JP3095127B2 - Vehicle drive system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a compact drive for vehicle by interposing a second rotor concentrically between a first rotor and a stator arranged concentrically thereto and constituting a first electric rotating machine of poles at the inner circumferential part of second rotor and the first rotor while constituting a second electric rotating machine of poles at the outer circumferential part and the stator. SOLUTION: A cylindrical rotor yoke 1311 is disposed around a rotor core 1212 through an air gap g1. A plurality of magnets 1220 are arranged at a constant interval in the circumferential direction on the inner circumferential face side. Each magnet 1220 is provided, at the opposite ends thereof, with openings 1311a for preventing leakage of flux. The magnet 1220, rotor core 1212 and a field winding 1211 constitute an electric rotating machine 1200. A plurality of magnets 1420 are arranged at a constant interval on the outer circumferential face side of the rotor yoke 1311 and provided with openings 1311a for preventing leakage of flux. The rotor yoke 1311 is provided with a stator yoke 1410 through an air gap g2. A plurality of slots in the inner circumferential face of a stator core 1412 is fitted with a field winding 1411 thus constituting a second electric rotating machine. This structure realizes a compact drive for vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving apparatus for driving a vehicle, and more particularly to a driving apparatus for a so-called hybrid type electric vehicle which drives a vehicle using both an internal combustion engine and a power storage means such as a battery as driving sources. .

[0002]

2. Description of the Related Art Conventionally, as disclosed in Japanese Patent Application Laid-Open No. Hei 7-15805, an electromagnetic coupling for converting the rotational speed of power generated from an internal combustion engine and an auxiliary motor for controlling torque are used to control the internal combustion engine and the rotating electric machine. Some of them have been hybridized to achieve low fuel consumption and low pollution of power engines.

[0003]

However, such a system requires two independent rotating electric machines, an electromagnetic coupling and an auxiliary motor, so that the weight of the entire system is increased and fuel saving is realized. Becomes difficult. Further, the functions of the two rotating electric machines are performed by a torque converter and a speed change mechanism in a conventional vehicle, but it is difficult to mount two rotating electric machines in the installation space instead of these.

Therefore, the present invention solves the above-mentioned problems by realizing a hybrid of an internal combustion engine and a rotating electric machine in a compact manner, and also increases the strength of a field winding required in accordance with the downsizing. It is an object of the present invention to provide a vehicle drive device that realizes reduction of loss of a field winding, prevention of overheating, and the like.

[0005]

In order to achieve the above object, according to the present invention, the first rotor (1210) and the stator (141) arranged concentrically with the first rotor (1210) are provided.
0) further concentrically with the second rotor (1310)
And a magnetic pole (1) on the inner peripheral portion of the second rotor (1310).
220) and the first rotor (1210) constitute a first rotating electric machine (1200), and a magnetic pole (1
420) and the stator (1410) with the second rotating electric machine (1
400).

According to such a configuration, since the two rotating electric machines are positioned concentrically, the hybridization of the internal combustion engine and the rotating electric machine can be realized compactly. Also,
Each phase winding (1211a to 1211a) of the first field winding (1211)
1211c) is wound independently for each tooth (1214) of the first rotor (1210). With such a configuration, the winding can be easily wound and the winding can be wound with high tension, so that the structural strength of the winding is increased and sufficient strength against centrifugal force can be secured. it can.

Further, since the overlapping of the phase windings is eliminated, the weight of the winding end is reduced, and the centrifugal force acting on the winding end is reduced. Further, the resistance of each phase winding can be reduced, and the efficiency of the rotating electric machine is improved by reducing the loss. Further, by eliminating the overlap, a ventilation path at the end face of the first rotor is secured, and overheating of the winding is avoided. Also, the first
Between the rotor (1210) and the second rotor (1310).
Ripple, the stator (1410) and the second rotor
(1310) Generate torque in between to cancel
ing. This allows the first rotor (1210) and
Torque due to magnetic resistance fluctuation between the second rotors (1310)
Ripple can be reduced. In this case, the stator
Each tooth (1414) of (1410) is connected to the second rotor
(1310) 12 poles in the same direction for two pole pitches
And a second field winding (141).
1) Each phase winding (1411a, 1411b, 1411)
c) is a set of five teeth wound, and the other
So that it is electrically balanced with the two-phase winding
Control when reducing torque ripple.
It is possible not to include impossible ripples.

According to the second aspect of the present invention, the ring-shaped conductive plate (1811) is integrated with the first rotor (1210).
To 1814), and each terminal portion (18) of a different conductive plate is provided.
11a to 1814a), each phase winding (1211a to 1211a) wound independently for each tooth (1214).
c) is connected. According to such a configuration, it is possible to easily connect the phase windings wound independently for each tooth and to shorten the lead portion of each phase winding. By further reducing the resistance of the winding, the loss can be reduced.

Further, according to the third aspect of the present invention, the first
A centrifugal fan (1230) for supplying cooling air to the winding end portion by the pressure difference between the inner peripheral side and the outer peripheral side due to the rotation of the rotor (1210). According to such a configuration,
Cooling of each phase winding can be performed more efficiently, and overheating thereof can be reliably prevented.

