WO2011013589A1 - 動力装置 - Google Patents
動力装置 Download PDFInfo
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- WO2011013589A1 WO2011013589A1 PCT/JP2010/062426 JP2010062426W WO2011013589A1 WO 2011013589 A1 WO2011013589 A1 WO 2011013589A1 JP 2010062426 W JP2010062426 W JP 2010062426W WO 2011013589 A1 WO2011013589 A1 WO 2011013589A1
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- Prior art keywords
- power
- rotor
- rotating
- magnetic field
- stator
- Prior art date
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
- B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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- B60K6/448—Electrical distribution type
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
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- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
- B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K16/00—Machines with more than one rotor or stator
- H02K16/02—Machines with one stator and two or more rotors
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K51/00—Dynamo-electric gears, i.e. dynamo-electric means for transmitting mechanical power from a driving shaft to a driven shaft and comprising structurally interrelated motor and generator parts
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a power unit for driving a driven part, and particularly to a power unit including a plurality of different power sources.
- Patent Document 1 This power unit is applied to a vehicle, and includes an internal combustion engine as a power source, first and second rotating machines, and a Ravigneaux type planetary gear unit for transmitting power to the drive wheels of the vehicle. ing.
- the planetary gear device has a first sun gear, a ring gear, a carrier, and a second sun gear.
- the first sun gear, the ring gear, the carrier, and the second sun gear are in collinear relationship with each other, and in the collinear chart showing the relationship between the rotation numbers, straight lines representing the respective rotation numbers are arranged in order.
- the first sun gear, the ring gear, the carrier, and the second sun gear are connected to the first rotating machine, the internal combustion engine, the drive wheel, and the second rotating machine, respectively, and a clutch is provided between the internal combustion engine and the ring gear. ing. Furthermore, an electric circuit for controlling the operation is connected to each of the first and second rotating machines.
- the drive wheels are driven as follows using only the first and second rotating machines as the power source in the EV start mode. That is, the clutch cuts off the internal combustion engine and the ring gear.
- power is output from the first rotating machine by input of electric power to the first rotating machine, and the first rotating machine is rotated forward together with the first sun gear. Accordingly, a part of the power of the first rotating machine is transmitted to the second rotating machine via the planetary gear device, and the second rotating machine reverses.
- power transmitted to the second rotating machine as described above, power is generated by the second rotating machine, and accordingly, braking torque acts on the second sun gear.
- the torque of the first rotating machine transmitted to the first sun gear is transmitted to the driving wheel through the carrier using the braking torque as a reaction force, and as a result, the driving wheel is driven and rotates forward.
- the first and second rotating machines are rotated forward and reverse, respectively, as described above, whereby a current flows only in a specific circuit among the electric circuits described above. I try to prevent overheating.
- the following power circulation occurs when power is transmitted to the drive wheels. That is, a part of the power output from the first rotating machine is transmitted to the second rotating machine via the planetary gear device, and is input to the first rotating machine in a state converted into electric power by the second rotating machine, After being output from the first rotating machine as power again, it is transmitted to the drive wheels.
- a loss when a part of the power is transmitted to the second rotating machine via the planetary gear device, a loss when converted to electric power by the second rotating machine, and the converted electric power Is generated when the power is input to the first rotating machine and again when the power is output from the first rotating machine as power.
- the loss increases due to the power circulation, and as a result, the driving efficiency when driving the driving wheels is lowered.
- the present invention has been made in order to solve the above-described problems.
- the power device In the EV operation mode, the power device can prevent loss due to power circulation and can increase the driving efficiency when driving the driven part.
- the purpose is to provide.
- the invention according to claim 1 is a power unit 91, 111 for driving a driven part (drive wheels DW, DW in the embodiment (hereinafter the same in this section)).
- the first rotating machine 11 (second engine) having a prime mover (engine 3) having a first output part (crankshaft 3a) for outputting power and a second output part (first rotor 13, second rotor 23).
- the first rotors 65 and 64 rotate while maintaining a collinear relationship with respect to the rotational speed between them, and in a collinear diagram showing the relationship between the rotational speeds, the second rotating machine 71 (the first rotating machine 71 configured to line up in order) Rotating machine 61) And a control device (ECU2, first PDU31, second PDU32, VCU33) for controlling the operation of the first and second rotating machines 11, 71, the second element and the first rotor 64, and the first element and the first One of the two rotors 65 is connected to the first output part, the other of the second element and the first rotor 64 and the first element and the second rotor 65 is connected to the driven part, and the third element is
- the first rotating machine 11 and the stator are connected to the second output unit, and are configured to be able to transmit and receive electric power to each other.
- the control device can control the first and second rotating machines 11 and 71 while the prime mover is stopped.
- a part of the power output from one of the first and second rotating machines 11 and 71 is the other of the first and second rotating machines 11 and 71.
- the first and second rotating machines 11 and 71 are prevented from generating power circulation that is output as power again from one of the first and second rotating machines 11 and 71 in the converted state. The operation is controlled (FIGS. 31 and 36).
- the first to third elements can transmit power between each other and rotate while maintaining a collinear relationship with respect to the rotational speed between each other. They are arranged in order in the collinear chart showing the relationship.
- the second rotating machine as the rotating magnetic field is generated in the stator, electric power and power are input / output between the stator and the first and second rotors, and the rotating magnetic field, the second and first rotors are also input. However, they rotate while maintaining a collinear relationship with respect to the rotational speed between them, and are arranged in order in a collinear diagram showing the rotational speed relationship.
- one of the second element and the first rotor and the first element and the second rotor is the first output part of the prime mover
- the other of the second element and the first rotor and the first element and the second rotor is the driven part.
- the third element is connected to the second output portion of the first rotating machine, and the first rotating machine and the stator are configured to be able to exchange power with each other.
- the operations of the first and second rotating machines are controlled by the control device.
- the driven part can be driven by the power of the prime mover, the first rotating machine, and the second rotating machine.
- the driven part is driven by controlling the operation of the first and second rotating machines while the prime mover is stopped by the EV operation mode, and one of the first and second rotating machines is driven during the EV operation mode.
- a part of the power output from the first and second rotating machines is converted into electric power in the other of the first and second rotating machines, it is input to one of the first and second rotating machines and is output again from the one as the power.
- the operations of the first and second rotating machines are controlled so that power circulation does not occur. Therefore, in the EV operation mode, loss due to power circulation can be prevented, and driving efficiency when driving the driven part can be increased.
- connection in addition to connecting various elements via a shaft, a gear, a pulley, a chain, etc., each element without using a transmission mechanism such as a gear.
- Direct connection direct connection with a shaft or the like is also included.
- the invention according to claim 2 is the power plant 91 according to claim 1, wherein the second element (first carrier C1) and the first rotor (third rotor 74) are connected to the first output unit, The first element (first sun gear S1) and the second rotor (fourth rotor 75) are connected to the driven part, and the controller controls the rotation speed of the second element and the first rotor during the EV operation mode.
- the operations of the first and second rotating machines 11 and 71 are controlled so as to be equal to or lower than the rotation speeds of the first element and the second rotor, respectively (FIG. 31).
- the rotational speed of the first output part of the prime mover is high, that is, from the first and second rotating machines to the first output part.
- the driving efficiency when driving the driven part decreases as the power transmitted unnecessarily increases.
- the rotational speeds of the second element and the first rotor connected to the first output unit are respectively equal to or lower than the rotational speeds of the first element and the second rotor connected to the driven part.
- the operations of the first and second rotating machines are controlled.
- the rotation speed of the 1st output part can be kept in a comparatively low state, it can control that motive power is transmitted to the 1st output part from the 1st and 2nd rotation machine, and drive efficiency is raised further. be able to.
- the controller controls the rotation speed of the second output unit (first rotor 13) (first rotating machine rotation speed NM1) during the EV operation mode.
- the operation of the first and second rotating machines 11 and 71 is controlled so that becomes higher than the value 0 (FIG. 31).
- the rotating magnetic field, the second rotor, and the first rotor rotate while maintaining a collinear relationship with respect to the rotational speed between them, and are sequentially arranged in a collinear diagram showing the rotational speed relationship.
- the first to third elements are configured to rotate while maintaining a collinear relationship with respect to the rotational speed between them, and to be arranged in order in a collinear diagram showing the rotational speed relationship.
- the third element is the second output part of the first rotating machine, the second element and the first rotor are the first output part of the prime mover, and the first element and the second rotor are driven. Are connected to each other.
- the first rotating machine when a rotating machine having a multi-phase coil for generating a rotating magnetic field is used as the first rotating machine, and electric power is input to the first rotating machine from an electric circuit such as an inverter having a switching element.
- the rotational speed of the second output unit when the rotational speed of the second output unit is controlled to be 0 as described above, the following problems may occur. That is, in this case, the current flows only through the specific phase coil of the first rotating machine, and only the switching element corresponding to the specific phase coil is turned on. As a result, the coil and the switching element may be overheated. There is. In order to suppress such overheating of the coil and the switching element, when the maximum value of the current input to the first rotating machine is reduced, the output torque of the first rotating machine is reduced.
- the operations of the first and second rotating machines are controlled so that the rotation speed of the second output unit is higher than the value 0.
- the overheating of the single rotating machine and the electric circuit can be prevented, and a sufficiently large output torque of the first rotating machine can be secured.
- the first element (second sun gear S2) and the second rotor 65 are coupled to the first output portion and the second element (second The two carriers C2) and the first rotor 64 are connected to the driven part, and the control device allows the rotation speed of the first element and the second rotor 65 to be the second element and the first rotor 64, respectively, during the EV operation mode.
- the operation of the first and second rotating machines (second and first rotating machines 21 and 61) is controlled so as to be equal to or less than the number of revolutions (FIG. 36).
- the rotational speed of the first output part of the prime mover is high, that is, from the first and second rotating machines to the first output part.
- the driving efficiency when driving the driven part decreases as the power transmitted unnecessarily increases.
- the rotational speeds of the first element and the second rotor connected to the first output unit are respectively equal to or lower than the rotational speeds of the second element and the first rotor connected to the driven part.
- the operations of the first and second rotating machines are controlled.
- the control device is configured so that the rotational speed of the rotating magnetic field (first magnetic field rotational speed NMF1) is higher than 0 during the EV operation mode.
- the operation of the first and second rotating machines is controlled (FIG. 36).
- the rotating magnetic field, the second rotor, and the first rotor rotate while maintaining a collinear relationship with respect to the rotational speed between them, and are sequentially arranged in a collinear diagram showing the rotational speed relationship.
- the first to third elements are configured to rotate while maintaining a collinear relationship with respect to the rotational speed between them, and to be arranged in order in a collinear diagram showing the rotational speed relationship.
- the first element and the second rotor are the first output part of the prime mover
- the second element and the first rotor are the driven part
- the third element is the second output of the first rotating machine.
- the stator of the second rotating machine when configured with a plurality of coils for generating a rotating magnetic field and the power is input to the stator from an electric circuit such as an inverter having a switching element, the rotation is performed.
- the rotational speed of the magnetic field is controlled to be 0 as described above, the following problems may occur.
- the coil and the switching element may be overheated.
- the maximum value of the current input to the stator is reduced, the output torque of the second rotating machine is reduced.
- the operations of the first and second rotating machines are controlled so that the number of rotations of the rotating magnetic field is higher than 0 during the EV operation mode.
- the overheating of the machine and the electric circuit can be prevented, and a sufficiently large output torque of the second rotating machine can be secured.
- the magnet in the power unit 91 or 111 according to any one of the first to fifth aspects, includes a plurality of predetermined magnet magnetic poles arranged in the circumferential direction and a plurality of magnet magnetic poles.
- a magnetic pole array is configured
- the first rotor 64 is configured to be rotatable in the circumferential direction
- the stator By generating a plurality of predetermined armature magnetic poles, an armature array (iron core 73a, U-phase to W-phase coil 73b, iron core 63a is generated between the magnetic pole array and a rotating magnetic field that rotates in the circumferential direction.
- the soft magnetic body is composed of a plurality of predetermined soft magnetic bodies arranged in the circumferential direction at intervals from each other, and is composed of a plurality of soft magnetic bodies
- the soft magnetic material row is a magnetic pole row Arranged between the armature rows, the second rotor 65 is configured to be rotatable in the circumferential direction, and the ratio of the number of armature magnetic poles, the number of magnet magnetic poles, and the number of soft magnetic bodies is 1 : M: (1 + m) / 2 (m ⁇ 1.0).
- the ratio of the number of armature magnetic poles, the number of magnet magnetic poles, and the number of soft magnetic bodies is set to 1: m: (1 + m) / 2 (m ⁇ for reasons described later. 1.0), the collinear relationship between the rotating magnetic field and the first and second rotors can be arbitrarily set. Therefore, the freedom degree of design of a 2nd rotary machine can be raised.
- the above-described power circulation is not generated, and the useless transmission of power to the first output unit is suppressed as described above.
- the first and second rotors are connected to the driven part and the first output part, respectively, the second rotor in the collinear diagram showing the relationship between the rotating magnetic field and the rotational speed between the first and second rotors. It is preferable to set a small distance between a straight line representing the number of rotations and a straight line representing the number of rotations of the rotating magnetic field.
- the invention according to claim 7 is a power device 1 for driving a driven part (drive wheels DW and DW in the embodiments (hereinafter, the same applies in this section)), A motor (engine 3) having an output section (crankshaft 3a), a first rotating machine 11 having a first rotor 13, a second rotating machine 21 having a second rotor 23, first and A control device (ECU2, 1st PDU31, 2nd PDU32, VCU33) for controlling the operation of the second rotating machines 11 and 21 can transmit power between each other, and a collinear relationship regarding the rotational speed can be established between them.
- a control device ECU2, 1st PDU31, 2nd PDU32, VCU33
- first element first ring gear R1
- second element first carrier C1, second sanghi
- first planetary gear device PS1 second planetary gear device PS2
- third element first sun gear S1, second carrier C2
- fourth element second ring gear R2
- the first to fourth elements are connected to the first rotor 13, the output unit, the driven unit, and the second rotor 23, respectively, and the first and second rotating machines 11 and 21 exchange power with each other.
- the controller is configured to be capable of performing the first and second rotations during the EV operation mode in which the driven parts are driven by controlling the operations of the first and second rotating machines 11 and 21 while the prime mover is stopped.
- the controller is configured to be capable of performing the first and second rotations during the EV operation mode in which the driven parts are driven by controlling the operations of the first and second rotating machines 11 and 21 while the prime mover is stopped.
- the first to fourth elements can transmit power between each other and rotate while maintaining a collinear relationship with respect to the rotational speed between each other.
- the first to fourth elements are connected to the first rotor of the first rotating machine, the output part of the prime mover, the driven part, and the second rotor of the second rotating machine, respectively.
- the two-rotor machine is configured to be able to exchange power with each other. Further, the operations of the first and second rotating machines are controlled by the control device.
- the driven part can be driven by the power of the prime mover, the first rotating machine, and the second rotating machine.
- the driven part is driven by controlling the operation of the first and second rotating machines while the prime mover is stopped by the EV operation mode, and one of the first and second rotating machines is driven during the EV operation mode.
- Part of the motive power output from the first and second rotating machines is converted into electric power by the other of the first and second rotating machines so that power circulation output from one side as motive power does not occur again.
- the operations of the first and second rotating machines are controlled. Therefore, in the EV operation mode, loss due to power circulation can be prevented, and driving efficiency when driving the driven part can be increased.
- the control device includes the first and the second elements so that the rotation speed of the second element is equal to or lower than the rotation speed of the third element during the EV operation mode.
- the operation of the second rotating machines 11 and 21 is controlled (FIG. 5).
- the first to fourth elements are connected to the first rotor, the output part of the prime mover, the driven part, and the second rotor, respectively, the first and second rotating machines are used while the prime mover is stopped.
- the power of the first and second rotating machines is transmitted to the output part in addition to the driven part.
- the rotational speed of the output unit of the prime mover is higher due to the transmission of power from the first and second rotating machines. The driving efficiency when driving is reduced.
- the first and second speeds are set so that the rotation speed of the second element connected to the output unit is equal to or lower than the rotation speed of the third element connected to the driven part.
- the operation of the rotating machine is controlled. Therefore, since the rotation speed of an output part can be hold
- the control device is configured such that the rotational speed of the first rotor 13 (first rotational speed NM1) is higher than 0 during the EV operation mode.
- first rotational speed NM1 the rotational speed of the first rotor 13
- second rotational speed NM1 the rotational speed of the first rotor 13
- the first to fourth elements rotate while maintaining a collinear relationship with respect to the rotational speed between them, and are arranged in order in the collinear diagram showing the rotational speed relationship.
- the first to fourth elements are connected to the first rotor, the output unit of the prime mover, the driven unit, and the second rotor, respectively.
- a rotating machine having a plurality of coils for generating a first rotating magnetic field is used as the first rotating machine, and power is input to the first rotating machine from an electric circuit such as an inverter having a switching element.
- the rotation speed of the first rotor is controlled to be 0 as described above, the following problems may occur. That is, in this case, the current flows only through the specific phase coil of the first rotating machine, and only the switching element corresponding to the specific phase coil is turned on. As a result, the coil and the switching element may be overheated. There is. In order to suppress such overheating of the coil and the switching element, when the maximum value of the current input to the first rotating machine is reduced, the output torque of the first rotating machine is reduced.
- the operations of the first and second rotating machines are controlled so that the rotation speed of the first rotor is higher than the value 0 during the EV operation mode. Overheating of the rotating machine and the electric circuit can be prevented, and a sufficiently large output torque of the first rotating machine can be secured.
