JP3419176B2 - Vehicle drive system - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle drive device, and more specifically, it is driven by power generated by a prime mover.
The present invention relates to a hybrid-type vehicle drive device that drives a wheel shaft also by electric power converted from the generated power.

[0002]

2. Description of the Related Art Japanese Unexamined Patent Publication (Kokai) No. 60-1069 discloses a hybrid type vehicle drive device for driving a wheel shaft by electric power converted from power generated by a prime mover. That is, the vehicle drive device includes a generator mechanically coupled to a drive shaft of a prime mover mounted on a vehicle, an electric motor that drives a wheel shaft, and a power storage unit that exchanges electric power with the generator and the electric motor. In addition, the electric motor is dynamically braked during braking.

However, in such a system, all the energy for driving is output through the electric power system, the traveling generator and the driving motor, so that the capacity of each of these system elements becomes large and the system becomes large. Become.
Further, since the conversion efficiency of each element is duplicated, there is a problem that the system efficiency deteriorates. Therefore, JP-A-47-
As described in Japanese Patent No. 317773, the output shaft of a prime mover is mechanically connected to a rotor of a generator, the stator of the generator is rotatably held, and the stator of the generator is fixed. , A part of the driving force of the vehicle is mechanically connected to the rotor of another electric motor, and the rotor is mechanically connected to the load side of the vehicle, that is, to the power transmission shaft reaching the drive wheels. A mechanism has been proposed in which the internal combustion engine is steadily operated at approximately the highest efficiency point while being directly transmitted to the drive wheels.

Further, the applicant of the present application filed Japanese Patent Application No. 7-1417.
No. 44 is equipped with a second rotor between the rotor and the stator,
By forming magnetic circuits on both sides of the second rotor, two electric motors are formed, the internal combustion engine and the drive wheels are connected via these two electric motors, and each electric motor is controlled appropriately. Although the one that controls the torque and the rotational speed of the drive wheel is proposed, the second rotor is provided with a magnet, the first rotor is wound, and the first rotor is provided with a slip ring. It is configured so that electric power can be transferred to and from the rotor.

[0005]

However, in such a configuration, the wiring from the winding of the first rotor to the slip ring is routed through the shaft axis to the outside of the support portion of the second rotor. It is necessary to form a slip ring on the outside of the housing of the second rotor, and to make the shaft axis of the first rotor thick to some extent, and
There is a problem that the axial direction becomes long and the entire device becomes large.

In view of the above, the present invention relates to a drive device for directly transmitting a part of rotational energy to a traveling drive side without converting all of the drive power of an internal combustion engine into electric power through a generator. Further, it aims to reduce the size and weight of the structure.

[0007]

The present invention achieves the above object.
Therefore, according to the configuration of claims 1 to 7, in the vehicle drive device that receives the output of the prime mover as an input and controls the output of the predetermined drive torque and the rotational speed with respect to the connected load output, the first rotation is performed. The second rotor is concentrically arranged on the outer circumference of the child, the stator is arranged on the outer circumference of the second rotor, the permanent magnet is provided on the first rotor, and the second rotor is wound. The first magnetic circuit is configured by applying the electric current to the winding of the second rotor through a slip ring with respect to the winding to supply or receive power, and to the stator of the second rotor.
Permanent magnets are arranged on the opposite outer peripheral portions, and the stator and
The second magnetic circuit, and the winding and
An annular non-magnetic material is provided between the permanent magnet and the permanent magnet . With such a configuration ,
The first and second rotors are driven to rotate relative to each other by the driving force of the prime mover, and the second rotor causes mutual electromagnetic action with the first rotor by the first magnetic circuit. At the same time, a mutual electromagnetic action is caused between the stator fixed to the housing and the second magnetic circuit. Then, with respect to the rotational force of the prime mover, the drive torque and the rotational speed generated by these mutual electromagnetic actions are controlled so that the rotational speed of the first rotating electric machine and the torque of the second rotating electric machine correspond to the required values on the load side. Drive control of the load output.

