JP3253342B2 - Electric vehicle drive system - Google Patents
Electric vehicle drive systemInfo
- Publication number
- JP3253342B2 JP3253342B2 JP05666092A JP5666092A JP3253342B2 JP 3253342 B2 JP3253342 B2 JP 3253342B2 JP 05666092 A JP05666092 A JP 05666092A JP 5666092 A JP5666092 A JP 5666092A JP 3253342 B2 JP3253342 B2 JP 3253342B2
- Authority
- JP
- Japan
- Prior art keywords
- power converter
- motor
- differential device
- drive system
- electric vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
- 239000003638 chemical reducing agent Substances 0.000 claims description 20
- 239000004065 semiconductor Substances 0.000 claims description 12
- 239000002184 metal Substances 0.000 claims description 9
- 238000010586 diagram Methods 0.000 description 5
- 230000005540 biological transmission Effects 0.000 description 2
- 238000001816 cooling Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000001514 detection method Methods 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は、半導体電力変換器、車
輪駆動用電動機及び差動装置等を備えた電気自動車の駆
動システムに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive system for an electric vehicle having a semiconductor power converter, a motor for driving wheels, a differential, and the like.
【０００２】[0002]
【従来の技術】図５は、電気自動車の公知の駆動システ
ムを示している。図５に示す方式は、エンジン自動車の
エンジン及び変速機を電池、半導体電力変換器及び電動
機に置き換えたものであり、現在最も普及している駆動
システムである。図において、１は電池であり、一般に
充電可能な二次電池が用いられる。破線によって囲んだ
２はエンジン自動車のエンジン及び変速機に相当する電
気自動車の駆動部であり、２１が半導体電力変換器、２
３が電動機、２４が減速機である。ここで、電動機２３
としては一般に三相誘導電動機が、また、電力変換器２
１としてはインバータが用いられる。更に、減速機２４
は、減速比が一定な場合と可変の場合とがある。2. Description of the Related Art FIG. 5 shows a known drive system for an electric vehicle. The system shown in FIG. 5 replaces the engine and transmission of an engine vehicle with a battery, a semiconductor power converter, and an electric motor, and is the most popular drive system at present. In the figure, reference numeral 1 denotes a battery, which is generally a rechargeable secondary battery. Reference numeral 2 denotes a driving unit of the electric vehicle corresponding to the engine and the transmission of the engine vehicle. Reference numeral 21 denotes a semiconductor power converter,
3 is an electric motor and 24 is a speed reducer. Here, the electric motor 23
As a general rule, a three-phase induction motor is used.
As 1, an inverter is used. Further, the speed reducer 24
May be constant or variable.
【０００３】前記電力変換器２１と電池１とは主スイッ
チ１１を介して直流接続線１２により接続されている。
また、電力変換器２１と電動機２３とは交流接続線２５
によって接続される。２６は電動機２３と減速機２４と
を連結する軸であり、電動機出力軸がこれを兼ねる場合
もある。減速機２４の減速された側の出力軸２７は自在
継手３１，３２及び推進軸４を介して差動装置５に動力
を伝達する。差動装置５はエンジン自動車のものと同様
であり、駆動部２からの動力を周知の差動機構と車輪駆
動軸７１，７２とを介して左右の車輪６１，６２に伝達
する。[0003] The power converter 21 and the battery 1 are connected by a DC connection line 12 via a main switch 11.
The power converter 21 and the electric motor 23 are connected to an AC connection line 25.
Connected by Reference numeral 26 denotes a shaft connecting the electric motor 23 and the speed reducer 24, and the output shaft of the electric motor may also serve as the shaft. The output shaft 27 on the decelerated side of the speed reducer 24 transmits power to the differential device 5 via the universal joints 31 and 32 and the propulsion shaft 4. The differential device 5 is similar to that of the engine vehicle, and transmits the power from the drive unit 2 to the left and right wheels 61 and 62 via a well-known differential mechanism and wheel drive shafts 71 and 72.