Further, in the invention according to claim 4,
By arranging three teeth per two magnetic pole pitches of the second rotor, the pitch becomes 2/3 magnetic pole pitch.
The total coil length per phase is 2/3 and the resistance value is 2 /
3. As a result, the loss that occurs when the same current flows is reduced to 2/3, and the temperature rise of the field winding (1211) is reduced.

[0011]

[0012]

Further, as in the invention according to claim 5 ,
Each phase winding (1411a, 1411a, 1411) of the second field winding (1411)
1411b, 1411c) can be wound evenly over the entire surface by overlapping winding or the like, so that uncontrollable ripples can be further eliminated.

[0014]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing a first embodiment of the present invention. (First Embodiment) In FIG. 1, reference numeral 100 denotes an engine as an internal combustion engine. 1000 is torque-rotational speed (TS)
A converter that receives an output of the engine 100 as an input, and appropriately controls a driving torque and a rotation speed so as to correspond to a load output (running driving output) including driving wheels for a vehicle, and outputs the output to the load output. I do.

TS converter 1000 is a rotating electric machine 1200 for adjusting the number of revolutions between input and output.
And a torque adjusting rotating electric machine 1400 for adjusting torque between input and output. The inverter 200 has a T-
Rotating electric machine 1200 for adjusting rotation speed of S converter 1000
Is controlled. In the present embodiment, rotation speed adjusting rotating electric machine 1200 is formed of a three-phase rotating electric machine, and the switching operation of inverter 200 controls the conduction of three-phase alternating current to rotation speed adjusting rotating electric machine 1200. Have been.

The inverter 400 has a TS converter 1
000 is controlled. The inverter 400 controls the supply of three-phase alternating current similarly to the inverter 200 described above. ECU 500
Controls the inverters 200 and 400 using a rotation sensor provided in the TS converter 1000 and other internal information or external information. Reference numeral 600 denotes a DC battery used in a general vehicle or the like. 700
Are drive wheels constituted by vehicle tires and the like as load outputs.

Although not shown, between the engine 100 and the TS converter 1000, there are provided a joint, a reduction gear, and the like which are widely used in a general vehicle driven by an internal combustion engine. TS converter 1000
Similarly, a joint, a differential gear and the like are provided between the drive wheel 700 and the drive wheel 700. Next, a detailed structure of the TS converter 1000 will be described.

The output shaft 110 for transmitting and outputting the rotational driving force of the engine 100 is connected to a shaft-like input shaft 1213 located substantially at the center of the TS converter 1000 via a joint, a speed reducer, etc., not shown. Thus, the rotational driving force of the engine 100 is directly transmitted to the input shaft 1213. In this embodiment, the output shaft 110 and the input shaft 1213 are linearly arranged on the same axis. However, the output shaft 110 and the input shaft 1213 are appropriately connected via a joint or the like according to the mounting space of the vehicle. It is also possible to arrange them at an angle in the axial direction.

The TS converter 1000 constitutes one housing by connecting three housings 1710, 1720, 1730, and each housing 1
The abutting portions 710, 1720, and 1730 have cylindrical fitting portions and are connected to each other by a plurality of bolts to facilitate positioning thereof. Then, a first rotor 1210 as a first rotor and a second rotor 1310 as a second rotor provided integrally with the input shaft 1213 in an internal space formed by the housings 1710, 1720, and 1730, and A stator 1410 or the like corresponding to the stator is provided.

The input shaft 1213 has a plurality of outer peripheral portions having different diameters, and is provided with a first rotor 1210, a bearing, a slip ring for supplying power, a rotation sensor, and the like. The first rotor 1210 includes a three-phase field winding 1211 that forms a rotating magnetic field, a rotor core 1212, and a rotor tooth 1214. Of the outer peripheral surfaces of the input shaft 1213, the rotor core 121
2 is press-fitted and fixed.

The input shaft 1213 is formed so that its diameter decreases from the outer peripheral surface into which the rotor core 1212 is press-fitted toward the engine 100, and a bearing 1514 is disposed on the outer periphery closest to the engine. I have. Then, the outer ring of the bearing 1514 is connected to the housing 1.
The one end of the input shaft 1213 is rotatably supported by the housing 1730 by being supported and fixed to the housing 730.

On the outer periphery of the first rotor 1210, a cylindrical second rotor 1310 is disposed so as to be rotatable on the same axis so as to be relatively rotatable. The second rotor 1310 includes a rotor yoke 1311 having a plurality of magnets mounted on its inner and outer peripheral surfaces, and frames 1331 and 1332 that support the rotor yoke 1311. A plurality of bolts 1333 penetratingly inserted into the second rotor 1310 are used. The second rotor 1310 is fastened and fixed so as to be sandwiched between the frames 1331 and 1332.

An output shaft 1340 is formed integrally with the frame 1332, and the output shaft 1340 is rotatably supported by a housing 1720 via a bearing 1513. One end of the output shaft 1340 is connected to the housing 1
720, and is connected to the drive wheel 700 via a differential gear (not shown).

The frame 1332 includes a housing 1720
Inside the first rotor 121 partially around the rotation axis.
The input shaft 1213 protrudes toward the zero side.
Is inserted, and the input shaft 1213 is rotatably supported by the frame 1332 via the bearing 1513. At this time, the coil end of the field winding 1211 wound around the rotor core 1212 projects from the axial end face of the rotor core 1212. A space is formed inside the protrusion of the coil end of the winding 1211 and on the side of the end face of the rotor core 1212, and the first rotor 12
The frame 1332 of the second rotor 1310 with respect to ten axes
A bearing 1511 for rotatably supporting is provided.
This realizes a configuration in which the axial length of the entire apparatus is minimized without protruding the rotation support portion of the second rotor 1310 outward in the axial direction.

