KR100294390B1 - System and method for driving electric vehicles - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a system and a method for driving an electric vehicle. The TS converter 1000 includes a first rotor, a second rotor 1310, and a second control coil having a first control coil 1211. 1411). The second rotor 1310 has a first magnetic field member 1220, such as a permanent magnet for supplying a magnetic field to the first control coil 1211, and a second magnetic field, such as a permanent magnet for supplying a magnetic field to the second control coil 1411. A member 1420 is provided. The first and second control coils are supplied with electricity to drive the second rotor 1310 to rotate at a set speed with a set torque according to the vehicle driving state, and the first and second control coils are provided with a vehicle speed. Is reduced and the second rotor 1310 is driven by the vehicle wheel, it receives electricity to generate a battery charging current.

Description

SYSTEM AND METHOD FOR DRIVING ELECTRIC VEHICLE

1 is a schematic side cross-sectional view illustrating a system according to a first embodiment of the present invention;

2a to 2d are graphs showing how the system according to the first embodiment changes the torque and rotational speed of the engine to the set torque and rotational speed of the vehicle;

3 is a schematic cross-sectional view illustrating the main part of the T-S converter of the system taken along the III-III line in FIG. 1;

4 is a schematic plan view illustrating the main part of the T-S converter of the system according to the second embodiment;

5 is a schematic side cross-sectional view illustrating a system according to a third embodiment of the present invention;

6a to 6d are graphs showing how the system according to the third embodiment converts the torque and rotational speed of the engine to the set torque and rotational speed of the vehicle;

7 is a schematic side cross-sectional view illustrating a system according to a fourth embodiment of the present invention;

8 is a flowchart of steps for controlling a system according to the present invention;

9 is a flow chart of one step subroutine in the flow chart shown in FIG. 8;

FIG. 10 is a flow chart of a subroutine of one step in the flow chart shown in FIG. 8;

11 is a schematic side cross-sectional view illustrating a system according to a fifth embodiment of the present invention;

12 is a schematic side cross-sectional view illustrating a system according to a sixth embodiment of the present invention;

13 is a schematic side cross-sectional view illustrating a system according to a seventh embodiment of the present invention;

14 is a schematic side cross-sectional view illustrating a portion of the system shown in FIG. 13; And

15A to 15F are cross-sectional views illustrating a modification of the second rotor of the T-S converter according to the present invention.

* Explanation of symbols for main parts of drawings

100: engine 200, 400: inverter

500: inverter control unit 700: vehicle wheel (vehicle driving member)

1000, 2000, 3000, 4000, 5000: Torque-to-speed converter

900: differential gear (vehicle drive member) 1200, 3200: speed control unit

1210, 3210: First rotor 1211, 3221: First control coil

1220, 3212: first member 1310, 3220, 3410: second rotor

1400 and 3400: torque control unit 1411 and 3421: second control coil

1410, 3420: stator 1420, 3412: second member

1400, 3400: torque control unit 1800, 4800, 5800: reduction unit

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a system and method for driving an electric vehicle, and more particularly, to a hybrid type electric vehicle driving system using electric power generated by an internal combustion engine.

Japanese Patent Laid-Open No. 60-1069 discloses a hybrid type electric vehicle driving system using electric power generated by an internal combustion engine. The electric vehicle driving system includes a generator mechanically connected to a drive shaft of an internal combustion engine, an electric motor for driving wheels of a vehicle, an electric supply to the electric motor, a battery for storing power of the generator, and a vehicle speed Is reduced, the control means for regenerating power by the electric motor.

However, all the driving forces of the conventional system are applied to the vehicle wheels through a power system including a generator, a battery unit, and a motor, so that the power system is inevitably required to be large. In addition, since the energy conversion is performed several times, the overall efficiency of the system is not so high.

Japanese Patent Laid-Open No. 58-130704 discloses a torque-speed switching system. In the system the force of the engine is converted to electromagnetic induction and transmitted to the vehicle wheels by a wheel drive motor with a control coil. If necessary, power is supplied from the battery to the wheel drive motor or the kinetic energy of the vehicle is converted into power by the wheel drive motor (functioning as a generator) and stored in the gyro wheel.

However, since the frequency of the induced current applied to the control coil (coil of short circuit) of the drive motor cannot be changed in proportion to the engine rotation speed, it is desirable to control the rotation speed of the vehicle wheel even if the torque can be changed. impossible.

In view of the above described situation, both the torque and the rotational speed of the vehicle wheel are variable, whereby a portion of the engine force is transmitted directly to the wheel and the rest is converted to electric power to increase the efficiency of the system. Its primary purpose is to provide an improved system and method for operation.

