JP4305232B2 - Vehicle propulsion device - Google Patents

Description

  The present invention relates to a vehicle propulsion device for propelling an automobile.

  In recent years, development of vehicles equipped with wheel motors has been promoted. The wheel motor has been proposed in order to improve the driving efficiency when the wheel is driven by an electric motor. In general wheel motors, all or a part of the motors are housed in the wheels of the wheels, as called in-wheel motors. And the rotational driving force of the rotor of a motor is directly transmitted to a wheel, and there is an advantage that there is little energy loss in a driving force transmission path.

Japanese Laid-Open Patent Publication No. 10-304695 (Patent Document 1) discloses an automobile in which such a wheel motor is mounted on the left and right rear wheels.
JP-A-10-304695 JP 2002-252955 A

  In the automobile disclosed in Japanese Patent Laid-Open No. 10-304695, an inverter for the left rear wheel and an inverter for the right rear wheel are intensively arranged at a place away from the wheel. Thus, when a plurality of inverters are housed in one unit, it may be difficult to mount depending on the vehicle.

  That is, when a wheel motor is applied to a small vehicle, it is difficult to accommodate a large unit because a space for accommodating the unit cannot be made large.

  In particular, when a wheel motor is applied to all four wheels of a four-wheel drive vehicle, four inverters for driving the motor are required. If these are centrally arranged, the size of the intelligent power unit (IPU) increases. This makes it difficult to install in small cars.

  On the other hand, when four inverters are dispersedly arranged, in a voltage type inverter, it is necessary to arrange a smoothing capacitor for the inverter near the inverter. For this reason, the freedom degree of arrangement | positioning is restrict | limited. Further, when capacitors are distributed and distributed, there is a concern that a resonance current is generated by the L component of the harness connected to the capacitor and the C component of the capacitor.

  Hereinafter, this problem will be described with reference to the drawings.

  FIG. 20 is a first study example when a wheel motor is employed in a four-wheel drive vehicle.

  Referring to FIG. 20, vehicle 500 includes an electric power supply unit 520, an intelligent power unit 501, tires 506A to 506D, motors 512A to 512D provided corresponding to tires 506A to 506D, and motors 512A to 512D, respectively. Three-phase power cables 504A to 504D for connecting the intelligent power unit 501 to each other are included.

  The power supply unit 520 includes a battery 510 and a system main relay 521 for switching connection / disconnection of the electrical connection state between the battery 510 and the intelligent power unit 501.

  The intelligent power unit 501 has a capacitor 522 and voltage type inverters 514A to 514D concentrated therein. Capacitor 522 is connected to voltage type inverters 514A to 514C.

  Capacitor 522 smoothes the voltage supplied from battery 510 via system main relay 521 during powering so that voltage fluctuations caused by inverter switching do not appear. Capacitor 522 smoothes the voltage supplied from voltage type inverters 514A to 514D during regeneration. Voltage-type inverters 514A to 514D are connected to motors 512A to 512D by three-phase power cables 504A to 504D.

  Thus, as shown in the intelligent power unit 501, when four voltage-type inverters and a large-capacity capacitor for smoothing the voltage are arranged in one unit, it is necessary to secure a large space. In this case, it is difficult to mount depending on the vehicle, and it is difficult to secure a space for arranging the intelligent power unit particularly in a small vehicle. The large-capacity capacitor occupies a space of about 1 liter in volume per motor.

  FIG. 21 is a diagram showing a second example of examination when a wheel motor is employed in a four-wheel drive vehicle.

  Referring to FIG. 21, in a vehicle 550, the intelligent power unit 501 is divided into four in the configuration of the vehicle 500 shown in FIG. 20, thereby forming intelligent power units 501 </ b> A to 501 </ b> D. The intelligent power units 501A to 501D are arranged close to the motors 512A to 512D, respectively.

  Intelligent power unit 501A includes a voltage type inverter 514A and a capacitor 522A. Intelligent power unit 501B includes a voltage type inverter 514B and a capacitor 522B. Intelligent power unit 501C includes a voltage type inverter 514C and a capacitor 522C. Intelligent power unit 501D includes a voltage type inverter 514D and a capacitor 522D.

  Capacitors 522A to 522D need to be arranged close to voltage type inverters 514A to 514D, respectively. This is because it is necessary to suppress the surge generated in the voltage type inverter by suppressing the inductance of the connection path by arranging the capacitors close to each other.