At this time, the first rotor is made of a permanent magnet.
Since it is configured, it does not receive electric power from the outside
Since a slip ring is formed on the first rotor shaft,
There is no need to screw it, and the shaft axis can be made smaller.
Also, the axial length can be minimized, and the entire device can be
Can be miniaturized. In addition, the annular non-magnetic
By providing a body between the winding and the permanent magnet,
Since magnetic field interference can be avoided, permanent magnets and windings
And the outer diameter of the rotor can be reduced.
As a result, the entire device can be downsized. According to the configuration of claim 2, a rotation angle sensor that detects a relative angle between the first rotor and the housing, and a rotation angle sensor that detects a relative angle between the second rotor and the housing, The configuration in the central axis direction is simplified by arranging the first rotor and the second rotor in a column coaxially in parallel with each other and forming a slip ring on the side facing the both sensors. be able to.

According to the third aspect of the present invention , when the residual energy of the storage battery is smaller than the predetermined lower limit value, the prime mover is operated so that the storage battery can be charged as needed. According to the configuration of claim 4 , the vehicle can be moved backward (backward) by the control of the drive device without using the reverse gear which is indispensable in the conventional vehicle.

According to configuration of claim 5, by driving the vehicle by the drive unit to rotate the rotary shaft of the prime mover is stopped, it is possible to realize a so-called push start starter, the starter motor Since it is not necessary to mount the engine, and the start timing of the prime mover can be appropriately selected by the control device, exhaust gas at the start can be minimized.

According to the structure of claim 7 , the rotary electric machine formed by the first rotor and the second rotor can be used as the starter motor for drive control, and the starter motor is not required. it can. Furthermore, by forming a power transmission shaft coaxially in front of and behind the main body of the apparatus, it is possible to realize an arrangement configuration suitable for FR vehicles.

Further, since the torque and the rotational speed can be continuously and continuously variably controlled, it becomes possible to dispense with the vehicle generator and the transmission which are required in the conventional vehicle.

[0013]

Embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 shows a system diagram of the entire vehicle. 100 is an engine (hereinafter referred to as E / G), 1000 is E / G
Torque-rotation speed (speed) that receives the output of 100 as an input and adjusts and outputs the drive torque and the excess or deficiency of the rotation speed so as to correspond to the load output (travel drive output) configured by the drive wheels 700 and the like. A drive device that functions as a converter, and internally has a rotation speed adjustment unit 1200 that adjusts the input and output rotation speed, that is, a first magnetic circuit, and a torque adjustment unit 1400 that adjusts input and output torque, that is, a second magnetic circuit. It has a circuit. This torque-revolution (speed)
d) The converter 1000 is hereafter abbreviated as the TS converter 1000.

Reference numeral 110 denotes an output shaft of the E / G 100, a flywheel, and a rotary damper provided between the E / G 100 and the TS converter 1000. Reference numeral 120 denotes a wheel speed sensor attached to the front wheel side of the vehicle. 130
Is a shift lever position detection sensor for detecting the position of the shift lever. 140 is an accelerator pedal sensor.

Reference numeral 150 is a brake pedal sensor 200
Is an inverter that applies three-phase AC power to the rotation speed adjustment unit 1200 of the T-S converter 1000, and 400 is an inverter that applies three-phase AC power to the torque adjustment unit 1400 of the T-S converter 1000. An engine control ECU 500 that controls and sends and receives signals from each sensor and the like is mounted. Reference numeral 600 is a vehicle chemical battery (storage battery). The battery 600 has a detecting means 610 for detecting the state of residual energy.
Is provided and the state thereof is controlled by the engine control ECU 50.
Inform 0. The inverters 200 and 400 each have a three-phase bridge circuit and can generate AC power of arbitrary frequency from DC power by using a method such as PWM control.

Reference numeral 160 denotes a differential gear mechanism, which has a function of distributing the driving force to the left and right. 170 is a drive wheel.
In this embodiment, the drive control device of the present invention is mounted on an FR vehicle. TS converter 1
The external appearance of 000 is formed by a cylindrical housing 300 like a normal motor, and is composed of housing plates 302 and 303 forming both end surfaces and cylinder housings 301 and 304 forming passages for cooling the rotating electric machine. . A shaft driven to rotate projects from the center of the housing plates 302 and 303. The tip of each shaft 1015, 1050 is a spline 101.
5a and 1050a are applied to the rotary damper 110.
Since it is coupled with the spline groove formed in the wheel shaft 180, the TS converter 1000 can transmit the rotational force of the E / G 100 via the rotary damper 110 and also transmit the rotational force to the wheel shaft 180. It is possible.