Still another object of the present invention is to provide a first rotor having a first control coil, a stator having a second control coil, and a first and a second generator for generating a magnetic field respectively connecting the first and second control coils. It is to provide a system for an electric vehicle comprising an improved torque-speed converter (hereinafter referred to as "TS converter") composed of a second rotor having two members. The system supplies a rotation sensor for detecting rotation of the first rotor and the second rotor and a control current according to the rotation of the first and second rotors to the first and second control coils so that the TS converter rotates the engine. And means for converting the speed and torque into the set rotational speed and set torque of the vehicle drive member.

Still another object of the present invention is to provide a system for driving an electric vehicle in which the T-S converter further includes a deceleration means. The deceleration means may be composed of a planetary gear.

Still another object of the present invention is to provide an electric vehicle driving system which controls a control current supply means to operate an engine as a braking member when the vehicle driving member drives an output shaft.

Still another object of the present invention is to provide an electric vehicle driving system in which the first rotor, the second rotor, and the stator are disposed on the same axis, respectively.

Still another object of the present invention is to provide an electric vehicle driving system in which at least one of the first member and the second member is a permanent magnet. The remaining portion may be a squirrel cage conductor.

It is also an object of the present invention to calculate the set angular velocity ωv and the set torque Tv of the vehicle drive member, detecting the angular velocity ωe and the output torque Te of the engine, between the torque Tv and Te and between the angular velocities ωv and ωe Supplying a control current to the first and second control coils according to the difference, thereby driving an electric vehicle comprising converting the engine torque Te and the angular velocity ωe into the set torque Tv and the set angular velocity ωv of the vehicle drive member. To provide a way.

When the angular velocity ω e of the engine is higher than the set angular velocity ω v and the output torque Te of the engine is larger than the set torque T v, a current control step for generating a battery charging current may be added.

Another current control step can be added when the angular velocity ω e of the engine is lower than the set angular velocity ω v and when the output torque Te of the engine is less than the set torque T v.

Other objects, features, and properties of the present invention, as well as the functionality of the related parts of the present invention, will become more apparent upon a review of the following detailed description, appended claims, and drawings.

Example 1

Hereinafter, a system for driving an electric vehicle according to a first embodiment of the present invention will be described with reference to the accompanying drawings.

As shown in FIG. 1, the torque-to-speed converter (TS converter) 1000 is driven to be driven by the engine 100 to drive vehicle wheels at a driving torque and rotational speed controlled according to the vehicle driving state. Means. The T-S converter is composed of a speed control unit 1200 which is a synchronous motor structure to be described later, a torque control unit 1400 which is another synchronous motor structure to be described later, and a deceleration unit 1800. The inverter 200 includes a power switch transistor (not shown) and converts the DC current supplied from the battery 600 into a three-phase AC current supplied to the speed controller 1200 of the T-S converter. When the speed control unit 1200 is driven by the vehicle wheel 700, the inverter 200 also converts the AC current generated by the speed control unit 1200 into a DC current for charging the battery 600. do. In addition, the inverter 400 converts a DC current into an AC current and an AC current into a DC current between the torque controller 1400 and the battery 600 of the TS converter 1000 in the same manner as the inverter 200. do. Inverter control unit 500 includes inverter 200, 400 according to signals transmitted from accelerator sensor 810, brake pedal sensor 820, rotation sensors 1911, 1912 (to be described later), and other sensors. ). A connecting member and a deceleration mechanism, which are usually used in a vehicle, are disposed between the engine 100 and the T-S converter 1000 and may also be disposed between the T-S converter 1000 and the vehicle wheel 700. The engine shaft 110 of the engine 100 is connected to the input shaft 1213 of the T-S converter 1000 through a coupling (not shown).

