JP4289340B2 - Drive device for hybrid vehicle - Google Patents

Description

  The present invention relates to a drive device for a hybrid vehicle, and more particularly to a drive device for a hybrid vehicle in which an inverter and a motor are housed in one case.

  Many of the current hybrid vehicles have a large box type case with an inverter, which is fixed to the chassis and has a motor case (transaxle) disposed below it. Considering a hybrid vehicle drive device that can be mounted on as many vehicle models as possible, if the number of cases is two, the arrangement will be optimized for each vehicle model, making it difficult to share parts.

Originally, it is desirable that units that need to operate in combination be integrated in one case. Japanese Unexamined Patent Application Publication No. 2004-343845 (Patent Document 1) and Japanese Unexamined Patent Application Publication No. 2001-119916 (Patent Document 2) disclose a hybrid vehicle drive device in which a motor and an inverter are integrated.
JP 2004-343845 A JP 2001-119916 A

  However, the hybrid vehicle drive device disclosed in Japanese Patent Application Laid-Open No. 2004-343845 (Patent Document 1) and Japanese Patent Application Laid-Open No. 2001-119916 (Patent Document 2) has a structure in which an inverter is mounted on a motor. There is room for improvement in the position of the center of gravity of the vehicle when mounted on the vehicle in the height direction. Furthermore, the space saving of the space for mounting the hybrid vehicle drive device is not sufficiently considered.

  In order to be able to be mounted on many types of vehicles, it is desirable that the inverter and the motor can be arranged within a contour that is almost the same as that of an automatic transmission that is arranged adjacent to the engine in a normal vehicle.

  An object of the present invention is to provide a drive device for a hybrid vehicle in which an inverter is integrated and miniaturized.

  In summary, the present invention is a drive device for a hybrid vehicle, in which a damper to which a crankshaft of an internal combustion engine is coupled, a rotating electric machine arranged so that the rotating shaft of the damper and the rotating shaft overlap with each other, and an internal combustion engine A power transmission mechanism that combines the generated power with the power generated by the rotating electrical machine and transmits the resultant power to the drive shaft, a damper, a case that houses the rotating electrical machine and the power transmission mechanism, and a power control unit that controls the rotating electrical machine. . The power control unit is arranged in the case so that when projected from the direction of the rotation axis, it fits in the horizontal dimension when the vehicle is mounted on the projection part of the case that houses the damper, rotating electric machine, and power transmission mechanism of the case. Is done.

  According to another aspect of the present invention, a hybrid vehicle drive device includes a damper to which a crankshaft of an internal combustion engine is coupled, a rotating electrical machine disposed so that the rotating shaft of the damper and the rotating shaft overlap, and an internal combustion engine A power transmission mechanism that synthesizes the power generated by the rotating electrical machine with the power generated by the engine and transmits it to the drive shaft; a damper, a case that houses the rotating electrical machine and the power transmission mechanism; and a power control unit that controls the rotating electrical machine; Is provided. The power control unit is arranged in the case so that when projected from the direction of the rotation axis, it fits in the vertical dimension when the vehicle is mounted on the projection part of the case that houses the damper, rotating electric machine, and power transmission mechanism of the case. Is done.

  Preferably, when the power control unit is projected from a direction perpendicular to the rotation axis direction and perpendicular to the vertical direction when mounted on the vehicle, the power control unit is provided in a portion of the projection unit that accommodates the case damper, the rotating electrical machine, and the power transmission mechanism. It is arranged in the case so as to fit in the horizontal dimension when mounted on the vehicle.

  Preferably, the power transmission mechanism has a power split mechanism that receives torque from the damper and torque from the rotating electrical machine, and a rotary shaft that is shifted substantially parallel to the rotary shaft of the damper, and transmits torque from the power split mechanism. Power transmission gear.

More preferably, the rotating electrical machine includes a plurality of rotating electrical machines.
More preferably, the plurality of rotating electrical machines are first and second rotating electrical machines, and the power control unit includes first and second inverters provided corresponding to the first and second rotating electrical machines, respectively. And a voltage converter provided in common to the first and second inverters. The voltage converter includes a reactor arranged on one side with respect to the rotation center axis of any of the first and second rotating electric machines and the power split mechanism, and the rotation of any of the first and second rotating electric machines and the power split mechanism. And a capacitor disposed on the other side with respect to the central axis.

  More preferably, the power control unit further includes a circuit board that is disposed at least in a region between the reactor and the capacitor and on which the power elements of the first and second inverters and the voltage converter are mounted.

  More preferably, the plurality of rotating electrical machines are first and second rotating electrical machines, and the case is provided with a first opening, a first storage chamber for storing the power control unit, and a second opening. And includes a second storage chamber that stores the second rotating electrical machine and a partition wall that partitions the first and second storage chambers.

  More preferably, the case further includes a third storage chamber provided with a third opening and storing the first rotating electrical machine, and a fourth storage chamber storing the power split mechanism. It is comprised so that division | segmentation is possible in the cut surface which cuts the wall of a 4th storage chamber around a rotating shaft.

  More preferably, the plurality of rotating electric machines are first and second rotating electric machines, and the power control unit is provided with power of first and second inverters provided corresponding to the first and second rotating electric machines, respectively. The circuit board further includes a circuit board on which the element is mounted and is disposed above when the second rotating electrical machine is mounted on the vehicle. The case is provided with a first opening, a first storage chamber for storing the power control unit, a second opening, a second storage chamber for storing the second rotating electrical machine, 1 and a partition wall that partitions the second storage chamber. The first rotating electrical machine, the planetary gear mechanism, and the second rotating electrical machine are arranged from the engine side along the rotation center axis in the order of the first rotating electrical machine, the planetary gear mechanism, and the second rotating electrical machine. A flow path for passing a cooling medium for cooling the circuit board is provided, and the flow path is provided with an inlet and an outlet above the first rotating electrical machine.

