JP4692263B2 - Vehicle drive device - Google Patents

Description

  The present invention relates to a vehicle drive device, and more particularly to a vehicle drive device 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 Patent Laying-Open No. 2004-215355 (Patent Document 1) discloses a drive device for a hybrid vehicle in which a motor and an inverter are integrated.

  Specifically, the electric drive device of Patent Document 1 is integrated by attaching a control unit of a drive device including an electric motor to the drive device. The power unit in the control unit section includes an inverter unit including a drive motor inverter as drive means for the drive motor and a generator inverter for driving the generator. The inverter unit includes a switching element power module and a frame on which the switching element power module is mounted. On one side of the frame, a three-phase AC power line from the power module and a three-phase coil of a drive motor and a stator of a generator are connected members. Are connected by terminals.

  In the above configuration, the drive motor inverter and the generator inverter are switching-controlled based on a PWM (pulse width modulation) signal from the control device, and the DC current from the battery is supplied to the U, V, and W phases during powering. The current is converted into current, and each current is sent to the driving motor or the three-phase coil of the generator via the three-phase AC power line. In addition, during power generation or regeneration, the current of each phase U, V, W generated in the three-phase coil of the drive motor or generator is supplied via a three-phase AC power line, and this is converted into a DC current to the battery. send.

The drive control of the drive motor and the generator motor is performed by detecting the current flowing through the three-phase AC power line by a current sensor provided for each phase and outputting to the control unit U, V, W is executed based on the current of each phase.
JP 2004-215355 A JP 2000-324667 A Japanese Patent Laid-Open No. 10-97879 JP 2002-141054 A

  As described above, in order to perform drive control of the motor in the electric drive device of Patent Document 1, it is essential to mount a current sensor for detecting the motor drive current of each phase. Therefore, when the motor and the inverter are integrated into one case, it is necessary to secure a space for arranging the current sensor inside the case. For example, when the current sensor is provided at a position away from the motor and the inverter, the three-phase AC power line is routed in a limited space in the case. In this case, the merit of integrating the motor and the inverter and shortening the wiring length between them is lost.

  Therefore, in integrating the motor and the inverter, it is required to reduce both the wiring length and secure the space for arranging the current sensor. Note that Patent Document 1 does not disclose a specific mounting structure of the current sensor.

  An object of the present invention is to provide a vehicle drive device in which an inverter is integrated with a short wiring length and a space for arranging a current sensor for detecting a motor drive current can be secured.

  According to the present invention, a vehicle drive device includes: a rotating electrical machine; a power control unit that performs drive control of the rotating electrical machine; a connection member that electrically connects the rotating electrical machine and the power control unit; A case for accommodating the power control unit. The connecting member is provided integrally with the case, and a terminal block for electrically connecting the rotating electrical machine with a power line for supplying a drive current for driving the rotating electrical machine from the power control unit, and the terminal block. And a current sensor for detecting a drive current.

  According to the vehicle drive device described above, the terminal block and the current sensor, which are both required for the integration of the rotating electrical machine and the power control unit, are integrated, thereby shortening the wiring length of the power line and installing the current sensor. It is possible to achieve a balance between securing space.

  Preferably, the terminal block includes a conductive member having one end coupled to the terminal of the power line and the other end coupled to a terminal of the lead wire from the stator coil of the rotating electrical machine, and a sealing member that seals the conductive member. Including. The current sensor is integrated with the conductive member and sealed by the sealing member, and detects a drive current that is passed through the conductive member.

  According to the vehicle drive device described above, by providing a current sensor inside the sealing member that forms the outer shape of the terminal block, both shortening the wiring length of the power line and securing the installation space for the current sensor can be achieved. Can do.

  Preferably, the vehicle drive device further includes a lubricating oil circulation mechanism for lubricating and cooling the rotating electrical machine. The circulation mechanism is arranged so that the connecting member is cooled in heat exchange with the lubricating oil.

  According to the vehicle drive device described above, heat generated in the rotating electrical machine is prevented from propagating through the lead wire from the stator coil and stored in the connection member. Thereby, a current sensor can be protected from the thermal influence by having integrated the current sensor with the terminal block, maintaining the shortening of the wiring length of a power line.

  Preferably, the case includes an oil pan disposed downstream on the circulation path. The circulation mechanism includes a mechanism that pumps lubricating oil from an oil pan and sends it to the upstream portion of the connection member of the circulation path in accordance with the rotation of the rotating electrical machine.

  According to the vehicle drive device described above, the heat transmitted from the rotating electrical machine to the connecting member can be efficiently radiated to the lubricating oil.