  However, in the configuration as shown in FIG. 21, although the capacitors are divided into four parts and the arrangement space per intelligent power unit is reduced, the distance between each capacitor and the system main relay 521 is increased. Since the inductance of the wiring connecting the two leads to a resonance phenomenon due to the inductance and the capacitor. When the resonance phenomenon occurs, there is a concern that the capacitor temperature rises due to the harmonic current, the overvoltage is applied to the inverter due to the harmonic voltage, and the control system is adversely affected.

  FIG. 22 is a circuit diagram for explaining the configuration of the voltage type inverter used in FIGS. 20 and 21.

  Referring to FIG. 22, voltage type inverter 514 has a smoothing capacitor 522 connected between node NP and node NN connected to the system relay. Inverter 514 includes a U-phase arm 531, a V-phase arm 532, and a W-phase arm 533 connected in parallel to each other between node NP and node NN.

  U-phase arm 531 includes IGBT elements 541 and 544 connected in series between nodes NP and NN, and diodes 542 and 543 connected in parallel with IGBT elements 541 and 544, respectively. A connection node between IGBT element 541 and IGBT element 544 is connected to one end of a U-phase coil of a wheel motor (not shown).

  V-phase arm 532 includes IGBT elements 551 and 554 connected in series between node NP and node NN, and diodes 552 and 553 connected in parallel with IGBT elements 551 and 554, respectively. A connection node between IGBT element 551 and IGBT element 554 is connected to one end of a V-phase coil of a wheel motor (not shown).

  W-phase arm 533 includes IGBT elements 561 and 564 connected in series between nodes NP and NN, and diodes 562 and 563 connected in parallel with IGBT elements 561 and 564, respectively. A connection node between IGBT element 561 and IGBT element 564 is connected to one end of a W-phase coil of a wheel motor (not shown).

  When such a voltage type inverter is used, it is necessary to secure a large space for arranging four voltage type inverters and capacitors in one unit as shown in FIG. As shown in the figure, there is a problem in that a resonant current is generated when dividedly arranged.

  The present invention has been made to solve such a problem, and an object of the present invention is to provide a vehicle propulsion device that can easily secure a mounting space by improving the degree of freedom in arrangement.

  In summary, the present invention is a vehicle propulsion device that includes a wheel motor that drives a wheel and an inverter that drives the wheel motor, and the inverter is a current-driven inverter.

  Preferably, the inverter is disposed in contact with the wheel motor.

  A vehicle propulsion device according to another aspect of the present invention includes a plurality of wheel motors provided corresponding to a plurality of wheels, and inverters that respectively drive the plurality of wheel motors, and the inverter is a current-type inverter.

  More preferably, the inverter is arranged under the spring.

  More preferably, the vehicle propulsion device includes a DC power supply, a plurality of DC current generation circuits that respectively supply current received from the DC power supply to the plurality of inverters, and a plurality of currents respectively connecting the plurality of inverters and the DC current generation circuit. The apparatus further includes a supply path and a reactor disposed on each of the plurality of current paths, and the reactor is disposed under the spring.

  More preferably, the direct current generation circuit is disposed under the spring.

  Preferably, the plurality of wheels are two drive wheels among the plurality of wheels.

  Preferably, the plurality of wheels are four drive wheels.

  Preferably, a DC power supply and a plurality of DC current generation circuits that are activated in response to the control signal and supply currents received from the DC power supply to the plurality of inverters, respectively, the plurality of DC current generation circuits, When a plurality of inverters are brought into an operation stop state, the DC power supply and the inverter are electrically separated.

  More preferably, each of the plurality of DC current generation circuits includes first and second arms connected in parallel between the high potential side output node and the low potential side output node of the DC power supply, The arm includes first and second reverse blocking insulated gate bipolar transistors connected in series between a high potential side output node and a low potential side output node of the DC power source, and the second arm includes a DC power source. And third and fourth reverse blocking insulated gate bipolar transistors connected in series between the high potential side output node and the low potential side output node.

  The vehicle propulsion device according to the present invention eliminates the need for a smoothing capacitor, which has a large restriction on the arrangement by adopting a current type inverter, so that the degree of freedom of arrangement of each unit is improved and the in-wheel motor can be applied to various types of vehicles. It becomes possible. In particular, this is effective when an in-wheel motor is adopted for four wheels. In addition, the inverter can be provided in the wheel or in the vicinity of the wheel, and the limited space around the wheel can be effectively used.

  In addition, by operating the DC current generation circuit as a system relay that disconnects the electrical connection between the current-type inverter and the DC power supply, it is not necessary to use a large mechanical relay, thus reducing cost and space. Can do.

  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.

  FIG. 1 is a schematic block diagram of an electric system related to vehicle wheel propulsion in an embodiment of the present invention.