  More preferably, the case is configured to be separable into a first part that accommodates the first rotating electrical machine and a second part that accommodates the second rotating electrical machine, and the second part and the first part are They are joined by flange-shaped mating surfaces. The flow path is provided to send the cooling medium to the mating surface from the first part side toward the second part side and to return the cooling medium from the second part side to the first part side.

  More preferably, the plurality of rotating electric machines are first and second rotating electric machines, and the power split mechanism includes a sun gear to which a rotor of the first rotating electric machine is connected, a pinion gear meshing with the sun gear, and a rotation shaft of the pinion gear. And a planetary carrier connected to the crankshaft of the engine, and a ring gear meshing with the pinion gear and transmitting the rotation of the rotor of the second rotating electrical machine.

  More preferably, the drive device of the hybrid vehicle further includes a speed reducer that decelerates the rotation of the ring gear and transmits it to the rotor of the second rotating electrical machine.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to implement | achieve the drive device of the hybrid vehicle integrated with the inverter and reduced in size.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Description of vehicle components]
FIG. 1 is a circuit diagram showing a configuration related to motor generator control of hybrid vehicle 100 according to the embodiment of the present invention.

  Referring to FIG. 1, vehicle 100 includes a battery unit 40, a drive device 20, a control device 30, and an engine and wheels (not shown).

  Drive device 20 includes motor generators MG1 and MG2, a power split mechanism PSD, a reduction gear RD, and a power control unit 21 that controls motor generators MG1 and MG2.

  Power split device PSD is basically a mechanism that is coupled to engine 4 and motor generators MG1 and MG2 shown in FIG. 2 later and distributes power between them. For example, as the power split mechanism, a planetary gear mechanism having three rotating shafts of a sun gear, a planetary carrier, and a ring gear can be used.

  Two rotating shafts of power split device PSD are connected to the rotating shafts of engine 4 and motor generator MG1, respectively, and the other one rotating shaft is connected to speed reducer RD. The rotation of motor generator MG2 is decelerated by reduction gear RD integrated with power split mechanism PSD and transmitted to power split mechanism PSD.

  The rotation shaft of the speed reducer is coupled to the wheels by a reduction gear or a differential gear (not shown) as will be described later.

  The battery unit 40 is provided with terminals 41 and 42. The drive device 20 is provided with terminals 43 and 44. Vehicle 100 further includes a power cable 6 that connects terminal 41 and terminal 43, and a power cable 8 that connects terminal 42 and terminal 44.

  The battery unit 40 includes a battery B, a system main relay SMR3 connected between the negative electrode of the battery B and the terminal 42, a system main relay SMR2 connected between the positive electrode of the battery B and the terminal 41, a battery A system main relay SMR1 and a limiting resistor R are connected in series between the positive electrode of B and the terminal 41. System main relays SMR1-SMR3 are controlled to be in a conductive / non-conductive state in accordance with a control signal SE provided from control device 30.

  The battery unit 40 further includes a voltage sensor 10 that measures a voltage VB between terminals of the battery B, and a current sensor 11 that detects a current IB flowing through the battery B.

  As the battery B, a secondary battery such as nickel metal hydride or lithium ion, a fuel cell, or the like can be used. Further, a large-capacity capacitor such as an electric double layer capacitor can be used as a power storage device instead of the battery B.

  Power control unit 21 includes inverters 22 and 14 provided corresponding to motor generators MG1 and MG2, respectively, and boost converter 12 provided in common with inverters 22 and 14.

  Boost converter 12 boosts the voltage between terminals 43 and 44. Inverter 14 converts the DC voltage applied from boost converter 12 into a three-phase AC and outputs the same to motor generator MG2.

  Boost converter 12 includes a reactor L1 having one end connected to terminal 43, IGBT elements Q1, Q2 connected in series between output terminals of boost converter 12 that outputs boosted voltage VH, and IGBT element Q1, Diodes D1, D2 connected in parallel to Q2 and a smoothing capacitor C2 are included. Smoothing capacitor C <b> 2 smoothes the voltage boosted by boost converter 12.

  Reactor L1 has the other end connected to the emitter of IGBT element Q1 and the collector of IGBT element Q2. The cathode of diode D1 is connected to the collector of IGBT element Q1, and the anode of diode D1 is connected to the emitter of IGBT element Q1. The cathode of diode D2 is connected to the collector of IGBT element Q2, and the anode of diode D2 is connected to the emitter of IGBT element Q2.

  Inverter 14 converts the DC voltage output from boost converter 12 to three-phase AC and outputs the same to motor generator MG2 that drives the wheels. Inverter 14 returns the electric power generated in motor generator MG2 to boost converter 12 along with regenerative braking. At this time, boost converter 12 is controlled by control device 30 to operate as a step-down circuit.

  Inverter 14 includes a U-phase arm 15, a V-phase arm 16, and a W-phase arm 17. U-phase arm 15, V-phase arm 16, and W-phase arm 17 are connected in parallel between the output lines of boost converter 12.

  U-phase arm 15 includes IGBT elements Q3 and Q4 connected in series, and diodes D3 and D4 connected in parallel with IGBT elements Q3 and Q4, respectively. The cathode of diode D3 is connected to the collector of IGBT element Q3, and the anode of diode D3 is connected to the emitter of IGBT element Q3. The cathode of diode D4 is connected to the collector of IGBT element Q4, and the anode of diode D4 is connected to the emitter of IGBT element Q4.