The axial end face of the rotor yoke 1311 is located at substantially the same position as the axial end face of the rotor core 1212 of the first rotor 1210.
The frame 1332 connected to the end face of the third rotor 310 extends toward the end face of the second rotor 1310 in the form of a cup from the center of its axis so as to avoid the coil end of the winding 1211 protruding from the end face of the rotor core 1212. It is a shape to be provided.

The other frame 1331 supporting the rotor yoke 1311 has a plurality of cylindrical outer peripheral surfaces having different diameters, and the diameter thereof gradually decreases toward the engine 100 side. The smallest part is the input shaft 1213
The bearing 1510 is fitted on the outer peripheral surface of the small-diameter portion with a small gap therebetween.

The outer ring of the bearing 1510 is the housing 1
710 is fixed to a plate portion 1710a extending from the inner wall. As a result, the second rotor 1310 has its frames 1331 and 1332
0 and 1513, the housings 1710 and 17 respectively
20 rotatably supported. Here, since the bearings 1510 and 1513 are arranged coaxially with respect to the input shaft 1213, the second rotor 1310 is also rotatably supported coaxially with respect to the input shaft 1213.

The frame 1331 and the plate portion 1710a
A resolver 19 serving as a rotation sensor is provided in an axial space between
The resolver 1912 has a resolver rotor 1912a fixed to the frame 1331 and the main body 1
Reference numeral 912b is fixed to the plate portion 1710a, and is configured to detect the rotation speed of the second rotor 1310 with respect to the stationary housing 1710. This resolver 19
The detection signal from 12 is sent to ECU 500 and used for rotation control of second rotor 1310.

The frame 1331 includes a bearing 1510
At a position closer to the first rotor 1210 side than the input shaft 12
13 is rotatably supported via a bearing 1512. The stator 1410 is arranged so as to face the cylindrical outer peripheral surface of the rotor yoke 1311. Stator 1410 includes stator core 1412 and field winding 1411. Stator core 141
Numeral 2 is arranged so as to be directly fixed to the cylindrical inner peripheral surface of the housing 1720, and a field winding 1411 for forming a rotating magnetic field is wound around the stator core 1412.

With such a configuration, the stator 1410
The configuration is such that the first rotor 1210 and the second rotor 1310 are concentrically arranged similarly to each other. The wiring of the stator 1410 is
171 protruding inward from 710
0a, and further through a wiring fixing plug 1711 fixed to the outer peripheral cylindrical portion of the housing 1710, is wired to the outside, and is electrically connected to the inverter 400.

In the first rotor 1210, a lead portion 1660 serving as a wiring for each of three phases is embedded in the input shaft 1213 from the end face of the rotor core 1212 on the engine side, and is parallel to the input shaft 1213 in the axial direction. Are connected to the three slip rings 1630 arranged at the same time. Each slip ring 1630 is provided with an insulating portion 165 such as a mold between the slip rings 1630 so as not to conduct with each other.
0, and the periphery of the lead portion 1660 is also covered with an insulating portion such as a mold in the same manner to achieve insulation from the input shaft 1213 and the like.

Each slip ring 1630 has a brush 1
620 has its tip slidably contacting each brush 1620
Is pressed toward the slip ring 1630 by a spring 1640 from behind. These three brushes 1620 are held by a brush holder 1610, and the brush holder 1610 is
Is fixed to the plate portion 1710a. Each brush 1
Wirings extend from 620 to the inverter 200, respectively, and are electrically connected to the first rotor 1210 so that power from the inverter 200 can be transferred.

Slip ring 1630 and bearing 15
14 is provided on the outer peripheral surface of the input shaft 1213 between the first rotor 1
Resolver 191 as a rotation sensor for detecting rotation of 210
1 is provided. The main body 19 of the resolver 1911
11b is fixed to a part of the plate portion 1710a, while the resolver rotor 1911a is connected to the input shaft 1213.
Is fixed to the outer periphery of. Thus, the input shaft 1213 with respect to the stationary housing 1710, that is, the rotation speed of the first rotor 1210 can be detected.
The signal from the resolver 1911 is output to the ECU 500 and used for controlling the rotation of the first rotor 1210.

With respect to the driving device structure described so far,
The operation will be described. As an example, when the rotation speed of the output of the engine 100 is 2n [rpm] and the torque is t [N · m], the rotation speed is n [rpm] and the torque is 2t [N · m].
[m] will be described. In the rotating electric machine 1200 for adjusting the number of revolutions, the input (first rotor rotational energy) and the output (second rotor rotational energy) have torque acting and reacting with each other.
[N · m], the rotation speed of the engine 100 is 2n [rp]
m] is adjusted to the vehicle output speed n [rpm].

Torque t [N · m], rotation speed n [rpm]
Is a braking state in which the rotating direction and the acting torque direction are opposite, and the magnet 1220 of the rotating electric machine 1200 for adjusting the rotation speed of the second rotor 1310 (see FIG. 2).
Is detected by the relative angle between the rotation sensors 1911 and 1912, and the position of energization to the winding 1211 of the first rotor 1210 is appropriately calculated and controlled.