  Referring to FIG. 1, vehicle 100 includes a battery 10, direct current generation circuits 8A to 8D connected to battery 10, reactors 4A to 4D connected to direct current generation circuits 8A to 8D, and a reactor 4A. Current type inverters 14A to 14D connected to 4D, motors 12A to 12D connected to current type inverters 14A to 14D, and tires 6A to 6D respectively driven by motors 12A to 12D.

  The current type inverter 14A controls the drive of the motor 12A during power running, and converts the electric power generated by the motor 12A during regeneration and supplies it to the battery. The direct current generation circuit 8A supplies a constant current to the current type inverter 14A.

  The current type inverter 14B controls the drive of the motor 12B during power running, and converts the electric power generated by the motor 12B during regeneration to supply it to the battery. The direct current generation circuit 8B supplies a constant current to the current type inverter 14B.

  The current type inverter 14C controls the drive of the motor 12C during power running, and converts the electric power generated by the motor 12C during regeneration and supplies it to the battery. The direct current generation circuit 8C supplies a constant current to the current type inverter 14C.

  The current type inverter 14D controls the driving of the motor 12D during power running, and converts the electric power generated by the motor 12D during regeneration and supplies it to the battery. The direct current generation circuit 8D supplies a constant current to the current type inverter 14D.

  Here, unsprung regions 2A to 2D that are spatially separated from each other are provided. The unsprung regions 2A to 2D are provided corresponding to the tires 6A to 6D, respectively, and are disposed at positions closest to the corresponding tires than the other tires.

  In the unsprung region 2A, a current type inverter 14A and a motor 12A are arranged. A motor 12B and a current type inverter 14B are arranged in the unsprung region 2B. A motor 12C and a current type inverter 14C are arranged in the unsprung region 2C. A motor 12D and a current type inverter 14D are arranged in the unsprung region 2D.

  In addition to the battery 10, direct current generation circuits 8 </ b> A to 8 </ b> D are intensively arranged on the sprung portion 1 where the battery is arranged. The sprung portion 1 is a region spatially separated from the unsprung regions 2A to 2D.

  FIG. 2 is a circuit diagram showing a configuration of DC current generation circuit 8A and current type inverter 14A in FIG.

  The DC current generation circuits 8B to 8D in FIG. 1 have the same configuration as the DC current generation circuit 8A, and the current type inverters 14B to 14D have the same configuration as the current type inverter 14A. Does not repeat.

  Referring to FIG. 2, node N1 of DC current generation circuit 8A and node N3 of current type inverter 14A are connected by wiring, and reactor 4A is provided on the path. The node N2 of the DC current generation circuit 8A and the node N4 of the current type inverter 14A are connected by wiring.

  DC current generation circuit 8A includes an IGBT element 22 connected between the positive electrode of battery 10 and node N1, a diode 24 connected between node N1 and the negative electrode of battery 10, and a positive electrode and a node of battery 10. Diode 26 connected between N2 and IGBT element 28 connected between node N2 and the negative electrode of battery 10 are included.

  The diode 24 is connected such that the direction from the negative electrode of the battery 10 toward the node N1 is the forward direction. The diode 26 is connected so that the direction from the node N2 toward the positive electrode of the battery 10 is the forward direction. IGBT element 22 has a collector connected to the positive electrode of battery 10 and an emitter connected to node N1. The collector of IGBT element 28 is connected to node N 2, and the emitter is connected to the negative electrode of battery 10. The gates of the IGBT elements 22 and 28 are given a signal by a control circuit (not shown).

  Current type inverter 14A includes a U-phase arm 31, a V-phase arm 32 and a W-phase arm 33 connected in parallel between nodes N3 and N4, and small-capacitance capacitors 36 to 38 for removing ripples. .

  U-phase arm 31 includes IGBT element 41 and diode 42 connected in series between nodes N3 and N5, and diode 43 and IGBT element 44 connected in series between nodes N5 and N4. Including. Capacitor 36 is connected between nodes N5 and N8.

  V-phase arm 32 includes IGBT element 51 and diode 52 connected in series between nodes N3 and N6, and diode 53 and IGBT element 54 connected in series between nodes N6 and N4. Including. Capacitor 37 is connected between nodes N6 and N8.

  W-phase arm 33 includes IGBT element 61 and diode 62 connected in series between nodes N3 and N7, and diode 63 and IGBT element 64 connected in series between nodes N7 and N4. Including. Capacitor 38 is connected between nodes N7 and N8.

  The gates of the IGBT elements 41, 44, 51, 54, 61 and 64 are given control signals by a control circuit (not shown).