  V-phase arm 16 includes IGBT elements Q5 and Q6 connected in series, and diodes D5 and D6 connected in parallel with IGBT elements Q5 and Q6, respectively. The cathode of diode D5 is connected to the collector of IGBT element Q5, and the anode of diode D5 is connected to the emitter of IGBT element Q5. The cathode of diode D6 is connected to the collector of IGBT element Q6, and the anode of diode D6 is connected to the emitter of IGBT element Q6.

  W-phase arm 17 includes IGBT elements Q7, Q8 connected in series, and diodes D7, D8 connected in parallel with IGBT elements Q7, Q8, respectively. The cathode of diode D7 is connected to the collector of IGBT element Q7, and the anode of diode D7 is connected to the emitter of IGBT element Q7. The cathode of diode D8 is connected to the collector of IGBT element Q8, and the anode of diode D8 is connected to the emitter of IGBT element Q8.

  An intermediate point of each phase arm is connected to each phase end of each phase coil of motor generator MG2. That is, motor generator MG2 is a three-phase permanent magnet synchronous motor, and one end of each of three coils of U, V, and W phases is connected to a neutral point. The other end of the U-phase coil is connected to the connection node of IGBT elements Q3 and Q4. The other end of the V-phase coil is connected to a connection node of IGBT elements Q5 and Q6. The other end of the W-phase coil is connected to a connection node of IGBT elements Q7 and Q8.

  Current sensor 24 detects the current flowing through motor generator MG2 as motor current value MCRT2, and outputs motor current value MCRT2 to control device 30.

  Inverter 22 is connected to boost converter 12 in parallel with inverter 14. Inverter 22 converts the DC voltage output from boost converter 12 to three-phase AC and outputs the same to motor generator MG1. Inverter 22 receives the boosted voltage from boost converter 12 and drives motor generator MG1 to start the engine, for example.

  Inverter 22 also returns electric power generated by motor generator MG1 to boost converter 12 by the rotational torque transmitted from the crankshaft of the engine. At this time, boost converter 12 is controlled by control device 30 to operate as a step-down circuit.

  Although the internal configuration of inverter 22 is not shown, it is the same as inverter 14, and detailed description will not be repeated.

  Control device 30 receives torque command values TR1, TR2, motor rotation speeds MRN1, MRN2, voltages VB, VL, VH, current IB values, motor current values MCRT1, MCRT2, and start signal IGON.

  Here, torque command value TR1, motor rotational speed MRN1 and motor current value MCRT1 are related to motor generator MG1, and torque command value TR2, motor rotational speed MRN2 and motor current value MCRT2 are related to motor generator MG2.

  Further, the voltage VB is the voltage of the battery B, and the current IB is a current flowing through the battery B. Voltage VL is a voltage before boost of boost converter 12, and voltage VH is a voltage after boost of boost converter 12.

  Control device 30 outputs to boost converter 12 a control signal PWU for giving a boost instruction, a control signal PWD for giving a step-down instruction, and a signal CSDN for instructing prohibition of operation.

  Further, control device 30 converts drive instruction PWMI2 for converting the DC voltage, which is the output of boost converter 12 to inverter 14, into AC voltage for driving motor generator MG2, and the AC voltage generated by motor generator MG2. A regenerative instruction PWMC2 which is converted into a DC voltage and returned to the boost converter 12 side is output.

  Similarly, control device 30 converts drive voltage PWMI1 for converting a DC voltage into an AC voltage for driving motor generator MG1 for inverter 22, and converts the AC voltage generated by motor generator MG1 into a DC voltage and boosts the voltage. A regeneration instruction PWMC1 to be returned to the converter 12 side is output.

  FIG. 2 is a schematic diagram for explaining details of the power split mechanism PSD and the speed reducer RD in FIG. 1.

  Referring to FIG. 2, this vehicle drive device includes motor generator MG2, a reduction gear RD connected to the rotation shaft of motor generator MG2, and an axle that rotates according to the rotation of the rotation shaft decelerated by reduction gear RD. And an engine 4, a motor generator MG1, a reduction gear RD, and a power split mechanism PSD that distributes power between the engine 4 and the motor generator MG1. Reducer RD has a reduction ratio from motor generator MG2 to power split device PSD of, for example, twice or more.

  The crankshaft 50 of the engine 4, the rotor 32 of the motor generator MG1, and the rotor 37 of the motor generator MG2 rotate about the same axis.

  The power split mechanism PSD is a planetary gear in the example shown in FIG. 2, and is supported so as to be rotatable coaxially with the crankshaft 50 and a sun gear 51 coupled to a hollow sun gear shaft penetrating the crankshaft 50 through the shaft center. The ring gear 52 is disposed between the sun gear 51 and the ring gear 52, and revolves while rotating around the outer periphery of the sun gear 51. The pinion gear 53 is coupled to the end of the crankshaft 50 and supports the rotation shaft of each pinion gear 53. A planetary carrier 54.

  In the power split mechanism PSD, a sun gear shaft coupled to the sun gear 51, a ring gear case coupled to the ring gear 52, and a crankshaft 50 coupled to the planetary carrier 54 serve as power input / output shafts. When the power input / output to / from any two of the three axes is determined, the power input / output to the remaining one axis is determined based on the power input / output to the other two axes.