When controlled to such a braking state, a power generation output is obtained from the first rotor 1210 and sent to the torque adjusting rotary electric machine 1400 via the battery 600.
Power is supplied to the winding 1211 of the first rotor 1210 from the inverter 200 to the brush holder 1610, the brush 1620,
This is performed through the slip ring 1630 and the lead portion 1660, and the energization timing is calculated based on the relative angles of the rotation sensors 1911 and 1912 of the first rotor 1210 and the second rotor 1310.

As a result, the torque t [N · m] and the rotational speed n
The output of [rpm] is obtained and the energy nt is obtained as the power generation output. As described above, the rotating electric machine 1200 outputs the output torque of the engine 100 to the drive wheels 7 on the load output side.
The function is to output the generator output based on the difference between the rotation speeds of the engine 100 and the output while directly transmitting the rotation to the engine 100. Conversely, when the rotation speed on the engine 100 side is smaller than the output rotation speed, the TS converter 1000 receives power supply from the battery 600 and performs a function as an electric motor.

In the second rotor 1310 to which the output torque t [N · m] of the engine 100 is transmitted from the first rotor 1210 via an electromagnetic force, the torque becomes insufficient in order to reduce the vehicle output to 2 nt. It is necessary to supplement the minute and the output nt required for it. In this case, the operation of the rotating electric machine 1400 for torque adjustment is the same as that of a normal motor, and the rotating electric machine 140 of the second rotor 1310 is controlled so that the desired torque and the number of revolutions are supplied from the inverter 400 to the stator winding 1411.
The position of the magnet 1420 (see FIG. 2) constituting 0 is detected by the rotation sensor 1912, and power is supplied while calculating the power supply timing.

When the torque on the engine 100 side is equal to or higher than the output side torque, the rotating electric machine 1400 for torque adjustment
Works in power generation mode and transfers excess energy to battery 600
Send to In this way, the rotating electric machine 120
A value of 0 transmits the torque t of the engine 100 to the second rotor 1310 as it is, and adjusts the rotation speed 2n of the engine 100 to a desired output rotation speed n. Then, the energy of the rotational speed difference n × torque t generated at this time is converted into electric power and transmitted to the rotary electric machine 1400 for torque adjustment via the inverter 200 and the battery 600.

The torque adjusting rotary electric machine 1400 receives the output of the rotational speed adjusting rotary electric machine 1200 or the battery 600, and corrects the shortage or excess of the required vehicle output torque. At this time, if insufficient, the rotating electric machine 1400 functions as an electric motor, and if excessive, functions as a generator. The rotating electric machine 1200 for adjusting the number of revolutions also needs to function as an electric motor depending on the setting of the input of the engine 100.

When such a drive device is used for braking a vehicle, the engine 100 functions as a compressor (or a brake by the engine 100) and serves as a rotating resistor of the first rotor 1210 of the rotating electric machine 1200 for adjusting the rotational speed. Available. In this way, a part of the braking energy of the vehicle is absorbed by the rotational speed adjusting rotary electric machine 1200, so that the braking energy that the torque adjusting rotary electric machine 1400 bears is reduced, and the capacity required during braking is reduced. Can also be reduced.

FIG. 2 shows a sectional structure of the first rotor 1210, the second rotor 1310, and the stator 1410. The upper half of the figure is a cross section along the line II-II in FIG. 1, and the lower half is a cross section of the first rotor 1210. The entire internal structure is axially symmetric. A cylindrical rotor yoke 1311 is rotatably provided on the outer periphery of the rotor core 1212 press-fitted into the input shaft 1213 via an air gap g1. A plurality of magnets 1220 are provided. These magnets 1220
Are arranged such that the magnetic poles on the inner peripheral surface side are alternately N and S poles.

Openings 1311a for preventing leakage of magnetic flux are formed at both ends of each magnet 1220, respectively. In the space between each magnet 1220, a bolt hole 1 is provided.
331b are provided at a plurality of positions in the circumferential direction so as to penetrate the rotor yoke 1311.
Bolts 1333 (see FIG. 1) for connecting frames 1331 and 1332 supporting both sides are inserted into the bolt holes 1311b.

The magnet 1220 and the rotor core 1212
A magnetic flux is generated between the rotating electric machine 1200 and the field winding 1211 to form the rotating electric machine 1200 for adjusting the number of revolutions. And
By appropriately controlling the current flowing through the field winding 1211 by the inverter 200, the rotation speed of the output shaft 1340 (see FIG. 1) can be adjusted. Rotor yoke 1
A plurality of magnets 1420 are arranged at equal intervals in the circumferential direction inside the outer peripheral surface side of 311, and openings 1311 a for preventing leakage of magnetic flux are provided at both ends of magnet 1420.
220 is formed in the same manner. The arrangement of the magnetic poles of the magnet 1420 is similar to that of the magnet 1220.

Rotor yoke 131 of second rotor 1310
A stator 1410 is provided around 1 around a predetermined air gap g2. A plurality of slots are formed on the inner peripheral surface side of the stator core 1412 of the stator 1410, and a field winding 1411 is wound therearound.
The magnetic flux is formed between the magnet 310 and the magnet 1420 to form another rotating electric machine.