- an invention according to claim 10 is a power device 51 for driving a driven portion (drive wheels DW and DW in the embodiments (hereinafter, the same in this section)), A motor (engine 3) having an output section (crankshaft 3a) for outputting, a stationary first stator 63 for generating a first rotating magnetic field, and a first magnet (permanent magnet 64a); A first rotor 64 provided so as to face the first stator 63, and a second rotor 65 which is configured by a first soft magnetic body (core 65a) and provided between the first stator 63 and the first rotor 64; Between the first stator 63 and the first and second rotors 64 and 65, and with the generation of the first rotating magnetic field, power and power are input and output, and the first rotating magnetic field, the second and first The rotors 65 and 64 are mutually connected In the collinear chart showing the relationship between the rotational speeds, the first rotating machine 61 configured to be arranged in order, and a
- the second rotating magnetic field, the fourth and third rotors 75 and 74 rotate while maintaining a collinear relationship with respect to the rotational speed between them, and indicate the relationship between the rotational speeds. In the figure, they are arranged in order.
- a two-rotor 71 and a control device (ECU2, first PDU31, second PDU32, VCU33) for controlling the operation of the first and second rotators 61, 71, and second and third rotors 65, 74.
- the first and fourth rotors 64 and 75 are connected to the driven part, and the first and second stators 63 and 73 are configured to be able to exchange power with each other.
- the control device controls the operation of the first and second rotating machines 61 and 71 while the prime mover is stopped, and controls the operation of the first and second rotating machines 61 and 71 during the EV operation mode in which the driven parts are driven.
- the first rotating machine electric power and power are input / output between the first stator, the first and second rotors as the first rotating magnetic field is generated in the first stator.
- the first rotating magnetic field, the second rotor, and the first rotor rotate while maintaining a collinear relationship with respect to the rotational speed between them, and are sequentially arranged in a collinear diagram showing the rotational speed relationship.
- the second rotating machine as the second rotating magnetic field is generated in the second stator, electric power and power are input and output between the second stator, the third and fourth rotors, and the second rotation.
- the magnetic field, the fourth and third rotors rotate while maintaining a collinear relationship with respect to the rotational speed between them, and are sequentially arranged in a collinear diagram showing the rotational speed relationship.
- the second and third rotors are connected to the output part of the prime mover
- the first and fourth rotors are connected to the driven parts, respectively
- the first and second stators are configured to be able to exchange power with each other.
- the operations of the first and second rotating machines are controlled by the control device.
- the driven part can be driven by the power of the prime mover, the first rotating machine, and the second rotating machine.
- the driven part is driven by controlling the operation of the first and second rotating machines while the prime mover is stopped by the EV operation mode, and one of the first and second rotating machines is driven during the EV operation mode.
- Part of the motive power output from the first and second rotating machines is converted into electric power in the other state so that it does not generate power circulation output from the other side as motive power again.
- the operations of the first and second rotating machines are controlled. Therefore, in the EV operation mode, loss due to power circulation can be prevented, and driving efficiency when driving the driven part can be increased.
- the control device in the power unit 51 according to the tenth aspect, in the EV operation mode, is configured such that the rotational speeds of the second and third rotors 65 and 74 are the first and fourth rotors 64 and 64, respectively.
- the operation of the first and second rotating machines 61 and 71 is controlled so that the number of rotations is 75 or less (FIG. 26).
- the rotational speed of the output part of the prime mover is high, ie, the first and second The greater the power transmitted from the rotating machine to the output unit, the lower the drive efficiency when driving the driven unit.
- the first and fourth rotors connected to the output unit are set to be equal to or less than the rotation numbers of the first and fourth rotors connected to the driven unit, respectively.
- the operation of the second rotating machine is controlled. Therefore, since the rotation speed of an output part can be hold
- the control device causes the rotation speed of the first rotating magnetic field (first magnetic field rotation speed NMF1) to be higher than zero.
- first magnetic field rotation speed NMF1 the rotation speed of the first rotating magnetic field
- the operation of the first and second rotating machines 61 and 71 is controlled (FIG. 26).
- the first rotating magnetic field, the second and first rotors rotate while maintaining a collinear relationship with respect to the rotational speed between them, and are sequentially arranged in a collinear diagram showing the rotational speed relationship.
- the second rotating magnetic field, the fourth and third rotors rotate while maintaining a collinear relationship with respect to the rotational speed between them, and are sequentially arranged in a collinear diagram showing the rotational speed relationship.
- the second and third rotors are connected to the output part of the prime mover, and the first and fourth rotors are connected to the driven part.
- the first stator is configured with a plurality of coils for generating the first rotating magnetic field
- power is input to the first stator from an electric circuit such as an inverter having a switching element
- the number of rotations of the first rotating magnetic field is controlled to be 0 as described above
- the following problems may occur. That is, in this case, current flows only through the coil of the specific phase of the first stator, and only the switching element corresponding to the coil of the specific phase is turned on. As a result, the coil and the switching element may be overheated. is there. If the maximum value of the current input to the first stator is reduced in order to suppress such overheating of the coil and the switching element, the output torque of the first rotating machine will be reduced.
- the operations of the first and second rotating machines are controlled so that the rotational speed of the first rotating magnetic field is higher than the value 0.
- the overheating of the single rotating machine and the electric circuit can be prevented, and a sufficiently large output torque of the first rotating machine can be secured.
- the first magnet in the power unit 51 according to any one of the tenth to twelfth aspects, includes a plurality of predetermined first magnet magnetic poles arranged in the first circumferential direction.
- the plurality of first magnet magnetic poles are arranged so that each of the two adjacent first magnet magnetic poles has different polarities, thereby forming a first magnetic pole row, and the first rotor 64 has a first circumference.
- the first stator 63 generates a plurality of predetermined first armature magnetic poles, thereby generating a first rotating magnetic field that rotates in the first circumferential direction between the first magnetic pole row and the first magnetic pole row.
- the first armature row (iron core 63a, U-phase to W-phase coils 63c to 63e) is generated, and the first soft magnetic bodies are arranged in a first circumferential direction at intervals from each other.
- a plurality of first soft magnetic bodies, and a plurality of first soft magnetic bodies The configured first soft magnetic body row is disposed between the first magnetic pole row and the first armature row, and the second rotor 65 is configured to be rotatable in the first circumferential direction.
- the ratio of the number of armature magnetic poles, the number of first magnet magnetic poles, and the number of first soft magnetic bodies is set to 1: m: (1 + m) / 2 (m ⁇ 1.0), and the second magnet
- a plurality of predetermined second magnet magnetic poles arranged in the second circumferential direction are configured, and the plurality of second magnet magnetic poles are arranged such that each of the two adjacent second magnet magnetic poles has a different polarity.
- the second magnetic pole row is configured
- the third rotor 74 is configured to be rotatable in the second circumferential direction
- the second stator 73 generates a plurality of predetermined second armature magnetic poles.
- the second armature row (where the second rotating magnetic field rotating in the second circumferential direction is generated between the second magnetic pole row and the second armature row (
- the second soft magnetic body is composed of a predetermined plurality of second soft magnetic bodies arranged in the second circumferential direction at intervals from each other, and includes a core 73a and U-phase to W-phase coils 73b).
- the second soft magnetic body row composed of the second soft magnetic body is disposed between the second magnetic pole row and the second armature row, and the fourth rotor 75 is rotatable in the second circumferential direction.
- the ratio of the number of second armature magnetic poles, the number of second magnet magnetic poles, and the number of second soft magnetic bodies is set to 1: n: (1 + n) / 2 (n ⁇ 1.0). It is characterized by being.
- the ratio of the number of the first armature magnetic poles, the number of the first magnet magnetic poles, and the number of the first soft magnetic bodies is set to 1: m: (1 + m) for reasons described later. ) / 2 (m ⁇ 1.0) is arbitrarily set within a range that satisfies the condition, and the collinear relationship between the first rotating magnetic field and the first and second rotors is arbitrarily set. Can do. Accordingly, the degree of freedom in designing the first rotating machine can be increased.
- the ratio of the number of second armature magnetic poles, the number of second magnet magnetic poles, and the number of second soft magnetic bodies is set to 1: n: (1 + n) / 2 for the reason described later.
- the first and second rotors are connected to the driven part and the output part, respectively, the rotation of the second rotor in the collinear diagram showing the relationship between the first rotating magnetic field and the rotational speed between the first and second rotors It is preferable to set a small distance between a straight line representing the number and a straight line representing the number of rotations of the first rotating magnetic field.
- the collinear relationship between the first rotating magnetic field in the first rotating machine and the rotational speed between the first and second rotors can be arbitrarily set. Therefore, the effects of the above-described claims 11 and 12 can be effectively obtained.
- the invention according to claim 14 is directed to power units 1, 51, 91, 111 for driving driven parts (drive wheels DW, DW in the embodiments (hereinafter, the same in this section)).
- a prime mover (engine 3) having an output part (crankshaft 3a) for outputting power and a stationary first rotating magnetic field generating means (first stators 12, 63 for generating a first rotating magnetic field).
- a stationary second rotating magnetic field generating means (second stator 22, 73) for generating a second rotating magnetic field, and a rotatable first element (first carrier C1, second sun gear S2, second rotor) 65, the third rotor 74), and a rotatable second element (first sun gear S1, second carrier C2, first rotor 64, fourth rotor 75), first rotating magnetic field generating means, first Element, second element and second Electric power and power are input and output between the magnetic field generating means as the first and second rotating magnetic fields are generated, and the first rotating magnetic field, the first element, the second element, and the second rotating magnetic field are between each other.
- the power power input / output devices (the first rotating machine 11, the second rotating machine 21, and the like) are arranged in order in the collinear diagram showing the relationship of the rotating speed.
- the control device is the prime mover During the EV operation mode in which the driven portion is driven by controlling the operation of the power power input / output device while the motor is stopped, one of the powers output by the input of power to one of the first and second rotating magnetic field generating means Operation of the electric power power input / output device so that power circulation is not generated again by being input to one of the first and second rotating magnetic field generating means while being converted to electric power by the other of the first and second rotating magnetic field generating means (FIGS. 5, 26, 31, and 36).
- the first rotating magnetic field generating means, the first element, and the second element are generated along with the generation of the first and second rotating magnetic fields in the first and second rotating magnetic field generating means.
- power and power are input / output between the second rotating magnetic field generating means and the first rotating magnetic field, the first element, the second element, and the second rotating magnetic field are collinear with respect to the rotational speed between them.
- the first element is connected to the output part of the prime mover
- the second element is connected to the driven part
- the first and second rotating magnetic field generating means are configured to be able to exchange power with each other.
- the operation of the power drive input / output device is controlled by the control device.
- the driven part can be driven by the power of the prime mover or the power power input / output device.
- the driven portion is driven by controlling the operation of the electric power input / output device while the prime mover is stopped by the EV operation mode, and one of the first and second rotating magnetic field generating means is driven during the EV operation mode.
- a part of the motive power output by the input of electric power to the first and second rotating magnetic field generating means is converted to electric power by the other of the first and second rotating magnetic field generating means, and is input to the one to recirculate the motive power that is output as motive power.
- the operation of the power input / output device is controlled so that it does not occur. Therefore, in the EV operation mode, loss due to power circulation can be prevented, and driving efficiency when driving the driven part can be increased.
- the control device is configured such that the rotation speed of the first element is equal to or lower than the rotation speed of the second element during the EV operation mode.
- the operation of the power drive input / output device is controlled (FIGS. 5, 26, 31, and 36).
- the rotational speed of the output unit of the motor is high, that is, output from the power power input / output device.
- the driving efficiency when driving the driven part decreases as the power transmitted unnecessarily to the part increases.
- the operation of the electric power input / output device is controlled so that the rotation speed of the first element connected to the output unit is equal to or lower than the rotation speed of the second element connected to the driven unit.
- the invention according to claim 16 is the power plant 1, 51, 91, 111 according to claim 15, wherein the control device is configured to rotate the rotational speed of the first rotating magnetic field (first rotating machine rotational speed NM1, The operation of the power motive power input / output device is controlled so that the first magnetic field rotation speed NMF1) is higher than the value 0 (FIGS. 5, 26, 31, and 36).
- the first rotating magnetic field, the first element, the second element, and the second rotating magnetic field rotate while maintaining a collinear relationship with respect to the rotational speed between each other, and in the collinear diagram showing the rotational speed relationship Line up in order.
- the first element is connected to the output part of the prime mover, and the second element is connected to the driven part.
- the output unit of the prime mover In order to control the rotation speed of the first element connected to the lower limit, it is preferable to control the rotation speed of the first rotating magnetic field to be 0.
- the first rotating magnetic field generating means is constituted by a plurality of coils for generating the first rotating magnetic field and the first rotating magnetic field generating means is supplied with electric power from an electric circuit such as an inverter having a switching element.
- the number of rotations of the first rotating magnetic field is controlled to be 0 as described above, the following problems may occur. That is, in this case, the current flows only through the specific phase coil of the first rotating magnetic field generating means, and only the switching element corresponding to the specific phase coil is turned on. As a result, the coil and the switching element are overheated. There is a risk. In order to suppress such overheating of the coil and the switching element, when the maximum value of the current input to the first rotating magnetic field generating means is reduced, the output torque of the power drive input / output device is reduced.
- the operation of the electric power drive input / output device is controlled so that the rotation speed of the first rotating magnetic field is higher than 0 during the EV operation mode. It is possible to prevent overheating of the device and the electric circuit, and to secure a sufficiently large output torque of the power drive input / output device.
- FIG. 2 is a collinear chart showing an example of a relationship between a rotational speed and torque between various types of rotary elements in the power plant shown in FIG. 1 for an EV creep mode.
- FIG. 3 is a collinear chart illustrating an example of a relationship between a rotational speed and torque between various types of rotary elements in the power plant shown in FIG. 1 for an EV start mode.
- FIG. 2 is a collinear chart showing an example of a relationship between a rotational speed and torque between various types of rotary elements in the power plant shown in FIG. 1 for an EV travel mode. It is a skeleton figure which shows the power plant by 2nd Embodiment of this invention with the drive wheel to which this is applied. It is a block diagram which shows ECU etc. of the power plant by 2nd Embodiment. It is an expanded sectional view of the 1st rotary machine shown in FIG. It is a figure which expand
- FIG. 7 is a velocity collinear diagram illustrating an example of a relationship between a magnetic field electrical angular velocity and first and second rotor electrical angular velocities in the first rotating machine illustrated in FIG. 6. It is a figure for demonstrating operation
- FIG. 13 is a diagram for explaining an operation subsequent to FIG. 12. It is a figure for demonstrating the operation
- FIG. 17 is a diagram for explaining an operation continued from FIG. 16.
- FIG. 18 is a diagram for explaining the operation subsequent to FIG. 17. In the example of the transition of the U-phase to W-phase back electromotive force of the first rotating machine shown in FIG.
- FIG. 6 the numbers of the first armature magnetic pole, the core, and the first magnet magnetic pole are set to 16, 18 and 20, respectively.
- FIG. 5 is a view showing a case where the first rotor is held unrotatable.
- FIG. 6 the numbers of the first armature magnetic pole, the core, and the first magnet magnetic pole are set to 16, 18 and 20, respectively.
- FIG. 5 is a view showing a case where the second rotor is held unrotatable.
- FIG. 7 is a collinear chart illustrating an example of a relationship between a rotational speed and torque between various types of rotary elements in the power plant shown in FIG. 6 for an EV creep mode.
- FIG. 7 is a collinear chart showing an example of the relationship between the rotational speed and the torque between various types of rotary elements in the power plant shown in FIG. 6 for the EV start mode.
- FIG. 7 is a collinear chart showing an example of a relationship between a rotational speed and a torque between various types of rotary elements in the power plant shown in FIG. 6 for an EV travel mode.
- It is a skeleton figure which shows the power plant by 3rd Embodiment of this invention with the drive wheel to which this is applied. It is a block diagram which shows ECU etc.
- FIG. 28 is a collinear chart illustrating an example of a relationship between rotational speeds and torques between various types of rotary elements in the power plant shown in FIG. 27 for the EV creep mode.
- FIG. 28 is a collinear chart illustrating an example of a relationship between a rotational speed and a torque between various types of rotary elements in the power plant shown in FIG. 27 for the EV start mode.
- FIG. 28 A speed collinear diagram illustrating an example of a relationship between rotational speeds and torques between various types of rotary elements of the power plant shown in FIG. It is a skeleton figure which shows the power plant by 4th Embodiment of this invention with the drive wheel to which this is applied.
- FIG. 33 A speed collinear diagram illustrating an example of a relationship between rotation speeds and torques between various types of rotary elements of the power plant shown in FIG. 32, regarding the EV creep mode.
- FIG. 33 A speed collinear diagram illustrating an example of a relationship between rotation speeds and torques between various types of rotary elements of the power plant shown in FIG. 32, regarding the EV start mode.
- FIG. 33 A speed collinear diagram illustrating an example of a relationship between rotation speeds and torques between various types of rotary elements of the power plant shown in FIG.
- the power plant 1 is for driving left and right drive wheels DW, DW of a vehicle (not shown).
- the power unit 1 includes an internal combustion engine (hereinafter referred to as an “engine”) 3 as a power source, a first rotating machine 11 and a second rotating machine 21, a first planetary gear unit PS1 and a second planetary gear for transmitting power.
- a device PS2 and a differential device DG, and an ECU 2 for controlling the operation of the engine 3, the first and second rotating machines 11, 21 are provided.
- hatching of a portion showing a cross section is appropriately omitted.
- connecting each element directly with a shaft or the like without using a speed change mechanism such as a gear is appropriately referred to as “direct connection”.
- the engine 3 is a gasoline engine, and includes a crankshaft 3a for outputting power, a fuel injection valve, and a throttle valve (none of which are shown).
- the valve opening time of the fuel injection valve and the opening of the throttle valve are controlled by the ECU 2, thereby controlling the amount of fuel and the amount of intake air supplied to the engine 3 and consequently the power of the engine 3.
- the first rotating machine 11 is a general one-rotor type brushless DC motor, and has a stationary first stator 12 and a rotatable first rotor 13.
- the first stator 12 is composed of a three-phase coil or the like, and is fixed to a non-movable case CA.
- the first stator 12 generates a first rotating magnetic field that rotates in the circumferential direction when electric power is input or when power is generated.