  A counter drive gear 70 for taking out power is provided outside the ring gear case, and rotates integrally with the ring gear 52. Counter drive gear 70 is connected to power transmission reduction gear RG. Power is transmitted between the counter drive gear 70 and the power transmission reduction gear RG. The power transmission reduction gear RG drives the differential gear DEF. On the downhill or the like, the rotation of the wheel is transmitted to the differential gear DEF, and the power transmission reduction gear RG is driven by the differential gear DEF.

  Motor generator MG1 includes a stator 31 that forms a rotating magnetic field, and a rotor 32 that is disposed inside stator 31 and has a plurality of permanent magnets embedded therein. The stator 31 includes a stator core 33 and a three-phase coil 34 wound around the stator core 33. Rotor 32 is coupled to a sun gear shaft that rotates integrally with sun gear 51 of power split device PSD. The stator core 33 is formed by laminating thin magnetic steel plates and is fixed to a case (not shown).

  Motor generator MG1 operates as an electric motor that rotationally drives rotor 32 by the interaction between the magnetic field generated by the permanent magnet embedded in rotor 32 and the magnetic field formed by three-phase coil 34. Motor generator MG1 also operates as a generator that generates electromotive force at both ends of three-phase coil 34 due to the interaction between the magnetic field generated by the permanent magnet and the rotation of rotor 32.

  Motor generator MG2 includes a stator 36 that forms a rotating magnetic field, and a rotor 37 that is disposed inside stator 31 and has a plurality of permanent magnets embedded therein. The stator 36 includes a stator core 38 and a three-phase coil 39 wound around the stator core 38.

  The rotor 37 is coupled to a ring gear case that rotates integrally with the ring gear 52 of the power split mechanism PSD by a reduction gear RD. Stator core 38 is formed, for example, by laminating thin magnetic steel plates, and is fixed to a case (not shown).

  Motor generator MG2 also operates as a generator that generates electromotive force at both ends of three-phase coil 39 by the interaction between the magnetic field generated by the permanent magnet and the rotation of rotor 37. Motor generator MG2 operates as an electric motor that rotationally drives rotor 37 by the interaction between the magnetic field generated by the permanent magnet and the magnetic field formed by three-phase coil 39.

  The speed reducer RD performs speed reduction by a structure in which a planetary carrier 66 that is one of rotating elements of a planetary gear is fixed to a case of a vehicle drive device. That is, the reduction gear RD includes a sun gear 62 coupled to the shaft of the rotor 37, a ring gear 68 that rotates integrally with the ring gear 52, and a pinion gear 64 that meshes with the ring gear 68 and the sun gear 62 and transmits the rotation of the sun gear 62 to the ring gear 68. Including.

  For example, by making the number of teeth of the ring gear 68 more than twice that of the sun gear 62, the reduction ratio can be made more than twice.

[Explanation of component layout]
FIG. 3 is a perspective view showing an external appearance of drive device 20 of the hybrid vehicle according to the embodiment of the present invention.

FIG. 4 is a plan view of the driving device 20.
Referring to FIGS. 3 and 4, the case of drive device 20 is configured to be divided into case 104 and case 102. Case 104 is a part mainly housing motor generator MG1, and case 102 is a part mainly housing motor generator MG2 and a power control unit.

  A flange 106 is formed on the case 104, a flange 105 is formed on the case 102, and the case 104 and the case 102 are integrated by fixing the flange 106 and the flange 105 with a bolt or the like.

  The case 102 is provided with an opening 108 for assembling the power control unit. Capacitor C2 is accommodated in the inner left portion (vehicle traveling direction side) of opening 108, power element substrate 120 and terminal blocks 116 and 118 are accommodated in the central portion, and reactor L1 is accommodated in the right portion. ing. The opening 108 is closed by a lid when the vehicle is mounted. Further, the capacitor C2 may be replaced on the right side and the reactor L1 may be stored on the left side.

  That is, reactor L1 is arranged on one side of the rotation shafts of motor generators MG1 and MG2, and capacitor C2 is arranged on the other side of the rotation shaft. The power element substrate 120 is disposed in a region between the capacitor C2 and the reactor L1. Below the power element substrate 120, a motor generator MG2 is arranged.

  On power element substrate 120, inverter 22 that controls motor generator MG1, inverter 14 that controls motor generator MG2, and arm portion 13 of the boost converter are mounted.

  In a region between the inverter 14 and the inverter 22, a power supply bus bar is provided so as to be stacked one above the other. One bus bar is provided from each of U-phase arm 15, V-phase arm 16 and W-phase arm 17 of inverter 14 toward terminal block 116 connected to the stator coil of motor generator MG2. Similarly, three bus bars are provided from inverter 22 toward terminal block 118 connected to the stator coil of motor generator MG1.

  Since the power element substrate 120 reaches a high temperature, a water passage is provided under the power element substrate 120 to cool the power element substrate 120, and a cooling water inlet 114 and a cooling water outlet 112 to the water passage are provided in the case 102. It has been. In addition, this inlet_port | entrance, an exit, etc. are comprised by driving the flange parts 106 and 105 with respect to case 102 and driving a union nut etc., for example.

  The voltage applied from the battery unit 40 of FIG. 1 to the terminals 43 and 44 via the power cable is boosted by the boost converter 12 including the reactor L1 and the arm unit 13, smoothed by the capacitor C2, and supplied to the inverters 14 and 22. The

  By boosting the battery voltage using the boost converter 12 in this way, it becomes possible to drive the motor generator at a high voltage exceeding 500 V while reducing the battery voltage to about 200 V, and to supply power with a small current. It is possible to suppress electric loss and realize high output of the motor.