【０００４】次に、図６は他の公知の駆動システムを示
している。図６と図５との相違は差動装置の有無であ
り、図６に示すものは差動装置がない場合である。図６
において、右車輪６１の駆動系統は、直流接続線１２１
−電力変換器２１１−交流接続線２５１−電動機２３１
−連結軸２６１−減速機２４１−減速機出力軸２７１−
自在継手３１１−右車輪６１であり、図５における直流
接続線１２−電力変換器２１−交流接続線２５−電動機
２３−軸２６−減速機２４−減速機出力軸２７−自在継
手３１に相当する。また、図６における左車輪６２の駆
動系統は右車輪６１と同様に、直流接続線１２２−電力
変換器２１２−交流接続線２５２−電動機２３２−連結
軸２６２−減速機２４２−減速機出力軸２７２−自在継
手３１２−左車輪６２となっている。図６において、図
５の差動装置５の差動機構に相当するものは、各電動機
２３１，２３２のトルクと回転数とを個別に制御するこ
とにより実現している。FIG. 6 shows another known drive system. The difference between FIG. 6 and FIG. 5 is the presence or absence of a differential device, and FIG. 6 shows the case without a differential device. FIG.
, The drive system of the right wheel 61 has a DC connection line 121
-Power converter 211-AC connection line 251-motor 231
Connecting shaft 261-reducer 241-reducer output shaft 271-
Universal joint 311-right wheel 61, which corresponds to DC connection line 12-power converter 21-AC connection line 25-motor 23-shaft 26-reducer 24-reducer output shaft 27-universal joint 31 in FIG. . The drive system of the left wheel 62 in FIG. 6 is the same as that of the right wheel 61. A universal joint 312-left wheel 62; In FIG. 6, what corresponds to the differential mechanism of the differential device 5 in FIG. 5 is realized by individually controlling the torque and the rotation speed of each of the electric motors 231 and 232.
【０００５】図７は、図６の方式から減速機をなくした
例であり、減速機を介さずに電動機により車輪を直接駆
動する方式である。図７において、前方右車輪６３の駆
動系統は、直流接続線１２３−電力変換器２１３−交流
接続線２５３−電動機２３３−前方右車輪６３となる。
この場合、電動機２３３は車輪６３のホイール内に収納
される場合が多い。前方左車輪６４、後方右車輪６５、
後方左車輪６６も同様な駆動系統により駆動される。な
お、図において、１２４，１２５，１２６は直流接続
線、２１４，２１５，２１６は電力変換器、２５４，２
５５，２５６は交流接続線、２３４，２３５，２３６は
電動機である。FIG. 7 shows an example in which a speed reducer is eliminated from the method shown in FIG. 6, in which a wheel is directly driven by an electric motor without passing through a speed reducer. In FIG. 7, the drive system of the front right wheel 63 is a DC connection line 123-a power converter 213-an AC connection line 253-an electric motor 233-a front right wheel 63.
In this case, the electric motor 233 is often housed in the wheel 63. Front left wheel 64, rear right wheel 65,
The rear left wheel 66 is also driven by a similar drive system. In the figures, 124, 125, and 126 are DC connection lines, 214, 215, and 216 are power converters, and 254, 2
55 and 256 are AC connection lines, and 234, 235 and 236 are electric motors.
【０００６】[0006]
【発明が解決しようとする課題】電気自動車がエンジン
自動車並みに普及するための大きな課題は、電気自動車
の性能向上と価格の低減である。この点から観て、この
種の駆動システムが解決するべき課題としては、駆動
系機器の小形軽量化、低価格化、低ノイズ化、エ
ンジン自動車並みの走行性能の確保にあると言える。図
５に示した従来技術では、単にエンジンをインバータと
電動機に置き換えただけであるので、エンジン自動車以
上の走行性能（走行距離性能を除く）は得られるが、電
気自動車としての最適な駆動系とはなっておらず、上記
課題〜のほとんどが解決されないまま残っている。A major problem for electric vehicles to become as popular as engine vehicles is to improve the performance of electric vehicles and to reduce the price. From this point of view, it can be said that the problems to be solved by this type of drive system are to reduce the size and weight of the drive system device, reduce the price, reduce the noise, and ensure the running performance comparable to that of an engine vehicle. In the prior art shown in FIG. 5, since the engine is simply replaced with an inverter and an electric motor, the running performance (excluding the running distance performance) of the engine car can be obtained. And most of the above-mentioned problems (1) to (4) remain unsolved.
【０００７】更に、図６、図７の従来技術では、図５の
例に比べて駆動系の機器数が多くなり、価格面で問題が
ある。また、左右の車輪を個別に制御する必要があるこ
とから、差動機能付きの走行性能を得るには、図５の例
に比べて制御が複雑になると共に、故障時の検出機能と
その保護処置が必要となる。また、図５ないし図７の何
れの例でも、電力変換器と電動機との間を交流接続線に
より接続しているため、この接続線から発生する電磁ノ
イズの低減が課題となっている。Further, in the prior art shown in FIGS. 6 and 7, the number of devices of the drive system is increased as compared with the example shown in FIG. 5, and there is a problem in price. In addition, since it is necessary to control the left and right wheels individually, to obtain running performance with a differential function, the control becomes more complicated than in the example of FIG. 5, and a failure detection function and its protection are provided. Action is required. Further, in any of the examples shown in FIGS. 5 to 7, since the power converter and the electric motor are connected by an AC connection line, reduction of electromagnetic noise generated from this connection line is a problem.