The characteristic structure of the TS converter 1000 is, as shown in FIG. 2, a rotor 1010 equipped with a permanent magnet corresponding to the first rotor, and a second rotor having an armature 1020. However, the rotor 1010 is rotatably arranged with the same rotation axis as that of the rotor 1010. Further, a permanent magnet 1030 is attached to the outer peripheral back thickness portion of the armature 1020. Second armature 1040, which is a stator fixed to the housing
The rotating electric machine using the armature 1020 as a rotor is formed by the interaction with the magnetic field created by

Power is supplied to the armature 1020 by the armature 102.
Shaft 1050 coupled to 0 by any coupling means
Slip ring 1060 and brush 107 formed on top
It is possible with 0. FIG. 2 shows a vertical sectional view of a main part of the TS converter 1000. In the figure, elements having the same numbers as those in FIG. 1 represent the same elements.

The rotor 1010 has a serration groove 101 at the center of a cylindrical body formed of laminated silicon steel plate.
0a is formed and a shaft 1015 of carbon steel for machine structure is connected, and in particular, a thin rectangular neodymium-iron in a groove provided along a position of a substantially inscribed hexagon with respect to a cross section of a cylindrical body. Of the so-called IPM type motor in which the permanent magnet 1011 of FIG.

The armature 1020 is, as described above,
The core of a laminated silicon steel plate is wound, and in particular, a thin rectangular neodymium-iron permanent magnet 1020 having a substantially rectangular parallelepiped shape is attached to the back thickness portion with an adhesive or the like. As shown in FIG. 2, the cylindrical armature 1020 holds the rotor 1010 concentrically and rotatably by the left and right end plates 1021 and bearings 1022 formed so as to cover the rotor 1010. Further, the armature 1020 itself also uses the bearings 310 to make the end plates 302, 303.
It is rotatably held in. Therefore, in this structure, two permanent magnet type rotary electric machines are formed inside the housing 300, and in particular, the armature 1020 corresponds to the stator side of the first rotary electric machine and at the same time, the It has a structure equivalent to a rotor.

Reference numeral 210 is a rotation angle sensor for detecting a rotation angle displacement between the rotor 1010 and an end plate 302 (angle reference) fixed to the vehicle, and 220 is a rotation for detecting a rotation angle displacement between the armature 1020 and the housing 300. It is an angle sensor. These consist of a rotor part and a stator part. The stator portion is not particularly shown, but the housing 3 is shown in the figure.
The end plate is screwed from the left side of 00 and fixed by the frictional force. The rotor part uses a fixing method in which rotation is suppressed by a key or spline and axial movement is suppressed by a C-shaped retaining ring.

FIG. 3 shows the first rotor 1010 and the armature 10.
20 shows a cross-sectional view of the stator 1040 as seen from the axial direction.
In the figure, elements having the same numbers as those in FIG. 1 represent the same elements. Reference numeral 1011 is a neodymium-iron permanent magnet. 10
Reference numeral 23 is an annular non-magnetic material. 400 is a conducting wire for winding.

The housing 300 and members outside thereof are omitted. How the device having the above-described structure works will be described below with reference to FIG. First, it is conceivable to control the E / G 100 so as to perform a steady operation under operating conditions that are characteristically the most energy efficient. Although this condition varies depending on the engine, it is generally said that a gasoline engine with a displacement of about 1500 cc has the best energy efficiency when operated at 3200 rpm and about 40 kW. The engine torque at this time is about 120 Nm.

Therefore, once the engine is started, it is preferable in terms of energy efficiency to always operate at the highest efficiency point. However, as will be described in detail later, it is more practical to be able to select a plurality of operating conditions, including engine stop, due to problems of noise and excess energy storage. E / G1
When 00 is started, the engine control ECU 500 selects one of the E / G operating conditions that is optimal for the current vehicle from among a plurality of predetermined operating conditions, and sets the fuel supply amount so as to realize the operating condition. The E / G 100 is controlled by adjusting it.