- the first rotor 13 is composed of a plurality of magnets and the like, and is disposed so as to face the first stator 12.
- the second rotating machine 21 is a general one-rotor type brushless DC motor, and has a stationary second stator 22 and a rotatable second rotor 23.
- the second stator 22 is composed of a three-phase coil or the like, and is fixed to the case CA.
- the second stator 22 generates a second rotating magnetic field that rotates in the circumferential direction when electric power is input or when power is generated.
- the second rotor 23 is composed of a plurality of magnets and the like, and is disposed so as to face the second stator 22.
- the first stator 12 is electrically connected to a chargeable / dischargeable battery 34 via a first power drive unit (hereinafter referred to as “first PDU”) 31 and a voltage control unit (hereinafter referred to as “VCU”) 33.
- first PDU first power drive unit
- VCU voltage control unit
- second PDU second power drive unit
- Each of the first and second PDUs 31 and 32 includes an electric circuit such as an inverter having a switching element, and converts DC power input from the battery 34 into three-phase AC power by turning the switching element ON / OFF. Output in the state.
- the first and second PDUs 31 and 32 are electrically connected to each other.
- the first and second stators 12 and 22 are electrically connected to each other via the first and second PDUs 31 and 32, and are configured to be able to exchange power with each other.
- the VCU 33 is configured by an electric circuit such as a DC / DC converter, and outputs the power from the battery 34 to the first PDU 31 and / or the second PDU 32 while boosting the power from the battery 34, and from the first PDU 31 and / or the second PDU 32.
- the power is output to the battery 34 in a state where the power is reduced.
- the VCU 33, the first and second PDUs 31 and 32 are each electrically connected to the ECU 2 described above (see FIG. 2).
- the first rotating machine 11 generates a first rotating magnetic field in the first stator 12 as electric power is input from the battery 34 to the first stator 12 via the VCU 33 and the first PDU 31. 1
- the rotor 13 rotates. That is, the electric power input to the first stator 12 is converted into motive power and output from the first rotor 13. Further, when the first rotor 13 rotates with respect to the first stator 12 when power is not input, the first stator 12 generates a first rotating magnetic field and generates power. That is, the power input to the first rotor 13 is converted into electric power in the first stator 12. Further, as described above, the first rotor 13 rotates in synchronization with the first rotating magnetic field in both cases where power is output from the first rotor 13 and when power is generated by the first stator 12.
- the ECU 2 controls the first PDU 31 and the VCU 33 so that the electric power input to the first rotating machine 11, the electric power generated by the first rotating machine 11, the rotational speed of the first rotor 13 (hereinafter referred to as “first rotation”). NM1) is controlled.
- the second rotating magnetic field in the second stator 22 As electric power is input from the battery 34 to the second stator 22 via the VCU 33 and the second PDU 32, the second rotating magnetic field in the second stator 22. Occurs and the second rotor 23 rotates. That is, the electric power input to the second stator 22 is converted into motive power and output from the second rotor 23. Further, when the second rotor 23 rotates with respect to the second stator 22 when power is not input, a second rotating magnetic field is generated in the second stator 22 and power generation is performed. That is, the power input to the second rotor 23 is converted into electric power in the second stator 22. Further, as described above, the second rotor 23 rotates in synchronization with the second rotating magnetic field in both cases where power is output from the second rotor 23 and when power is generated by the second stator 22.
- the ECU 2 controls the second PDU 32 and the VCU 33 so that the electric power input to the second rotating machine 21, the electric power generated by the second rotating machine 21, and the rotation speed of the second rotor 23 (hereinafter referred to as “second rotation”). NM2) (referred to as machine speed).
- the first planetary gear device PS1 described above is of a general single pinion type, and meshes with the first sun gear S1, the first ring gear R1 provided on the outer periphery of the first sun gear S1, and both the gears S1, R1.
- a plurality of first planetary gears P1 and a first carrier C1 that rotatably supports these first planetary gears P1 are provided.
- the first sun gear S1, the first carrier C1, and the first ring gear R1 can transmit power to each other and rotate while maintaining a collinear relationship with respect to the rotational speed during power transmission.
- straight lines representing the respective rotation speeds are arranged in order.
- the first sun gear S1, the first carrier C1, and the first ring gear R1 are arranged coaxially with the crankshaft 3a of the engine 3.
- the first carrier C1 is provided integrally with the first rotating shaft 4.
- the first rotating shaft 4 is rotatably supported by bearings B1 and B2 together with the first carrier C1, and is directly connected coaxially to the crankshaft 3a via a flywheel (not shown).
- the first sun gear S ⁇ b> 1 is provided integrally with the hollow second rotating shaft 5.
- the second rotating shaft 5 is rotatably supported by the bearing B3 together with the first sun gear S1, and is disposed coaxially with the crankshaft 3a.
- the first rotary shaft 4 is rotatably fitted inside the second rotary shaft 5.
- the first rotor 13 of the first rotating machine 11 is coaxially attached to the first ring gear R1, and the first ring gear R1 and the first rotor 13 are rotatable together.
- the second planetary gear unit PS2 is configured in the same manner as the first planetary gear unit PS1, and includes a second sun gear S2, a second ring gear R2, a plurality of second planetary gears P2 that mesh with both gears S2 and R2, and these
- the second planetary gear P2 has a second carrier C2 that rotatably supports the second planetary gear P2.
- the second planetary gear unit PS2 has the same function as the first planetary gear unit PS1, and is disposed between the engine 3 and the first planetary gear unit PS1. Further, the second sun gear S2, the second carrier C2, and the second ring gear R2 are arranged coaxially with the crankshaft 3a of the engine 3.
- the second sun gear S2 is provided integrally with the first rotating shaft 4 described above, and is directly connected to the crankshaft 3a together with the first carrier C1.
- the second carrier C2 is provided integrally with the second rotating shaft 5 described above and is directly connected to the first sun gear S1.
- a hollow first sprocket SP1 is coaxially attached to the second carrier C2.
- the first rotating shaft 4 is rotatably fitted inside the second carrier C2 and the first sprocket SP1.
- the second rotor 23 of the second rotating machine 21 is coaxially attached to the second ring gear R2, and the second ring gear R2 and the second rotor 23 are rotatable together.
- the differential device DG described above is for distributing the input power to the left and right drive wheels DW, DW, and the left and right side gears DS, DS having the same number of teeth and a plurality of gears meshing with both gears DS, DS.
- the left and right side gears DS, DS are connected to the left and right drive wheels DW, DW via left and right axles 6, 6, respectively.
- the power input to the differential case DC is distributed to the left and right side gears DS and DS via the pinion gear DP, and further, the left and right drive via the left and right axles 6 and 6. It is distributed to the wheels DW and DW.
- the differential case DC is provided with a planetary gear unit PS.
- This planetary gear device PS is configured in the same manner as the first and second planetary gear devices PS1 and PS2, and includes a sun gear S, a ring gear R, a plurality of planetary gears P meshing with both gears S, R, and these planetary gears. It has the carrier C which supports P rotatably.
- the carrier C is provided integrally with the differential case DC, and the ring gear R is fixed to the case CA.
- the sun gear S is provided integrally with the hollow third rotating shaft 7, and the right axle 6 is rotatably fitted inside the third rotating shaft 7.
- a second sprocket SP2 is integrally provided on the third rotating shaft 7, and a chain CH is wound around the second sprocket SP2 and the first sprocket SP1 described above.
- the power transmitted to the second sprocket SP2 is transmitted to the differential device DG while being decelerated by the planetary gear device PS.
- the rotational speeds of the left and right drive wheels DW and DW are equal to each other.
- the first carrier C1 and the second sun gear S2 are mechanically directly connected to each other and mechanically directly connected to the crankshaft 3a. Further, the first sun gear S1 and the second carrier C2 are mechanically directly connected to each other, and the drive wheels DW, DW, are connected via the chain CH, the planetary gear device PS, the differential device DG, and the left and right axles 6,6. Mechanically connected to the DW. Furthermore, the first and second rotors 13 and 23 are mechanically directly connected to the first and second ring gears R1 and R2, respectively.
- crank angle sensor 41 detects the rotational angle position of the crankshaft 3a and outputs a detection signal to the ECU 2.
- the ECU 2 calculates the rotational speed (hereinafter referred to as “engine speed”) NE of the crankshaft 3a based on the detected rotational angle position of the crankshaft 3a.
- the first rotation angle sensor 42 detects the rotation angle position of the first rotor 13 with respect to the first stator 12, and the second rotation angle sensor 43 detects the rotation angle position of the second rotor 23 with respect to the second stator 22. These detection signals are output to the ECU 2.
- the ECU 2 calculates the first and second rotating machine rotational speeds NM1 and NM2 (the rotational speeds of the first and second rotors 13 and 23) in accordance with detection signals from both the sensors 42 and 43, respectively.
- a detection signal indicating the rotational speed of the drive wheels DW and DW (hereinafter referred to as “drive wheel rotational speed”) NDW is input to and output from the current voltage sensor 45 to the battery 34 from the rotational speed sensor 44.
- Detection signals representing current / voltage values are output from the accelerator opening sensor 46 as detection signals representing an operation amount (hereinafter referred to as “accelerator opening”) AP of an accelerator pedal (not shown) of the vehicle.
- the ECU 2 calculates the state of charge of the battery 34 based on the detection signal from the current / voltage sensor 45.
- the ECU 2 is composed of a microcomputer including an I / O interface, CPU, RAM, ROM, and the like.
- the ECU 2 controls the operation of the engine 3 and the first and second rotating machines 11 and 21 in accordance with the control program stored in the ROM in accordance with the detection signals from the various sensors 41 to 46 described above. As a result, the vehicle is driven in various driving modes.
- the rotation speeds of the first carrier C1 and the second sun gear S2 are equal to each other and equal to the engine rotation speed NE.
- the rotation speeds of the first and second ring gears R1, R2 are equal to the first and second rotating machine rotation speeds NM1, NM2, respectively.
- the rotation speeds of the first sun gear S1 and the second carrier C2 are equal to each other, and are equal to the drive wheel rotation speed NDW if shifting by the planetary gear device PS or the like is ignored.
- the rotational speeds of the first sun gear S1, the first carrier C1, and the first ring gear R1 are in a predetermined collinear relationship determined by the number of teeth of the first sun gear S1 and the first ring gear R1, and the second sun gear S2, the second The rotation speeds of the carrier C2 and the second ring gear R2 are in a predetermined collinear relationship determined by the number of teeth of the second sun gear S2 and the second ring gear R2.
- the relationship among the engine speed NE, the drive wheel speed NDW, and the first and second rotating machine speeds NM1 and NM2 is represented by a single collinear chart as shown in FIG.
- the vertical line intersecting the horizontal line indicating the value 0 is for representing the rotation speed of each parameter
- the distance from the horizontal line to the white circle on the vertical line is This corresponds to the number of rotations of the parameter indicated on the upper and lower ends of the vertical line.
- a symbol representing the rotation speed of each parameter is written in the vicinity of the white circle.
- X is a ratio of the number of teeth of the first sun gear S1 to the number of teeth of the first ring gear R1
- Y is a ratio of the number of teeth of the second sun gear S2 to the number of teeth of the second ring gear R2.
- the operation mode includes an EV creep mode, an EV start mode, and an EV travel mode.
- the EV creep mode will be described in order. In the following description, the shift by the planetary gear device PS or the like is ignored.
- This EV creep mode is an operation mode in which the drive wheels DW and DW are normally rotated at a very low rotational speed using only the first and second rotating machines 11 and 21 as a power source while the engine 3 is stopped. It is selected when the calculated state of charge of the battery 34 is greater than a predetermined value and the power of the battery 34 is sufficient.
- electric power is input from the battery 34 to the first stator 12 of the first rotating machine 11 to cause the first rotor 13 to rotate forward and to be transmitted to the second rotor 23 of the second rotating machine 21 as described later. Electric power is generated by the second stator 22 using the generated power. Further, the generated electric power is further input to the first stator 12.
- FIG. 3 shows the relationship between the rotational speed and the torque between various types of rotating elements in the EV creep mode.
- TM1 is the output torque of the first rotating machine 11 (hereinafter referred to as “first power running torque”) generated in response to the input of electric power to the first stator 12, and TG2 is the second stator 22.
- first power running torque the output torque of the first rotating machine 11
- TG2 is the second stator 22.
- second power generation torque hereinafter referred to as “second power generation torque” of the second rotating machine 21 generated along with the power generation.
- TDDW is torque transmitted to the drive wheels DW and DW
- TEF is friction of the engine 3.
- the first ring gear R1 rotates forward together with the first rotor 13 by transmitting the first power running torque TM1. Further, the first power running torque TM1 transmitted to the first ring gear R1 is transmitted to the second rotor 23 via the second ring gear R2 using the load of the drive wheels DW and DW acting on the second carrier C2 as a reaction force. The second rotor 23 is reversely rotated together with the second ring gear R2. Using the power transmitted in this way to the second rotor 23, power is generated by the second stator 22 as described above, and the second power generation torque TG2 generated accordingly brakes the reverse second ring gear R2.
- the first power running torque TM1 is transmitted to the crankshaft 3a and the drive wheels DW and DW using the second power generation torque TG2 as a reaction force.
- the crankshaft 3a rotates in the forward direction and the torque that rotates in the forward direction is applied to the drive wheels DW and DW.
- the drive wheels DW and DW rotate in the normal direction at a very low rotational speed, so-called creep operation of the vehicle is performed. Is called.
- the electric power input to the first stator 12 and the electric power generated by the second stator 22 are used so that the drive wheel rotational speed NDW becomes very low and the first and second rotating machine rotations are performed. Control is performed so that the numbers NM1 and NM2 do not increase.
- the reason why the first and second rotating machine rotational speeds NM1 and NM2 are not increased in this way is as follows.
- a part of the power of the first rotating machine 11 is transmitted to the second rotating machine 21 via the first and second planetary gear devices PS1 and PS2, and the second The electric power is converted into electric power by the rotating machine 21, and the converted electric power is input to the first rotating machine 11, and is output from the first rotating machine 11 as power again.
- the first and second rotating machines 11 and 21 and the first and second planetary gear devices PS1 and PS2 a part of the power output from the first rotating machine 11 is subjected to the second rotation. Since the power circulation output from the first rotating machine 11 as power is generated again by being input to the first rotating machine 11 in the state converted into electric power by the machine 21, in order to suppress the loss due to this power circulation. is there.
- This EV start mode is an operation mode in which the vehicle is started using only the first and second rotating machines 11 and 21 as a power source in a state where the engine 3 is stopped, and is selected following the EV creep mode.
- the EV start mode is selected when the state of charge is greater than a predetermined value and the battery 34 has sufficient power, as in the EV creep mode.
- FIG. 4 shows the rotational speed relationship and the torque relationship between the various types of rotary elements in this case.
- TM ⁇ b> 2 is an output torque (hereinafter referred to as “second power running torque”) of the second rotating machine 21 generated in accordance with the input of electric power to the second stator 22.
- the second power running torque TM2 is transmitted to the drive wheels DW and DW and the crankshaft 3a using the first power running torque TM1 as a reaction force.
- the combined torque obtained by combining the first and second power running torques TM1 and TM2 is transmitted to the drive wheels DW and DW and the crankshaft 3a.
- the power transmitted from the first and second rotating machines 11 and 21 to the drive wheels DW and DW is larger than that in the EV creep mode.
- the drive wheel rotational speed NDW increases in the forward rotation direction, and the vehicle starts forward.
- This EV travel mode is an operation mode in which the vehicle travels with only the first and second rotating machines 11 and 21 as the power source in a state where the engine 3 is stopped, and is selected following the EV start mode. Further, in the EV traveling mode, the rotation speeds of the first sun gear S1 and the second carrier C2 determined by the driving wheel rotation speed NDW when the state of charge is larger than a predetermined value and the battery 34 has sufficient power are values. This is selected when the value is a predetermined value NREF (for example, 50 rpm) that is slightly larger than 0. The rotation speeds of the first sun gear S1 and the second carrier C2 are calculated based on the drive wheel rotation speed NDW.
- NREF for example, 50 rpm
- FIG. 5 shows the rotational speed relationship and the torque relationship between various types of rotary elements in the EV traveling mode.
- the combined torque obtained by combining the first and second power running torques TM1 and TM2 is transmitted to the drive wheels DW and DW and the crankshaft 3a.
- the drive wheels DW and DW and the crankshaft 3a continue to rotate forward.
- the first rotating machine rotational speed NM1 is controlled so as to become the predetermined value NREF.
- NM2 ⁇ (1 + X + Y) NDW ⁇ Y ⁇ NREF ⁇ / (1 + X) (1)
- the first and second power running torques TM1 and TM2 are changed to the torque TDDW transmitted to the drive wheels DW and DW to the required torque TREQ. Control to be.
- the electric power input to the first and second stators 12 and 22 is expressed by the following equations (2) and (3). It is controlled so that each holds.
- TM1 ⁇ ⁇ Y ⁇ TREQ + (Y + 1) TEF ⁇ / (Y + 1 + X) (2)
- TM2 ⁇ ⁇ (X + 1) TREQ + X ⁇ TEF ⁇ / (X + 1 + Y) (3)
- the friction TEF of the engine 3 is calculated by searching a predetermined map (not shown) according to the engine speed NE. This map is obtained by experimentally determining the friction TEF of the engine 3 and mapping it.
- an operation mode for starting the engine 3 during the EV travel mode and the power of the engine 3 are stepless.
- An operation mode in which the engine 3 is shifted and transmitted to the drive wheels DW and DW, an operation mode in which the engine 3 is started while the vehicle is stopped, an operation in which power is generated using the inertia energy of the vehicle while the vehicle is decelerating and the battery 34 is charged. Mode etc. are included. Since the operation in these operation modes is the same as the operation mode disclosed in Japanese Patent Application Laid-Open No. 2008-179348, detailed description thereof will be omitted.
