magnetic field rotation speed Nef at a negative value, and synchronize the first rotor 23 with the input shaft 6. The power generated by the rotation is used to rotate the second rotor 24 and drive the oil pump 5 . As a result, the power of the input shaft 6 is used to generate power in the stator 22, and as shown in FIG. The load on the pump 5 can be reduced. In addition, by charging the drive battery 32 with the generated power, it can be used as power for the second control or drive power for other auxiliary equipment.

As described above, according to the present embodiment, the second electric motor 21 is configured as described above, and has functions equivalent to those of a device in which a planetary gear device and a general one-rotor type electric motor are combined. 3. It is connected to the first electric motor 11, the oil pump 5, etc., as described above. A first control using the power of the input shaft 6 connected to the transmission 4, a second control using the power from the drive battery 32, and both the power of the input shaft 6 and the power from the drive battery 32 is selectively executed to drive the oil pump 5 . Therefore, unlike conventional devices, it is possible to unify the oil pump, thereby reducing the weight of the vehicle, the manufacturing cost of the oil pump, and the installation space, and for example, increasing the interior space of the vehicle. . Moreover, power consumption of the battery can be suppressed compared to the case where the oil pump is always driven by the electric motor connected to the battery.

In addition, the second electric motor 21 can reduce the number of parts and the number of shafts of the rotating body compared to a device combining a planetary gear device having the same function and a one-rotor type electric motor. In addition, since there is no contact between the rotating bodies (or between the rotating magnetic field and the rotating body), friction and backlash due to meshing of the gears in the planetary gear device, and power transmission between the rotating bodies resulting from them Loss, gear lubrication work, etc. can be eliminated. Furthermore, unlike the rotor of a normal motor, the rotating magnetic field of the stator 22 does not have an inertial mass. can be enhanced.

Further, the second control is executed when the first clutch CL1 provided between the first electric motor 11 and the engine 3 is disengaged and the detected input shaft rotation speed Nin is less than the first threshold value NREF1. do. As a result, when power transmission from the engine 3 to the transmission 4 is cut off and the actual rotation speed of the input shaft 6 is low and the power is not sufficient, the electric power from the driving battery 32 is used to Oil pump 5 can be driven. For example, before the vehicle V is driven by the first electric motor 11, the oil pump 5 is driven by the second control and the transmission 4 is started up in advance, so that the subsequent driving of the vehicle V by the first electric motor 11 is smooth. It can be carried out.

In addition, when the oil pump is driven by the planetary gear device in the low speed state of the vehicle V in which the rotation speed of the input shaft 6 is low, the gears are not changed particularly when switching between the third control and the second control. The rattling noise caused by the backlash is likely to be transmitted to the driver, which may deteriorate the marketability of the vehicle. On the other hand, in the embodiment, by using the non-contact second electric motor 21 without gears, it is possible to prevent rattling noise and improve marketability.

Also, during execution of the second control, when the input shaft rotation speed Nin becomes equal to or greater than the first threshold value NREF1, the control is switched to the third control. As a result, when the rotation speed of the input shaft 6 increases and the power of the input shaft 6 increases sufficiently, the power of the input shaft 6 can be effectively used to drive the oil pump 5, and the power consumption of the driving battery 32 can be reduced. can be reduced.

Furthermore, when the input shaft rotation speed Nin reaches or exceeds the second threshold value NREF2, the magnetic field rotation speed of the second electric motor 21 is held at a negative value, and the first control is executed. By executing the first control when the rotational speed of the input shaft 6 increases greatly in this way, the rotational speeds of the first rotor 23 and the second rotor 24 of the second electric motor 21 are reduced, and the oil pump 5 load can be reduced. Further, by charging the drive battery 32 or the like with electric power generated by the first control, it can be used as electric power for the second control or as electric power for driving other auxiliary equipment.

It should be noted that the present invention is not limited to the described embodiments and can be implemented in various ways. For example, the configuration of the oil pump drive device shown in FIG. 1 is an example, and the connection relationship and layout between the components can be changed as appropriate. For example, in the embodiment, the second electric motor 21 and the oil pump 5 are configured separately, and the second rotor 24 of the second electric motor 21 and the input shaft 5a of the oil pump 5 are connected via the output gear G1 and the input gear G2. Although they are connected, the second electric motor 21 and the oil pump 5 may be integrated, and the second rotor 24 and the input shaft 5a may be coaxially and directly connected. Further, in the embodiment, the rotor 13 of the first electric motor 11 and the first rotor 23 of the second electric motor 21 are coaxially directly connected to the input shaft 6, but these rotors 13, the second rotor 23 and the input shaft 6 may be connected via drive gears or sprockets.

In the embodiment, the input shaft rotation angle sensor 41 is provided on the input shaft 6, and the pump rotation angle sensor 42 is provided on the input shaft 5a of the oil pump 5. However, the input shaft rotation speed Nin and the pump rotation speed Nop Since a certain relationship such as expressed by the formula (3) is established between them, one of the sensors 41 and 42 may be omitted.

Further, the number of armatures of the stator 22 of the second electric motor 21, the number of magnetic poles of the first rotor 23, and the number of soft magnetic bodies of the second rotor 24 in the embodiment are merely examples, and are described in claim 1. Any number of combinations can be adopted as long as the conditions are satisfied. In addition, it is possible to change the detailed configuration as appropriate within the scope of the present invention.