  Node N5 is connected to one end of the U-phase coil of motor 12A. Node N6 is connected to one end of the V-phase coil of motor 12A. Node N7 is connected to one end of a W-phase coil of motor 12A. Although not shown, the other ends of the U-phase coil, V-phase coil, and W-phase coil of motor 12A are all connected to the midpoint.

  Next, the operation of the direct current generation circuit 8A will be described. During powering in which the motor 12A is driven by the power of the battery 10, a current flows intermittently through the IGBT element 22 and the diode 24. On the other hand, a current always flows through the IGBT element 28. On the other hand, since the diode 26 is not in a conducting condition, no current flows.

  On the other hand, in the regenerative operation in which the electric power generated by the motor 12A is stored in the battery 10, the IGBT element 22 is controlled to be in a non-conductive state and no current flows. Current flows intermittently through the IGBT element 28 and the diode 26.

  FIG. 3 is a diagram for explaining the operation of the DC current generation circuit 8A during powering (the element 22 is on).

  FIG. 4 is a diagram for explaining the operation of DC current generation circuit 8A during powering (element 22 off).

  3 and 4, the IGBT elements 22 and 28 are displayed as switches because they operate as switches, and the current type inverter 14A is displayed as a resistor because it operates as a load during powering. During power running, the IGBT element 28 is always controlled to be conductive. On the other hand, IGBT element 22 repeats a conductive / non-conductive state intermittently.

  As shown in FIG. 3, when the IGBT element 22 is in a conductive state, current flows from the positive electrode of the battery 10 toward the negative electrode of the battery 10 through the IGBT element 22, the reactor 4 </ b> A, the current type inverter 14 </ b> A, and the IGBT element 28 in this order. A flow path is formed. At this time, reactor 4A accumulates energy with the passage of time. Note that no current flows through the diodes 24 and 26 when the IGBT element 22 is conductive.

  When the IGBT element 22 changes from the conducting state to the non-conducting state after the energy is accumulated in the reactor 4A, the energy accumulated in the reactor 4A is supplied to the current type inverter 14A, the IGBT element 28 and the diode 24 as shown in FIG. It is consumed by the current flowing through the current path that reaches the reactor 4 </ b> A in order.

  In this way, by intermittently repeating the conduction / non-conduction state of the IGBT element 22, the energy stored in the reactor 4A increases or decreases. By adjusting the duty ratio of conduction / non-conduction of the IGBT element 22, it becomes possible to supply a substantially constant current i to the current type inverter 14A.

  FIG. 5 is a diagram for explaining the operation of the DC current generation circuit 8A during regeneration (the element 28 is on).

  FIG. 6 is a diagram for explaining the operation of the DC current generation circuit 8A during regeneration (the element 28 is off).

  5 and 6, the IGBT elements 22 and 28 are equivalently displayed as switches, and the current type inverter 14 </ b> A that converts the alternating current output from the motor to direct current because the motor generates power during regeneration is a direct current. Equivalently displayed as a power source.

  During the regenerative operation, the IGBT element 22 is always in a non-conductive state, and the IGBT element 28 repeats a conductive / non-conductive state intermittently.

  As shown in FIG. 5, when the IGBT element 28 is in a conductive state, there is a path through which a current flows from the current type inverter 14A to the current type inverter 14A through the IGBT element 28, the diode 24, and the reactor 4A in this order. It is formed. At this time, the current flowing through the reactor 4A increases, and the energy stored in the reactor 4A also increases.

  As shown in FIG. 6, when the IGBT element 28 changes to a non-conducting state, the current flowing through the IGBT element 28 is cut off. Current flows from the current type inverter 14A toward the positive electrode of the battery 10 via the diode 26, and current flows from the negative electrode of the battery 10 to the current type inverter 14A via the diode 24 and the reactor 4A. When current flows through this path, the battery 10 is charged.

  As shown in FIGS. 5 and 6, the battery 10 can be charged with an appropriate charging current by intermittently changing the IGBT element 28 to the conductive / non-conductive state.

[Modification of DC current generation circuit]
FIG. 7 is a circuit diagram for explaining a system main relay usually provided between a battery and a load.

  As shown in FIG. 7, the battery 10 is first connected to the system main relay 11, and the electrical connection / disconnection of the battery and the load is switched by the system main relay 11. In this case, the system main relay 11 is a relatively large component because it interrupts a large current for driving the motor.

  In addition to the direct current generation circuit 8A for supplying a constant current to the current type inverter 14A, the load includes a DC / DC converter 15 for performing voltage conversion on the auxiliary battery and charging it. Conceivable.

  FIG. 8 is a circuit diagram for explaining a modification of the direct current generating circuit.