- the first embodiment described above corresponds to the inventions according to claims 1 to 3 and 12 to 14 described in the claims, and various elements in the first embodiment and claim 1 Correspondences with various elements of the inventions according to -3 and 12-14 (hereinafter collectively referred to as "present invention 1") are as follows. That is, the drive wheels DW and DW, the engine 3, and the crankshaft 3a in the first embodiment correspond to the driven part, the prime mover, and the output part in the present invention 1, respectively. Moreover, ECU2, VCU33, 1st and 2nd PDU31, 32 in 1st Embodiment are equivalent to the control apparatus in this invention 1. FIG.
- first and second planetary gear devices PS1 and PS2 in the first embodiment correspond to the power transmission mechanism in the inventions according to claims 1 to 3.
- the first ring gear R1 in the first embodiment corresponds to the first element in the inventions according to claims 1 to 3
- the first carrier C1 and the second sun gear S2 in the first embodiment are defined in claims 1 to 3.
- the first sun gear S1 and the second carrier C2 in the first embodiment correspond to the third element in the invention according to claims 1 to 3
- the second ring gear R2 in the first embodiment is claimed in claims 1 to 3. This corresponds to the fourth element in the invention according to No. 3.
- first and second rotating machines 11 and 21 and the first and second planetary gear devices PS1 and PS2 in the first embodiment correspond to the power drive input / output device in the inventions according to claims 12-14.
- first and second stators 12 and 22 in the first embodiment correspond to the first and second rotating magnetic field generating means in the inventions according to claims 12 to 14, respectively.
- the first carrier C1 and the second sun gear S2 in the first embodiment correspond to the first element in the invention according to claims 12 to 14, and the first sun gear S1 and the second carrier C2 in the first embodiment are This corresponds to the second element in the inventions according to claims 12-14.
- the first rotating machine rotational speed NM1 in the first embodiment corresponds to the rotational speed of the first rotating magnetic field in the invention according to claim 14.
- the electric power is input from the battery 34 to both the first and second stators 12 and 22 during the EV traveling mode. Power is output from both sides.
- the first and second rotating machines 11 and 21 and the first and second planetary gear devices PS1 and PS2 are configured so that the above-described power circulation does not occur.
- the operations of 11 and 21 are controlled. Therefore, in the EV travel mode, loss due to power circulation can be prevented, and drive efficiency when driving the drive wheels DW and DW can be increased.
- the rotation speeds of the first carrier C1 and the second sun gear S2 directly connected to the crankshaft 3a of the engine 3 are respectively the first sun gear S1 and the second carrier C2 connected to the drive wheels DW and DW.
- the operations of the first and second rotating machines 11 and 21 are controlled so as to be equal to or less than the number of rotations.
- the engine speed NE can be maintained in a relatively low state, so that it is possible to suppress the wasteful transmission of power from the first and second rotating machines 11 and 21 to the crankshaft 3a, and to further increase the driving efficiency. Can do.
- the operations of the first and second rotating machines 11 and 21 are controlled so that the first rotating machine rotation speed NM1 becomes higher than the value 0 during the EV traveling mode, the first rotating machine 11 and the first PDU 31 are controlled. Can be prevented, and a sufficiently large output torque of the first rotating machine 11 can be secured.
- first carrier C1 and the second sun gear S2 are directly connected to each other, but may not be directly connected to each other as long as they are mechanically connected to the crankshaft 3a.
- the first sun gear S1 and the second carrier C2 are directly connected to each other, but may not be directly connected to each other as long as they are mechanically connected to the drive wheels DW and DW.
- the first carrier C1 and the second sun gear S2 are directly connected to the crankshaft 3a. You may connect.
- the first sun gear S1 and the second carrier C2 are coupled to the drive wheels DW and DW via the chain CH and the differential device DG, but mechanically connected to the drive wheels DW and DW. You may connect directly to.
- the first and second ring gears R1 and R2 are directly connected to the first and second rotors 13 and 23, respectively, but via gears, pulleys, chains, transmissions, etc. You may mechanically connect with the 1st and 2nd rotors 13 and 23, respectively.
- the first ring gear R1 is connected to the first rotor 13 and the first sun gear S1 is connected to the drive wheels DW and DW, respectively, but these connection relations are reversed, that is, the first The ring gear R1 may be mechanically connected to the drive wheels DW and DW, and the first sun gear S1 may be mechanically connected to the first rotor 13, respectively.
- the second ring gear R2 is connected to the second rotor 23, and the second sun gear S2 is connected to the crankshaft 3a. However, these connections are reversed, that is, the second ring gear R2 is connected to the crankshaft 3a.
- the second sun gear S2 may be mechanically coupled to the second rotor 23, respectively.
- first sun gear S1 and the first rotor 13, between the second sun gear S2 and the second rotor 23, and between the second ring gear R2 and the crankshaft 3a May be directly connected to each other, or may be mechanically connected using a gear, a pulley, a chain, a transmission, or the like.
- first ring gear R1 may be mechanically connected to the drive wheels DW and DW via a gear, a pulley, a chain, a transmission, or the like, or may be mechanically directly connected.
- 1st Embodiment although what combined 1st and 2nd planetary gear apparatus PS1 and PS2 is used as a power transmission mechanism in the invention which concerns on Claim 1, it is collinear about rotation speed between each other. As long as it has the first to fourth elements that can transmit power while maintaining the relationship, the carrier and the ring gear are shared in other appropriate mechanisms, for example, single pinion type and double pinion type planetary gear units, A so-called Ravigneaux type planetary gear device may be used.
- this power unit 51 replaces the first rotating machine 11 and the first planetary gear unit PS1 with the first rotating machine 61, and the second rotating unit 21 and the second planetary gear unit PS2.
- the second rotating machine 71 is mainly provided with different points.
- FIG. 6 and other drawings to be described later the same components as those in the first embodiment are denoted by the same reference numerals.
- the power unit 51 will be described focusing on differences from the first embodiment.
- the first rotating machine 61 is a two-rotor type, unlike the first rotating machine 11 of the first embodiment, and faces the first stator 63 and the first stator 63.
- the first rotor 64 is provided as described above, and the second rotor 65 is provided between the two rotors 63 and 64.
- the first stator 63, the second rotor 65, and the first rotor 64 are arranged in this order from the outside in the radial direction of the first rotating shaft 4 described above, and are arranged coaxially with each other.
- the first stator 63 generates a first rotating magnetic field.
- the iron core 63a and the U phase, V phase, and W phase provided on the iron core 63a.
- the iron core 63a has a cylindrical shape in which a plurality of steel plates are laminated, extends in the axial direction of the first rotating shaft 4 (hereinafter simply referred to as “axial direction”), and is fixed to the case CA.
- twelve slots 63b are formed on the inner peripheral surface of the iron core 63a, and these slots 63b extend in the axial direction and are arranged in the circumferential direction of the first rotating shaft 4 (hereinafter simply referred to as “circumferential direction”). ”) At equal intervals.
- the U-phase to W-phase coils 63c to 63e are wound around the slot 63b by distributed winding (wave winding).
- the first stator 63 including the U-phase to W-phase coils 63c to 63e is electrically connected to the battery 34 via the first PDU 31 and the VCU 33 described above.
- first stator 63 configured as described above, when electric power is input from the battery 34 and current flows through the U-phase to W-phase coils 63c to 63e, or when power generation is performed as described later, Four magnetic poles are generated at equal intervals in the circumferential direction at the end of the iron core 63a on the first rotor 64 side (see FIG. 12), and a first rotating magnetic field by these magnetic poles rotates in the circumferential direction.
- first armature magnetic pole The polarities of the two first armature magnetic poles adjacent in the circumferential direction are different from each other.
- the first armature magnetic pole is represented by (N) and (S) on the iron core 63a and the U-phase to W-phase coils 63c to 63e.
- the first rotor 64 has a first magnetic pole row composed of eight permanent magnets 64a. These permanent magnets 64 a are arranged at equal intervals in the circumferential direction, and the first magnetic pole row faces the iron core 63 a of the first stator 63. Each permanent magnet 64 a extends in the axial direction, and the length in the axial direction is set to be the same as that of the iron core 63 a of the first stator 63.
- the permanent magnet 64a is attached to the outer peripheral surface of the ring-shaped attachment portion 64b.
- the attachment portion 64b is made of a soft magnetic material such as iron or a laminate of a plurality of steel plates, and the inner peripheral surface thereof is attached to the outer peripheral surface of the donut-plate-shaped flange 64c.
- This flange 64c is integrally provided coaxially with the second rotating shaft 5 described above.
- each permanent magnet 64a since the permanent magnet 64a is attached to the outer peripheral surface of the attachment portion 64b made of a soft magnetic material as described above, each permanent magnet 64a has (N) at the end on the first stator 63 side. Or one magnetic pole of (S) appears. In FIG. 9 and other drawings to be described later, the magnetic poles of the permanent magnet 64a are represented by (N) and (S). The polarities of the two permanent magnets 64a adjacent to each other in the circumferential direction are different from each other.
- the second rotor 65 has a first soft magnetic body row composed of six cores 65a. These cores 65a are arranged at equal intervals in the circumferential direction, and the first soft magnetic material rows are respectively defined between the iron core 63a of the first stator 63 and the first magnetic pole row of the first rotor 64. Are arranged at intervals.
- Each core 65a is a soft magnetic material, such as a laminate of a plurality of steel plates, and extends in the axial direction. Further, the length of the core 65a in the axial direction is set to be the same as that of the iron core 63a of the first stator 63, like the permanent magnet 64a.
- the core 65a is attached to the outer end portion of the disc-shaped flange 65b via a cylindrical connecting portion 65c that extends slightly in the axial direction.
- the flange 65b is provided integrally with the first rotating shaft 4 described above.
- the second rotor 65 including the core 65a is mechanically directly connected to the crankshaft 3a. 9 and 12, the connecting portion 65c and the flange 65b are omitted for convenience.
- the first rotating magnetic field is generated by the plurality of first armature magnetic poles and the core 65a is disposed between the first rotor 64 and the first stator 63.
- Each core 65a is magnetized by a magnetic pole (hereinafter referred to as “first magnet magnetic pole”) of the permanent magnet 64a and a first armature magnetic pole. Due to this and the gap between each of the two adjacent cores 65a as described above, a magnetic force line ML that connects the first magnetic pole, the core 65a, and the first armature magnetic pole is generated (see FIG. 12).
- the electric power input to the first stator 63 is converted into power by the action of the magnetic force by the magnetic field lines ML, and the power is Output from the first rotor 64 and the second rotor 65.
- first driving equivalent torque TSE1 the torque equivalent to the electric power input to the first stator 63 and the electric angular velocity ⁇ mf of the first rotating magnetic field
- first driving equivalent torque TSE1 the torque equivalent to the electric power input to the first stator 63 and the electric angular velocity ⁇ mf of the first rotating magnetic field
- first driving equivalent torque TSE1 the relationship between the first driving equivalent torque TSE1 and the torque transmitted to the first and second rotors 64 and 65 (hereinafter referred to as “first rotor transmission torque TR1” and “second rotor transmission torque TR2”, respectively).
- first rotor transmission torque TR1 first rotor transmission torque TR1
- second rotor transmission torque TR2 the relationship between the first rotating magnetic field and the electrical angular velocity between the first and second rotors 64 and 65 will be described.
- FIG. (A) Two first armature magnetic poles and four first magnet magnetic poles, that is, the number of pole pairs in which the N and S poles of the first armature magnetic pole are one set is 1, and the first magnet magnetic pole N The number of pole pairs with one set of poles and S poles is 2, and the number of cores 65a is three (first to third cores).
- pole pairs used in this specification are N One set of poles and S poles.
- the magnetic flux ⁇ k1 of the first magnetic pole passing through the first core of the cores 65a is expressed by the following formula (4).
- ⁇ f is the maximum value of the magnetic flux of the first magnet magnetic pole
- ⁇ 1 and ⁇ 2 are the rotation angle position of the first magnet magnetic pole and the rotation angle position of the first core, respectively, with respect to the U-phase coil 63c.
- the ratio of the number of pole pairs of the first magnet pole to the number of pole pairs of the first armature pole is 2.0
- the magnetic flux of the first magnet pole has a period twice that of the first rotating magnetic field. Therefore, in the above equation (4), ( ⁇ 2 ⁇ 1) is multiplied by the value 2.0 in order to express this fact.
- the magnetic flux ⁇ u1 of the first magnetic pole passing through the U-phase coil 63c via the first core is expressed by the following expression (5) obtained by multiplying expression (4) by cos ⁇ 2.
- the magnetic flux ⁇ k2 of the first magnet magnetic pole that passes through the second core of the cores 65a is expressed by the following equation (6).
- the rotational angle position of the second core with respect to the first stator 63 is advanced by 2 ⁇ / 3 with respect to the first core, in the above equation (6), 2 ⁇ / 3 is added.
- the magnetic flux ⁇ u2 of the first magnetic pole passing through the U-phase coil 63c via the second core is expressed by the following equation (7) obtained by multiplying equation (6) by cos ( ⁇ 2 + 2 ⁇ / 3). Is done.
- the magnetic flux ⁇ u of the first magnetic pole passing through the U-phase coil 63c via the core 65a is expressed by the above equations (5), (7) and (8). Since the magnetic fluxes ⁇ u1 to ⁇ u3 to be added are added, they are expressed by the following equation (9).
- the magnetic flux ⁇ u of the first magnet magnetic pole passing through the U-phase coil 63c via the core 65a is expressed by the following equation (10).
- a, b, and c are the number of pole pairs of the first magnet magnetic pole, the number of cores 65a, and the number of pole pairs of the first armature magnetic pole, respectively.
- the third term on the right side of the above equation (13) is also arranged to be 0 based on the sum of the series and Euler's formula on the condition that ac ⁇ 0. become.
- ⁇ e1 is obtained by multiplying the rotation angle position ⁇ 1 of the first magnet magnetic pole with respect to the U-phase coil 63c by the pole pair number c of the first armature magnetic pole, and as is apparent from FIG. Represents an electrical angle position (hereinafter referred to as “first rotor electrical angle”).
- the magnetic flux ⁇ v of the first magnet magnetic pole passing through the V-phase coil 63d via the core 65a is such that the electrical angle position of the V-phase coil 63d is advanced by an electrical angle of 2 ⁇ / 3 with respect to the U-phase coil 63c. From this, it is expressed by the following equation (19).
- the magnetic flux ⁇ w of the first magnet magnetic pole passing through the W-phase coil 63e via the core 65a is because the electrical angle position of the W-phase coil 63e is delayed by an electrical angle of 2 ⁇ / 3 with respect to the U-phase coil 63c. Is represented by the following equation (20).
- ⁇ e1 is the first rotor electrical angular velocity, and is a value obtained by converting the time differential value of the first rotor electrical angle ⁇ e1, that is, the angular velocity of the first rotor 64 with respect to the first stator 63 into the electrical angular velocity.
- ⁇ e2 is the second rotor electrical angular velocity, and is a value obtained by converting the time differential value of the second rotor electrical angle ⁇ e2, that is, the angular velocity of the second rotor 65 with respect to the first stator 63 into the electrical angular velocity.
- the magnetic flux of the first magnet magnetic pole that passes directly through the U-phase to W-phase coils 63c to 63e without passing through the core 65a is extremely small, and its influence can be ignored. Therefore, the time differential values d ⁇ u / dt to d ⁇ w / dt of the magnetic fluxes ⁇ u to ⁇ w of the first magnet magnetic poles passing through the U-phase to W-phase coils 63c to 63e through the core 65a (formulas (21) to (23), respectively.
- the currents Iu, Iv, and Iw flowing through the U-phase, V-phase, and W-phase coils 63c to 63e are expressed by the following equations (24), (25), and (26).
- I is the amplitude (maximum value) of the currents Iu to Iw flowing through the U-phase to W-phase coils 63c to 63e, respectively.
- the electrical angle position ⁇ mf of the vector of the first rotating magnetic field with respect to the U-phase coil 63c is expressed by the following equation (27) and the first angle with respect to the U-phase coil 63c.
- the electrical angular velocity (hereinafter referred to as “magnetic field electrical angular velocity”) ⁇ mf of the rotating magnetic field is expressed by the following equation (28).
- the relationship between the magnetic field electrical angular velocity ⁇ mf and the first and second rotor electrical angular velocities ⁇ e1 and ⁇ e2 is represented by a so-called collinear diagram, for example, as shown in FIG.
- the vertical line intersecting the horizontal line indicating the value 0 represents the angular speed (number of rotations) of each parameter.
- the distance from the horizontal line to the white circle on the vertical line corresponds to the angular velocity (number of rotations) of each parameter.
- the electric power input to the first stator 63 and the mechanical output W are equal to each other (however, the loss is ignored), and from the equations (28) and (30), the above-described first driving equivalent torque TSE1 (first The electric power input to the one stator 63 and the torque equivalent to the magnetic field electric angular velocity ⁇ mf) are expressed by the following equation (34). Further, from these equations (32) to (34), the following equation (35) is obtained.
- the relationship between the torque expressed by the equation (35) and the relationship between the electrical angular velocities expressed by the equation (28) are exactly the same as the relationship between the torque and the rotational speed of the sun gear, the ring gear, and the carrier of the planetary gear device.
- the first armature magnetic pole is The ratio of the number of the first magnetic poles to the number of the cores 65a is 1: m: (1 + m) / 2.
- the fact that the above condition of ac ⁇ 0 is satisfied indicates that m ⁇ 1.0.
- the ratio of the number of the first armature magnetic poles, the number of the first magnet magnetic poles, and the number of the cores 65a is 1: m: (1 + m) / 2 (m If it is set to ⁇ 1.0), the motor operates properly, and the relationship between the electrical angular velocity shown in equation (28) and the torque shown in equation (35) is established.
- the motor operates properly, and the relationship between the electrical angular velocity shown in equation (28) and the torque shown in equation (35) is established.
- the number of the cores 65a are 1: 2: (1 + 2) / 2. Therefore, the first rotating machine 61 operates properly and the relationship between the electrical angular velocities shown in Expression (28) is satisfied. And the torque relationship shown in Expression (35) is established.