V vehicle 2 ECU (control means, clutch state acquisition means)
3 Engine (internal combustion engine)
4 transmission 5 oil pump 11 first electric motor 13 rotor 21 second electric motor 22 stator 22a iron core (armature)
22c U-phase coil (armature)
22d V-phase coil (armature)
22e W-phase coil (armature)
23 first rotor 23a permanent magnet (magnetic pole)
24 second rotor 24a core (soft magnetic material)
32 drive battery (battery)
41 Input shaft rotation angle sensor (input shaft rotation speed detection means)
CL1 First clutch (clutch)
Nin Input shaft rotation speed (input shaft rotation speed)
NREF1 First threshold value NREF2 Second threshold value

In order to achieve the above object, the invention according to claim 1 is a vehicle oil pump driving device which has an input shaft 6 to which power of a power source is input and which drives an oil pump 5, which is rotatable. , the rotor 13 is connected to the input shaft 6, the second electric motor 21 is connected to the oil pump 5, and the control means for controlling the second electric motor 21 (( The second electric motor 21 is provided with a stator 22 connected to a battery (driving battery 32) and a stator 22 that is radially opposed to the stator 22 and is rotatable in the circumferential direction. a first rotor 23 connected to the input shaft 6; and a second rotor 23 disposed between the stator 22 and the first rotor 23, freely rotatable in the circumferential direction, and connected to the oil pump 5. , and the first rotor 23 comprises a plurality of predetermined magnetic poles (permanent magnets 23a) arranged in the circumferential direction, and has a magnetic pole row arranged such that each two adjacent magnetic poles have different polarities. The stator 22 is composed of a plurality of armatures (iron core 22a, U-phase, V-phase and W-phase coils 22c, 22d, 22e) arranged in the circumferential direction and arranged to face the magnetic pole arrays. and an armature row for generating a rotating magnetic field rotating in the circumferential direction by a plurality of predetermined armature magnetic poles generated in the plurality of armatures, and the second rotor 24 is spaced apart from each other. A plurality of soft magnetic bodies (cores 24a) arranged in the circumferential direction, and has a soft magnetic body row disposed between the magnetic pole row and the armature row, and the number of armature magnetic poles and the number of magnetic poles and the number of soft magnetic bodies is set to 1:m:(1+m)/2 (m≠1.0). A first control (step 6 in FIG. 8) for rotating the second rotor 24 and driving the oil pump 5 using power generated by Using both the second control (step 3 in FIG. 8) to rotate the rotor 24 and drive the oil pump 5 and the power of the first rotor and the power supplied from the battery to the stator, the second A third control (step 5 in FIG. 8) for rotating the rotor and driving the oil pump is selectively executed.

Further, the vehicle oil pump drive device of the present invention includes a first electric motor separate from the second electric motor, and the rotor of the first electric motor is connected to an input shaft to which the power of the power source is input . The first rotor of the two electric motors is connected to the input shaft, and the second rotor is connected to the oil pump. Based on the above configuration, according to the present invention, the first control (the power generated by the rotation of the first rotor in synchronization with the input shaft) is used to drive the second rotor as the drive control of the oil pump. control to rotate and drive the oil pump), second control (control to rotate the second rotor and drive the oil pump by supplying power from the battery to the stator), and third control (the first rotor and power supplied to the stator from the battery to rotate the second rotor and drive the oil pump) is selectively executed.

Claims (4)

A driving device for a vehicle oil pump that drives an oil pump that supplies hydraulic pressure to a transmission to which power from a power source is input via an input shaft,
a first electric motor having a rotatable rotor, the rotor being coupled to the input shaft;
a second electric motor coupled to the oil pump;
a control means for controlling the second electric motor,
The second electric motor includes a stator connected to a battery, a first rotor facing the stator in a radial direction and rotatable in a circumferential direction, and connected to the input shaft. a second rotor disposed between the rotors and rotatable in the circumferential direction and connected to the oil pump;
The first rotor comprises a plurality of predetermined magnetic poles arranged in the circumferential direction, and has a magnetic pole row arranged such that each two adjacent magnetic poles have different polarities,
The stator is composed of a plurality of armatures arranged in the circumferential direction, is arranged to face the magnetic pole row, and is configured to rotate in the circumferential direction by a plurality of predetermined armature magnetic poles generated in the plurality of armatures. having an armature array that generates a rotating magnetic field that rotates between the magnetic pole array and the magnetic pole array;
The second rotor is composed of a plurality of predetermined soft magnetic bodies arranged in the circumferential direction at intervals, and has a soft magnetic body row arranged between the magnetic pole row and the armature row,
A ratio of the number of the armature magnetic poles, the number of the magnetic poles, and the number of the soft magnetic bodies is set to 1:m:(1+m)/2 (m≠1.0),
The control means includes first control for rotating the second rotor using power generated by the rotation of the first rotor in synchronization with the input shaft to drive the oil pump; A second control for rotating the second rotor and driving the oil pump by supplying power to the stator, and using both the power of the first rotor and the power supplied to the stator from the battery. and selectively executing a third control to rotate the second rotor and drive the oil pump. The first electric motor is connected to an internal combustion engine via a clutch,
clutch state acquiring means for acquiring the state of connection/disengagement of the clutch;
input shaft rotation speed detection means for detecting the rotation speed of the input shaft;
2. The control means executes the second control when the disengaged state of the clutch is detected and the rotational speed of the input shaft is less than a predetermined first threshold value. 2. The driving device for the vehicle oil pump according to . 3. The apparatus according to claim 2, wherein said control means executes said third control when the rotational speed of said input shaft exceeds said first threshold value while said second control is being executed. A driving device for a vehicle oil pump as described. The control means holds the magnetic field rotation speed of the second electric motor at a negative value when the rotation speed of the input shaft reaches or exceeds a predetermined second threshold value larger than the first threshold value, 4. The vehicle oil pump driving device according to claim 3, wherein the first control is executed.

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