【０００８】従って第１及び第２の発明の目的とすると
ころは、駆動系を一体構造の駆動ユニットとすることに
より駆動システムの機器の小形軽量化、低価格化、低ノ
イズ化が可能であり、しかも、走行距離性能を除いてエ
ンジン自動車並みの走行性能を確保できるようにした電
気自動車の駆動システムを提供することにある。Accordingly, the first and second objects of the present invention are to reduce the size, weight, cost, and noise of the drive system by using a drive unit having an integral structure. In addition, an object of the present invention is to provide a drive system for an electric vehicle capable of securing the same running performance as an engine vehicle except for the running distance performance.
【０００９】[0009]
【課題を解決するための手段】上記目的を達成するた
め、第１の発明は、電池を電源とする半導体電力変換器
により電動機を運転し、この電動機により差動装置を介
して左右の車輪を駆動する電気自動車の駆動システムに
おいて、電力変換器及び電動機を隣接配置して一体化し
たものを、減速機能を持つ差動装置に直接取り付けて電
力変換器、電動機、差動装置からなる全体を一体構造の
駆動ユニットとし、この駆動ユニットのうち少なくとも
電力変換器及び電動機を金属フレームにより覆い、且つ
電池と半導体電力変換器との間の直流接続線を金属フレ
ーム外部に出したものである。According to a first aspect of the present invention, a motor is operated by a semiconductor power converter using a battery as a power source, and the motor drives left and right wheels via a differential device. In a driving system for an electric vehicle to be driven, a power converter and an electric motor, which are arranged adjacently and integrated, are directly attached to a differential device with a deceleration function, and the entire power converter, electric motor, and differential device are integrated. A drive unit having a structure, wherein at least the power converter and the electric motor of the drive unit are covered with a metal frame, and a DC connection line between the battery and the semiconductor power converter is provided outside the metal frame.
【００１０】第２の発明は、電池を電源とする半導体電
力変換器により電動機を運転し、この電動機により差動
装置を介して左右の車輪を駆動する電気自動車の駆動シ
ステムにおいて、電動機と差動装置とを減速機を介して
連結し、電力変換器、電動機及び減速機を相互に隣接配
置して一体化したものを、差動装置に直接取り付けて電
力変換器、電動機、減速機、差動装置からなる全体を一
体構造の駆動ユニットとし、この駆動ユニットのうち少
なくとも電力変換器、電動機及び減速機を金属フレーム
により覆い、且つ電池と半導体電力変換器との間の直流
接続線を金属フレーム外部に出したものである。According to a second aspect of the present invention, there is provided a drive system for an electric vehicle in which a motor is driven by a semiconductor power converter using a battery as a power source, and the motor drives left and right wheels via a differential device. The power converter, the motor, the reduction gear, the power converter, the motor, the reduction gear, and the power converter, the motor, the reduction gear, The whole of the device is a drive unit having an integral structure, at least a power converter, a motor and a speed reducer of the drive unit are covered with a metal frame, and a DC connection line between the battery and the semiconductor power converter is provided outside the metal frame. It was issued to.
【００１１】[0011]
【作用】第１の発明では、電力変換器、電動機及び減速
機能を有する差動装置が一体構造となり、また、第２の
発明では、電力変換器、電動機、減速機及び差動装置が
一体構造となる。車両駆動作用としては、電力変換器に
より電動機を運転し、この電動機の動力を、減速機能を
有する差動装置、または、減速機及び差動装置を介して
左右の車輪に伝達する。何れの発明においても差動装置
を用いるため、エンジン自動車と同様な曲線走行性能が
得られるように作用する。According to the first aspect, the power converter, the motor, and the differential having the deceleration function have an integral structure. In the second aspect, the power converter, the motor, the speed reducer, and the differential have an integral structure. Becomes As the vehicle driving action, the electric motor is driven by the electric power converter, and the motive power of the electric motor is transmitted to the left and right wheels via the differential device having the deceleration function or the reduction device and the differential device. In any of the inventions, the differential device is used, so that it works so as to obtain the same curve running performance as that of the engine vehicle.