- the center of a certain core 65a and the center of a certain permanent magnet 64a coincide with each other in the circumferential direction, and the third core 65a from the core 65a has a third core 65a.
- the first rotating magnetic field is generated so as to rotate to the left in the figure from the state where the center and the center of the fourth permanent magnet 64a from the permanent magnet 64a coincide with each other in the circumferential direction.
- every other first armature magnetic pole having the same polarity is made to coincide with the center of each permanent magnet 64a whose center coincides with the core 65a in the circumferential direction.
- the polarity of the first armature magnetic pole is made different from the polarity of the first magnet magnetic pole of the permanent magnet 64a.
- the first rotating magnetic field generated by the first stator 63 is generated between the first rotor 64 and the second rotor 65 having the core 65 a is disposed between the first stator 63 and the first rotor 64. Therefore, each core 65a is magnetized by the first armature magnetic pole and the first magnet magnetic pole. Because of this and the spacing between the adjacent cores 65a, magnetic field lines ML are generated that connect the first armature magnetic pole, the core 65a, and the first magnet magnetic pole. In FIG. 12 to FIG. 14, the magnetic lines of force ML in the iron core 63a and the mounting portion 64b are omitted for convenience. The same applies to other drawings described later.
- the magnetic lines of force ML connect the first armature magnetic pole, the core 65a, and the first magnet magnetic pole whose circumferential positions coincide with each other, and these first armature magnetic poles, It is generated so as to connect the first armature magnetic pole, the core 65a, and the first magnet magnetic pole adjacent to each other in the circumferential direction of each of the core 65a and the first magnet magnetic pole.
- the magnetic lines of force ML are linear, no magnetic force that rotates in the circumferential direction acts on the core 65a.
- the magnetic field lines ML are bent, and accordingly, A magnetic force acts on the core 65a so that the magnetic lines of force ML are linear.
- the magnetic force line ML is the rotation direction of the first rotating magnetic field (hereinafter referred to as “magnetic field rotating direction”) in the core 65a. )
- the magnetic force acts to drive the core 65a in the magnetic field rotation direction.
- the core 65a is driven in the magnetic field rotation direction by the action of the magnetic force by the magnetic field lines ML, and rotates to the position shown in FIG. 12C, and the second rotor 65 provided with the core 65a also moves in the magnetic field rotation direction. Rotate.
- the broken lines in FIGS. 12B and 12C indicate that the magnetic flux amount of the magnetic field lines ML is extremely small and the magnetic connection between the first armature magnetic pole, the core 65a, and the first magnet magnetic pole is weak. Yes. The same applies to other drawings described later.
- the magnetic force line ML bends in the direction opposite to the magnetic field rotating direction in the core 65a ⁇ the core so that the magnetic force line ML becomes linear.
- FIGS. 13 (a) to 13 (d), FIGS. 14 (a) and 14 (b) the magnetic force acts on 65a ⁇ the core 65a and the second rotor 65 rotate in the magnetic field rotation direction.
- the electric power is input to the first stator 63 by the action of the magnetic force due to the magnetic lines of force ML as described above.
- the generated electric power is converted into power, and the power is output from the second rotor 65.
- FIG. 15 shows a state in which the first armature magnetic pole has been rotated by an electrical angle of 2 ⁇ from the state of FIG. 12 (a).
- FIGS. 16 to 18 the same first armature magnetic pole and permanent magnet 64a are hatched for easy understanding.
- FIG. 16A as in the case of FIG. 12A described above, the center of a certain core 65a and the center of a certain permanent magnet 64a coincide with each other in the circumferential direction.
- the first rotating magnetic field is applied to the left of the figure. Generate to rotate toward.
- every other first armature magnetic pole having the same polarity is made to coincide with the center of each permanent magnet 64a whose center coincides with the core 65a in the circumferential direction.
- the polarity of the first armature magnetic pole is made different from the polarity of the first magnet magnetic pole of the permanent magnet 64a.
- the magnetic force lines ML connect the first armature magnetic pole, the core 65a, and the first magnet magnetic pole whose circumferential positions coincide with each other.
- the first armature magnetic pole, the core 65a, and the first magnet magnetic pole are generated so as to connect the first armature magnetic pole, the core 65a, and the first magnet magnetic pole adjacent to each other in the circumferential direction of each of the first armature magnetic pole, the core 65a, and the first magnet magnetic pole.
- the magnetic lines of force ML are linear, no magnetic force that rotates in the circumferential direction acts on the permanent magnet 64a.
- the magnetic field line ML is bent, and accordingly, A magnetic force acts on the permanent magnet 64a so that the magnetic field lines ML are linear.
- the permanent magnet 64a since the permanent magnet 64a is in a position advanced in the magnetic field rotation direction from the extension line of the first armature magnetic pole and the core 65a connected to each other by the magnetic force line ML, the magnetic force is permanently applied to the extension line. It acts to position the magnet 64a, that is, to drive the permanent magnet 64a in the direction opposite to the magnetic field rotation direction.
- the permanent magnet 64a is driven in the direction opposite to the magnetic field rotation direction by the action of the magnetic force by the magnetic field lines ML, and rotates to the position shown in FIG. 16C, and the first rotor 64 provided with the permanent magnet 64a is also provided. Rotate in the direction opposite to the magnetic field rotation direction.
- the magnetic field line ML is bent and is more permanent than the extension line of the first armature magnetic pole and the core 65a that are connected to each other by the magnetic field line ML.
- the magnet 64a is located at a position advanced in the magnetic field rotation direction.
- the magnetic force acts on the permanent magnet 64a so that the magnetic field lines ML are linear.
- the permanent magnet 64a and the first rotor 64 rotate in the direction opposite to the magnetic field rotation direction.
- the operation of “doing” is repeatedly performed as shown in FIGS. 17A to 17D and FIGS. 18A and 18B.
- the electric power is input to the first stator 63 while the second rotor 65 is held unrotatable, the electric power is input to the first stator 63 by the action of the magnetic force due to the magnetic lines of force ML as described above.
- the generated electric power is converted into power, and the power is output from the first rotor 64.
- FIG. 18B shows a state in which the first armature magnetic pole has been rotated by an electrical angle of 2 ⁇ from the state of FIG. 16A, and is clear from a comparison between FIG. 18B and FIG.
- the permanent magnet 64a rotates in the opposite direction by a half rotation angle with respect to the first armature magnetic pole.
- FIG. 19 and 20 set the numbers of the first armature magnetic poles, the cores 65a, and the first magnet magnetic poles to values 16, 18, and 20, respectively, and hold the first rotor 64 unrotatable.
- FIG. 19 shows an example of the transition of the U-phase to W-phase back electromotive voltages Vcu to Vcw while the second rotor electrical angle ⁇ e2 changes from 0 to 2 ⁇ .
- FIG. 20 shows an example of transition of the first driving equivalent torque TSE1, the first and second rotor transmission torques TR1 and TR2.
- the number of pole pairs of the first armature magnetic pole and the first magnet magnetic pole is 8 and 10, respectively, and from equation (35), the first driving equivalent torque TSE1, the first and second rotor transmissions
- the first driving equivalent torque TSE1 is approximately ⁇ TREF
- the first rotor transmission torque TR1 is approximately 1.25 ⁇ ( ⁇ TREF)
- the second rotor transmission torque TR2 is approximately 2%. .25 ⁇ TREF.
- This TREF is a predetermined torque value (for example, 200 Nm).
- FIG. 21 and 22 set the numbers of the first armature magnetic poles, the cores 65a, and the first magnet magnetic poles in the same manner as in FIGS. 19 and 20, and replace the first rotor 64 with the second rotor 65.
- a simulation result is shown in the case where power is output from the first rotor 64 by the input of electric power to the first stator 63 while being held unrotatable.
- FIG. 21 shows an example of the transition of the U-phase to W-phase back electromotive voltages Vcu to Vcw while the first rotor electrical angle ⁇ e1 changes from 0 to 2 ⁇ .
- FIG. 21 shows changes in the U-phase to W-phase counter electromotive voltages Vcu to Vcw as viewed from the first rotor 64.
- the U-phase counter electromotive voltage Vcu, the V-phase counter electromotive voltage Vcv, and the W-phase counter electromotive voltage Vcw are arranged in this order, which means that the first rotor 64 is in a direction opposite to the magnetic field rotation direction. Indicates that it is rotating.
- FIG. 22 shows an example of transition of the first driving equivalent torque TSE1, the first and second rotor transmission torques TR1 and TR2.
- the first driving equivalent torque TSE1 is approximately TREF
- the first rotor transmission torque TR1 is approximately 1.25 ⁇ TREF
- the second rotor transmission torque TR2 is approximately ⁇ 2.25 ⁇ . It is TREF.
- the first rotating machine 61 when the first rotating magnetic field is generated by the input of electric power to the first stator 63, the first magnet magnetic pole, the core 65a, and the first armature magnetic pole are connected. Magnetic field lines ML are generated, and the electric power input to the first stator 63 is converted into power by the action of the magnetic force by the magnetic field lines ML, and the power is output from the first rotor 64 and the second rotor 65 and is The relationship between electrical angular velocity and torque as described above is established. For this reason, by inputting power to at least one of the first and second rotors 64 and 65 in a state where electric power is not input to the first stator 63, this at least one rotor is connected to the first stator 63.
- the first stator 63 When rotated, the first stator 63 generates power and generates a first rotating magnetic field. In this case as well, a magnetic field line ML that connects the first magnet magnetic pole, the core 65a, and the first armature magnetic pole is generated. At the same time, the relationship between the electrical angular velocity shown in the equation (28) and the torque shown in the equation (35) are established by the action of the magnetic force by the magnetic field lines ML.
- the first rotating machine 61 in the present embodiment has the same function as an apparatus combining a planetary gear device and a general one-rotor type rotating machine.
- first magnetic field rotational speed NMF1
- first rotor rotational speed NMF1
- first rotor rotational speed second rotor rotational speed
- second rotor rotational speed m (number of first magnet magnetic poles p / number of first armature magnetic poles q) ⁇ 1.0.
- first drive equivalent torque TSE1 first power generation equivalent torque TGE1
- first and second rotor transmission torques TR1 and TR2 are p / q ⁇ 1.0
- the relationship between the first and second rotor transmission torques TR1 and TR2 can be freely set, and the degree of freedom in designing the first rotating machine 61 can be increased. The above effect can be similarly obtained when the number of phases of the coils 63c to 63e of the first stator 63 is other than the value 3 described above.
- the first pole pair number ratio ⁇ 2.0
- the ECU 2 controls the first PDU 31 and the VCU 33 to control the electric power input to the first stator 63 and the first magnetic field rotation speed NMF1 of the first rotating magnetic field generated with the input of electric power. Further, the ECU 2 controls the first PDU 31 and the VCU 33 to control the electric power generated by the first stator 63 and the first magnetic field rotation speed NMF1 of the first rotating magnetic field generated along with the power generation.
- the second rotating machine 71 is configured in the same manner as the first rotating machine 61, its configuration and operation will be briefly described below. As shown in FIGS. 6 and 23, the second rotating machine 71 is provided between the second stator 73, the third rotor 74 provided so as to face the second stator 73, and both 73 and 74.
- the fourth rotor 75 is provided.
- the second stator 73, the fourth rotor 75, and the third rotor 74 are arranged in this order from the outside in the radial direction, and are arranged coaxially.
- the second stator 73 generates a second rotating magnetic field, and includes an iron core 73a and U-phase, V-phase, and W-phase coils 73b provided on the iron core 73a.
- the iron core 73a has a cylindrical shape in which a plurality of steel plates are laminated, extends in the axial direction, and is fixed to the case CA. Further, twelve slots (not shown) are formed on the inner circumferential surface of the iron core 73a, and these slots are arranged at equal intervals in the circumferential direction.
- the U-phase to W-phase coil 73b is wound around the slot by distributed winding (wave winding).
- the second stator 73 including the U-phase to W-phase coils 73b is electrically connected to the battery 34 via the second PDU 32 and the VCU 33 described above. Further, as described above, the first and second PDUs 31 and 32 are electrically connected to each other. As described above, the first and second stators 63 and 73 are electrically connected to each other via the first and second PDUs 31 and 32, and are configured to be able to exchange power with each other.
- the third stator 73a of the iron core 73a is used.
- the magnetic pole generated in the iron core 73a is referred to as “second armature magnetic pole”.
- the polarities of the two second armature magnetic poles adjacent to each other in the circumferential direction are different from each other.
- the third rotor 74 has a second magnetic pole row composed of eight permanent magnets 74a (only two are shown). These permanent magnets 74 a are arranged at equal intervals in the circumferential direction, and the second magnetic pole row faces the iron core 73 a of the second stator 73. Each permanent magnet 74 a extends in the axial direction, and the length in the axial direction is set to be the same as that of the iron core 73 a of the second stator 73.
- the permanent magnet 74a is attached to the outer peripheral surface of the ring-shaped attachment portion 74b.
- the attachment portion 74b is made of a soft magnetic material such as iron or a laminate of a plurality of steel plates, and the inner peripheral surface thereof is attached to the outer peripheral surface of the disc-shaped flange 74c.
- the flange 74c is provided integrally with the first rotating shaft 4.
- the third rotor 74 including the permanent magnet 74 a is mechanically directly connected to the crankshaft 3 a together with the second rotor 65 of the first rotating machine 61.
- each permanent magnet 74a is attached to the outer peripheral surface of the attachment portion 74b made of a soft magnetic material as described above, each permanent magnet 74a has (N) at the end on the second stator 73 side. Or one magnetic pole of (S) appears. The polarities of the two permanent magnets 74a adjacent to each other in the circumferential direction are different from each other.
- the fourth rotor 75 has a second soft magnetic body row composed of six cores 75a (only two are shown).
- the cores 75a are arranged at equal intervals in the circumferential direction, and the second soft magnetic material rows are respectively defined between the iron core 73a of the second stator 73 and the second magnetic pole row of the third rotor 74.
- Each core 75a is a soft magnetic material, such as a laminate of a plurality of steel plates, and extends in the axial direction. Further, the length of the core 75a in the axial direction is set to be the same as that of the iron core 73a of the second stator 73, like the permanent magnet 74a.
- the end portion of the core 75a on the first rotating machine 61 side is attached to the outer end portion of the donut plate-like flange 75b via a cylindrical connecting portion 75c that extends slightly in the axial direction.
- the flange 75b is provided integrally with the second rotating shaft 5 described above.
- the fourth rotor 75 including the core 75 a is mechanically directly connected to the first rotor 64 of the first rotating machine 61.
- the end portion of the core 75a on the engine 3 side is attached to the outer end portion of the donut plate-like flange 75d via a cylindrical connecting portion 75e extending slightly in the axial direction.
- the first sprocket SP1 described above is integrally provided on the flange 75d.
- the fourth rotor 75 including the core 75 a is mechanically coupled to the drive wheels DW and DW together with the first rotor 64.
- the second rotating machine 71 there are four second armature magnetic poles, eight magnetic poles of the permanent magnet 74a (hereinafter referred to as “second magnet magnetic pole”), and six cores 75a. That is, the ratio of the number of second armature magnetic poles, the number of second magnet magnetic poles, and the number of cores 75a is determined by the number of first armature magnetic poles of the first rotating machine 61, the number of first magnet magnetic poles, and the number of cores 65a. Similar to the ratio to the number, it is set to 1: 2.0: (1 + 2.0) / 2.
- the ratio of the number of pole pairs of the second magnet magnetic pole to the number of pole pairs of the second armature magnetic pole (hereinafter referred to as “second pole pair ratio ⁇ ”) is the same value as the first pole pair ratio ⁇ of the first rotating machine 61. 2.0 is set.
- the second rotating machine 71 is configured in the same manner as the first rotating machine 61, and thus has the same function as the first rotating machine 61.
- the electric power input to the second stator 73 is converted into power and output from the third rotor 74 or the fourth rotor 75, and the power input to the third rotor 74 or fourth rotor 75 is converted into electric power. And output from the second stator 73. Further, during the input / output of such electric power and power, the second rotating magnetic field, the third and fourth rotors 74 and 75 are collinear with respect to the rotational speed as shown in the equation (28) relating to the first rotating machine 61 described above. Rotate while maintaining the relationship.
- NMF2 the rotational speed of the second rotating magnetic field
- NR3 the rotational speeds of the third and fourth rotors 74 and 75
- fourth rotor speed NR4 the rotational speeds of the third and fourth rotors 74 and 75
- NMF2 ( ⁇ + 1)
- NR4- ⁇ ⁇ NR3 3 ⁇ NR4-2 ⁇ NR3 (36)
- the second rotating machine 71 has the same function as an apparatus that combines a planetary gear device and a general one-rotor type rotating machine.
- the ECU 2 controls the second PDU 32 and the VCU 33, so that the electric power input to the second stator 73 of the second rotating machine 71 and the second rotating magnetic field generated in the second stator 73 when the electric power is input.
- the second magnetic field rotation speed NMF2 is controlled.
- the ECU 2 controls the second PDU 32 and the VCU 33 to control the electric power generated by the second stator 73 and the second magnetic field rotation speed NMF2 of the second rotating magnetic field generated by the second stator 73 along with the electric power generation. .
- a detection signal indicating the rotational angle position of the first rotor 64 relative to the first stator 63 is output from the rotational angle sensor 81 to the ECU 2.
- the ECU 2 calculates the first rotor rotational speed NR1 based on the detected rotational angle position of the first rotor 64. Further, as described above, since the first rotor 64 and the fourth rotor 75 are directly connected to each other, the ECU 2 determines the fourth rotor with respect to the second stator 73 based on the detected rotational angle position of the first rotor 64. The rotational angle position of 75 is calculated, and the fourth rotor rotational speed NR4 is calculated.
- the ECU 2 is based on the rotational angle position of the crankshaft 3a detected by the crank angle sensor 41 described above.