The TS converter 1000 is rotatably disposed in a pair of cylindrical outer frames 1710 and 1720, a cylindrical first rotor 1210 supported by the input shaft 1213, and a peripheral gap between the first rotor 1210. Second rotor 1310 and a stator 1410 fixed to an inner circumference of the outer frame 1710. The input shaft 1213 extends from the center of one end of the outer frame 1710 and is connected to the engine shaft 110. The stator 1410 includes a stator core and a control coil 1411 that generates a rotating magnetic field when the stator 1410 is supplied with electricity by the inverter 400. The first rotor 1210 includes a control coil 1211 and a rotor core 1212 that form a rotating magnetic field. The brush holder 1610, three brushes 1620, and three slip rings 1630 are disposed in the cover case 1920 to supply three-phase power to the control coil 1211 of the first rotor 1210. do. Shaft support members such as bearings 1512 and 1513 are fixed to the input shaft 1213. The control coil 1211 and the slip ring 1630 are connected to the insulating member 1650 by a conductive wire 1660 passing under the bearing 1512. The insulating member 1650 is inserted into a groove formed in the input shaft 1213 so as to pass under the bearing 1512. The second rotor 1310 includes a hollow rotating yoke 1311, and a plurality of permanent magnets 1220 are fixed to the inner circumference of the rotating yoke by rings 1225 at equal intervals, alternately with the N pole. Provide the S pole. The hollow rotating yoke 1311 is supported by the outer frames 1710 and 1720 through the rotor frames 1331 and 1332 and the bearings 1510 and 1511. The input shaft 1213 is rotatably supported by the rotor frames 1331 and 1332 through bearings 1512 and 1513. The permanent magnet 1220, the rotor core 1212, and the control coil 1211 constitute a synchronous motor corresponding to the speed controller 1200 mentioned above. In addition, the second rotor 1310 is fixed to the outer circumference of the hollow rotating yoke 1311 at equal intervals by the ring 1425 to alternately provide a plurality of external permanent magnets 1420 that provide the N pole and the S pole. Equipped. The permanent magnet 1420, the stator core 1412, and the control coil 1411 constitute a synchronous motor corresponding to the torque controller 1400 already mentioned. The rotation sensors 1911 and 1912 are disposed in the cover case 1920, respectively. The rotation sensors 1911, 1912 are connected to an inverter control unit 500 that controls the torque and rotational speed of the first and second rotors 1210, 1310, as described later.

The reduction unit 1800 of the T-S converter 1000 includes a sun gear shaft 1810, a planetary gear 1820, an internal gear 1830, a planetary gear shaft 1840, and an output shaft 1860. The prime mover 1811 is formed at one end of the sun gear shaft 1810 engaged with the internal gear 1332a of the boss portion of the rotor frame 1332. The sun gear shaft 1810 is rotatably supported by an outer frame 1720 and an output shaft 1860 via bearings 1514 and 1515, respectively. Rotation is transmitted from the second rotor 1310 to the output shaft 1860 via the sun gear 1812 formed around the sun gear shaft 1810 engaged with the sun gear shaft 1810 and the planetary gear 1820. The rotation speed is transmitted to the planetary gear carrier portion 1861 which is decelerated by the internal gear 1830 and the planetary gear shaft 1840 and integrally formed with the output shaft 1860. The output shaft 1860 is rotatably supported by bearings 1516 fitted to the bosses of the frame 1730 of the reduction unit 1800. The sun gear shaft 1810 and the output shaft 1860 are disposed in line with the input shaft 1213. The internal gear 1830 is fixed to the frame 1730 of the reduction unit 1800 through the fixing member 1835.

Hereinafter, the operation of the T-S converter 1000 will be described with reference to the flowchart shown in FIG. 8.

When the inverter control unit 500 is operated, the set torque Tv of the vehicle wheel 700 is detected by the accelerator sensor 810 and a signal indicating the brake pedal operation detected by the brake pedal sensor 820 in step S100. It is determined by the signal indicating the throttle development angle. Thereafter, the angular velocity ω e of the first rotor 1210 and the angular velocity ω v of the second rotor 1310 are determined according to the signals from the rotation sensors 1911 and 1912 in step S102. Subsequently, the engine torque Te generated by the engine 100 is calculated from the angular velocity signal ωv and the throttle development angle signal based on the data map of the inverter control unit 500 (step S104). The transmission torque Tt transmitted between the first rotor 1210 and the second rotor 1310 is determined in the next step. The transmission torque Tt is set equal to the engine torque Te. That is, in order to maintain driving stability of the vehicle, the engine torque Te is not added or decreased between the first rotor 1210 and the second rotor 1310 except for a slight torque change. The rotational speed of the second rotor 1310 is controlled by the inverter 200 to eliminate the slight torque change between the first and second rotors.

Thereafter, the torque T2 of the torque control unit 1400 is determined in step S106 to compensate for the difference between the electric torque Tt and the set torque Tv. That is, the torque relationship is expressed as T2 = Tv-Tt = Tv-Te. Subsequently, the inverter 400 controls the torque control unit 1400 to generate the supplemental torque T2 in step S108.

As illustrated in FIG. 9, the torque controller 1400 operates as a generator or a motor according to a difference between the engine torque Te and the set torque Tv in step S106.

When the engine torque Te is detected to be smaller than the set torque Tv in step S1060, the processing is performed by a wheel-drive motor in which the torque control unit 1400 generates torque T2 = Tv-Te with electric power supplied from the inverter 400. The flow proceeds to step S1062, which is controlled to be controlled. On the other hand, if the engine torque Te is detected to be larger than the set torque Tv, the process proceeds to step S1064 in which the torque control unit 1400 is controlled to be a generator driven by torque T2 = Te-Tv. If the engine torque Te is equal to the set torque Tv, the torque control unit 1400 does not function as a motor or a generator.