  When drive device 20 is integrated including boost converter 12 in addition to inverters 14 and 22 and motor generators MG1 and MG2, the location of reactor L1 and capacitor C2, which are relatively large components, becomes a problem. .

5 is a side view of the driving device 20 as viewed from the X1 direction of FIG.
Referring to FIG. 5, case 102 is provided with an opening 109 for assembling and maintaining the motor generator, and this opening 109 is closed by a lid when the vehicle is mounted.

  A motor generator MG <b> 2 is arranged inside the opening 109. A rotor 37 is arranged inside a stator 36 to which U, V, and W phase bus bars are connected. A hollow shaft 60 is visible in the central portion of the rotor 37.

  As shown in FIG. 5, since the stator 36 of the motor generator MG2 is greatly biting into the housing chamber that houses the power control unit 21 of the case 102, the reactor L1 is arranged on one side of the motor generator MG2, and the other side is placed on the other side. Has a capacitor C2 and efficiently accommodates large components. For this reason, a compact hybrid vehicle drive device can be realized.

6 is a cross-sectional view taken along the line VI-VI in FIG.
Referring to FIG. 6, a cross section of motor generator MG2 and a cross section of a storage chamber for storing power control unit 21 are shown.

  This hybrid vehicle drive device includes motor generators MG2 and MG1 disposed behind the center axis of rotation of each rotor on the same axis, motor generator MG1 disposed behind the center axis of the crankshaft, and coaxially with the rotation center axis of the crankshaft. A power split mechanism arranged between MG1 and MG2 and a power control unit 21 for controlling motor generators MG1 and MG2 are provided. In power control unit 21, reactor L1 is arranged at least on one side and smoothing capacitor C2 is arranged on the other side at least on the rotation center axis of motor generator MG2. Motor generators MG1, MG2, power split mechanism, and power control unit 21 are housed and integrated in a metal case.

  The case 102 is provided with a partition wall portion 200 that partitions the two spaces so that the lubricating oil of the motor generator MG2 does not leak to the power element substrate 120 side. A water channel 122 for cooling the power element substrate 120 is provided on the upper surface portion of the partition wall 200, and the water channel 122 communicates with the cooling water inlet 114 and the cooling water outlet 112 described above.

  A negative power supply potential is transmitted from the terminal 44 to the power element substrate 120 by the bus bar 128. Although not shown, positive power supply potential is transmitted from terminal 43 to reactor L1 by another bus bar.

  Note that a portion that supports the rotation shaft 130 of the reduction gear bites into the accommodation chamber that accommodates the power control unit.

  The cross section of the motor generator MG2 will be described. The winding portion of the coil 39 of the stator 36 can be seen on the inner periphery of the stator, and the rotor 37, the partition wall 202 of the case, and the hollow shaft 60 of the rotor can be seen on the inner periphery. ing.

  FIG. 7 is a side view of the driving device 20 viewed from the X2 direction of FIG. In FIG. 7, a control board 121 for controlling the power element is arranged on the power element board.

8 is a cross-sectional view taken along line VIII-VIII in FIG.
7 and 8, the crankshaft 50 of the engine is connected to the damper 124, and the output shaft of the damper 124 is connected to the power split mechanism PSD.

  From the side where the engine is arranged, the damper 124, the motor generator MG1, the power split mechanism PSD, the speed reducer RD, and the motor generator MG2 are arranged on the same rotating shaft in this order. The shaft of the rotor 32 of the motor generator MG1 is hollow, and the output shaft from the damper 124 passes through this hollow portion.

  The shaft of rotor 32 of motor generator MG1 is spline-fitted with sun gear 51 on the power split mechanism PSD side. The shaft of the damper 124 is coupled to the planetary carrier 54. The planetary carrier 54 rotatably supports the rotation shaft of the pinion gear 53 around the shaft of the damper 124. The pinion gear 53 meshes with the sun gear 51 and the ring gear 52 of FIG. 2 formed on the inner periphery of the ring gear case.

  Further, the reduction gear RD side of the rotor shaft 60 of the motor generator MG2 is spline-fitted with the sun gear 62. The planetary carrier 66 of the speed reducer RD is fixed to the partition wall 202 of the case 102. The planetary carrier 66 supports the rotation shaft of the pinion gear 64. The pinion gear 64 meshes with the sun gear 62 and the ring gear 68 of FIG. 2 formed on the inner periphery of the ring gear case.

  As can be seen from FIG. 8, the motor generator MG1 and the damper 124 can be assembled from the opening 111 in the right direction of the case 104, and the motor generator MG2 can be assembled from the left opening 109 in the case 102. The reduction gear RD and the power split mechanism PSD can be assembled from the mating surfaces of the flanges 105 and 106.

  The opening 109 of the case 102 is sealed with a lid 71 and a liquid gasket so that the lubricating oil does not leak. A lid 72 is provided at the back of the opening 111 of the case 104, and the space for accommodating the MG1 is sealed with a liquid gasket or the like or an oil seal 81 so that the lubricating oil does not leak.

  The shaft of rotor 32 of motor generator MG1 is rotatably supported by ball bearing 78 provided between lid 72 and ball bearing 77 provided between partition walls 203. The shaft of the rotor 32 is hollow, and the shaft of the damper 124 passes through the inside thereof. Needle bearings 79 and 80 are provided between the shaft of the rotor 32 and the shaft of the damper 124.

  The shaft of rotor 37 of motor generator MG2 is rotatably supported by ball bearing 73 provided between lid 71 and ball bearing 74 provided between partition walls 202.

  The ring gear case in which the ring gear of the reduction gear RD and the ring gear of the power split mechanism PSD are both engraved on the inner periphery is provided by a ball bearing 75 provided between the partition wall 202 and a ball bearing 76 provided between the partition wall 203. It is supported rotatably.