- the rotation angle position of the second rotor 65 with respect to the first stator 63 and the rotation angle position of the third rotor 74 with respect to the second stator 73 are calculated, and the second and third rotor rotation speeds NR2 and NR3 are respectively calculated. .
- the ECU 2 controls the operation of the engine 3 and the first and second rotating machines 61 and 71 according to the control program stored in the ROM in accordance with the detection signals from the various sensors 41, 44 to 46 and 81 described above.
- a vehicle is drive
- the operation in these operation modes is different from that in the first embodiment due to the difference in configuration from the first embodiment described above, and this point will be described below.
- a velocity alignment chart as shown in FIG. 24 is used. First, the velocity nomograph will be described.
- the second and third rotor rotational speeds NR2 and NR3 are equal to each other and equal to the engine rotational speed NE.
- the first and fourth rotor rotational speeds NR1 and NR4 are equal to each other, and are equal to the drive wheel rotational speed NDW if shifting by the planetary gear device PS or the like is ignored.
- first magnetic field rotational speed NMF1 the first and second rotor rotational speeds NR1, NR2 are in a predetermined collinear relationship as expressed by the equation (28)
- second magnetic field rotational speed NMF2 the third and The fourth rotor rotational speeds NR3 and NR4 are in a predetermined collinear relationship represented by Expression (36).
- [EV creep mode] During the EV creep mode, electric power is input from the battery 34 to the first stator 63 of the first rotating machine 61 to cause the first rotating magnetic field to rotate forward and to be transmitted to the third rotor 74 of the second rotating machine 71 as described later. Electric power is generated by the second stator 73 using the generated power. Further, the generated power is further input to the first stator 63.
- the first driving equivalent torque TSE1 is transmitted to the second and third rotors 65 and 74, and causes both 65 and 74 to rotate forward together with the crankshaft 3a. Further, using the power transmitted in this way to the third rotor 74, power is generated by the second stator 73 as described above, and a second rotating magnetic field is generated accordingly. In this case, since the third rotor 74 rotates forward and the fourth rotor rotational speed NR4 is substantially 0, the second rotating magnetic field is reversed. Further, the second power generation equivalent torque TGE2 generated along with the power generation in the second stator 73 acts to reduce the second magnetic field rotation speed NMF2 of the second rotating magnetic field that is reversed.
- the first driving equivalent torque TSE1 is transmitted to the driving wheels DW and DW in addition to the crankshaft 3a using the second power generation equivalent torque TGE2 as a reaction force.
- TGE2 the second power generation equivalent torque
- the electric power input to the first stator 63 and the electric power generated by the second stator 73 are set so that the driving wheel rotational speed NDW becomes very low, and the first and second magnetic field rotational speeds. Control is performed so that NMF1 and NMF2 do not increase.
- the reason why the first and second magnetic field rotation speeds NMF1 and NMF2 are controlled so as not to increase is as follows. That is, during the EV creep mode, as described above, a part of the power of the first rotating machine 61 is transmitted to the second rotating machine 71 and is converted into electric power by the second rotating machine 71, and the converted electric power is also converted. Is input to the first rotating machine 61, and is output again from the first rotating machine 61 as power.
- the first rotating machine 61 partially converts the power output from the first rotating machine 61 into electric power. This is because power circulation that is output from the first rotating machine 61 as power again occurs as a result of being input to the rotating machine 61, so that loss due to this power circulation is suppressed.
- EV start mode In the EV start mode, immediately after the transition to the EV creep mode, as in the EV creep mode, power is input from the battery 34 to the first stator 63 to cause the first rotating magnetic field to rotate forward, and at the second stator 73, Generate electricity. In addition, the electric power input to the first stator 63 is increased, and the second magnetic field rotation speed NMF2 of the second rotating magnetic field that is reversed is controlled so as to have a value of zero. Then, after the second magnetic field rotation speed NMF2 reaches the value 0, in addition to the first stator 63, electric power is input from the battery 34 to the second stator 73 to cause the second rotating magnetic field to rotate forward.
- FIG. 25 shows the relationship between the rotational speed and the torque between the various types of rotary elements in this case.
- the second driving equivalent torque TSE2 is transmitted to the driving wheels DW and DW and the crankshaft 3a using the first driving equivalent torque TSE1 as a reaction force.
- a combined torque obtained by combining the first and second driving equivalent torques TSE1, TSE2 is transmitted to the drive wheels DW, DW and the crankshaft 3a.
- the power transmitted from the first and second rotating machines 61 and 71 to the drive wheels DW and DW is greater than that in the EV creep mode.
- the drive wheel rotational speed NDW increases in the forward rotation direction, and the vehicle starts to move forward.
- the EV traveling mode is selected when the first and fourth rotor rotational speeds NR1 and NR4 determined by the drive wheel rotational speed NDW are equal to or higher than the predetermined value NREF described above.
- electric power is input from the battery 34 to both the first and second stators 63 and 73, and the first and second rotating magnetic fields are rotated forward.
- FIG. 26 shows the rotational speed relationship and the torque relationship between various types of rotary elements in the EV traveling mode.
- the combined torque obtained by combining the first and second driving equivalent torques TSE1, TSE2 is applied to the drive wheels DW, DW and the crankshaft 3a.
- the first magnetic field rotation speed NMF1 is controlled to be the aforementioned predetermined value NREF.
- the EV traveling mode is selected during the EV traveling mode.
- the third rotor rotational speeds NR2 and NR3 are equal to or lower than the first and fourth rotor rotational speeds NR1 and NR4, respectively.
- the second magnetic field rotation speed NMF2 is controlled so that the following expression (39) is established.
- NMF2 ⁇ (1 + ⁇ + ⁇ ) NDW ⁇ ⁇ NREF ⁇ / (1 + ⁇ ) (39)
- the first and second driving equivalent torques TSE1 and TSE2 are converted into the required torque by the torque TDDW transmitted to the driving wheels DW and DW.
- the electric power input to the first and second stators 63 and 73 is expressed by the following equations (40) and (41). It is controlled so that each holds.
- TSE1 ⁇ ⁇ ⁇ TREQ + ( ⁇ + 1) TEF ⁇ / ( ⁇ + 1 + ⁇ ) (40)
- TSE2 ⁇ ⁇ ( ⁇ + 1) TREQ + ⁇ ⁇ TEF ⁇ / ( ⁇ + 1 + ⁇ ) (41)
- the second embodiment described above corresponds to the inventions according to claims 4 to 6 and 12 to 15 described in the claims, and various elements in the second embodiment and claim 4 Correspondences with various elements of the inventions according to 6 to 12 and 12 to 15 (hereinafter collectively referred to as “present invention 2”) are as follows. That is, the drive wheels DW and DW, the engine 3, and the crankshaft 3a in the second embodiment correspond to the driven part, the prime mover, and the output part in the present invention 2, respectively. Moreover, ECU2, VCU33, 1st and 2nd PDU31 and 32 in 2nd Embodiment are equivalent to the control apparatus in this invention 2. FIG.
- the permanent magnets 64a and 74a in the second embodiment correspond to the first and second magnets in the inventions according to claims 4 to 6, respectively, and the cores 65a and 75a in the second embodiment are the claims 4 to 4. 6 corresponds to the first and second soft magnetic bodies in the invention according to No. 6, respectively.
- the first and second rotating machines 61 and 71 in the second embodiment correspond to the power / power input / output device in the inventions according to claims 12 to 14, and the first and second stators 63 in the second embodiment.
- 73 correspond to the first and second rotating magnetic field generating means in the inventions according to claims 12 to 14, respectively.
- the second and third rotors 65 and 74 in the second embodiment correspond to the first element in the inventions according to claims 12 to 14, and the first and fourth rotors 64 and 75 in the second embodiment include This corresponds to the second element in the inventions according to claims 12-14.
- the first magnetic field rotational speed NMF1 in the second embodiment corresponds to the rotational speed of the first rotating magnetic field in the invention according to claim 14.
- the iron core 63a and the U-phase to W-phase coils 63c to 63e in the second embodiment correspond to the first armature row in the invention according to claim 15, and the iron cores 73a and U in the second embodiment.
- the phase to W phase coils 73b correspond to the second armature row in the invention according to claim 15.
- electric power is input from the battery 34 to both the first and second stators 63 and 73 during the EV traveling mode, whereby the first and second rotating machines 61 are operated. , 71 output power.
- the operations of the first and second rotating machines 61 and 71 are controlled so that the power circulation described above does not occur in the first and second rotating machines 61 and 71. Therefore, in the EV travel mode, loss due to power circulation can be prevented, and drive efficiency when driving the drive wheels DW and DW can be increased.
- the second and third rotor rotational speeds NR2 and NR3 of the second and third rotors 65 and 74 directly connected to the crankshaft 3a of the engine 3 are coupled to the drive wheels DW and DW, respectively.
- the operations of the first and second rotating machines 61 and 71 are controlled so that the first and fourth rotor rotational speeds NR1 and NR4 are not more than the first and fourth rotors 64 and 75.
- the engine speed NE can be maintained at a relatively low state, so that it is possible to suppress the wasteful transmission of power from the first and second rotating machines 61 and 71 to the crankshaft 3a, thereby further improving the driving efficiency. Can do.
- the operations of the first and second rotating machines 61 and 71 are controlled so that the first magnetic field rotation speed NMF1 is higher than the value 0, so that the first rotating machine 61 and the first PDU 31 Overheating can be prevented and a sufficiently large output torque of the first rotating machine 61 can be secured.
- the ratio of the number of the first armature magnetic poles, the number of the first magnet magnetic poles, and the number of the cores 65a is arbitrarily set within a range satisfying the condition of 1: m: (1 + m) / 2 (m ⁇ 1.0).
- the collinear relationship of the rotational speed between the first rotating magnetic field and the first and second rotors 64 and 65 can be freely set. Therefore, the degree of freedom in designing the first rotating machine 61 can be increased.
- the ratio of the number of second armature magnetic poles, the number of second magnet magnetic poles, and the number of cores 75a is set to 1: n: (1 + n) / 2 (n ⁇ 1.0).
- the rotational speed collinear relationship between the second rotating magnetic field and the third and fourth rotors 74 and 75 can be set freely. Accordingly, the degree of freedom in designing the second rotating machine 71 can be increased.
- the second and third rotors 65 and 74 are directly connected to each other, but may be not directly connected to each other as long as they are mechanically connected to the crankshaft 3a.
- the first and fourth rotors 64 and 75 are directly connected to each other, but may not be directly connected to each other as long as they are mechanically connected to the drive wheels DW and DW.
- the second and third rotors 65 and 74 are directly connected to the crankshaft 3a. You may connect.
- the first and fourth rotors 64 and 75 are connected to the drive wheels DW and DW via the chain CH and the differential device DG, but mechanically connected to the drive wheels DW and DW. You may connect directly to.
- the power unit 91 is provided with the second rotating machine 71 described in the second embodiment instead of the second rotating machine 21 and the second planetary gear unit PS2. , Mainly different.
- the power unit 91 is provided with the first rotating machine 11 and the first planetary gear unit PS1 described in the first embodiment instead of the first rotating machine 61 as compared with the second embodiment.
- the power unit 91 will be described focusing on differences from the first and second embodiments.
- the first carrier C1 of the first planetary gear unit PS1 and the third rotor 74 of the second rotating machine 71 are mechanically directly connected to each other and mechanically connected to the crankshaft 3a. Directly connected. Further, the first sun gear S1 of the first planetary gear device PS1 and the fourth rotor 75 of the second rotating machine 71 are mechanically directly connected to each other, and the first sprocket SP1, the planetary gear device PS, the differential device DG, and the like. Is mechanically connected to the drive wheels DW and DW. Further, the first rotor 13 of the first rotating machine 11 is mechanically directly connected to the first ring gear R1 of the first planetary gear unit PS1. In addition, the first stator 12 of the first rotating machine 11 and the second stator 73 of the second rotating machine 71 are electrically connected to each other via the first and second PDUs 31 and 32, and can receive power from each other. It is configured.
- a detection signal indicating the rotational angle position of the fourth rotor 75 relative to the second stator 73 is output from the rotational angle sensor 101 to the ECU 2.
- the ECU 2 calculates the fourth rotor rotational speed NR4 based on the detected rotational angle position of the fourth rotor 75.
- the ECU 2 operates the engine 3, the first and second rotating machines 11, 71 according to the control program stored in the ROM in accordance with the detection signals from the various sensors 41, 42, 44 to 46, and 101 described above.
- the vehicle is driven in various operation modes including the EV creep mode, the EV start mode, and the EV travel mode.
- the operation in these operation modes is different from that in the first and second embodiments, so this point will be described below.
- a velocity nomograph as shown in FIG. 29 is used as in the first and second embodiments. First, the velocity nomograph will be described.
- the rotation speed of the first carrier C1 and the third rotor rotation speed NR3 are equal to each other and equal to the engine rotation speed NE. Further, the rotation speed of the first sun gear S1 and the fourth rotor rotation speed NR4 are equal to each other, and are equal to the drive wheel rotation speed NDW if shifting by the planetary gear device PS or the like is ignored.
- first sun gear S1, the first carrier C1, and the first ring gear R1 are in a predetermined collinear relationship determined by the number of teeth of the first sun gear S1 and the first ring gear R1, and the second magnetic field rotational speed NMF2, the third and The fourth rotor rotational speeds NR3 and NR4 are in a predetermined collinear relationship represented by the formula (36).
- [EV creep mode] During the EV creep mode, power is input from the battery 34 to the first stator 12 of the first rotating machine 11 to cause the first rotor 13 to rotate forward and to the third rotor 74 of the second rotating machine 71 as described later. Electric power is generated by the second stator 73 using the generated power. Further, the generated power is further input to the first stator 12.
- the first power running torque TM1 is transmitted to the first carrier C1 and the third rotor 74, causing both C1 and 74 to rotate forward together with the crankshaft 3a. Further, using the power transmitted in this way to the third rotor 74, power is generated by the second stator 73 as described above, and a second rotating magnetic field is generated accordingly. In this case, since the third rotor 74 rotates forward and the fourth rotor rotational speed NR4 is substantially 0, the second rotating magnetic field is reversed. Further, the second power generation equivalent torque TGE2 generated along with the power generation in the second stator 73 acts to reduce the second magnetic field rotation speed NMF2 of the second rotating magnetic field that is reversed.
- the first power running torque TM1 is transmitted to the drive wheels DW and DW in addition to the crankshaft 3a using the second power generation equivalent torque TGE2 as a reaction force.
- TGE2 the second power generation equivalent torque
- forward driving torque is applied to the drive wheels DW and DW.
- the drive wheels DW and DW rotate forward at a very low rotational speed, and the vehicle is creeped.
- the electric power input to the first stator 12 and the electric power generated by the second stator 73 are set so that the drive wheel rotational speed NDW becomes very low, and the first rotating machine rotational speed NM1 and Control is performed so that the second magnetic field rotation speed NMF2 does not increase.
- the reason for controlling the first rotating machine rotation speed NM1 and the second magnetic field rotation speed NMF2 in this way so as not to increase is as follows. That is, during the EV creep mode, as described above, a part of the power of the first rotating machine 11 is transmitted to the second rotating machine 71 via the first planetary gear unit PS1, and the second rotating machine 71 generates electric power.
- the converted electric power When the converted electric power is input to the first rotating machine 11, it is output from the first rotating machine 11 as power again.
- the first rotating machine 11 partially converts the power output from the first rotating machine 11 into electric power. This is because power circulation that is output from the first rotating machine 11 as power again occurs as a result of being input to the rotating machine 11, so that loss due to this power circulation is suppressed.
- [EV start mode] In the EV start mode, immediately after the transition from the EV creep mode, as in the EV creep mode, electric power is input from the battery 34 to the first stator 12 to cause the first rotor 13 to rotate forward, and the second stator 73. To generate electricity. In addition, the electric power input to the first stator 12 is increased, and the second magnetic field rotation speed NMF2 of the second rotating magnetic field that is reversed is controlled so as to have a value of zero. Then, after the second magnetic field rotation speed NMF2 becomes 0, electric power is input from the battery 34 to the second stator 73 in addition to the first stator 12, and the second rotating magnetic field is rotated forward.
- FIG. 30 shows the relationship between the rotational speed and the torque between the various types of rotating elements in this case.
- the second driving equivalent torque TSE2 is transmitted to the drive wheels DW and DW and the crankshaft 3a using the first power running torque TM1 as a reaction force.
- a combined torque obtained by combining the first power running torque TM1 and the second driving equivalent torque TSE2 is transmitted to the drive wheels DW and DW and the crankshaft 3a.
- the power transmitted from the first and second rotating machines 11 and 71 to the drive wheels DW and DW is larger than that in the EV creep mode.
- the drive wheel rotational speed NDW increases in the forward rotation direction, and the vehicle starts to move forward.
- the EV traveling mode is selected when the rotation speed of the first sun gear S1 and the fourth rotor rotation speed NR4 determined by the drive wheel rotation speed NDW are equal to or greater than a predetermined value NREF. Further, during the EV travel mode, as in the EV start mode shown in FIG. 30, electric power is input from the battery 34 to both the first and second stators 12 and 73, and the first rotor 13 and the second rotating magnetic field are supplied. Turn forward. FIG. 31 shows the rotational speed relationship and the torque relationship between various types of rotary elements in the EV traveling mode.
- the combined torque obtained by combining the first power running torque TM1 and the second driving equivalent torque TSE2 is the drive wheels DW and DW and the crankshaft 3a.
- the drive wheels DW and DW and the crankshaft 3a continue to rotate forward.
- the first rotating machine rotational speed NM1 is controlled to be a predetermined value NREF.
- the EV traveling mode When the EV traveling mode is selected when the rotational speed of the first sun gear S1 and the fourth rotor rotational speed NR4 determined by the drive wheel rotational speed NDW and the fourth rotor rotational speed NR4 are equal to or greater than the predetermined value NREF as described above,
- the first carrier C1 and the third rotor rotational speed NR3 are equal to or lower than the first sun gear S1 and the fourth rotor rotational speed NR4, respectively.