  Referring to FIG. 8, DC current generation circuit 108 </ b> A includes IGBT element 126 instead of diode 26 and IGBT element 124 instead of diode 24 in the configuration of DC current generation circuit 8 </ b> A shown in FIG. 7.

  That is, the first arm includes first and second arms connected in parallel to the high potential side and the low potential side of the DC power source, and the first arm is connected in series between the high potential side and the low potential side of the DC power source. The second arm has IGBT elements 126 and 28 connected in series between the high potential side and the low potential side of the DC power source.

  The IGBT elements 22, 28 and 124, 126 are reverse blocking IGBT elements. The reverse blocking IGBT element is an IGBT element that ensures a reverse breakdown voltage. For example, recently, it has been reported that a leakage current can be greatly reduced by forming a deep trench structure and electrically isolating the active region of the chip from the dicing line. Has been. By employing the reverse blocking IGBT element, the battery 10 and the direct current generation circuit 108A are connected without going through the system main relay.

  A relay 111 is provided between the DC / DC converter 15 and the battery 10. However, since the current handled is smaller than that of the system main relay 11 shown in FIG. 7, a relatively small relay can be used as the relay 111. Thereby, the cost of components and the mounting space can be reduced.

  As the operation of the DC current generation circuit 108A, during powering, the four IGBT elements are controlled so that the same current as described in FIGS. 3 and 4 flows. That is, the IGBT element 28 is controlled to be conductive, and the IGBT element 126 is controlled to be non-conductive. The IGBT element 22 and the IGBT element 124 are controlled so as to be complementary and intermittent.

  Further, during regeneration, the four IGBT elements are controlled so that the current described with reference to FIGS. 5 and 6 flows. That is, the IGBT element 22 is controlled to a non-conductive state. The IGBT element 124 is controlled so as to be in a conductive state. Further, the IGBT element 126 and the IGBT element 28 are controlled so as to be complementary and intermittent.

  In the DC current generation circuit 8A employing the diodes 24 and 26, the battery 10 and the current type inverter 14A cannot be separated even if both the IGBT elements 22 and 28 are in a non-conductive state during the regeneration in FIG. The system main relay 11 is necessary.

  On the other hand, as shown in FIG. 8, a reverse blocking IGBT element is adopted as the IGBT element, and IGBT elements 124 and 126 are provided in place of the diodes 24 and 26, so that all four IGBT elements can be used during power running and regeneration. If the non-conduction state is established, the battery 10 and the current type inverter 14A can be electrically separated. Therefore, the system main relay 11 in FIG. 7 can be omitted with respect to the current type inverter 14A, and cost and space can be reduced.

[Modification of current type inverter]
The reverse blocking IGBT element used in FIG. 8 can also be used for a current type inverter.

  FIG. 9 is a circuit diagram showing an example in which a reverse blocking IGBT element is used in a current type inverter.

  Referring to FIG. 9, current type inverter 114 replaces U phase arm 31, V phase arm 32, and W phase arm 33 in the configuration of current type inverter 14 </ b> A described in FIG. V-phase arm 132 and W-phase arm 133 are included.

  Capacitors 36 to 38 are similar to current type inverter 14 </ b> A described in FIG. 2, and therefore description thereof is not repeated.

  U-phase arm 131 includes an IGBT element 141 having a collector connected to node N3 and an emitter connected to node N5, and an IGBT element 144 having a collector connected to node N5 and an emitter connected to node N4.

  V-phase arm 132 includes an IGBT element 151 having a collector connected to node N3 and an emitter connected to node N6, and an IGBT element 154 having a collector connected to node N6 and an emitter connected to node N4.

  W-phase arm 133 includes an IGBT element 161 having a collector connected to node N3 and an emitter connected to node N7, and an IGBT element 164 having a collector connected to node N7 and an emitter connected to node N4.

  The gates of the IGBT elements 141, 144, 151, 154, 161, 164 are given signals by a control circuit (not shown). IGBT elements 141, 144, 151, 154, 161, 164 are reverse blocking IGBT elements. Since the reverse blocking IGBT element has a high withstand voltage in the reverse direction, the diodes 42, 43, 52, 53, 62, and 63 in FIG. Thereby, the current type inverter 114 can reduce the number of parts.

  FIG. 10 is a plan view showing the arrangement of the elements of module 200 constituting the current type inverter shown in FIG.

  Referring to FIG. 10, module 200 includes IC (Integrated Circuit) substrates 202 and 210 and conductive layers 204, 206 and 251 to 253. The IC substrates 202 and 210 and the conductive layers 204, 206, and 251 to 253 are disposed on the insulating layer.