Therefore, the E / G 100 tries to rotate with a constant rotation speed and a constant torque. The rotation speed and the torque are called the target rotation speed and the target torque here. However, the engine speed and torque required by the vehicle vary from moment to moment depending on the vehicle speed and road load. Therefore, the difference between the target rotation speed and the rotation speed required by the vehicle is controlled by the rotation speed adjustment unit 1200, and the difference between the target torque and the torque required by the vehicle is controlled by the torque adjustment unit 1400 so as to be zero. is there.

This device is provided with an equivalent to an ignition switch in a normal vehicle, and when this switch is turned on, the engine control ECU 500 detects the operating position of the vehicle speed sensor 120 and the vehicle advancing direction control means at a certain time interval. Shift lever sensor 130 corresponding to the means,
Accelerator sensor 14 corresponding to vehicle acceleration / deceleration amount detection means
0, the brake sensor 150 is monitored.

When the vehicle is stopped, the vehicle speed is zero. At this time, the engine control ECU 500 recognizes that the vehicle is stopped by the vehicle speed sensor 120 and recognizes that the accelerator is not stepped on by the accelerator sensor 140 from a signal from the sensor. In this case, since the vehicle stop must be maintained, the rotation speed of the armature 1020 must be zero. At this time, the engine control ECU 5
00 uses the rotation speed adjustment unit 1200 including the armature 1020 and the rotor 1010 as a generator.

When the target rotation speed of the E / G 100 is N rpm and the target torque is T · Nm, the generator is controlled so that the load becomes T · Nm when the rotation speed is N rpm. If the driver does not apply the brake, the vehicle may start to move due to the torque reaction force received by the armature 1020 (corresponding to the creep torque of the automatic vehicle).
The torque reaction force can be canceled by multiplying Nm.

If the battery is fully charged, E
/ G100 should be stopped. As described above, the E / G 100 can be efficiently operated in a steady state even when the vehicle is in a stopped state, so that the battery can be charged at any time during traveling, and therefore, the appropriate timing for charging the battery can be selected. If the driver now depresses the accelerator, engine control ECU 500 learns from accelerator sensor 140 that the driver has the desire to accelerate the vehicle. Further, it is possible to know how much acceleration should be applied to the vehicle based on the accelerator depression amount. Forward / backward movement is determined based on the position of the shift lever 130.

Therefore, in the case of forward movement, the rotation speed adjusting section 120
0 is used as a generator, and the rotation speed is gradually reduced while maintaining the load at T · Nm (relative rotation speed with respect to the rotor 1010). Then, the armature 102 with respect to the housing 300
The rotation speed of 0 gradually increases. This is the armature 102
This means that the rotation of the wheel 170 connected to 0 increases.

Due to the law of mechanical reaction, the wheel shaft 180 is constantly subjected to a torque of T · Nm. If the required torque determined from the accelerator depression amount is less than T, the engine control ECU operates the torque adjusting unit 1400 as a motor to compensate for the insufficient torque. On the contrary, if the torque is excessive, the torque adjusting unit 1400 is operated as a generator, and the excessive torque is taken as the load of the generator.

When the accelerator is returned, the above process may be applied in the direction of decelerating the vehicle. That is, the magnitude of the load torque of the torque adjusting unit 1400 is adjusted according to the accelerator return amount, and at the same time, the rotation speed adjusting unit 1200.
In, the relative rotation speed of the rotor 1010 and the armature 1020 is increased. This means that the rotation speed of the wheel shaft is reduced, so the vehicle speed is reduced.

However, depending on the running condition of the vehicle, it may be considered that the vehicle requires a smaller output than the output at the maximum efficiency point of the engine for a long time.
For example, when traveling at low speed on a flat road. In the device according to the present invention, the engine is stopped under such a condition, and the vehicle is driven only by the driving force of the motor using the torque adjusting unit 1400 as the driving motor. This condition can be easily known by monitoring the voltage of the battery 600 with the detection means 610. That is, when the voltage of the battery 600 exceeds a certain threshold and the speed adjusting unit 1200 or the torque adjusting unit 1400 has to be operated as a generator, the E / G10
0 is stopped.