  The storage chamber for storing the power control unit 21 and the storage chamber for storing the motor generator MG2 are separated by a partition wall 202 of the case 102, and a part thereof is connected by a through hole into which the terminal block 116 is inserted. The terminal bar 116 is connected to the bus bar of the stator coil of the motor generator MG2 on one side, and the bus bar of the inverter 14 is connected to the other side. A conductive member is passed through the terminal block 116 so that these bus bars can be electrically connected. That is, the terminal block 116 is configured to pass electricity without passing the lubricating oil from the motor generator MG2 side.

  Similarly, a space in which the power control unit is accommodated and a space in which motor generator MG1 is accommodated are connected by terminal block 118 in a state where electricity is passed and lubricating oil is not passed.

9 is a cross-sectional view showing a cross section taken along line IX-IX in FIG.
Referring to FIG. 9, a cross section of reactor L <b> 1 is shown in the storage chamber for storing power control unit 21. Reactor L1 has a structure in which, for example, a coil is wound around a core on which electromagnetic steel sheets are laminated.

  Then, the rotating shaft 130 of the reduction gear RG shown in FIG. 6 is arranged in the vicinity of the reactor L1, and the counter driven gear 132 of the reduction gear RG is shown in the center. The counter driven gear 132 meshes with the counter drive gear 70 shown in FIG. A final drive gear 133 is provided on the same axis as the counter driven gear 132, and a differential gear DEF which is a final driven gear meshing with the final drive gear 133 is shown below the gear.

  FIG. 10 is a diagram illustrating a case outline and components housed in the case when the case is projected from the rotation axis direction.

  In FIG. 10, a damper 124 to which a crankshaft of an internal combustion engine is coupled, a rotor disposed so that the rotating shaft of the damper 124 and the rotating shaft overlap with each other, and the periphery of the rotor are disposed inside the case of the vehicle drive device. A motor generator MG2 having a stator, a power split mechanism PSD that receives the torque from the damper 124 and the torque from the motor generator MG2, a rotary shaft that is substantially parallel to the rotary shaft of the damper 124, and a power split mechanism PSD Control of the motor generator MG2 and the reduction gear RG to which the torque from the transmission gear is transmitted, the differential gear DEF having a rotation shaft shifted substantially parallel to the rotation shaft of the damper 124 and meshing with the reduction gear RG and transmitting the torque to the wheels. Control including board 120, reactor L1 and capacitor C2 Knit 21 and is shown. The case houses the damper 124, the motor generator MG2, the reduction gear RG, the differential gear DEF, and the power control unit 21.

  In the projection view in which the case shown in FIG. 10 is projected from the rotation axis direction, the horizontal dimension when the vehicle drive device is mounted on the vehicle is X3. The dimension X3 is determined at both ends by the outer edge of the case portion housing the differential gear DEF and the outer edge of the case 104 housing the damper 124. Therefore, it can be seen that the capacitor C2, the substrate 120, and the reactor L1 constituting the power control unit are inside the dimension X3.

  Further, in FIG. 10, the dimension in the vertical direction (height direction) when the vehicle drive device is mounted on the vehicle is Y3. The lower end of the dimension Y3 is determined by the outer edge of the portion of the case that accommodates the differential gear DEF. Further, the upper end of the dimension Y3 is determined by the outer edge of the portion of the case that accommodates the damper 124. Therefore, it can be seen that the capacitor C2, the substrate 120, and the reactor L1 constituting the power control unit 21 are disposed inside the dimension Y3.

  When the case is projected from the direction of the rotation axis, the height of the portion of the case that houses the power control unit 21 when mounted on the vehicle is the space of the remaining case, that is, the damper 124, the motor generator MG2, the reduction gear. The case is configured and the power control unit 21 is disposed so as not to exceed at least the height when the vehicle mounted on the projection unit that accommodates the RG and the differential gear DEF. Thereby, the center of gravity of the vehicle can be lowered, and the running stability can be increased.

  In addition, the case is configured so that the position of the projection portion of the portion that accommodates the power control unit 21 of the case is positioned inside the projection portion of the remaining case space in the horizontal direction when the vehicle is mounted. Is placed. Thereby, the physique of a vehicle drive device is made small.

  FIG. 11 is a diagram showing a case outline and components housed inside when the case is projected from a direction perpendicular to the rotation axis direction and perpendicular to the vertical direction.

  Referring to FIG. 11, both ends of dimension X3 in the direction perpendicular to the vertical direction when mounted on the vehicle are the outer edge of the lid of the case housing motor generator MG2 and the outer edge of the portion housing case damper 124. It can be seen that the capacitor C2, the substrate 120, and the reactor L1 constituting the power control unit are inside the dimension Z3.

  That is, as described with reference to FIG. 10, the dimension Y3 in the vertical direction (height direction) is determined by the portion that houses the damper 124, the motor generator MG2, the reduction gear RG, and the differential gear DEF. Further, in FIG. 11, the portion that accommodates the power control unit 21 including the substrate 120, the reactor L <b> 1, and the capacitor C <b> 2 is orthogonal to the rotation axis direction and projected from the direction perpendicular to the vertical direction when mounted on the vehicle. The projection unit is provided so as to be included in the remaining case space, that is, the projection unit of the portion that accommodates the damper 124, the motor generator MG2, the reduction gear RG, and the differential gear DEF.