【００１２】[0012]
【実施例】以下、図に沿って各発明の実施例を説明す
る。図１は第１の発明の一実施例を示しており、図５と
同一の構成要素には同一の符号を付してある。図１にお
いて、１００は駆動系を一体化した駆動ユニットであ
り、電力変換器１０１、電動機１０２及び減速機能を有
する差動装置１０３により構成されている。BRIEF DESCRIPTION OF THE DRAWINGS FIG. FIG. 1 shows an embodiment of the first invention, and the same components as those in FIG. 5 are denoted by the same reference numerals. In FIG. 1, reference numeral 100 denotes a drive unit in which a drive system is integrated, and includes a power converter 101, a motor 102, and a differential device 103 having a deceleration function.
【００１３】電動機１０２は交流電動機とし、その出力
軸は差動装置１０３の入力軸と連結される。電力変換器
１０１は、交流電動機１０２を駆動するためにインバー
タにより構成されている。なお、このインバータは当然
にインバータの制御装置をも含むものである。また、電
力変換器１０１と電動機１０２との接続は、駆動ユニッ
ト１００の内部において端子を直結するか、最短の実配
線により行われる。差動装置１０３は、従来の電気自動
車に用いられている差動装置の減速比を大きくして減速
機の機能を持たせたものであり、その出力軸は、車輪駆
動軸７１，７２を介して左右の車輪６１，６２に連結さ
れ、車輪６１，６２を駆動する。The motor 102 is an AC motor, and its output shaft is connected to the input shaft of the differential 103. Power converter 101 is configured by an inverter to drive AC motor 102. This inverter naturally includes a control device for the inverter. The connection between the power converter 101 and the electric motor 102 is made by directly connecting terminals inside the drive unit 100 or by the shortest actual wiring. The differential 103 has a function of a speed reducer by increasing the reduction ratio of a differential used in a conventional electric vehicle, and its output shaft is provided via wheel drive shafts 71 and 72. And is connected to the left and right wheels 61, 62 to drive the wheels 61, 62.
【００１４】図２は上記駆動ユニット１００の斜視図で
あり、差動装置１０３の外側のフレームの一部を取付部
Ａとし、この取付部Ａに電力変換器１０１及び電動機１
０２を一体化して金属製のフレームにより覆ったものを
取り付け、電力変換器１０１、電動機１０２、差動装置
１０３からなる全体が一体構造の駆動ユニット１００を
構成する。なお、電動機１０２の出力軸２６は、差動装
置１０３内の図示されていない入力軸に連結される。FIG. 2 is a perspective view of the drive unit 100. A part of the frame outside the differential device 103 is a mounting portion A, and the power converter 101 and the motor 1 are mounted on the mounting portion A.
02, which is integrated and covered with a metal frame, is attached to form a drive unit 100 having an integral structure including a power converter 101, an electric motor 102, and a differential device 103. Note that the output shaft 26 of the electric motor 102 is connected to an input shaft (not shown) in the differential device 103.
【００１５】次に、図３は第２の発明の一実施例であ
り、図１と同一の構成要素には同一の符号を付してあ
る。この実施例は、図１の実施例において差動装置１０
３による減速比が不十分である場合に、駆動ユニット２
００内に減速機１０４を設けるようにしたものである。
この実施例では、図４に示すように、電力変換器１０
１、電動機１０２及び減速機１０４を一体化したものを
取付部Ａに取り付け、これらと差動装置１０３′からな
る全体が一体構造の駆動ユニット２００を構成する。電
動機１０２の出力軸２６は、減速機１０４内の図示され
ていない入力軸に連結され、減速機１０４の出力軸２７
は、差動装置１０３′内の図示されていない入力軸に連
結される。FIG. 3 shows an embodiment of the second invention, and the same components as those in FIG. 1 are denoted by the same reference numerals. This embodiment differs from the embodiment of FIG.
Drive unit 2 when the speed reduction ratio due to
00, a speed reducer 104 is provided.
In this embodiment, as shown in FIG.
1. A motor unit 102 and a speed reducer 104 integrated with each other are mounted on a mounting portion A, and a drive unit 200 composed of these components and a differential device 103 'is integrally structured. An output shaft 26 of the electric motor 102 is connected to an input shaft (not shown) in the speed reducer 104, and an output shaft 27 of the speed reducer 104.
Is connected to an input shaft (not shown) in the differential 103 ′.