Then, by appropriately controlling the current flowing through the field winding 1411 by the inverter 400, the torque of the output shaft 1340 (see FIG. 1) can be adjusted. With the above-described configuration, by transmitting the rotational energy of the engine 100 directly to the traveling drive side via an electromagnetic force, the capacity of the power system and the rotating machine can be reduced. Electric machine 120
Since 0 and 1400 were combined and arranged inside and outside, extremely miniaturization was realized.

Further, since the step of converting rotational energy into electric power and from electric power into rotational energy can be omitted, an improvement in efficiency can be expected. Generally, the required cross section of the magnetic path is reduced by increasing the number of poles in the rotating electric machine. Therefore, as in the present embodiment, by dividing the magnets 1220 and 1420 into a plurality of parts and making them multipolar, the thickness of the second rotor 1310 can be extremely thinned, and the two rotating electric machines 1200 and 14 can be used.
00 is concentrically arranged and integrated in the radial direction is further reduced, and miniaturization is further improved.

[0048] Generally the rotary electric machine performance (w / kg) was reduced Eagya-up on the magnetic circuit (g1 in FIG. 2, g2), is improved by increasing the amount of effective magnetic flux. Therefore, it is desirable to make the air gap as small as possible. However, in reality, the outer diameter of the rotor expands due to the centrifugal force, and the accuracy is limited by the unit accuracy and assembly accuracy of each component such as the housing. Among them, it is necessary to design the assembling accuracy so that the accumulation of the tolerance of each part is minimized.

Regarding the air gap g1, accurate positioning of the second rotor 1310 and the first rotor 1210 is required. Therefore, in the present embodiment, bearings 1512, 151 are provided between these rotors 1210, 1310.
3 is provided to enable highly accurate positioning. Similarly, in the air gap g2, since the accurate positional relationship between the second rotor 1310 and the stator 1410 is required, the housing 17 in which the second rotor 1310 and the stator 1410 are fixed is used.
Bearings 1510 and 1511 are provided between 10, 1720 to enable highly accurate positioning.

As a result, the air gaps g1 and g2 can be further reduced, and the performance (w / kg) of the rotating machine can be improved and the size can be further reduced. Also, the first rotor 1
When assembling the 210 and the second rotor 1310, first, the first rotor 1210 is incorporated into the second rotor 1310, and then the rotor assembly with the frame 1331 is assembled into the housing 1720 with the stator 1410 attached.
And the like, so that the above-described bearing arrangement significantly improves the assemblability.

Next, the winding state of the three-phase field winding 1211 of the first rotor 1210 will be described. Rotor core 12
Numeral 12 has a disk shape, and a plurality of rotor teeth 1214 each having a T-shaped cross section are provided at predetermined intervals on the outer peripheral side thereof. Are fitted and fixed in the mounting grooves.

Each of the rotor teeth 1214 has one of the phase windings 1211 of the field windings 1211.
a, 1211b, and 1211c are concentratedly wound while being electrically insulated from the rotor teeth 1214 by the insulating paper 1215. Each of the rotor teeth 1214 is arranged in the order of the rotor teeth 1214 on which the phase windings 1211a, 1211b, and 1211c are wound.

The rotor teeth 1214 are formed at a ratio of three for every two magnetic pole pitches of the magnetic poles formed by the magnets 1220 inside the second rotor 1310 facing the rotor teeth 1214. As shown in FIG. 3, the field winding 1211 is connected on the terminal 1810 (see FIG. 1) so that the phase windings 1211a, 1211b, and 1211c wound on the rotor teeth 1214 are respectively parallel. Are electrically connected by soldering.

As shown in FIGS. 4 to 7, the terminal 1810 has three conductive plates 1811, 18 to which the winding start of each phase winding 1211a, 1211b, 1211c is connected.
12, 1813, and the respective phase windings 1211a, 1211
One conductive plate 1814 to which all the winding ends of b and 1211c are connected is laminated and fixed by an electric insulating material 1815. The conductive plates 1811 to 1813 have the same shape.

After winding the phase winding on the conductive plate 1811,
A terminal portion 1811a and a terminal portion 1811b are provided so as to be able to be fixed by soldering, and the start of the phase winding 1211a is connected to the terminal portion 1811a.
A lead 1660 is connected to 11b. Similarly, the conductive plate 1812 is provided with terminal portions 1812a and 1812b, and the conductive plate 1813 is provided with terminal portions 1813a and 1813b.

After the coil is entangled with the conductive plate 1814, the terminal portion 1814 is fixed so that it can be fixed by soldering.
a is provided, and each phase winding 1211
The winding ends of a, 1211b, and 1211c are connected and electrically connected to each other. According to this winding structure, three rotor teeth 1 are provided around the outer periphery of the rotor core 1212 between two magnetic pole pitches of the second rotor 1310 (see FIG. 3).
The winding pitch is ２ magnetic pole pitch by sequentially winding x-, y-, and z-phases on each rotor tooth 1214 respectively.

FIG. 14 shows a structure in which the above-described vehicle drive device is realized by full-turn winding which has been conventionally used.
To FIG. As shown in FIG.
In the ten field windings 1211, each phase winding is wound around six teeth 1214 provided between two magnetic pole pitches with three teeth as one unit.
As shown in FIG. Then, as shown in FIG. 16, the respective phase windings overlap each other at the winding end portion.