  In this manner, in addition to the motor generators MG1, MG2, the reduction gear RD, and the power split mechanism PSD, the reduction gear RG and the differential gear DEF are arranged and are components of the power control unit using the surrounding empty space. A power element substrate 120, a reactor L1, and a capacitor C2 are arranged. As a result, a compact hybrid vehicle drive device can be realized while the height is kept low.

  As shown in FIG. 10, not only the empty space on one side is used for motor generator MG2, but also the reactor L1 and capacitor C2 are arranged in the empty space on both sides, respectively, so that the weight relative to motor generator MG2 is increased. The balance is improved, and further space saving can be achieved.

  Note that the power split mechanism PSD, the reduction gear RG to which the torque from the power split mechanism PSD is transmitted, and the differential gear DEF that meshes with the reduction gear RG and transmits the torque to the wheels as a whole are based on the power generated by the engine. This corresponds to a “power transmission mechanism” that combines the power generated by the motor generators MG1 and MG2 and transmits the resultant power to the drive shaft.

  Further, both the reduction gear RG and the differential gear DEF correspond to “power transmission gear” to which torque from the power split mechanism PSD is transmitted. However, the reduction gear RG and the differential gear DEF are not essential, and the present invention can be applied to a vehicle having a configuration without the reduction gear RG or a rear-wheel drive configuration in which the differential gear DEF is not integrated with the drive device. .

  Furthermore, the present invention can also be applied to a parallel hybrid that assists with a motor when the engine is accelerated, and can also be applied to a configuration in which only one motor is integrated with a driving device. .

[Description of cooling water]
FIG. 12 is a diagram for explaining a water passage for cooling water for cooling the power element substrate.

  Referring to FIG. 12, a state where power element substrate 120 in FIG. 4 is removed is shown. The cooling water flows from the cooling water inlet 114 in the direction indicated by the arrows 141 to 147, is discharged from the cooling water outlet 112, and the cooling water is sent to a radiator disposed in front of the vehicle. As indicated by arrows 141 to 147, ribs or fins are provided on the front surface of the case 102 or the back surface of the power element substrate 120 so that the cooling water flows.

  The power element substrate 120 is coated with a liquid gasket or the like in order to maintain watertightness, and is screwed using the screw holes 151-159.

  12 illustrates the case where the power element substrate 120 is a watertight lid. However, for example, a pipe provided with a flow path indicated by arrows 141 to 147 connecting the cooling water inlet 114 and the cooling water outlet 112 is provided inside. It may be buried in

  Further, the cooling water inlet 114 and the cooling water outlet 112 may be reversed, and the direction in which the cooling water flows may be opposite to the arrows 141 to 147 in FIG.

  As described above, by providing the cooling water inlet 114 and the cooling water outlet 112 of the flow path on the motor generator MG1 side, the input / output path of the cooling water even if the capacitor C2 and the reactor L1 are arranged on both sides of the power element substrate 120. Can be secured. Although it is possible to provide it on the opposite side of motor generator MG1, when the hybrid vehicle drive device is arranged in the engine room, the body is close to it and the workability is poor, so that it flows to motor generator MG1 side. It is preferable to provide a cooling water inlet 114 and a cooling water outlet 112 for the passage.

  As described above, according to the embodiment of the present invention, it is possible to keep the center of gravity low when the drive device for a hybrid vehicle is mounted on a vehicle, and to improve the running performance of the vehicle compared to the prior art. It becomes possible. Furthermore, space saving in the engine room can be achieved.

  Further, the side space of the transaxle, that is, the motor generator MG2 and the power split mechanism can be used to reduce the height of the power control unit portion including the inverter and can be arranged compactly. Since the shape of the transaxle portion can be approximated, it is possible to realize a hybrid vehicle drive device that can be mounted on more types of vehicles.

  Further, when the condenser and the reactor are arranged on both sides of the power element substrate, the cooling water inlet / outlet is provided on the motor generator MG1 side, so that the driving device can be downsized and the power element can be cooled at the same time.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

FIG. 3 is a circuit diagram showing a configuration related to motor generator control of hybrid vehicle 100 according to the embodiment of the present invention. It is a schematic diagram for demonstrating the detail of the motive power division mechanism PSD and the reduction gear RD in FIG. 1 is a perspective view showing an external appearance of a drive device 20 for a hybrid vehicle according to an embodiment of the present invention. FIG. 3 is a plan view of the drive device 20. It is the side view which looked at the drive device 20 from the X1 direction of FIG. It is sectional drawing in the VI-VI cross section of FIG. It is the side view which looked at the drive device 20 from the X2 direction of FIG. It is sectional drawing in VIII-VIII of FIG. It is sectional drawing which showed the cross section in IX-IX of FIG. It is the figure which showed the case outline and the components accommodated in an inside, when a case is projected from the rotating shaft direction. It is the figure which showed the case outline and the components accommodated in an inside, when a case is projected from the direction orthogonal to a rotating shaft direction and orthogonal to a perpendicular direction. It is a figure for demonstrating the water flow path of the cooling water which cools a power element board | substrate.