  The module 200 further includes drive ICs 211 to 213 disposed on the IC substrate 202, drive ICs 214 to 216 disposed on the IC substrate 210, and IGBT elements 141, 151, and 161 disposed on the conductive layer 204. IGBT element 144 disposed on conductive layer 251, IGBT element 154 disposed on conductive layer 252, and IGBT element 164 disposed on conductive layer 253.

  The IGBT elements 141, 144, 151, 154, 161, 164 are reverse blocking IGBT elements as described with reference to FIG.

  Conductive layer 204 is electrically connected to each collector formed on the lower surface of IGBT elements 141, 151, 161. Conductive layer 251 is electrically connected to a collector formed on the lower surface of IGBT element 144. Conductive layer 252 is electrically connected to a collector formed on the lower surface of IGBT element 154. Conductive layer 253 is electrically connected to a collector formed on the lower surface of IGBT element 164.

  The module 200 is further connected to the high potential side input bus bar 246 connected to the conductive layer 204, the low potential side input bus bar 245 connected to the conductive layer 206, and the conductive layer 251. It includes a U-phase output bus bar 241, a V-phase output bus bar 242 connected on conductive layer 252, and a W-phase output bus bar 243 connected on conductive layer 253.

  The emitter electrode on the upper surface of the IGBT element 141 and the conductive layer 251 are connected using a plurality of wires 231. The emitter electrode on the upper surface of the IGBT element 151 and the conductive layer 252 are connected using a plurality of wires 232. The emitter electrode on the upper surface of the IGBT element 161 and the conductive layer 253 are connected using a plurality of wires 233. The reason for using a plurality of wires is that a large current flows.

  The emitter electrode on the upper surface of the IGBT element 144 and the conductive layer 206 are connected using a plurality of wires 234. The emitter electrode on the upper surface of the IGBT element 154 and the conductive layer 206 are connected using a plurality of wires 235. The emitter electrode on the upper surface of the IGBT element 164 and the conductive layer 206 are connected using a plurality of wires 236. The reason why a plurality of wires are used for these is also because a large current flows.

  The IC 211 and the IGBT element 141 are electrically connected through a plurality of wires 221. The IC 212 and the IGBT element 151 are electrically connected through a plurality of wires 222. The IC 213 and the IGBT element 161 are electrically connected through a plurality of wires 223.

  The IC 214 and the IGBT element 144 are electrically connected via a plurality of wires 224. The IC 215 and the IGBT element 154 are electrically connected through a plurality of wires 225. The IC 216 and the IGBT element 164 are electrically connected through a plurality of wires 226.

  A plurality of wires connecting each IC and the corresponding IGBT element transmit a gate control signal, a current sense signal, and a temperature sense signal. For temperature sensing, wires are connected to a temperature sensing anode and a temperature sensing cathode provided on the chip of the IGBT element.

  11 is a cross-sectional view showing a XI-XI cross section of the module 200 shown in FIG.

  Referring to FIG. 11, insulating layer 268 is provided above finned heat sink 270, and IC substrates 202, 210 and conductive layers 204, 206, 252 are provided above insulating layer 268.

  An IC 212 is disposed on the IC substrate 202, and an IC 215 is disposed on the IC substrate 210. An IGBT element 151 is disposed on the conductive layer 204, and an IGBT element 154 is disposed on the conductive layer 252.

  The IC 212 and the IGBT element 151 are connected via a wire 222, and the conduction control of the IGBT element 151 is performed by the IC 212. The IC 215 and the IGBT element 154 are connected via a wire 225, and the conduction control of the IGBT element 154 is performed by the IC 215.

  The insulating layer 268 and the conductive layer, IC substrate, IGBT element, wire, etc. disposed thereon are covered with a resin case 260. The conductive layer 204 and the input cable attaching nut 262 provided on the resin case are electrically connected by the input bus bar 246. The conductive layer 252 and the output cable mounting nut 264 provided on the resin case are electrically connected by the output bus bar 242.

  FIG. 12 is a view showing a state before the module 200 is attached to the motor case.

  FIG. 13 is a view showing a state after the module 200 is attached to the motor case.

  Referring to FIGS. 12 and 13, finned IPM module 200 is fixed to the motor case by module fixing bolts 287 and 288. At that time, the fins are accommodated in the water channels 281 and 282. Terminal 275 of capacitor 37 is welded to bus bar 279 and portion 292. The terminal 276 of the capacitor 37 is welded to the bus bar 277 protruding from the motor inner side to the outside of the motor case at a portion 294. The bus bar 277 is provided with waterproof rubber 278 around it and is insulated from the motor case.