The engine torque Te is calculated from the brake pedal actuation signal transmitted from the brake pedal sensor 820, as shown in FIG. When the vehicle is driven on the steep slope and the brake pedal is operated larger than the predetermined angle, the fuel supply to the engine is stopped in step S1044, thereby stopping the driving of the first rotor 1210. Thereafter, the set torque Tv is calculated by the brake pedal signal only in step S1046 and the negative value of the engine torque Tv is calculated in step S1048 at the angular speed ω e to control the inverter 400 to operate the torque control unit 1400 as a regenerative brake. .

In contrast, when the brake pedal is determined to be operated within a predetermined angle in step S1040, the torque Te is calculated in the usual way from the throttle deployment angle signal, the angular velocity? E, and the like in step S1042.

Thereafter, the state of charge of the battery 600 is detected by a well-known method (for example, by calculating the battery voltage and the charging current) in step S110 in FIG. When the charging ratio is higher than the maximum value, the control of the first rotor by the inverter 200 is stopped and only the control by the torque controller 1400 is allowed. At this time, the fuel supply to the engine is reduced or stopped in step S112. After that, if the filling ratio is not lower than the maximum value in step S114, the process returns to step S100. On the other hand, if the battery charge ratio is not higher than the maximum value, the process returns to step S100 after the fuel supply to the engine 100 is increased in step S116.

The electric torque Tt is controlled in the same way as the engine torque Te by the speed controller 1200 according to the above embodiment. However, it is possible to allow the second rotor 1310 to rotate at a higher speed than the first rotor 1210 while maintaining the torque constant. That is, the frequency of the alternating current supplied to the stator 1410 by the inverter 400 is increased corresponding to the rotational speed of the second rotor and the alternating current supplied to the second rotor 1310 by the inverter 200 is It is controlled to correspond to the difference between the rotational speeds of the first rotor 1210 and the second rotor 1310.

Referring to FIGS. 1, 2A to 2D, and FIG. 3, when the engine rotates at torque t [Nm] at speed 2n [rpm] and the vehicle has torque 2t [Nm at speed n [rpm] ] Will explain the operation of the TS converter. Here, the speed and torque of the engine and vehicle wheels are treated as if the engine and vehicle wheels were connected directly to simplify the discussion.

Since the second rotor 1310 is mechanically connected to the output shaft 1860 through the reduction unit 1800, the rotational speed of the second rotor 1310 should be connected to correspond to the vehicle speed by the speed controller 1200.

The engine rotation of torque t [Nm] at speed 2n [rpm] shown in FIG. 2A is transmitted to the input shaft 1213 of TS converter 1000 via a coupling (not shown) and to the first rotor 1210. Delivered. As shown in FIG. 2B, the rotation speed 2n [rpm] of the second rotor 1310 is reduced to n [rpm] by an electromagnetic force or an induction force of the speed controller 1200 and transmitted to the vehicle wheel 700. do.

As shown in FIG. 2B, the second rotor 1310 for the first rotor 1210 to change from 2n [rpm] to n [rpm] while maintaining the speed of the second rotor 1310 at the same torque t. ), The rotation direction F is reversed to the torque direction E of the second rotor, as shown in FIG. 3. (In other words, the arrow G indicates the direction of the engine torque, and the arrow H shows the direction from the vehicle wheel. Torque direction.) At this moment, the speed controller of the TS converter 1000 operates in a power generation mode. When the rotation of the second rotor 1310 with respect to the first rotor 1210 is detected by the rotation sensors 1911 and 1912 and calculated based on the relative rotation, the control coil 1211 of the first rotor 1210 Get electricity. Electric power generated by the control coil 1211 of the first rotor 1210 is supplied to the battery 600 and the torque controller 1400 through the slip ring 1630 and the brush 1620. Thus, the second rotor 1310 rotates the output shaft 1860 at a speed n [rpm] to a torque t [rpm] to generate energy nt [Nm] [rpm], as indicated by the oblique line in FIG. 2B. do. In other words, the T-S converter 1000 may transmit the driving torque t of the engine to the vehicle wheel 700 without variation and generate power by a difference in rotation between the engine 100 and the vehicle wheel 700.

The inverter 400 then rotates the torque control unit 1400 at a point in time calculated from a signal of the rotation sensor 1912 so that the second rotor 1310 can rotate at a speed n [rpm] with a torque of 2t [Nm]. The AC control current is supplied to the stator control coil 1411. That is, the torque control unit 1400 is supplied with electricity by the inverter 400 to generate additional torque t as a motor, as indicated by the double hatching in FIG. 2C. The rotation of the second rotor 1310 is transmitted to the output shaft 1860 through the internal gear 1332a, the motive gear 1811, and the reduction unit 1800 of the rotor frame 1332.