  Preferably, the circulation mechanism includes a gear that is immersed in the lubricating oil and rotates according to the rotation of the rotating electrical machine, and an oil catch plate that receives the lubricating oil lifted up by the gear and sends it to the upstream portion of the connecting member.

  According to the vehicle drive device described above, since the lubricating oil can be effectively brought into contact with the connecting member, the cooling efficiency can be increased.

  Preferably, the circulation mechanism includes a pump mechanism that pumps lubricating oil from the oil pan in accordance with the rotation of the rotating electrical machine and sends it to the upstream portion of the connection member of the circulation path.

  According to the above vehicle drive device, the lubricating oil pumped up from the oil pan can be effectively brought into contact with the connecting member, so that the cooling efficiency can be increased.

  According to the present invention, the terminal block and the current sensor, which are both required for the integration of the rotating electrical machine and the power control unit, are integrated, thereby shortening the wiring length of the power line and securing the installation space for the current sensor. Can be achieved.

  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.

  The power split mechanism PSD is basically a mechanism that is coupled to the engine 4 and the motor generators MG1 and MG2 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.

  Further, inverter 22 returns the electric power generated by motor generator MG1 to the 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 reduction gear RG. Power is transmitted between the counter drive gear 70 and the reduction gear RG. Reduction gear RG drives differential gear DEF. On the downhill or the like, the rotation of the wheel is transmitted to the differential gear DEF, and the 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.

  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. Has been. 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.

  In addition, in embodiment of this invention, although the structure when the reactor L1 is accommodated in the case 102 is demonstrated, it is not necessarily limited to this structure, It is good also as a structure which has arrange | positioned the reactor L1 outside the case 102. FIG.

  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 mounted on the vehicle.

  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 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 the motor generator 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 device, 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 peripheral side of the stator, and the rotor 37, the partition wall 202 of the case, and the hollow shaft 60 of the rotor are provided on the inner periphery. I can see it.

  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 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 motor generator 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.

  A 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, the space in which power control unit 21 is accommodated and the space in which motor generator MG1 is accommodated are connected by terminal block 118 in a state where electricity is passed and lubricant oil is not passed.

  Although illustration is omitted, an oil pan is provided under the stator of motor generators MG1, MG2.

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.

[Explanation of terminal block]
FIG. 10 is a perspective view showing the appearance of the terminal block 116 of FIG.

  11 is a cross-sectional view taken along line AA in FIG. Note that the terminal block 118 of FIG. 8 has the same configuration as the terminal block 116.

  Referring to FIG. 10, terminal block 116 has three units arranged in parallel corresponding to each of the U, V, and W phases, with the stator coil per phase of motor generator MG2 as one unit.

  Specifically, terminal bar 116 is connected to bus bar 500U from U-phase arm 15 of inverter 14 on one side and to bus bar 502U connected to the U-phase stator coil of motor generator MG2 on the other side. Sealing member 516U is connected to bus bar 500V from V-phase arm 16 of inverter 14 on one side and sealing member 516V is connected to busbar 502V connected to the V-phase stator coil of motor generator MG2 on the other side. And a sealing member 516W to which bus bar 500W from W phase arm 17 of inverter 14 is connected on one side and bus bar 502W connected to the W phase stator coil of motor generator MG2 is connected to the other side.

  The sealing members 516U, 516V, and 516W are made of an insulating resin and are integrally formed as shown in FIG. 10 to form a single terminal block 116.

  Then, the sealing member (for example, 516U) seals the conductive member 514U as shown in FIG. At this time, a portion including one end and the other end of the conductive member 514U is sealed so as to be exposed without being covered with an insulating resin.

  Conductive member 514U has one end connected to bus bar 500U by nut 510U and the other end connected to bus bar 502U by nut 512U. In addition, although illustration is abbreviate | omitted, the other sealing members 516V and 516W are also sealing the electrically-conductive member which each connected the bus bar to both ends.

  With such a configuration, in terminal block 116, bus bars 500U, 500V, 500W from U phase arm 15, V phase arm 16, W phase arm 17 of inverter 14 and U, V, Bus bars 520U, 502V, and 502W from the W-phase stator coil are electrically connected to each other through conductive members. According to this, it is possible to connect the inverter 14 and the motor generator MG2 with a short wiring length. As a result, the vehicle drive device can be further downsized.

  Further, the terminal block 116 according to the embodiment of the present invention is characterized by including a current sensor 24 sealed by sealing members 516U, 516V, and 516W. That is, the current sensor 24 is integrated with the terminal block 116.