【００１６】なお、上記各実施例では電動機１０２とし
て交流機を用い、電力変換器１０１としてインバータを
用いた場合を説明したが、直流電動機をチョッパにより
駆動する場合のように、電動機及び電力変換器の種類、
方式は特に限定されるものではない。In each of the above embodiments, the case where an AC motor is used as the motor 102 and an inverter is used as the power converter 101 has been described. However, as in the case where a DC motor is driven by a chopper, the motor and the power converter are used. Type,
The method is not particularly limited.
【００１７】[0017]
【発明の効果】以上のように第１または第２の発明によ
れば、電気自動車の駆動系を駆動ユニットとして一体構
造としたため、駆動システムの機器の小形軽量化、低価
格化を図ることができる。また、電力変換器及び電動機
が一体化されているので、これらの冷却手段を共用で
き、冷却系の構造の簡略化、効率向上及び低価格化が可
能である。同時に、電力変換器と電動機との間の交流接
続線の実配線が不要または最短となるため、交流接続線
からのノイズによる電磁障害が著しく低減される。更
に、電気的な取り出し部は直流接続線のみとなり、駆動
ユニットの各機器は金属製のフレームにより全体を覆う
ことができるので、各機器からの電磁障害も大幅に低減
されることになる。As described above, according to the first or second aspect of the present invention, since the drive system of the electric vehicle is integrally formed as a drive unit, it is possible to reduce the size, weight, and cost of the drive system equipment. it can. Further, since the power converter and the electric motor are integrated, these cooling means can be shared, and the structure of the cooling system can be simplified, the efficiency can be improved, and the cost can be reduced. At the same time, the actual wiring of the AC connection line between the power converter and the motor is unnecessary or minimized, so that electromagnetic interference due to noise from the AC connection line is significantly reduced. Furthermore, since the electrical take-out portion is only a DC connection line and each device of the drive unit can be entirely covered by a metal frame, electromagnetic interference from each device is greatly reduced.
【００１８】また、第１または第２の発明の何れも差動
装置を備えているため、図６、図７に示したように各車
輪を個別に駆動する機構に比べ、駆動系の簡素化、電力
変換器や電動機制御の簡略化が可能であり、しかも、エ
ンジン自動車と同様な曲線走行性能を得ることができ
る。Further, since both the first and second aspects of the present invention include the differential device, the drive system is simplified as compared with the mechanism for individually driving each wheel as shown in FIGS. Further, it is possible to simplify the control of the power converter and the electric motor, and it is possible to obtain the same curve running performance as that of an engine vehicle.
【図１】第１の発明の一実施例の構成図である。FIG. 1 is a configuration diagram of an embodiment of the first invention.
【図２】図１の実施例における駆動ユニットの斜視図で
ある。FIG. 2 is a perspective view of a drive unit in the embodiment of FIG.
【図３】第２の発明の一実施例の構成図である。FIG. 3 is a configuration diagram of one embodiment of the second invention.
【図４】図３の実施例における駆動ユニットの斜視図で
ある。FIG. 4 is a perspective view of a drive unit in the embodiment of FIG.
【図５】従来の電気自動車の駆動システムの構成図であ
る。FIG. 5 is a configuration diagram of a drive system of a conventional electric vehicle.
【図６】従来の電気自動車の駆動システムの構成図であ
る。FIG. 6 is a configuration diagram of a drive system of a conventional electric vehicle.
【図７】従来の電気自動車の駆動システムの構成図であ
る。FIG. 7 is a configuration diagram of a drive system of a conventional electric vehicle.
１ 電池 １１ 主スイッチ １２ 直流接続線 ２６ 電動機出力軸 ２７ 減速機出力軸 ６１，６２ 車輪 ７１，７２ 車輪駆動軸 １００，２００ 駆動ユニット １０１ 半導体電力変換器 １０２ 電動機 １０３，１０３′ 差動装置 １０４ 減速機 Ａ 取付部 DESCRIPTION OF SYMBOLS 1 Battery 11 Main switch 12 DC connection line 26 Motor output shaft 27 Reduction gear output shaft 61, 62 Wheel 71, 72 Wheel drive shaft 100, 200 Drive unit 101 Semiconductor power converter 102 Motor 103, 103 'Differential device 104 Reduction gear A Mounting part
Claims (2)
電動機を運転し、この電動機により差動装置を介して左
右の車輪を駆動する電気自動車の駆動システムにおい
て、 電力変換器及び電動機を隣接配置して一体化したもの
を、減速機能を持つ差動装置に直接取り付けて電力変換
器、電動機、差動装置からなる全体を一体構造の駆動ユ
ニットとし、この駆動ユニットのうち少なくとも電力変
換器及び電動機を金属フレームにより覆い、且つ電池と
半導体電力変換器との間の直流接続線を金属フレームの
外部に出したことを特徴とする電気自動車の駆動システ
ム。1. A driving system for an electric vehicle in which a motor is driven by a semiconductor power converter using a battery as a power source, and the motor drives left and right wheels via a differential device, wherein the power converter and the motor are arranged adjacently. The integrated unit is directly attached to a differential device having a deceleration function, and the entire unit including the power converter, the electric motor, and the differential device is formed as an integrated drive unit. At least the power converter and the electric motor among the drive units And a DC connection line between the battery and the semiconductor power converter is provided outside the metal frame.