Thus, the engine force rotating at torque t [Nm] at speed 2n [rpm] as shown in FIG. 2A travels at torque 2t [Nm] at speed n [rpm], as shown in FIG. 2D. It can be applied to the vehicle.

The speed controller 1200 may operate as a motor for driving the vehicle wheel when the vehicle requires a higher speed than the speed of the engine 100. The torque control unit 1400 may operate as a generator for charging the battery when the engine torque exceeds the required torque of the vehicle.

The conversion of torque and speed between the engine and the vehicle wheel can also be performed in the same manner described above, provided that the engine force and the load of the vehicle wheel are different. For example, when the vehicle runs steeply uphill, the control means 500 controls the inverters 200, 400 to supply power to the control coils 1211, 1411, whereby the engine requests the vehicle wheels as required. Help drive On the other hand, when the vehicle runs steeply downhill, the control means 500 controls the inverters 200 and 400 to charge the battery with the power generated by the control coils 1211 and 1411.

In addition, when the vehicle needs to slow down, the speed controller 1200 connects the vehicle wheel to the engine 100 like a brake or a compressor. Accordingly, the torque control unit 1400 does not require a large braking force, and as a result, miniaturization is possible.

Example 2

A system for driving an electric vehicle according to a second embodiment will be described with reference to FIG. 4.

Hereinafter, the same reference numerals denote the same or almost the same parts or parts, and detailed description of the reference numerals is omitted in the description of the following embodiments.

The second rotor 1310 according to the second embodiment includes the squall cage conductors 1227 and 1427 instead of the permanent magnets. Thus, the second rotor 1310 is operated as an induction motor instead of the synchronous motor in the first embodiment.

As shown in FIG. 4, which is a cross-sectional view illustrating the main part of the TS converter 1000, the cylindrical nonmagnetic layer 1350 is used to prevent magnetic interference between the speed control unit 1200 and the torque control unit. Disposed between conductors.

Since the T-S converter according to the second exemplary embodiment includes an inductive second rotor 1310, the rotation sensors 1911 and 1912 may be replaced with a vehicle speed sensor and a crank angle sensor disposed near the vehicle wheel.

One of the squaring cage conductors 1227 and 1427 of the second rotor 1310 may be replaced by the permanent magnet described in the first embodiment.

Example 3

A T-S converter 2000 according to a third embodiment will be described with reference to FIGS. 5 and 6A through 6D.

The gear 210d is formed at one end of the output shaft 210 of the engine 100 so as to mesh with the internal gear 2332d formed in the frame 2332 of the second rotor 1310 so that the engine force is directly applied to the second rotor 1310. Is delivered. The first rotor 1210 is supported by a shaft 2213 disposed in a straight line but separated from the engine output shaft. The sun gear 2213d of the reduction unit 1800 is formed at one end of the opposite shaft 2213 of the engine 100.

The driving force is transmitted from the first rotor 1210 to the planetary gear 1820 through the sun gear 2213d. After the rotational speed of the planetary gear 1820 is decelerated by the internal gear 1830, the driving force is transmitted to the output shaft 1860 through the planetary gear shaft 1840 and the planetary carrier 1186. The output shaft 1860 is rotatably supported by a bearing 1516 fitted to the boss of the frame 2730 by the reduction unit 1800. The internal gear 1830 is fixed to the frame 2730 through the fixing member 1835. The cover case 1920, the rotation sensor 1911, and the brush holder 1610 are disposed in the frame 2730 together with the reduction unit 1800.

Hereinafter, the operation of the T-S converter 2000 will be described with reference to FIGS. 5, 6A to 6D, and 7.

The engine 100 rotates with torque 2t [Nm] at speed n [rpm], as shown in FIG. 6A, and the vehicle rotates with torque t [at speed 2n [rpm], as shown in FIG. 6D. Nm], the engine rotation is transmitted from the output shaft 210 and the coupling (not shown) to the second rotor 1310 via the internal gear 2332d. Inverter 400 is a stator control coil 1411 of torque control unit 1400 at the time when the second rotor 1310 is calculated from the signal of rotation sensor 1912 so that the second rotor 1310 rotates with torque t [Nm] at speed n [rpm]. Supply AC control current. That is, while the torque control unit 1400 maintains the speed n [rpm], as shown in FIG. 6B, the torque 2t [Nm] transmitted from the engine 100 is changed to t [Nm] and tn [Nm] Generates power corresponding to [rpm]. The generated power is supplied from the control coil 1411 to the battery 600 through the inverter 400.

Thereafter, the torque t of the second rotor 1310 is transmitted to the first rotor 1210 of the speed controller 1200 through the permanent magnet 1220 disposed on the inner circumference of the second rotor 1310.