  Specifically, as shown in FIG. 11, the current sensor 24 is provided on the conductive member 514 </ b> U, is integrated with the current sensor 24, and is sealed by the sealing member 516 </ b> U. 12 is a cross-sectional view taken along line BB in FIG.

  Referring to FIG. 12, current sensor 24 includes, for example, an annular core 240 disposed around conductive member 516 </ b> U and a hall element 242 disposed in a notch portion of core 240.

  The hall element 242 has an input / output terminal (not shown), and outputs an output signal corresponding to the generated electromotive force to a control device (not shown) via the output terminal. The control device detects the U-phase motor current value based on the output signal from the Hall element 242.

  More specifically, when a motor current from the U-phase arm 15 of the inverter 14 flows through the conductive member 514U, a magnetic field corresponding to the amount of current is generated in the core 240 in a ring shape. At this time, the Hall element 242 disposed in the notch portion of the core 240 generates an electromotive force corresponding to the amount of magnetic flux circulating through the core 240 and outputs a signal corresponding to the generated electromotive force. When an output signal from the Hall element 242 is input to a control device (not shown), a motor current is derived from the magnitude.

  Although illustration is omitted, the current sensor 25 for detecting the motor current flowing through the motor generator MG1 is similarly integrated with the terminal block 118 and sealed. The current sensor 24 is not limited to the configuration shown in FIG. 12, and the shape or current detection method can be variously changed.

  As described above, according to the embodiment of the present invention, the current sensors 24 and 25 are integrated with the terminal blocks 116 and 118 for connecting the inverter and the motor generator, respectively. It is possible to achieve both securing of the sensor arrangement space.

  On the other hand, when the terminal blocks 116 and 118 become high temperature due to the heat generated by the motor generator when driving the motor generator, there is a possibility that the current sensors 24 and 25 built in each of them will break down due to heat.

  Therefore, the vehicle drive apparatus according to the embodiment of the present invention is configured to cool the terminal blocks 116 and 118 in order to protect the current sensors 24 and 25 from overheating. Terminal blocks 116 and 118 are cooled using lubricating oil for lubricating and cooling motor generators MG1 and MG2, as described below. Below, the cooling system of the drive device of a vehicle is demonstrated in detail.

[Description of cooling system]
FIG. 13 is a cross-sectional view showing a circulation path of lubricating oil for lubricating and cooling motor generators MG1 and MG2.

  Referring to FIG. 13, a cross-section of each case part of a boundary portion between a storage chamber for storing motor generator MG2 and a storage chamber for storing power control unit 21 and a portion for storing reduction gear RG and differential gear DEF is shown. ing.

14 is a partial cross-sectional view taken along line XIV-XIV in FIG.
Referring to FIGS. 13 and 14, case 102 is provided with a barrier 200 that partitions two spaces, a storage chamber for storing power control unit 21 and a storage chamber for storing motor generator MG <b> 2. A water channel 122 for cooling the power control unit 21 is provided on the upper surface portion of the barrier 200.

  An oil passage 376 is provided in a part of the barrier 200. Oil passage 376 is disposed between water channel 122 and the storage chamber in which motor generator MG2 is stored, and is in contact with terminal blocks 116 and 118. Oil passage 376 communicates with oil reservoir 370 and the storage chamber of motor generator MG2.

  Lubricating oil is stored at the bottom of the case up to an oil level OL. This case bottom corresponds to an oil pan. In addition, you may make it a structure which attaches an oil pan separately to a case bottom part. The counter drive gear 70 of FIG. 2 is rotated according to the rotation of the rotor 37 and the like. The counter driven gear 132 is rotated by the counter drive gear 70, and the differential gear DEF is rotated according to the rotation of the counter driven gear 132.

  Then, as shown by the arrow in FIG. 13, the differential gear DEF splashes the lubricating oil. An oil catch plate 386 is provided at the upper part of the case, and the lubricating oil that has been lifted up by the differential gear DEF is stored in an oil reservoir 370. The oil reservoir 370 is located upstream of the terminal blocks 116 and 118 in the lubricating oil circulation path. An oil outlet 372 is provided in the oil reservoir 370, and the oil outlet 372 communicates with an oil inlet 374 to an oil passage 376 as shown in FIG.

  Terminal blocks 116 and 118 are disposed in the oil passage 376. Thereby, the heat transmitted from the bus bar of the stator coil of motor generator MG2 to terminal block 116 and accumulated in terminal block 116 is radiated to the lubricating oil. Similarly, the heat transmitted to the terminal block 118 from the bus bar of the stator coil of the motor generator MG1 and accumulated in the terminal block 118 is radiated to the lubricating oil. Thereafter, the lubricating oil passes through an oil outlet 380 provided in the barrier 200 and is poured into the upper portion of the stator 36. Then, the lubricating oil flows along the outer periphery of the stator 36 and is returned to the bottom of the case again.