  Next, the nut 264 and the bolt 290 of FIG. 11 are fastened, and the output bus bar 242 and the output bus bar 274 are electrically connected. The output bus bar 274 is welded to the bus bar 277 and the portion 293. Subsequently, the end of the input cable 271 is electrically connected to the input bus bar 246 by fastening the bolt 289 and the nut 262 of FIG.

  Finally, the case 291 is attached to the motor case 280 by fixing bolts 285 and 286. The waterproof rubber 272 prevents water from entering from the cable hole of the case 291.

  As described with reference to FIGS. 10 to 13, when the current type inverter 114 is modularized as an intelligent power module (IPM), it becomes possible to further reduce the size of the module because the diode is no longer necessary. It is advantageous to attach directly to the motor case.

[Variation of inverter arrangement]
FIG. 14 is a diagram showing a first example of the arrangement of inverters.

  Referring to FIG. 14, a motor 312 having a speed change mechanism is housed in a substantially cup-shaped wheel 316 to which a tire 306 is attached to the outer periphery. The motor shaft is directly connected to the wheel 316, and the wheel 316 is driven directly by the motor 312.

  An inverter 314 is arranged at a portion where the shaft of this motor is extended to the vehicle body side. The inverter 314 is attached to the motor 312 and is connected to a direct current generation circuit (not shown) provided on the vehicle body side by a power cable 304.

  FIG. 15 is a diagram illustrating a second arrangement example of inverters.

  Referring to FIG. 15, a motor 312 having a speed change mechanism is housed in a substantially cup-shaped wheel 316 to which a tire 306 is attached on the outer periphery. The motor shaft is directly connected to the wheel 316, and the wheel 316 is driven directly by the motor 312. An inverter 324 is attached to the upper part of a motor 322 having a speed change mechanism.

  The voltage type inverter needs to have a large capacitor for smoothing nearby. On the other hand, in the current type inverter, the smoothing reactor is not necessarily arranged nearby. As a result, the degree of freedom of arrangement is improved, so that it is easy to secure a space for attaching the inverter 324 to the motor.

  FIGS. 16-19 is a figure for demonstrating the variation of arrangement | positioning of each unit at the time of employ | adopting a current type inverter.

  Referring to FIG. 16, a battery 10 as a power source and a direct current generation circuit 8 are arranged in the sprung portion 1. In the unsprung region 2 near the wheel, a motor 12 for driving the wheel and a current type inverter 14 are arranged. A reactor 4 is arranged on a path connecting the sprung portion 1 and the unsprung region 2. The sprung portion 1 and the unsprung region 2 correspond to the sprung portion 1 and the unsprung region 2A shown in FIG.

  In FIG. 17, the battery 10, the direct current generation circuit 8, and the reactor 4 that are power sources are arranged in the sprung portion 401. The motor 12 and the current type inverter 14 are arranged in an unsprung region 402 near the wheel.

  In FIG. 18, the battery 10 as the power source and the direct current generation circuit 8 are arranged in the sprung portion 411. In the unsprung region 412 close to the wheels, the motor 12, the current type inverter 14, and the reactor 4 are arranged.

  In FIG. 19, only the battery 10 serving as a power source is disposed in the sprung portion 421, and the motor 12, the current type inverter 14, the reactor 4, and the direct current generation circuit 8 are concentrated in the unsprung region 422 near the wheel. Placed in.

  The unsprung regions 2, 402, 412 and 422 in FIGS. 16 to 19 are arranged in regions separated for each drive wheel. For example, in the case of a two-wheel drive vehicle, there are two unsprung regions 2, 402, 412, and 422, and in the case of a four-wheel drive vehicle, four locations are provided.

  As described above, by adopting the current type inverter for controlling the drive motor of the automobile, the degree of freedom of arrangement of each unit is improved.

  This makes it possible to adopt in-wheel motors for various vehicle types. In particular, in a small vehicle, an in-wheel motor can be easily adopted by improving the degree of freedom of arrangement.

  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.