In contrast to the above-described full-coil winding structure having a single magnetic pole pitch, the winding structure of the present embodiment has a 2/3 magnetic pole pitch as described above. The total length is 2/3, and the resistance value is also reduced to 2/3. As a result, the loss that occurs when the same current flows is 2/3.
And the temperature rise of the field winding 1211 is reduced.

Each of the phase windings 1211a to 1211c is
After being concentratedly wound around each one rotor tooth 1214, the rotor core 121 is rotated by the tab tail 1214a.
2, the space factor of each phase winding is improved. Therefore, since the conductor can be wound with a conductor having a large wire diameter for the same number of turns, the resistance value decreases, and the temperature rise of the field winding 1211 is also suppressed.

As described above, each phase winding 1211a, 111
Since each of 211b and 1211c is concentratedly wound around one rotor tooth 1214, tension can be applied to the phase winding, and the structure has a high strength against centrifugal force. Furthermore, when this winding structure is compared with a full-bend winding structure (FIGS. 14, 15, and 16), in the present embodiment, it is possible to wind in a sectional direction in the circumferential direction. , The x-phase, y-phase, and z-phase windings overlap at the coil end. This overlap increases the mass of the coil end portion, and as a result, increases the centrifugal force acting on the coil end portion. On the other hand, in the present embodiment, basically, no overlapping of the phase windings occurs, so that an increase in centrifugal force can be suppressed.

As described above, since the wrap portion of the field winding 1211 is not generated, as shown in FIG. 8, the cooling air contact area (M in the figure) per phase winding on the winding end increases. , A cooling air passage (L in the figure) is formed, and the cooling effect is improved. Further, as described above, each phase winding 1211a, 1211
11b and 1211c are each one rotor tooth 1
After being concentratedly wound around 214, it is fixed to the rotor core 1212 with a tab tail 1214 a, and electrical connections are respectively made on terminals 1810. As described above, by using the terminal 1810 for electric connection, workability can be improved, and the lead of the connection portion can be shortened as much as possible, so that the strength against centrifugal force also increases.

Further, focusing on the impedance of the field winding 1211, the first rotor 12
Since the coil length and the magnetic circuit are slightly different between the inner diameter side and the outer diameter side of 10, the inductance and the resistance are both different, and an impedance imbalance occurs between the phase windings. In the all-winding structure, this has a bad influence on the vibration and noise of the rotating machine. However, in the winding structure of the embodiment, all the phase windings 1211a, 1211b, 1211c have the same inductance and resistance, so that the There is no noise effect.

As described above, according to this embodiment, the contact area between the field winding 1211 of the first rotor 1210 and the cooling air is increased, so that the winding can be effectively cooled. Since the winding resistance is also small, the heat generation is also reduced, and the synergistic effect makes it possible to greatly suppress the temperature rise of the field winding 1211. Field winding 1
By improving the winding strength of the 211 and reducing the mass of the winding end portion, the centrifugal resistance strength is improved and the centrifugal force itself is reduced. Further, each phase winding 1211a, 1
Since the impedances of 211b and 1211c are balanced, the three-phase windings connecting them can suppress generation of vibration and noise.

(Second Embodiment) FIGS. 9 to 11 show another embodiment. This embodiment corresponds to the first embodiment described in the first embodiment.
A centrifugal fan 1230 is added to the rotor 1210. The centrifugal fan 1230 is made of a non-magnetic material, and includes a flange portion 1231 (see FIG. 11) having a ventilation hole 1233 and a plurality of blades 1232 provided perpendicularly thereto.

The same number of blades 1232 as rotor teeth 1214 of the first rotor 1210 are provided.
231 are formed at equal pitches on the circumference. As shown in FIG. 12, the centrifugal fan 1230 has its blade 1232 positioned between two adjacent rotor teeth 1214, that is, each phase winding 1211a, 1211
b, knurl 1213 provided on shaft 1213 so as to be located at the valley of the coil end portion
a (see FIG. 9).

The flange portion 1231 and the two blades 12
32 and a space defined by the coil end portion of the phase winding 1211a becomes a ventilation path 1234 (see FIG. 10) that passes through the first rotor 1210 in the radial direction. Ventilation path 12
The shape of the flange portion 1231 is determined such that the cross-sectional area S1 on the inner diameter side (see FIG. 13) of the 34 is smaller than the cross-sectional area S2 on the outer diameter side (see FIG. 12).

When the first rotor 1210 rotates, the centrifugal fan 1230 directly connected thereto also rotates. At that time, there is a difference between the velocity of the outer diameter air and the velocity of the inner diameter air in the ventilation passage 1234, which is the outer diameter air velocity> the inner diameter air velocity. Therefore, according to Bernoulli's theorem, the outer diameter air pressure <the inner diameter air pressure. Thus, an air flow is generated from the inner diameter side to the outer diameter side. This air comes into contact with the winding end of each phase winding 1211 of the first rotor 1210, and then the rotor frames 1331, 1313
Through holes 1331a and 1332a provided in
It reaches the coil end of the field winding 1411 of the stator 1410.