  As described above, the terminal blocks 116 and 118 that are heated by the heat generated by the motor generator when the motor generator is driven are cooled using the lubricating oil. Thereby, it is possible to prevent the current sensors 24 and 25 from being damaged by the heat accumulated in the terminal blocks 116 and 118.

  Therefore, the terminal block can be cooled without increasing the size of the cooling water path of the inverter, the center of gravity can be lowered, the space can be saved, and the degree of freedom in design and arrangement can be improved.

  The differential gear DEF and the oil catch plate 386 of FIGS. 13 and 14 correspond to the “lubricating oil circulation mechanism” in the vehicle drive device according to the present invention, and the oil reservoir 370 and the oil passage 376 are the vehicle according to the present invention. This corresponds to a part of the “lubricating oil circulation path” in the driving apparatus.

  Further, among the “lubricating oil circulation mechanism”, the differential gear DEF corresponds to “a mechanism for pumping the lubricating oil from the oil pan according to the rotation of the rotating electrical machine and sending it to the upstream portion of the connection member of the circulation path”.

  FIG. 15 is a cross-sectional view showing a second example of a lubricating oil circulation path for lubricating and cooling motor generators MG1 and MG2.

16 is a partial cross-sectional view taken along the line XVI-XVI of FIG.
As shown in FIGS. 15 and 16, the oil scooped up by the differential gear DEF lubricates the counter driven gear 132. Thereafter, a part of the lubricating oil is further splashed by the counter driven gear 132, received by the oil catch plate 386A, and stored in the oil reservoir 370A. Oil reservoir 370A is located upstream of terminal blocks 116 and 118 in the lubricating oil circulation path.

  The oil outlet 372A provided in the oil reservoir 370A communicates with the oil inlet 374 as shown in FIG. 16, and is radiated from the terminal blocks 116 and 118 to the lubricating oil. Thereafter, the lubricating oil is poured from the oil outlet 380 to the top of the stator 36, and the lubricating oil is returned to the bottom of the case again through the outer wall of the stator 36.

  15 and FIG. 16, the differential gear DEF, the counter driven gear 132, and the oil catch plate 386A correspond to the “lubricating oil circulation mechanism”, and the oil reservoir 370A and the oil passage 376 are “the lubricating oil circulation path”. It corresponds to a part of.

  Further, among the “lubricating oil circulation mechanism”, the differential gear DEF and the counter driven gear 132A correspond to “a mechanism for pumping the lubricating oil from the oil pan according to the rotation of the rotating electrical machine and sending it to the upstream portion of the connection member of the circulation path”. To do.

  The modification shown in FIGS. 15 and 16 can achieve the same effects as the examples shown in FIGS.

  FIG. 17 is a cross-sectional view showing a third example of a lubricating oil circulation path for lubricating and cooling motor generators MG1 and MG2.

18 is a partial cross-sectional view taken along line XVIII-XVIII in FIG.
Referring to FIGS. 17 and 18, in the third example of the oil circulation path, a trochoid oil pump 400 is provided, and the lubricating oil is pumped from the oil pan at the bottom of the case and sent to the oil passage 407. The outlet of the oil passage 407 is located upstream of the terminal blocks 116 and 118 in the lubricating oil circulation path.

  Oil pump 400 includes a drive gear 402 that meshes with differential gear DEF, an inner rotor 404 that has a shaft coupled to drive gear 402 and rotates together, and an outer rotor 406 that meshes with inner rotor 404 and inner teeth.

  As shown in FIG. 18, the outlet of the oil passage 407 communicates with the oil inlet 374, and heat is radiated from the terminal blocks 116 and 118. Thereafter, the lubricating oil is poured from the oil outlet 380 to the upper portion of the stator 36 and returned to the oil pan at the bottom of the case through the outer wall of the stator 36.

  In the modification shown in FIGS. 17 and 18, the oil pump 400 pumps up the lubricating oil from the oil pan according to the rotation of the rotating electrical machine in the “lubricating oil circulation mechanism” and sends it to the upstream portion of the connection member of the circulation path. The oil passages 407 and 376 correspond to part of the “lubricating oil circulation path”.

  17 and 18 can provide the same effects as the examples shown in FIGS. 13 and 14.

  As described above, according to the embodiment of the present invention, it is possible to prevent the terminal block from being overheated by the heat from the motor generator. Therefore, the built-in current sensor can be reliably protected from thermal failure.