In the case of backward (or backward) movement, the armature 1020 is not energized, and the vehicle is driven by rotating the torque adjusting section 1400 as a motor in the direction opposite to the forward direction.
If the E / G 100 is still in operation, its output is wasted, so the E / G 100 is stopped during reverse travel. As a result, it is possible to eliminate the need for the reverse gear, which was indispensable for the conventional motor-driven vehicle.

The E / G 100 is started by the rotation speed adjusting unit 12
00 is used as an electromagnetic coupling to magnetically connect the E / G 100 and the armature 1020, and the torque adjustment unit 1400
The vehicle is driven by using the
Rotate the shaft of 100, and when it reaches the proper speed, E
It is also possible to carry out a so-called "pushing" method of supplying fuel to / G100 and igniting it. If such a control method is used, a starter motor is unnecessary and E
/ G100 start timing, regardless of the driver's operation
Since the control device can select the optimum one, the exhaust gas at the time of starting can be minimized.

A clutch may be formed on the rotary damper 110 so that the E / G 100 and the T-S converter 1000 are separated from each other, and the starter motor (not shown) may be used, or the rotational speed may be changed without using such a clutch. The rotor 1010 of the adjustment unit 1200 is not energized. In such a state, the rotor 1010 connected to the E / G 100 is not mechanically connected to the armature 1020, so that the drive wheel 170 and the E / G 100 are separated from each other. Here, the starter motor is used for E / G10.
Start 0. This allows the E / G 100 to be turned without the help of brakes or other components, such as when servicing the E / G 100.

Alternatively, the E / G 100 may be started by fixing the drive wheels with a brake and using the rotation speed adjusting unit 1200 as a starter motor. In this way, the starter motor becomes unnecessary, and the system can be simplified and the price can be reduced accordingly. The present invention is particularly applicable to the armature 10
By adopting a configuration in which 20 is energized via a slip ring 1060, it becomes easy to form one power transmission shaft at each of the front and rear of the housing 300, and an optimal structure for mounting on an FR vehicle is realized. ing.

Particularly, the rotor 1010, the housing 300, and the armature 1 are provided on the shaft side connected to the rotor 1010.
The miniaturization of the device is realized by adopting the structure in which the rotation angle sensors for detecting the relative angle between the 020 and the housing 300 are coaxially arranged in a column and the slip ring is formed on the shaft side connected to the armature 1020. . In this structure, the axial rotation angle sensor and the slip ring may be arranged in the same direction with respect to the housing 300, but in that case, the slip ring connected to the armature 1020 is the shaft internally connected to the rotor 1010. I have to go through. The length of the shaft connected to the rotor 1010 is increased by the overlapping amount, and the diameter of the slip ring is increased. In addition, it is possible that the length of the shaft becomes long, and thus the axial displacement due to the deflection during rotation and the rattling of the bearing becomes large.

As shown in FIG. 3, an annular non-magnetic material 10 is formed.
23 is the winding slot of the armature 1020 and the permanent magnet 103.
By arranging them between 0, mutual interference of magnetic fields can be avoided, so that the distance between the winding slot of the armature 1020 and the permanent magnet 1030 can be shortened, and as a result, the outer diameter of the armature 1020 can be reduced. The effect of being able to be obtained is obtained.

[Brief description of drawings]

FIG. 1 is an overall system diagram of a vehicle equipped with a drive control device of the present invention.

FIG. 2 is a longitudinal sectional view of a main part of a drive control device according to the present invention.

FIG. 3 is a lateral cross-sectional view of a main part of the drive control device of the present invention.