This air passes through holes 1331b and 1332b provided in rotor frames 1331 and 1332 while being in contact with the walls of frames 1710 and 1720, and is sucked into ventilation hole 1233 of centrifugal fan 1230 again. The heat transfer at this time is as follows.
End portion of the field winding 1211 of the second rotor 131
The heat is taken from the rotor end of the rotor yoke 1311, the magnets 1220 and 1420, and the coil end of the field winding 1411 of the stator 1410, and the temperature rises. And
It comes into contact with the frames 1710 and 1720 which are lower than the air temperature, and releases heat to lower the temperature of itself.

As a result, using air as a medium, the winding end portion of the field winding 1211 of the first rotor 1210, the rotor yoke 1311 of the second rotor 1310, and the field windings of the magnets 1220 and 1420 and the stator 1410, which are high temperature portions. From the coil end of 1411, heat is applied to the low-temperature frame 1
Since it has been moved to 710 and 1720, the temperature of the high temperature part is lowered.

As described above, the centrifugal fan 123 of this embodiment
0 is realized only by this winding structure in which each phase winding 1211 is wound around one rotor tooth 1214, respectively. (Third Embodiment) In the first and second embodiments described above, the teeth 1214 of the first rotor 1210
Are formed at a ratio of three for every two magnetic pole pitches of the magnetic poles formed by the magnets 1220 inside the opposing second rotor 1310, which is half the number of six teeth of the full-bend structure. For this reason, the magnetic resistance fluctuation between the first rotor 1210 and the second rotor 1310 due to the presence or absence of the teeth increases, and the uncontrollable torque ripple due to the fluctuation increases. The second rotor 1310 is directly connected to the drive wheel 7.
Since it is connected to 00, the torque ripple causes the vibration of the vehicle and deteriorates the feeling when driving the vehicle.

Therefore, in the present embodiment, the torque ripple between the first rotor 1210 and the second rotor 1310 is further reduced by the torque adjuster 1400, ie, the stator 1410,
The cancellation generated by the torque generated between the second rotors 1310 is reduced. For example, in the ECU 500, the second rotor 13 detected by the resolver 1912
The rotational position is differentiated to detect the rotational speed, the torque ripple is calculated from the fluctuation state, and the torque adjusting unit 1400 is controlled so as to cancel the torque ripple.

When such control is performed, it is necessary that the torque generated between the stator 1410 and the second rotor 1310 does not include uncontrollable ripples. Therefore, in the present embodiment, the stator teeth 1414
Is twice as large as usual, and a winding that does not generate harmonic magnetic flux is provided. Specifically, FIG. 17, FIG.
As shown in FIG. 8, the stator 1410
The teeth 14 are arranged at a rate of 12 teeth at every two magnetic pole pitches of the magnetic poles formed by the magnets 1420 inside the rotor 1310.
14 are formed, and each phase coil constituting the three-phase coil is
One set of five teeth is wound, and one set is shifted to distribute two sets in total. The two sets are arranged so as to be electrically parallel to the other two phases. That is, each phase coil is wound in a 5 / 6π short interval distribution.

As described above, by increasing the number of teeth 1414 in stator 1410, slot ripple can be reduced, and harmonic flux (particularly, fifth and seventh harmonics) generated in an air gap by the armature winding method of the present invention can be reduced. ) Can be reduced, and the occurrence of torque ripple can be suppressed. Thereby, the stator 1410, the second rotor 1
The accuracy of the torque control between the first rotor 12 and the first rotor 12 is improved.
10, the rotation fluctuation and vibration generated between the second rotor 1310 can be reduced, and the feeling of the vehicle can be improved.

Also, the fifth and seventh harmonics of the magnetic flux generated in the air gap are magnetic fluxes that fluctuate while traversing the second rotor 1310, so that a large magnetic flux change occurs on the surface of the second rotor 1310, and 1310 is heated.
Therefore, the armature winding method for reducing the fifth and seventh harmonics of the magnetic flux is also effective in reducing the temperature of the second rotor 1310.

Further, the stator winding is connected to the first rotor 12
Unlike the ten windings, the windings are large in diameter and easy to wind, so that the space factor can be increased and low resistance can be achieved. In addition, since the outer periphery of the stator is easily fixed to a stationary frame, heat is easily radiated. Also, as shown in FIG. 19, each set of windings of each phase shown in FIG. 18 is set as one set, and as shown in FIG. If the windings are overlapped so as to maintain the balance, the windings can be evenly applied to all the slots. Moreover, it is good also as distribution or distribution and lap winding.

[Brief description of the drawings]

FIG. 1 is an overall vertical sectional view of a vehicle drive device according to a first embodiment of the present invention.

FIG. 2 is a cross-sectional view of the vehicle drive device according to the first embodiment of the present invention, in which an upper half is a cross-sectional view taken along line II-II of FIG. 1 and a lower half is a cross-sectional view of a first rotor; It is.

FIG. 3 is a diagram illustrating a relationship between a winding pitch of a first rotor and a magnetic pole pitch of a second rotor in the first embodiment of the present invention.

FIG. 4 is a cutaway front view of the terminal according to the first embodiment of the present invention.

FIG. 5 is a cross-sectional view of the terminal according to the first embodiment of the present invention, which is a cross-sectional view taken along line VV of FIG. 4;

FIG. 6 is a front view of a conductor according to the first embodiment of the present invention.

FIG. 7 is a front view of a conductor according to the first embodiment of the present invention.

FIG. 8 is a plan view of a winding end portion of the first rotor viewed from an outer peripheral direction in the first embodiment of the present invention.