  Further, if the terminal block is cooled by using the lubricating oil of the motor generator, it is not necessary to add a cooling system of the power control unit, so that the drive device can be reduced in size and space. As a result, the center of gravity can be kept low when the hybrid vehicle drive device is mounted on the vehicle, and the running performance of the vehicle can be improved as compared with the prior art. Furthermore, space saving in the engine room can be achieved.

  In addition, in this Embodiment, although the structure which used the cooling of the terminal block as the oil cooling system was shown, you may use an oil cooling system and a water cooling system together. In this embodiment, an example in which the present invention is applied to a hybrid vehicle has been described. However, the present invention is not limited to this, and can be applied to, for example, an electric vehicle, a fuel cell vehicle, and the like.

  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.

It is a circuit diagram which shows the structure regarding the motor generator control of the hybrid vehicle which concerns on embodiment of this invention. It is a schematic diagram for demonstrating the detail of the power split mechanism and reduction gear in FIG. 1 is a perspective view showing an external appearance of a hybrid vehicle drive device according to an embodiment of the present invention. It is a top view of a drive device. It is the side view which looked at the drive device 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 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 a perspective view which shows the external appearance of the terminal block 116 of FIG. It is sectional drawing in AA of FIG. It is sectional drawing in BB of FIG. It is sectional drawing which showed the circulation path | route of the lubricating oil which lubricates and cools a motor generator. It is a fragmentary sectional view in XIV-XIV of FIG. It is sectional drawing which showed the 2nd example of the circulation path | route of the lubricating oil which lubricates and cools a motor generator. It is a fragmentary sectional view in XVI-XVI of FIG. It is sectional drawing which showed the 3rd example of the circulation path | route of the lubricating oil which lubricates and cools a motor generator. It is a fragmentary sectional view in XVIII-XVIII of FIG.

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 Three-phase 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 Both, 102, 104 Case, 105, 106 Flange, 108, 109, 111 Opening, 112 Cooling water outlet, 114 Cooling water inlet, 116, 118 Terminal block, 120 Power element board, 121 Control board, 122 Water channel, 124 Damper , 128 Busbar, 130 Rotating shaft, 132, 132A Counter driven gear, 133 Final drive gear, 200 Wall part, 202, 203 Partition, 240 Core, 242 Hall element, 372, 372A Oil outlet, 374 Oil inlet, 376, 407 Oil passage 380 Oil outlet, 386, 386A Oil catch plate, 400 Oil pump, 402 Drive gear, 404 Inner rotor, 406 Outer rotor, 500U, 500V, 500W, 502U, 502V, 502W Bar, 510U, 510V, 510W, 512U, 512V, 512W Nut, 514U, 514V, 514W Conductive member, 516U, 516V, 516W Sealing member, 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 reducer, RG reduction gear, SMR1-SMR3 system main relay.

Claims (4)

Rotating electrical machinery,
A power control unit that performs drive control of the rotating electrical machine;
A connecting member for electrically connecting the rotating electrical machine and the power control unit;
A case housing the rotating electrical machine and the power control unit ;
A lubricating oil circulation mechanism for lubricating and cooling the rotating electrical machine ,
The connecting member is
A terminal block provided integrally with the case, for electrically connecting the rotating electrical machine with a power line for supplying a driving current for driving the rotating electrical machine from the power control unit;
The terminal base provided integrally with, seen including a current sensor for detecting the driving current,
The terminal block is
A conductive member having one end coupled to the terminal of the power line and the other end coupled to a terminal of the lead wire from the stator coil of the rotating electrical machine ;
A sealing member for sealing the conductive member ,
The current sensor is integrated with the conductive member and sealed by the sealing member, and is configured to detect the driving current that is passed through the conductive member ;
The circulating mechanism includes a circulation path arranged to cool the terminal block by applying the lubricant to the terminal block . The case includes an oil pan disposed downstream on the circulation path,
2. The vehicle drive device according to claim 1 , wherein the circulation mechanism includes a mechanism that pumps the lubricating oil from the oil pan in accordance with rotation of the rotating electrical machine and sends the lubricating oil to an upstream portion of the connection member of the circulation path. The circulation mechanism is
A gear immersed in the lubricating oil and rotating in accordance with the rotation of the rotating electrical machine;
The vehicle drive device according to claim 2 , further comprising an oil catch plate that receives the lubricating oil that is swept up by the gear and sends the lubricating oil to an upstream portion of the connection member. The circulation mechanism is
3. The vehicle drive device according to claim 2 , further comprising a pump mechanism that pumps the lubricating oil from the oil pan in accordance with the rotation of the rotating electrical machine and sends the lubricating oil to an upstream portion of the connection member of the circulation path.

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