- NMF2 ⁇ (1 + X + ⁇ ) NDW ⁇ ⁇ NREF ⁇ / (1 + X) (42)
- the first power running torque TM1 and the second driving equivalent torque TSE2 are requested by the torque TDDW transmitted to the drive wheels DW, DW.
- Control is performed so that the torque TREQ is obtained.
- the electric power input to the first and second stators 12, 73 is expressed by the following equations (43) and (44). It is controlled so that each holds.
- TSE2 ⁇ ⁇ (X + 1) TREQ + X ⁇ TEF ⁇ / (X + 1 + ⁇ ) (44)
- the third embodiment described above corresponds to the inventions according to claims 7 to 9 and 12 to 14 described in the claims, and various elements according to the third embodiment and claim 7 Correspondences with various elements of the inventions according to -9 and 12-14 (hereinafter collectively referred to as "present invention 3") are as follows. That is, the drive wheels DW and DW and the engine 3 in the third embodiment correspond to the driven part and the prime mover in the present invention 3, respectively. Further, the crankshaft 3a in the third embodiment corresponds to the first output part in the inventions according to claims 7 to 9, and to the output part in the inventions in claims 12 to 14, respectively. Furthermore, ECU2, VCU33, 1st and 2nd PDU31,32 in 3rd Embodiment are equivalent to the control apparatus in this invention 3. FIG.
- the first rotor 13 in the third embodiment corresponds to the second output unit in the inventions according to claims 7 to 9, and the first planetary gear device PS1, the first sun gear S1, the first in the third embodiment.
- the carrier C1 and the first ring gear R1 correspond to the power transmission mechanism, the first element, the second element, and the third element in the inventions according to claims 7 to 9, respectively.
- the second stator 73, the third and fourth rotors 74 and 75 in the third embodiment correspond to the stator, the first and second rotors in the inventions according to claims 7 to 9, respectively.
- the permanent magnet 74a and the core 75a in the third embodiment correspond to the magnet and the soft magnetic material in the inventions according to claims 7 to 9, respectively.
- first rotating machine 11, the first planetary gear device PS1, and the second rotating machine 71 in the third embodiment correspond to the power drive input / output device in the inventions according to claims 12 to 14, and in the third embodiment.
- the first and second stators 12 and 73 correspond to the first and second rotating magnetic field generating means in the inventions according to claims 12 to 14, respectively.
- the first carrier C1 and the third rotor 74 in the third embodiment correspond to the first element in the inventions according to claims 12 to 14, and the first sun gear S1 and the fourth rotor 75 in the third embodiment are the same. This corresponds to the second element in the inventions according to claims 12-14.
- first rotating machine rotational speed NM1 in the third embodiment corresponds to the rotational speed of the first rotating magnetic field in the invention according to claim 14.
- iron core 73a and the U-phase to W-phase coil 73b in the third embodiment correspond to the armature array in the invention according to claim 16.
- the electric power is input from the battery 34 to both the first and second stators 12 and 73 during the EV traveling mode, whereby the first and second rotating machines 11 are operated. , 71 output power.
- the operations of the first and second rotating machines 11 and 71 are controlled so that the power circulation described above does not occur in the first and second rotating machines 11 and 71. Therefore, in the EV travel mode, loss due to power circulation can be prevented, and drive efficiency when driving the drive wheels DW and DW can be increased.
- the first carrier C1 rotational speed directly connected to the crankshaft 3a of the engine 3 and the third rotor rotational speed NR3 of the third rotor 74 are respectively connected to the drive wheels DW and DW.
- the operations of the first and second rotating machines 11 and 71 are controlled so that the rotation speed of the sun gear S1 and the fourth rotor rotation speed NR4 of the fourth rotor 75 are less than or equal to each other.
- the engine speed NE can be maintained in a relatively low state, so that it is possible to suppress the wasteful transmission of power from the first and second rotating machines 11 and 71 to the crankshaft 3a, and to further increase the driving efficiency. Can do.
- the operations of the first and second rotating machines 11 and 71 are controlled so that the first rotating machine rotation speed NM1 is higher than the value 0. Therefore, the first rotating machine 11 and the first PDU 31 are controlled. Can be prevented, and a sufficiently large output torque of the first rotating machine 11 can be secured. Furthermore, as in the second embodiment, the degree of freedom in designing the second rotating machine 71 can be increased.
- the first carrier C1 and the third rotor 74 are directly connected to each other, but may not be directly connected to each other as long as they are mechanically connected to the crankshaft 3a.
- the first sun gear S1 and the fourth rotor 75 are directly connected to each other, they may not be directly connected to each other as long as they are mechanically connected to the drive wheels DW and DW.
- the first carrier C1 and the third rotor 74 are directly connected to the crankshaft 3a.
- the first carrier C1 and the third rotor 74 are mechanically connected to the crankshaft 3a via gears, pulleys, chains, transmissions, and the like. You may connect.
- the first sun gear S1 and the fourth rotor 75 are connected to the drive wheels DW and DW via the chain CH and the differential device DG, but mechanically connected to the drive wheels DW and DW. You may connect directly to.
- the first ring gear R1 is directly connected to the first rotor 13, but is mechanically connected to the first rotor 13 via a gear, a pulley, a chain, a transmission, or the like. Also good.
- the first ring gear R1 is connected to the first rotor 13 and the first sun gear S1 is connected to the drive wheels DW and DW.
- the first The ring gear R1 may be coupled to the drive wheels DW and DW
- the first sun gear S1 may be coupled to the first rotor 13.
- the first sun gear S1 and the first rotor 13 may be mechanically directly connected, or mechanically connected using a gear, a pulley, a chain, a transmission, or the like. May be.
- the first ring gear R1 may be mechanically connected to the drive wheels DW and DW using a gear, a pulley, a chain, a transmission, or the like, or may be mechanically directly connected.
- this power unit 111 is provided with the first rotating machine 61 described in the second embodiment instead of the first rotating machine 11 and the first planetary gear unit PS1. , Mainly different.
- the power unit 111 is provided with the second rotating machine 21 and the second planetary gear unit PS2 described in the first embodiment instead of the second rotating machine 71 as compared with the second embodiment.
- the power unit 111 will be described focusing on differences from the first and second embodiments.
- the second rotor 65 of the first rotating machine 61 and the second sun gear S2 of the second planetary gear unit PS2 are mechanically directly connected to each other and are mechanically connected to the crankshaft 3a. Directly connected. Further, the first rotor 64 of the first rotating machine 61 and the second carrier C2 of the second planetary gear unit PS2 are mechanically directly connected to each other, and the first sprocket SP1, the planetary gear unit PS, the differential unit DG, and the like. Is mechanically connected to the drive wheels DW and DW. Further, the second rotor 23 of the second rotating machine 21 is mechanically directly connected to the second ring gear R2 of the second planetary gear unit PS2. Further, the first stator 63 of the first rotating machine 61 and the second stator 22 of the second rotating machine 21 are electrically connected to each other via the first and second PDUs 31 and 32 so that power can be exchanged between them. It is configured.
- the ECU 2 calculates the second rotating machine rotation speed NM2 based on the rotation angle position of the second rotor 23 detected by the second rotation angle sensor 43 (see FIG. 33). calculate. Further, the ECU 2 calculates the first rotor rotational speed NR1 based on the rotational angle position of the first rotor 64 detected by the rotational angle sensor 81. Further, based on the crank angle position detected by the crank angle sensor 41, the second rotor rotational speed NR2 is calculated.
- the ECU 2 controls the operations of the engine 3 and the first and second rotating machines 61 and 21 according to the control program stored in the ROM in accordance with the detection signals from the various sensors 41, 43 to 46 and 81 described above.
- the vehicle is driven in various operation modes including the EV creep mode, the EV start mode, and the EV travel mode.
- the operation in these operation modes is different from that in the first to third embodiments. Therefore, this point will be described below.
- a velocity collinear chart as shown in FIG. 34 is used as in the first to third embodiments. First, the velocity nomograph will be described.
- the second rotor speed NR2 and the second sun gear S2 are equal to each other and equal to the engine speed NE. Further, the first rotor speed NR1 and the second carrier C2 are equal to each other, and are equal to the drive wheel speed NDW if shifting by the planetary gear unit PS or the like is ignored.
- first magnetic field rotation speed NMF1 the first and second rotor rotation speeds NR1 and NR2 are in a predetermined collinear relationship as expressed by the equation (28), and the second sun gear S2 and the second carrier C2
- the rotational speed of the second ring gear R2 has a predetermined collinear relationship determined by the number of teeth of the second sun gear S2 and the second ring gear R2.
- [EV creep mode] During the EV creep mode, electric power is input from the battery 34 to the first stator 63 of the first rotating machine 61 to cause the first rotating magnetic field to rotate forward and to be transmitted to the second rotor 23 of the second rotating machine 21 as described later. Electric power is generated by the second stator 22 using the generated power. Further, the generated power is further input to the first stator 63.
- the first driving equivalent torque TSE1 is transmitted to the second rotor 65 and the second sun gear S2, and causes both 65 and S2 to rotate forward together with the crankshaft 3a. Further, the first driving equivalent torque TSE1 transmitted to the second sun gear S2 is applied to the second rotor 23 via the second ring gear R2 using the load of the driving wheels DW and DW acting on the second carrier C2 as a reaction force. Then, the second rotor 23 is rotated in reverse with the second ring gear R2. Using the power transmitted in this way to the second rotor 23, power is generated by the second stator 22 as described above, and the second power generation torque TG2 generated accordingly brakes the reverse second ring gear R2.
- the first driving equivalent torque TSE1 is transmitted to the drive wheels DW and DW in addition to the crankshaft 3a using the second power generation torque TG2 as a reaction force.
- forward driving torque is applied to the drive wheels DW and DW.
- the drive wheels DW and DW rotate forward at a very low rotational speed, and the vehicle is creeped.
- the electric power input to the first stator 63 and the electric power generated by the second stator 22 are set so that the driving wheel rotational speed NDW becomes very low, and the first magnetic field rotational speed NMF1 and the first Control is performed so that the rotational speed NM2 of the two-rotor machine does not increase.
- the reason for controlling the first magnetic field rotation speed NMF1 and the second rotating machine rotation speed NM2 in this manner so as not to increase is as follows. That is, during the EV creep mode, as described above, a part of the power of the first rotating machine 61 is transmitted to the second rotating machine 21 via the second planetary gear unit PS2, and the second rotating machine 21 generates electric power.
- the converted electric power When the converted electric power is input to the first rotating machine 61, it is output from the first rotating machine 61 as power again.
- the first and second rotating machines 61 and 21 a part of the power output from the first rotating machine 61 is converted into electric power by the second rotating machine 21. This is because power circulation that is output from the first rotating machine 61 as power again occurs when it is input to the first rotating machine 61 in the converted state, so that loss due to this power circulation is suppressed.
- the second power running torque TM2 is transmitted to the drive wheels DW and DW and the crankshaft 3a using the first drive equivalent torque TSE1 as a reaction force.
- a combined torque obtained by combining the first driving equivalent torque TSE1 and the second power running torque TM2 is transmitted to the drive wheels DW and DW and the crankshaft 3a.
- the power transmitted from the first and second rotating machines 61 and 21 to the drive wheels DW and DW is larger than that in the EV creep mode.
- the drive wheel rotational speed NDW increases in the forward rotation direction, and the vehicle starts to move forward.
- the EV traveling mode is selected when the first rotor rotational speed NR1 and the rotational speed of the second carrier C2 determined by the drive wheel rotational speed NDW are equal to or greater than the predetermined value NREF described above.
- NREF predetermined value
- the combined torque obtained by combining the first drive equivalent torque TSE1 and the second power running torque TM2 is the drive wheels DW and DW and the crankshaft 3a.
- the drive wheels DW and DW and the crankshaft 3a continue to rotate forward.
- the first magnetic field rotation speed NMF1 is controlled to be the aforementioned predetermined value NREF.
- the EV traveling mode When the EV traveling mode is selected when the first rotor rotational speed NR1 determined by the drive wheel rotational speed NDW and the rotational speed of the second carrier C2 are equal to or higher than the predetermined value NREF as described above, The second rotor speed NR2 and the second sun gear S2 are equal to or lower than the first rotor speed NR1 and the second carrier C2, respectively.
- the second rotating machine rotational speed NM2 is controlled so that the following expression (45) is established.
- NM2 ⁇ (1 + ⁇ + Y) NDW ⁇ Y ⁇ NREF ⁇ / (1 + ⁇ ) (45)
- the first driving equivalent torque TSE1 and the second power running torque TM2 are requested by the torque TDDW transmitted to the drive wheels DW and DW.
- Control is performed so that the torque TREQ is obtained.
- the electric power input to the first and second stators 63 and 22 is expressed by the following equations (46) and (47). It is controlled so that each holds.
- TSE1 ⁇ ⁇ Y ⁇ TREQ + (Y + 1) TEF ⁇ / (Y + 1 + ⁇ ) (46)
- TM2 ⁇ ⁇ ( ⁇ + 1) TREQ + ⁇ ⁇ TEF ⁇ / ( ⁇ + 1 + Y) (47)
- the fourth embodiment described above corresponds to the invention according to claims 7, 10, 11 and 12 to 14 described in the claims, and includes various elements and claims in the third embodiment.
- Correspondences with the various elements of the inventions according to Items 7, 10, 11, and 12 to 14 are as follows. That is, the drive wheels DW and DW and the engine 3 in the fourth embodiment correspond to the driven part and the prime mover in the present invention 4, respectively. Further, the crankshaft 3a in the fourth embodiment corresponds to the first output part in the inventions according to claims 7, 10 and 11, and the output part in the inventions in claims 12 to 14, respectively.
- ECU2, VCU33, 1st and 2nd PDU31,32 in 4th Embodiment are equivalent to the control apparatus in this invention 4.
- the second rotating machine 21 and the second rotor 23 in the fourth embodiment correspond to the first rotating machine and the second output unit in the inventions according to claims 7, 10 and 11, respectively, and in the fourth embodiment.
- the second planetary gear unit PS2, the second sun gear S2, the second carrier C2, and the second ring gear R2 are the power transmission mechanism, the first element, the second element, and the third element in the inventions according to claims 7, 10 and 11, respectively. It corresponds to each element.
- the first rotating machine 61 and the first stator 63 in the fourth embodiment correspond to the second rotating machine and the stator in the inventions according to claims 7, 10 and 11, respectively.
- the permanent magnet 64a and the core 65a in the fourth embodiment correspond to the magnet and the soft magnetic material in the inventions according to claims 7, 10 and 11, respectively.
- first rotating machine 61, the second planetary gear device PS2, and the second rotating machine 21 in the fourth embodiment correspond to the power drive input / output device in the inventions according to claims 12 to 14, and the fourth embodiment.
- the first and second stators 63 and 22 correspond to the first and second rotating magnetic field generating means in the inventions according to claims 12 to 14, respectively.
- the second rotor 65 and the second sun gear S2 in the fourth embodiment correspond to the first element in the invention according to claims 12 to 14, and the first rotor 64 and the second carrier C2 in the fourth embodiment are This corresponds to the second element in the inventions according to claims 12-14.
- the first magnetic field rotational speed NMF1 in the fourth embodiment corresponds to the rotational speed of the first rotating magnetic field in the invention according to claim 14.
- the iron core 63a and the U-phase to W-phase coils 63c to 63e in the fourth embodiment correspond to the armature array in the invention according to claim 16.
- the electric power is input from the battery 34 to both the first and second stators 63 and 22 during the EV travel mode, whereby the first and second rotating machines 61. , 21 output power.
- the operations of the first and second rotating machines 61 and 21 are controlled so that the above-described power circulation does not occur in the first and second rotating machines 61 and 21. Therefore, in the EV travel mode, loss due to power circulation can be prevented, and drive efficiency when driving the drive wheels DW and DW can be increased.
- the second rotor rotational speed NR2 of the second rotor 65 directly connected to the crankshaft 3a of the engine 3 and the rotational speed of the second sun gear S2 are respectively connected to the drive wheels DW and DW.
- the operations of the first and second rotating machines 61 and 21 are controlled so as to be equal to or lower than the first rotor rotational speed NR1 of the rotor 64 and the rotational speed of the second carrier C2.
- the engine speed NE can be maintained at a relatively low state, so that it is possible to suppress the wasteful transmission of power from the first and second rotating machines 61 and 21 to the crankshaft 3a, and to further increase the driving efficiency. Can do.
- the operations of the first and second rotating machines 61 and 21 are controlled so that the first magnetic field rotation speed NMF1 is higher than the value 0, so that the first rotating machine 61 and the first PDU 31 Overheating can be prevented and a sufficiently large output torque of the first rotating machine 61 can be secured.
- the degree of freedom in designing the first rotating machine 61 can be increased.
- the first pole pair number ratio ⁇ to a smaller value, it is possible to prevent overheating of the first rotating machine 61 and the first PDU 31 while improving the above-described effect, that is, driving efficiency, and a sufficiently large first The effect that the output torque of the 1-rotor 61 can be ensured can be obtained effectively.
- the second rotor 65 and the second sun gear S2 are directly connected to each other. However, if the second rotor 65 and the second sun gear S2 are mechanically connected to the crankshaft 3a, they may not be directly connected to each other.
- the first rotor 64 and the second carrier C2 are directly connected to each other, but may not be directly connected to each other as long as they are mechanically connected to the drive wheels DW and DW.
- the second rotor 65 and the second sun gear S2 are directly connected to the crankshaft 3a. However, the second rotor 65 and the second sun gear S2 are mechanically connected to the crankshaft 3a via gears, pulleys, chains, transmissions, and the like. You may connect.
- the first rotor 64 and the second carrier C2 are coupled to the drive wheels DW and DW via the chain CH and the differential device DG, but mechanically coupled to the drive wheels DW and DW. You may connect directly to.
- the second ring gear R2 is directly connected to the second rotor 23.