1 is a schematic block diagram of an electrical system related to automobile wheel propulsion in an embodiment of the present invention. It is a circuit diagram which shows the structure of 8 A of direct current generation circuits in FIG. 1, and the current type inverter 14A. It is a figure for demonstrating operation | movement at the time of the power running (element 22 ON) of the direct current generation circuit 8A. It is a figure for demonstrating operation | movement at the time of the power running of the direct current generation circuit 8A (element 22 off). It is a figure for demonstrating operation | movement at the time of regeneration of the direct current generation circuit 8A (element 28 ON). It is a figure for demonstrating operation | movement at the time of regeneration of the direct current generation circuit 8A (element 28 off). It is a circuit diagram for explaining a system main relay usually provided between a battery and a load. It is a circuit diagram for demonstrating the modification of a direct current generation circuit. It is the circuit diagram which showed the example which used the reverse blocking IGBT element for the current type inverter. It is the top view which showed arrangement | positioning of the element of the module 200 which comprises the current type inverter shown in FIG. It is the figure which showed the XI-XI cross section of the module 200 shown in FIG. It is the figure which showed the state before attaching the module 200 to a motor case. It is the figure which showed the state after attaching the module 200 to a motor case. It is the figure which showed the 1st example of arrangement | positioning of an inverter. It is the figure which showed the 2nd example of arrangement | positioning of an inverter. It is a figure for demonstrating the 1st variation of arrangement | positioning of each unit at the time of employ | adopting a current type inverter. It is a figure for demonstrating the 2nd variation of arrangement | positioning of each unit at the time of employ | adopting a current type inverter. It is a figure for demonstrating the 3rd variation of arrangement | positioning of each unit at the time of employ | adopting a current type inverter. It is a figure for demonstrating the 4th variation of arrangement | positioning of each unit at the time of employ | adopting a current type inverter. This is a first example of examination when a wheel motor is employed in a four-wheel drive vehicle. It is the figure which showed the 2nd example of examination in the case of employ | adopting a wheel motor for a four-wheel drive vehicle. It is a circuit diagram for demonstrating the structure of the voltage type inverter used by FIG. 20, FIG.

Explanation of symbols

  6A-6D, 306 tire, 12,12A-12D, 312,322 motor, 4,4A-4D reactor, 8,8A-8D, 108A DC current generation circuit, 14,14A-14D, 114 current type inverter, 2, 2A to 2D, 402, 412, 422 Unsprung area, 10 battery, 11 system main relay, 15 DC / DC converter, 22, 28, 41, 44, 51, 54, 61, 64, 124, 126, 141, 144, 151, 154, 161, 164 IGBT element, 24, 26, 42, 43, 52, 53, 62, 63 diode, 31, 131 U-phase arm, 32, 132 V-phase arm, 33, 133 W-phase arm, 36-38 capacitors, 100 vehicles, 111 relays, 200 modules 202, 210 substrate, 204, 206, 251 to 253 conductive layer, 211 to 216 IC, 221 to 226, 231 to 236 wire, 241, 242, 243, 245, 246, 274, 277, 279 bus bar, 260 resin case 262, 264 Nut, 268 insulation layer, 270 heat sink with fin, 271 input cable, 272, 278 waterproof rubber, 275, 276 terminal, 280 motor case, 281, 282 waterway, 285-290 bolt, 291 case, 304 power Cable, 314, 324 inverter, 316 wheel.

Claims (6)

A plurality of wheel motors provided corresponding to the plurality of wheels, and
An inverter that drives each of the plurality of wheel motors,
The inverter, Ri Oh a current-type inverter is arranged under spring,
DC power supply,
A plurality of DC current generation circuits for supplying the current received from the DC power supply to the plurality of inverters, respectively;
A plurality of current supply paths respectively connecting the plurality of inverters and the direct current generation circuit;
A reactor disposed on each of the plurality of current paths,
The reactor is a vehicle propulsion device arranged under a spring . The vehicle propulsion device according to claim 1 , wherein the direct current generation circuit is disposed under a spring. The vehicle propulsion device according to claim 1 , wherein the plurality of wheels are two drive wheels among the plurality of wheels. The vehicle propulsion device according to claim 1 , wherein the plurality of wheels are four drive wheels. A plurality of wheel motors provided corresponding to the plurality of wheels, and
An inverter that drives each of the plurality of wheel motors,
The inverter is a current type inverter,
DC power supply,
A plurality of DC current generation circuits which are activated in response to a control signal and supply currents received from the DC power supply to the plurality of inverters, respectively.
It said plurality of direct current generation circuit electrically isolates the DC power supply and said inverter when said plurality of inverters an operation stop state, drive both propulsion device. Each of the plurality of DC current generation circuits includes first and second arms connected in parallel between a high potential side output node and a low potential side output node of the DC power supply,
The first arm is
Including first and second reverse blocking insulated gate bipolar transistors connected in series between a high potential side output node and a low potential side output node of the DC power supply;
The second arm is
6. The vehicle propulsion device according to claim 5 , further comprising third and fourth reverse blocking insulated gate bipolar transistors connected in series between a high potential side output node and a low potential side output node of the DC power supply.

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