As shown in FIG. 6C, the rotational speed n [rpm] of the first rotor 1210 is changed to the speed 2n [rpm] by the electromagnetic force and the inductive force of the speed controller 1200 to correspond to the vehicle speed. Delivered to wheel 700. As shown in FIG. 6C, when the speed of the second rotor 1310 is changed from n [rpm] to 2n [rpm] while maintaining the same torque, the rotation direction of the first rotor is changed to the second rotor 1310. Is the same as the rotation direction of. Therefore, the T-S converter 2000 operates in the motor mode. The rotation of the first rotor 1210 relative to the second rotor 1310 is supplied to the rotation sensors 1911 and 1912 to supply electricity to the control coil 1211 of the first rotor 1210 at a point in time calculated based on the relative rotation. And power is supplied to the speed controller 1200 by the inverter 200. The first rotor 1210 rotates at a torque t [N.m] at a speed of 2n [rpm] by consuming the energy nt [N.m] [rpm] of the battery as indicated by the double-hanging in FIG. 6C.

Thus, as shown in FIG. 6A, the engine force rotating at torque n [rpm] at torque 2t [Nm] runs at torque t [Nm] at speed 2n [rpm], as shown in FIG. 6D. It can be applied to a vehicle.

As described in the first embodiment, the speed controller 1200 may operate as a motor when the engine speed is higher than the vehicle speed and the torque controller 1400 may operate when the load of the vehicle is higher than the engine torque. Can operate as a generator.

Example 4

A T-S converter according to the fourth embodiment will be described with reference to FIG.

The second rotor 1310 according to the fourth exemplary embodiment includes squaring cage conductors 1227 and 1427 instead of the permanent magnet of the T-S converter 2000 according to the third exemplary embodiment illustrated in FIG. 5. Therefore, the second rotor 1310 operates as an induction motor instead of the synchronous motor in the first embodiment, as described in the second embodiment.

As shown in FIG. 4 for the second embodiment, a cylindrical nonmagnetic layer 1350 is disposed between the squall cage conductors to prevent magnetic interference between the speed controller 1200 and the torque controller 1400. .

Example 5

A T-S converter 3000 according to a fifth embodiment of the present invention will be described with reference to FIG. 11. The T-S converter 3000 includes a torque controller 3400 and a speed controller 3200 arranged in a line on an axis.

The speed control unit 3200 is configured as a three-phase synchronous rotary electric device and has a cylindrical second rotor 3220 supported by the housings 3.240 and 3241, the bearings 3251 and 3252, and the housings 3240 and 3241. And a first rotor.

The first rotor 3220 is connected to the output shaft 110 of the engine 100 through the internal gear 3120 and the first rotor in a straight line with the output shaft 110 of the engine 100 through the bearings 3253 and 3254. Support shaft 3213 of 3210. The second rotor has a stake core 3222, a three-phase winding coil (known as a three-phase rotating device) 3221, and a pair of end frames 3228 and 3229.

The second rotor 3210 has a structure known as a shaft 3213, a rotor core 3211 made of soft iron fixed to the shaft 3213, and a permanent magnet rotor of a generator. It has magnetic poles having a permanent magnet fixed to the outer periphery.

The annular slip ring member 3630 is fixed to the radially interior of the end frame 3328. The slip ring member 3630 has three slip rings connected to each phase wound on the coil 3221 and supported by an insulating member.

The brush member 3260 is connected to the inverter 200 and is installed at an opening formed at one end of the housing 3240. The brush member 3260 includes a brush holder, three brushes 1620 that are slidably disposed in the brush holder, and a spring that pushes the brush against the slip ring. The inverter 200 supplies a control current to the coil 3221 through the brush member 3260 and the slip ring member 3630.

Rotational speed sensor 3231 is disposed between the inner surface of housing 3321 and the outer surface of end frame 329 to detect the rotational speed of second rotor 3220 and to inverter control unit 500 (described previously). Send a signal. The rotational speed sensor 3328 is disposed between the outer surface of the housing 3321 and the shaft 3213 of the first rotor 3210 to detect the rotational speed of the first rotor 3210 and to signal the inverter control unit 500. Send it.

The speed control unit 3200 may be configured as an induction type rotation device which supplies a squall cage conductor instead of the permanent magnet magnetic pole.

The torque control unit 3400 is a three-phase synchronous rotation device. The torque control unit 34000 includes a housing 3440 and 3441 supporting the third rotor 3410 through a third rotor 3410, bearings 3451 and 3452, and a stator core 3420 fixed to the housing 3440. And a stator coil 341 connected to the inverter 400. The third rotor 3410 is connected to the shaft 3213 of the first rotor 3210 by a clamp member 3800 in a straight line. 3413, a rotor core 3411 made of soft iron, and a plurality of magnetic poles 3412 having permanent magnets supported by a nonmagnetic ring 3415 in a structure well known as a permanent magnet rotor.