FIG. 9 is an overall vertical sectional view of a vehicle drive device according to a second embodiment of the present invention.

FIG. 10 is an enlarged longitudinal sectional view of a main part of a vehicle drive device according to a second embodiment of the present invention.

FIG. 11 is a perspective view of a centrifugal fan according to a second embodiment of the present invention.

12 is a cross-sectional view of the centrifugal fan according to the second embodiment of the present invention, which is a cross-sectional view taken along line XII-XII of FIG.

FIG. 13 is a sectional view of a centrifugal fan according to a second embodiment of the present invention, which is a sectional view taken along line XIII-XIII of FIG. 10;

FIG. 14 is a cross-sectional view of the device in a case where the all-knot structure is applied to a vehicle drive device.

FIG. 15 is a diagram showing the relationship between the winding pitch of the first rotor and the magnetic pole pitch of the second rotor when the all-knot winding structure is applied to a vehicle drive device.

FIG. 16 is a plan view of the winding end portion of the first rotor viewed from the outer peripheral direction when the all-knob structure is applied to a vehicle drive device.

FIG. 17 is a cross-sectional view of a vehicle drive device according to a third embodiment of the present invention.

FIG. 18 is a diagram showing a relationship between a winding of a three-phase coil in a stator and a magnetic pole pitch of a second rotor in a third embodiment of the present invention.

FIG. 19 is a view showing another example of the third embodiment of the present invention, showing a relationship between a winding of a three-phase coil in a stator and a magnetic pole pitch of a second rotor.

[Explanation of symbols]

100 ... engine, 200, 400 ... inverter, 50
0 ... ECU, 600 ... Battery, 1200 ... Rotating electric machine for rotation speed adjustment, 1210 ... First rotor, 1211 ... Field winding, 1211a, 1211b, 1211c ... Phase winding, 1
213: input shaft, 1214: teeth, 1220: magnet, 1230: centrifugal fan, 1310: second rotor, 1
332: frame, 1340: output shaft, 1400: rotating electric machine for torque adjustment, 1410: stator, 1411: field winding, 1414: teeth, 1420: magnet, 1710
... Housing, 1811, 1812, 1813, 181
4: conductive plate, 1811a, 1811b, 1812a, 1
812b, 1813a, 1813b, 1814a... Terminals.

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-58-130704 (JP, A) JP-A-3-226251 (JP, A) JP-A-3-127477 (JP, U) JP-A-3-127477 64950 (JP, U) US Patent 4532447 (US, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60L 1/00-15/42 B60K 6/02 H02K 3/00-3/28 H02P 6/08

Claims (5)

(57) [Claims] An internal combustion engine (100) and a power storage means (60)
0) as a power source, comprising: a housing (1710) supporting a rotating shaft (1213) connected to the internal combustion engine; and a first field winding (1211) having a built-in first field winding (1211). And a second field winding (1411) fixed to the inner wall of the housing and concentrically opposed to the first rotor at an entire circumference thereof. Built-in stator (1410)
A magnetic pole is formed concentrically between the first rotor and the stator, and magnetic poles are formed at regular intervals in the circumferential direction on the inner circumferential portion and the outer circumferential portion, respectively. ) And the first rotor constitute a first rotating electric machine (1200), and a magnetic pole (1420) on the outer peripheral portion and the stator constitute a second rotating electric machine (1200).
The second rotor (13) constituting the rotating electric machine (1400)
10), one of the first rotor and the second rotor is connected to the rotation shaft, and the other is connected to the wheel drive shaft (134).
0), and each phase winding (1) of the first field winding (1211).
211a to 1211c) independently wound for each tooth (1214) of the first rotor , wherein the first rotor (1210) and the second rotor (1
310) and the torque ripple between the stators (141).
0) and torque between the second rotor (1310)
And means (500) for canceling the three-phase winding (1411).
1a, 1411b, 1411c), wherein the stator
(1410) each tooth (1414) is the second time
12 poles in the same direction for two pole pitches of the trochanter (1310)
And the second field winding
(1411), each phase winding (1411a, 1411b, 1
411c) is a set of five teeth wound
And are arranged so as to be electrically balanced with other two-phase windings.
Vehicle driving apparatus characterized by being location. 2. A plurality of ring-shaped conductive plates (1811 to 1814) are integrally provided on the first rotor (1210),
A plurality of terminal portions (1
811a to 1814a), and phase windings (1211a to 1211c) wound independently for each of the teeth (1214) are connected between the terminals of different conductive plates. The vehicle drive device according to claim 1. 3. The phase windings (1211a to 1211)
c) respectively at the winding end portions of the first rotor (1).
The centrifugal fan (123) that supplies cooling air to the winding end portion by the pressure difference between the inner peripheral side and the outer peripheral side due to the rotation of (210).
The vehicle drive device according to claim 1, wherein 0) is provided. 4. The first field winding (1211) is a three-phase winding (1211a to 1211c), and the teeth (1214) are in the same direction for two magnetic pole pitches of the second rotor. The vehicle driving device according to any one of claims 1 to 3, wherein the driving device is arranged so as to be three teeth. 5. The phase windings of the second field winding (1411) (1411a, 1411b, 1411c) is, according to claim 1, characterized in that it is distributed or lap winding or distribution and lap winding The vehicle drive device according to any one of claims 4 to 4 .