電動機を運転し、この電動機により差動装置を介して左
右の車輪を駆動する電気自動車の駆動システムにおい
て、 電動機と差動装置とを減速機を介して連結し、電力変換
器、電動機及び減速機を相互に隣接配置して一体化した
ものを、差動装置に直接取り付けて電力変換器、電動
機、減速機、差動装置からなる全体を一体構造の駆動ユ
ニットとし、この駆動ユニットのうち少なくとも電力変
換器、電動機及び減速機を金属フレームにより覆い、且
つ電池と半導体電力変換器との間の直流接続線を金属フ
レーム外部に出したことを特徴とする電気自動車の駆動
システム。2. A drive system for an electric vehicle in which a motor is driven by a semiconductor power converter using a battery as a power source, and the motor drives left and right wheels via a differential device. The power converter, motor, speed reducer, and differential unit are integrated by connecting the power converter, motor, and speed reducer adjacent to each other, and directly attached to the differential device. Is a drive unit having an integral structure, of which at least the power converter, the motor and the speed reducer are covered with a metal frame, and the DC connection line between the battery and the semiconductor power converter is outside the metal frame. A drive system for an electric vehicle, comprising:
Priority Applications (6)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP05666092A JP3253342B2 (en) | 1992-02-07 | 1992-02-07 | Electric vehicle drive system |
| CA002088651A CA2088651A1 (en) | 1992-02-07 | 1993-02-02 | Inverter for electric vehicle |
| KR1019930001436A KR0133043B1 (en) | 1992-02-07 | 1993-02-03 | Inverter for electric vehicle |
| DE69310780T DE69310780T2 (en) | 1992-02-07 | 1993-02-04 | Inverters for electric vehicles |
| EP93101749A EP0555773B1 (en) | 1992-02-07 | 1993-02-04 | Inverter for electric vehicle |
| US08/355,325 US5517401A (en) | 1992-02-07 | 1994-12-12 | Three level pulse width modulated inverter for an electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP05666092A JP3253342B2 (en) | 1992-02-07 | 1992-02-07 | Electric vehicle drive system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH05219607A JPH05219607A (en) | 1993-08-27 |
| JP3253342B2 true JP3253342B2 (en) | 2002-02-04 |
Family
ID=13033549
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP05666092A Expired - Fee Related JP3253342B2 (en) | 1992-02-07 | 1992-02-07 | Electric vehicle drive system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3253342B2 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3271416B2 (en) * | 1994-02-18 | 2002-04-02 | 株式会社デンソー | POWER CONVERTER AND ELECTRIC VEHICLE DRIVE USING THE SAME |
| JP3816888B2 (en) | 2003-04-04 | 2006-08-30 | 株式会社日立製作所 | Vehicle drive unit and vehicle drive device |
| JP4665848B2 (en) | 2006-03-15 | 2011-04-06 | 日立電線株式会社 | Connector structure |
| JP5013198B2 (en) * | 2007-11-26 | 2012-08-29 | マツダ株式会社 | Vehicle drive device |
| EP2498384B1 (en) | 2009-11-06 | 2018-06-27 | Yazaki Corporation | Inverter terminal block provided to motor case and gasket thereof |
| EP2498383B1 (en) | 2009-11-06 | 2020-02-12 | Yazaki Corporation | Inverter terminal block provided to motor case |
| JP5721332B2 (en) | 2010-03-05 | 2015-05-20 | 矢崎総業株式会社 | Inverter terminal block installed in the motor case |
-
1992
- 1992-02-07 JP JP05666092A patent/JP3253342B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH05219607A (en) | 1993-08-27 |
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