The rotation speed sensor 3541 is disposed between the inner surface of the housing 3440 and the end surface of the third rotor 3410 to detect the rotation speed of the third rotor 3410.

When the engine rotates, the second rotor 3220 is driven by the engine and sets the third rotor connected to the first rotor by the electromagnetic force generated by the first rotor 3210 and the coil 3221. Drive to rotate. The coil 3221 is controlled by the inverter 200 in a manner readily understood in the prior art. The inverter 400 supplies a control current to the stator coil 341 so that the third rotor 3410 drives the vehicle wheel 700 with the set torque in the same manner as previously described.

Example 6

A T-S converter 4000 according to a sixth embodiment of the present invention will be described with reference to FIG. 12.

The input shaft 1213 is connected to the engine output shaft 110 at the same side where the reduction unit 4800 is connected to the vehicle wheel 700 via the differential gear 900 in this embodiment, and as a result, the TS converter 4000 may be anchored in a confined space around the engine.

The reduction unit 4800 is composed of a large gear 4820, which is supported by the small gear 4810 and the gear shaft 4840, and meshes with the small gear 4810. The differential gear 900 is a plain manner consisting of a large gear 830, a gear box 910, the differential gears 920, 930 connected to the vehicle wheel 700.

The small gear 4810 of the reduction unit 4800 meshes with the internal gear 1332a of the boss portion of the rotor frame 1332 rotating around the input shaft 1213 as the output shaft of the TS converter, and the large portion of the reduction unit 4800. Gear 4820 engages large gear 830 of differential gear 900.

The rotation sensors 1911 and 1912 may be configured to prevent the noise caused by torque transmission between the engine and the converter and between the converter and the vehicle wheels from being transmitted to the rotation sensors 1911 and 1912. It is arrange | positioned in the position to the side from the output member (for example, internal gear 1332a).

Brush 1620 and slip ring 1630 are also arranged away from the output shaft to prevent the brush from shaking caused by torque transmission.

The reduction unit 4800 may be configured as a bevel gear instead of a spur gear.

Example 7

A T-S converter 5000 will be described with reference to FIGS. 13 and 14.

As shown in FIG. 14, the gear 117 is supported by the output shaft 110 of the engine 100 through the serration 110a and the frame of the second rotor 1310 through the internal gear 1332a. Engine force is directly transmitted to the second rotor 1310 in engagement with the gear 120 connected to 1332. The first rotor 1210 is supported by a shaft 1213 separated from the engine output shaft. Reduction portion 5800 consists of large gear 5820 fixed to a portion of engine 100 and is engaged with large gear 830 of differential gear 900 described previously. Gear 1231a is formed at one end of shaft 1213 at the side of the engine and meshes with large gear 5820.

The driving force is transmitted from the first rotor 1210 to the vehicle wheel 700 through the gear 1213a, the large gear 5820, and the differential gear 900.

(Change example of the second rotor)

An example of structural modification of the second rotor will be briefly described with reference to FIGS. 15A to 15F.

The number of the inner magnets 1220 of the second rotor 1310 is different from the number of the outer magnets 1420, and as shown in FIG. 15A, the inner magnets are wider than the outer magnets 1420.

The angular position of the inner magnet 1220 is different from the angular position of the outer magnet 1420, as shown in FIG. 15B.

The angular positions and numbers of both the inner and outer magnets are as shown in Figs. 3 and 15C, but the magnetic poles at the same angular positions are specific. That is, if one of the inner magnets facing the first rotor 1210 is given the S polarity, the corresponding one of the outer magnets 1420 facing the stator 1410 is given the N pole, and the adjacent ones of the inner magnets 1220 are given. Given the N poles and adjacent ones of the outer magnets 1420 corresponding to the latter are given to the S poles, the synthesized magnetic flux φ 1 generated by both the inner magnet and the outer magnet is represented by the coil ( 1211, 1411) Connect them all. As a result, both coils 1211 and 1411 are connected. As a result, the minute magnetic flux? 2 passing between the coils 1211 and 1411 is reduced, and the radial thickness of the rotating yoke 1311 can be reduced.

This effect can also be obtained by the structure shown in FIG. 15D. The inner and outer magnets 1220 and 1420 are disposed in the hollow portion outside the rotating yoke 1311 made of laminated thin steel sheets so that the nonmagnetic ring 1425 can be omitted. Since the outer circumference of the rotating yoke is turned, the distance between the first and second rotors 1210 and 1310 and between the second rotor and the stator core 1412 may be reduced. Thereby, the scale of a T-S converter can be reduced.