[Explanation of symbols] 100 engine (E / G) 110 Flywheel and rotary damper 120 wheel speed sensor 130 Shift lever position detection sensor 140 accelerator sensor 150 brake sensor 160 differential gear mechanism 170 drive wheels 200 inverter 210 Rotation angle sensor 220 Rotation angle sensor 300 housing 400 inverter 600 battery 1000 torque-rotation speed converter 1010 rotor 1020 armature 1030 permanent magnet 1040 Second armature 1050 shaft 1060 slip ring 1070 brush 1200 rpm adjustment unit 1400 Torque adjuster

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI H02K 16/02 H02K 16/02 21/24 21/24 M (56) Reference JP-A-6-170675 (JP, A) Kai 49-12518 (JP, A) JP 54-72808 (JP, A) JP 58-130704 (JP, A) JP 4-183204 (JP, A) JP 5-219698 ( JP, A) JP-B-51-45738 (JP, B1) US Patent 4532447 (US, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60L 11/14 B60L 11/08 B60K 6 / 04 H02K 7/10 H02K 16/02 H02K 21/24

Claims (7)

(57) [Claims] 1. A vehicle drive device, which receives an output of a prime mover as an input and controls output of a predetermined drive torque and a rotational speed with respect to a connected load output, wherein the vehicle drive device is housed in the housing. And a relatively rotatable first and second rotor for transmitting a rotational force from the prime mover to a load output, and a stator fixed to the housing, and the second rotor includes the first and second rotors. comprising a first magnetic circuit which performs mutual electromagnetic action by the relatively rotating driven first rotor and a second magnetic circuit which performs mutual electromagnetic action by the relatively rotating drive and the stator In the first magnetic circuit, energization control of the relative angular velocity and torque between the rotors is performed so as to control the input / output relative angular velocity of the drive device, and in the second magnetic circuit,
A control device for energizing the relative angular velocity and torque between the rotor and the stator to control the input / output torque of the drive device is provided, and the second rotor is concentric with the outer periphery of the first rotor. In a circular shape, the stator is arranged on the outer periphery of the second rotor , the first rotor is provided with a permanent magnet, and the second rotor is wound to form the first magnetic field. A circuit is configured to feed or receive power to or from the winding of the second rotor through a slip ring with respect to the winding, and to the outer periphery of the second rotor facing the stator.
A magnet is disposed and the second magnetic circuit is provided together with the stator.
Constitute further nonmagnetic annular between the winding and the permanent magnet
A vehicle drive device characterized in that a body is provided . 2. A rotation angle sensor that detects a relative angle between the first rotor and the housing, and a rotation angle sensor that detects a relative angle between the second rotor and the housing. Arranged in tandem on the axis of rotation of the rotor,
The vehicle drive device according to claim 1, wherein a shaft is provided on the side of the second rotor facing the both sensors, and a slip ring is formed on the shaft. 3. A vehicle acceleration / deceleration amount detecting means for detecting an acceleration / deceleration amount of the vehicle, a vehicle traveling direction control means for controlling forward / backward movement of the vehicle, a vehicle speed detecting means, and a residual energy detection of a storage battery mounted on the vehicle. And a rotation speed formed by the first and second rotors by the control device when the remaining energy of the storage battery is smaller than a predetermined lower limit value when the vehicle is stopped. by controlling the electric as a generator, and performs the charging of the storage battery, according to claim 1 or
2. The vehicle drive device described in 2 . 4. When the vehicle moves backward, the prime mover is stopped,
Controls the rotation electric machine is formed by the stator and the second rotor by the control device as a driving electric motor, and drives the vehicle, according to claim 1, 2 or 3
The vehicle electric motor described . Wherein starting of the prime mover, the control device by the control and drive the vehicle rotating electrical machine formed by the stator of the vehicle stopped and the second rotor as a driving motor, and by controlling so as to be electromagnetically coupled to the first rotor and the second rotor, and performing rotate the output shaft of the engine, according to claim
The electric motor for vehicle according to 1, 2, 3 or 4 . Wherein starting of the prime mover is claim 1, wherein the performing by the separately provided starter motor,
The vehicle electric motor according to 2, 3, or 4 . 7. A rotating electric machine formed by the first rotor and the second rotor when the prime mover is started, the second rotor is restrained by a vehicle foot brake or other control means. The electric motor for a vehicle according to claim 1, 2, 3, or 4 , wherein the electric motor is used as a starter motor.