Explanation of symbols

  4 Engine, 6, 8 Power cable, 10 Voltage sensor, 11 Current sensor, 12 Boost converter, 13 Arm part, 14, 22 Inverter, 15 U-phase arm, 16 V-phase arm, 17 W-phase arm, 20 Drive unit, 21 Power control unit, 24 current sensor, 30 control device, 31, 36 stator, 32, 37 rotor, 33, 38 stator core, 34, 39 coil, 40 battery unit, 41-44 terminal, 50 crankshaft, 51, 62 sun gear, 52,68 ring gear, 53,64 pinion gear, 54,66 planetary carrier, 60 shaft, 70 counter drive gear, 71,72 lid, 73-78 ball bearing, 79,80 needle bearing, 81 oil seal, 100 hybrid vehicle, 102, 104 case, 104, 106 flange, 108, 109, 111 opening, 112 cooling water outlet, 114 cooling water inlet, 116, 118 terminal block, 120 power element board, 122 water channel, 124 damper, 128 bus bar, 130 rotation Shaft, 132 Counter driven gear, 133 Final drive gear, 200 Wall part, 202 Bulkhead, B battery, C2 capacitor, D1-D8 diode, DEF differential gear, L1 reactor, MG1, MG2 Motor generator, PSD Power split mechanism, Q1-Q8 IGBT element, R limiting resistor, RD reduction gear, RG reduction gear, SMR1-SMR3 system main relay.

Claims (12)

A damper to which the crankshaft of the internal combustion engine is coupled;
A rotating electrical machine arranged such that the rotating shaft of the damper and the rotating shaft overlap,
A power transmission mechanism for combining the power generated by the rotating electrical machine with the power generated by the internal combustion engine and transmitting the power to the drive shaft;
A case for housing the damper, the rotating electrical machine, and the power transmission mechanism;
A power control unit for controlling the rotating electrical machine,
The power control unit, when projected from the direction of the rotation axis, fits in a vertical dimension when the vehicle is mounted on a projection portion of the case that houses the damper, the rotating electrical machine, and the power transmission mechanism of the case. And a drive device for a hybrid vehicle disposed in the case. When the power control unit is projected from a direction perpendicular to the rotation axis direction and perpendicular to the vertical direction when the vehicle is mounted, the power control unit is a portion of the case that houses the damper, the rotating electrical machine, and the power transmission mechanism. to fit in the horizontal dimension when the vehicle mounting the projecting portion is disposed within the casing, the driving device for a hybrid vehicle according to claim 1. The power transmission mechanism is
A power split mechanism that receives torque from the damper and torque from the rotating electrical machine;
2. The drive device for a hybrid vehicle according to claim 1 , further comprising: a power transmission gear that has a rotation axis that is substantially parallel to the rotation axis of the damper and that transmits torque from the power split mechanism. The drive device for a hybrid vehicle according to claim 3 , wherein the rotating electrical machine includes a plurality of rotating electrical machines. The plurality of rotating electrical machines are first and second rotating electrical machines,
The power control unit is
First and second inverters provided respectively corresponding to the first and second rotating electrical machines;
A voltage converter provided in common to the first and second inverters,
The voltage converter is
A reactor disposed on one side with respect to the rotation center axis of any of the first and second rotating electrical machines and the power split mechanism;
The hybrid vehicle drive device according to claim 4 , further comprising: a capacitor disposed on the other side of the first and second rotating electrical machines and the power split mechanism with respect to the rotation center axis. The power control unit is
The hybrid vehicle according to claim 5 , further comprising a circuit board that is disposed at least in a region between the reactor and the capacitor and on which the power elements of the first and second inverters and the voltage converter are mounted. Drive device. The plurality of rotating electrical machines are first and second rotating electrical machines,
The case is
A first storage chamber provided with a first opening for storing the power control unit;
A second storage chamber provided with a second opening and storing the second rotating electrical machine;
The drive device for a hybrid vehicle according to claim 4 , further comprising a partition wall that partitions the first and second storage chambers. The case is
A third housing chamber provided with a third opening and housing the first rotating electrical machine;
A fourth storage chamber for storing the power split mechanism;
The drive device for a hybrid vehicle according to claim 7 , wherein the case is configured to be split at a cut surface that cuts the wall of the fourth storage chamber around the rotation shaft. The plurality of rotating electrical machines are first and second rotating electrical machines,
The power control unit is
A power board of first and second inverters provided corresponding to each of the first and second rotating electrical machines is mounted, and a circuit board disposed above when the second rotating electrical machine is mounted on a vehicle is further provided. Including
The case is
A first storage chamber provided with a first opening for storing the power control unit;
A second storage chamber provided with a second opening and storing the second rotating electrical machine;
A partition that partitions the first and second storage chambers,
The first rotating electrical machine, the planetary gear mechanism, and the second rotating electrical machine are arranged in the order of the first rotating electrical machine, the planetary gear mechanism, and the second rotating electrical machine along the rotation center axis in the order of the engine side. Arranged from
The partition wall is provided with a flow path through which a cooling medium for cooling the circuit board flows.
The hybrid vehicle drive device according to claim 4 , wherein the flow path is provided with an inlet and an outlet above the first rotating electric machine. The case is configured to be divided into a first part that houses the first rotating electrical machine and a second part that houses the second rotating electrical machine,
The second part and the first part are joined by a flange-shaped mating surface;
The flow path sends the cooling medium to the mating surface from the first part side toward the second part side, and returns the cooling medium from the second part side to the first part side. The drive device for a hybrid vehicle according to claim 9 , provided as described above. The plurality of rotating electrical machines are first and second rotating electrical machines,
The power split mechanism is
A sun gear to which the rotor of the first rotating electrical machine is connected;
A pinion gear meshing with the sun gear;
A planetary carrier that supports the rotation shaft of the pinion gear and is connected to the crankshaft of the engine;
The hybrid vehicle drive device according to claim 4 , further comprising: a ring gear that meshes with the pinion gear and transmits the rotation of the rotor of the second rotating electrical machine. Further comprising a reduction gear for transmitting to the rotor of the second rotary electric machine by reducing the rotational speed of the ring gear, the driving device for a hybrid vehicle according to claim 1 1.

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