As shown in FIG. 15E, the angular position of the outer magnet 1420 is shifted from the angular position of the inner magnet 1220 in the second rotor 1310.

As shown in FIG. 15F, a plate magnet is used in place of the inner and outer magnets 1220 and 1420 in the second rotor 1310.

Although the present invention has been fully described with reference to the accompanying drawings in connection with its preferred embodiments, various changes and modifications will become apparent to those skilled in the art. It is to be understood that such changes and modifications are intended to be included within the scope of the invention as defined by the following claims.

Claims (16)

A first rotor having housings 1710, 1720, 1730, 1920, input shafts 1213, 1332a, and 3120 connected to the engine, output shafts 1860 and 3413 connected to the vehicle driving member, and a first control coil 1211. 1210, a stator 1410 having a second control coil 1411, and a magnetic field connecting the first member 1220 and the second control coil to generate a magnetic field connecting the first control coil. Battery 600, engine 100, including speed-torque converters 1000, 2000, 3000, 4000, 5000 with second rotor 1310 with second member 1420 for generating, and In the electric vehicle driving system having a vehicle driving member (700, 900), Rotation detection means (1911, 1912) for detecting rotation of the first rotor and the second rotor; And the first, second and second control coils, and the rotation detecting means, the first and second control coils to convert the torque and the rotational speed of the engine and to drive the vehicle driving member with the set torque at the set rotational speed. Control current supply means (200, 400, 500) for supplying a control current according to said rotation of a second rotor to said first and second control coils; The first rotor, the second rotor, and the stator are disposed on the same axis on a common coplanar plane, the first rotor is radially disposed inside the second rotor, and the second rotor is disposed on the same axis of the stator. Radially placed inwardly; The second rotor further includes a hollow rotating yoke 1311 so that the first member includes outer permanent magnets 1420 on the outer circumference of the rotating yoke and the second member on the inner circumference of the rotating yoke. An inner permanent magnet 1220, and if one of the inner permanent magnets 1220 facing the first rotor 1210 has an S polarity, it corresponds to one of the outer permanent magnets 1420 facing the stator 1410; The electric vehicle driving system of claim 1, wherein one of the inner permanent magnets 1220 has an N polarity and one of the outer permanent magnets 1420 corresponding to the latter has an S polarity. . The electric vehicle driving system according to claim 1, wherein the first rotor is connected to the input shaft and the second rotor is connected to the output shaft. The electric vehicle driving system according to claim 1, wherein the second rotor is connected to the input shaft and the first rotor is connected to the output shaft. 4. An electric vehicle according to any one of claims 1, 2 and 3, wherein the speed-torque converter further comprises reduction means (1800, 4800, 5800) connected in series with the output shaft. Drive system. The speed-torque converter further comprises planetary gear reduction means 1812, 1820, and 1830 connected to the output shaft. Electric vehicle drive system. 4. The control current supply means according to any one of claims 1, 2, and 3, wherein the control current supply means includes means for controlling the engine to operate as a braking member when the vehicle drive member drives the output shaft. Electric vehicle drive system comprising a. According to claim 1, wherein the control current supply means is a first inverter 200 connected to the first control coil 1211, a second inverter 400 connected to the second control coil 1411, and the rotation detection means 1911 and 1912 and connected to the first and second inverters to control a time point at which the control current is supplied to the first and second control coils by the inverter according to the rotation of the first and second rotors. Electric vehicle drive system comprising an inverter control unit (500). The electric vehicle drive system according to any one of the preceding claims, wherein the input shaft and the axial force shaft are disposed on the same side of the housing. The electric vehicle drive system according to claim 8, wherein the input shaft and the output shaft are disposed on the same axis. The electric vehicle drive system according to claim 9, wherein the rotation detecting means is disposed in the housing away from the input shaft and the output shaft. 11. The electric vehicle drive system according to claim 10, wherein the control current supply means includes a brush and a slip ring disposed in the housing away from the output shaft and the input shaft. The electric vehicle driving means according to claim 1, wherein the control current supply means includes a means for generating a battery charging current. The magnetic field of the first member 1220 connects the first control coil 1211 through one magnetic path, and the magnetic field of the second member 1420 passes through the same magnetic path. An electric vehicle driving means, characterized in that for connecting the second control coil (1411). 14. The electric vehicle driving means according to claim 13, wherein the first member includes a large number of magnetic poles and the second member includes the same number of magnetic poles. 15. The electric vehicle drive system according to claim 14, wherein the rotary yoke includes a stacked core having a plurality of holes therein for receiving the first member and the second member therein. The electric vehicle driving system of claim 1, wherein each of the first and second coils comprises a three-phase winding.