- the second ring gear R2 is mechanically connected to the second rotor 23 via a gear, a pulley, a chain, a transmission, or the like. Also good.
- the second ring gear R2 is connected to the second rotor 23, and the second sun gear S2 is connected to the crankshaft 3a.
- the second ring gear R2 is connected. May be mechanically coupled to the crankshaft 3a and the second sun gear S2 to the second rotor 23, respectively.
- the second sun gear S2 and the second rotor 23 may be mechanically directly connected, or mechanically connected using a gear, a pulley, a chain, a transmission, or the like. May be.
- the second ring gear R2 may be mechanically connected to the crankshaft 3a via a gear, a pulley, a chain, a transmission, or the like, or may be mechanically directly connected.
- the single pinion type first and second planetary gear units PS1 and PS2 are used. However, power is maintained while maintaining a collinear relationship with respect to the rotational speed between them.
- Other mechanisms such as a double pinion type planetary gear device or a differential device DG may be used as long as the mechanism has first to third elements that can be transmitted.
- a mechanism having a plurality of rollers that transmit power by friction between the surfaces and having a function equivalent to that of the planetary gear device may be used.
- a mechanism constituted by a combination of a plurality of magnets and soft magnetic materials as disclosed in Japanese Patent Application Laid-Open No. 2008-39045 may be used.
- the first and second rotating machines 11 and 21 are synchronous DC motors.
- the input electric power is converted into motive power and output.
- another device such as a synchronous or induction motor may be used.
- the second and fourth embodiments have four first armature magnetic poles, eight first magnet magnetic poles, and six cores 65a in the first rotating machine 61, that is, the first armature magnetic poles.
- the ratio of the number, the number of first magnet magnetic poles, and the number of cores 65a is an example of 1: 2: 1.5, but the ratio of these numbers is 1: m: (1 + m) / 2 (m ⁇ 1 0.0), any number can be adopted as the number of first armature magnetic poles, first magnet magnetic poles, and cores 65a.
- the core 65a is comprised with the steel plate, you may comprise with another soft magnetic body.
- the first stator 63 and the first rotor 64 are respectively arranged on the outer side and the inner side in the radial direction. On the contrary, on the inner side and the outer side in the radial direction, respectively. You may arrange.
- the first stator 63, the first and second rotors 64, 65 are arranged so as to be aligned in the radial direction, and the first rotating machine 61 is configured as a so-called radial type.
- the first stator 63, the first and second rotors 64 and 65 may be arranged so as to be aligned in the axial direction, and the first rotating machine 61 may be configured as a so-called axial type.
- one first magnet magnetic pole is constituted by the magnetic pole of a single permanent magnet 64a, but may be constituted by magnetic poles of a plurality of permanent magnets.
- first magnet magnetic pole by constructing these two permanent magnets in an inverted V shape so that the magnetic poles of the two permanent magnets approach each other on the first stator 63 side, as described above.
- the directivity of the magnetic field lines ML can be increased.
- an electromagnet may be used instead of the permanent magnet 64a.
- the coils 63c to 63e are constituted by three-phase coils of U phase to W phase, but the number of phases of this coil is not limited to this as long as the first rotating magnetic field can be generated. It is optional. Furthermore, in the second and fourth embodiments, it is needless to say that any number other than that shown in the embodiment may be adopted as the number of slots 63b.
- the U-phase to W-phase coils 63c to 63e are wound around the slots 63b by distributed winding, but the present invention is not limited to this, and concentrated winding may be used.
- the slots 63b, the permanent magnets 64a, and the core 65a are arranged at equal intervals, but may be arranged at unequal intervals.
- first and second rotating machines 61 and 71 are other devices, for example, Japanese Patent Application Laid-Open No. 2008-179344 as long as the devices have the functions described in the claims.
- the rotating machine disclosed in (1) may be used.
- the control device for controlling the engine 3, the first and second rotating machines 11, 61, 21, 71 is designated as ECU 2, VCU 33.
- the first and second PDUs 31 and 32 are configured, but may be configured by a combination of a microcomputer and an electric circuit.
- the battery 34 is used in the embodiment, any other device, for example, a capacitor, may be used as long as it can be charged and discharged.
- the engine 3 as the prime mover of the present invention is a gasoline engine, but may be any prime mover having an output unit capable of outputting power.
- various internal combustion engines including marine propulsion engines such as diesel engines and outboard motors whose crankshafts are arranged vertically may be used, or external combustion engines, electric motors, water wheels, A windmill or a pedal driven by human power may be used.
- the means for connecting the various rotating elements in the embodiment can be arbitrarily adopted as long as the conditions in the present invention are satisfied.
- a pulley or the like may be used instead of the gear described in the embodiment.
- the embodiment is an example in which the power units 1, 51, 91, and 111 according to the present invention are applied to a vehicle, but may be applied to, for example, a ship or an aircraft.
- the power plant according to the present invention is useful for increasing the driving efficiency of the driven part by preventing loss due to power circulation in the EV operation mode in a power plant having a plurality of different power sources. is there.
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Abstract
Description
このEVクリープモードは、エンジン3を停止した状態で、第1および第2回転機11,21のみを動力源として、駆動輪DW,DWを非常に低い回転数で正転させる運転モードであり、算出されたバッテリ34の充電状態が所定値よりも大きく、バッテリ34の電力が十分であるときに、選択される。
このEV発進モードは、エンジン3を停止した状態で、第1および第2回転機11,21のみを動力源として、車両を発進させる運転モードであり、EVクリープモードに続いて選択される。また、EV発進モードは、EVクリープモードと同様、充電状態が所定値よりも大きく、バッテリ34の電力が十分であるときに、選択される。
このEV走行モードは、エンジン3を停止した状態で、第1および第2回転機11,21のみを動力源として、車両を走行させる運転モードであり、EV発進モードに続いて選択される。また、EV走行モードは、充電状態が所定値よりも大きく、バッテリ34の電力が十分であるときで、かつ、駆動輪回転数NDWにより定まる第1サンギヤS1および第2キャリアC2の回転数が値0よりも若干大きな所定値NREF(例えば50rpm)以上のときに、選択される。なお、第1サンギヤS1および第2キャリアC2の回転数は、駆動輪回転数NDWに基づいて算出される。
NM2={(1+X+Y)NDW-Y・NREF}/(1+X) ……(1)
TM1=-{Y・TREQ+(Y+1)TEF}/(Y+1+X) ……(2)
TM2=-{(X+1)TREQ+X・TEF}/(X+1+Y) ……(3)
(A)第1電機子磁極が2個、第1磁石磁極が4個、すなわち、第1電機子磁極のN極およびS極を1組とする極対数が値1、第1磁石磁極のN極およびS極を1組とする極対数が値2であり、コア65aが3個(第1~第3コア)である
なお、このように、本明細書で用いる「極対」は、N極およびS極の1組をいう。
NMF2=(β+1)NR4-β・NR3
=3・NR4-2・NR3 ……(36)
TSE2=TR3/β=-TR4/(β+1)
=TR3/2=-TR4/3 ……(37)
TGE2=TR3/β=-TR4/(1+β)
=TR3/2=-TR4/3 ……(38)
EVクリープモード中、バッテリ34から第1回転機61の第1ステータ63に電力を入力し、第1回転磁界を正転させるとともに、第2回転機71の第3ロータ74に後述するように伝達される動力を用いて、第2ステータ73で発電を行う。また、発電した電力を、第1ステータ63にさらに入力する。
EV発進モード中、EVクリープモードの移行直後には、EVクリープモードの場合と同様、バッテリ34から第1ステータ63に電力を入力し、第1回転磁界を正転させるとともに、第2ステータ73で発電を行う。また、第1ステータ63に入力される電力を増大させるとともに、逆転している第2回転磁界の第2磁界回転数NMF2を値0になるように制御する。そして、第2磁界回転数NMF2が値0になった後には、第1ステータ63に加え、バッテリ34から第2ステータ73に電力を入力し、第2回転磁界を正転させる。図25は、この場合における各種の回転要素の間の回転数の関係およびトルクの関係を示している。
EV走行モードは、駆動輪回転数NDWにより定まる第1および第4ロータ回転数NR1,NR4が前述した所定値NREF以上のときに、選択される。また、EV走行モード中、図25に示すEV発進モードの場合と同様、バッテリ34から第1および第2ステータ63,73の双方に電力を入力するとともに、第1および第2回転磁界を正転させる。図26は、EV走行モードにおける各種の回転要素の間の回転数の関係およびトルクの関係を示している。
NMF2={(1+α+β)NDW-β・NREF}/(1+α) ……(39)
TSE1=-{β・TREQ+(β+1)TEF}/(β+1+α) ……(40)
TSE2=-{(α+1)TREQ+α・TEF}/(α+1+β) ……(41)
EVクリープモード中、バッテリ34から第1回転機11の第1ステータ12に電力を入力し、第1ロータ13を正転させるとともに、第2回転機71の第3ロータ74に後述するように伝達される動力を用いて、第2ステータ73で発電を行う。また、発電した電力を、第1ステータ12にさらに入力する。
EV発進モード中、EVクリープモードからの移行直後には、EVクリープモードの場合と同様、バッテリ34から第1ステータ12に電力を入力し、第1ロータ13を正転させるとともに、第2ステータ73で発電を行う。また、第1ステータ12に入力される電力を増大させるとともに、逆転している第2回転磁界の第2磁界回転数NMF2を値0になるように制御する。そして、第2磁界回転数NMF2が値0になった後には、第1ステータ12に加え、バッテリ34から第2ステータ73に電力を入力し、第2回転磁界を正転させる。図30は、この場合における各種の回転要素の間の回転数の関係およびトルクの関係を示している。
EV走行モードは、駆動輪回転数NDWにより定まる第1サンギヤS1の回転数および第4ロータ回転数NR4が所定値NREF以上のときに、選択される。また、EV走行モード中、図30に示すEV発進モードの場合と同様、バッテリ34から第1および第2ステータ12,73の双方に電力を入力するとともに、第1ロータ13および第2回転磁界を正転させる。図31は、EV走行モードにおける各種の回転要素の間の回転数の関係およびトルクの関係を示している。
NMF2={(1+X+β)NDW-β・NREF}/(1+X) ……(42)
TM1=-{β・TREQ+(β+1)TEF}/(β+1+X) ……(43)
TSE2=-{(X+1)TREQ+X・TEF}/(X+1+β) ……(44)
EVクリープモード中、バッテリ34から第1回転機61の第1ステータ63に電力を入力し、第1回転磁界を正転させるとともに、第2回転機21の第2ロータ23に後述するように伝達される動力を用いて、第2ステータ22で発電を行う。また、発電した電力を、第1ステータ63にさらに入力する。
EV発進モード中、EVクリープモードからの移行直後には、EVクリープモードの場合と同様、バッテリ34から第1ステータ63に電力を入力し、第1回転磁界を正転させるとともに、第2ステータ22で発電を行う。また、第1ステータ63に入力される電力を増大させるとともに、逆転している第2ロータ23の第2回転機回転数NM2を値0になるように制御する。そして、第2回転機回転数NM2が値0になった後には、第1ステータ63に加え、バッテリ34から第2ステータ22に電力を入力し、第2ロータ23を正転させる。図35は、この場合における各種の回転要素の間の回転数の関係およびトルクの関係を示している。
EV走行モードは、駆動輪回転数NDWにより定まる第1ロータ回転数NR1および第2キャリアC2の回転数が前述した所定値NREF以上のときに、選択される。また、EV走行モード中、図35に示すEV発進モードの場合、バッテリ34から第1および第2ステータ63,22の双方に電力を入力するとともに、第1回転磁界および第2ロータ23を正転させる。図36は、EV走行モードにおける各種の回転要素の間の回転数の関係およびトルクの関係を示している。
NM2={(1+α+Y)NDW-Y・NREF}/(1+α) ……(45)
TSE1=-{Y・TREQ+(Y+1)TEF}/(Y+1+α) ……(46)
TM2=-{(α+1)TREQ+α・TEF}/(α+1+Y) ……(47)
2 ECU(制御装置)
3 エンジン(原動機)
3a クランク軸(出力部、第1出力部)
11 第1回転機(電力動力入出力装置)
12 第1ステータ(第1回転磁界発生手段)
13 第1ロータ(第2出力部)
21 第2回転機(第1回転機、電力動力入出力装置)
22 第2ステータ(ステータ、第2回転磁界発生手段)
23 第2ロータ(第2出力部)
31 第1PDU(制御装置)
32 第2PDU(制御装置)
33 VCU(制御装置)
PS1 第1遊星歯車装置(動力伝達機構、電力動力入出力装置)
S1 第1サンギヤ(第3要素、第1要素、第2要素)
C1 第1キャリア(第2要素、第2要素、第1要素)
R1 第1リングギヤ(第1要素、第3要素)
PS2 第2遊星歯車装置(動力伝達機構、電力動力入出力装置)
S2 第2サンギヤ(第2要素、第1要素)
C2 第2キャリア(第3要素、第2要素)
R2 第2リングギヤ(第4要素、第3要素)
51 動力装置
61 第1回転機(第2回転機、電力動力入出力装置)
63 第1ステータ(ステータ、第1回転磁界発生手段)
63a 鉄芯(第1電機子列、電機子列)
63c U相コイル(第1電機子列、電機子列)
63d V相コイル(第1電機子列、電機子列)
63e W相コイル(第1電機子列、電機子列)
64 第1ロータ(第2要素)
64a 永久磁石(第1磁石、磁石)
65 第2ロータ(第1要素)
65a コア(第1軟磁性体、軟磁性体)
71 第2回転機(電力動力入出力装置)
73 第2ステータ(ステータ、第2回転磁界発生手段)
73a 鉄芯(第2電機子列、電機子列)
73b U相~W相のコイル(第2電機子列、電機子列)
74 第3ロータ(第1ロータ、第1要素)
74a 永久磁石(第2磁石、磁石)
75 第4ロータ(第2ロータ、第2要素)
75a コア(第2軟磁性体、軟磁性体)
91 動力装置
111 動力装置
DW,DW 駆動輪(被駆動部)
Claims (16)
- 被駆動部を駆動するための動力装置であって、
動力を出力するための第1出力部を有する原動機と、
第2出力部を有する第1回転機と、
互いの間で動力を伝達可能で、互いの間に回転数に関する共線関係を保ちながら回転するとともに、当該回転数の関係を示す共線図において、順に並ぶように構成された第1要素、第2要素および第3要素を有する動力伝達機構と、
回転磁界を発生させるための不動のステータと、磁石で構成され、前記ステータに対向するように設けられた第1ロータと、軟磁性体で構成され、前記ステータと前記第1ロータの間に設けられた第2ロータとを有し、前記ステータ、前記第1および第2ロータの間で、前記回転磁界の発生に伴って電力と動力を入出力するとともに、前記回転磁界、前記第2および第1ロータが、互いの間に回転数に関する共線関係を保ちながら回転し、当該回転数の関係を示す共線図において、順に並ぶように構成された第2回転機と、
前記第1および第2回転機の動作を制御するための制御装置と、を備え、
前記第2要素および前記第1ロータならびに前記第1要素および前記第2ロータの一方は、前記第1出力部に連結され、前記第2要素および前記第1ロータならびに前記第1要素および前記第2ロータの他方は、前記被駆動部に連結されるとともに、前記第3要素は、前記第2出力部に連結されており、
前記第1回転機および前記ステータは、互いに電力を授受可能に構成されており、
前記制御装置は、前記原動機の停止中に前記第1および第2回転機の動作を制御することにより前記被駆動部を駆動するEV運転モード中、前記第1および第2回転機の一方から出力された動力の一部が前記第1および第2回転機の他方で電力に変換された状態で前記第1および第2回転機の前記一方に入力されることにより再び動力として当該一方から出力される動力循環が発生しないように、前記第1および第2回転機の動作を制御することを特徴とする動力装置。 - 前記第2要素および前記第1ロータは、前記第1出力部に連結されるとともに、前記第1要素および前記第2ロータは、前記被駆動部に連結されており、
前記制御装置は、前記EV運転モード中、前記第2要素および前記第1ロータの回転数がそれぞれ前記第1要素および前記第2ロータの回転数以下になるように、前記第1および第2回転機の動作を制御することを特徴とする、請求項1に記載の動力装置。 - 前記制御装置は、前記EV運転モード中、前記第2出力部の回転数が値0よりも高くなるように、前記第1および第2回転機の動作を制御することを特徴とする、請求項2に記載の動力装置。
- 前記第1要素および前記第2ロータは、前記第1出力部に連結されるとともに、前記第2要素および前記第1ロータは、前記被駆動部に連結されており、
前記制御装置は、前記EV運転モード中、前記第1要素および前記第2ロータの回転数がそれぞれ前記第2要素および前記第1ロータの回転数以下になるように、前記第1および第2回転機の動作を制御することを特徴とする、請求項1に記載の動力装置。 - 前記制御装置は、前記EV運転モード中、前記回転磁界の回転数が値0よりも高くなるように、前記第1および第2回転機の動作を制御することを特徴とする、請求項4に記載の動力装置。
- 前記磁石により、周方向に並んだ所定の複数の磁石磁極が構成されるとともに、当該複数の磁石磁極が、隣り合う各2つの前記磁石磁極が互いに異なる極性を有するように配置されることによって、磁極列が構成されており、
前記第1ロータは、前記周方向に回転自在に構成されており、
前記ステータは、所定の複数の電機子磁極を発生させることにより、前記周方向に回転する前記回転磁界を前記磁極列との間に発生させる電機子列を有しており、
前記軟磁性体は、互いに間隔を隔てて前記周方向に並んだ所定の複数の軟磁性体から成り、当該複数の軟磁性体で構成された軟磁性体列が、前記磁極列と前記電機子列の間に配置されており、
前記第2ロータは、前記周方向に回転自在に構成されており、
前記電機子磁極の数と前記磁石磁極の数と前記軟磁性体の数との比は、1:m:(1+m)/2(m≠1.0)に設定されていることを特徴とする、請求項1ないし5のいずれかに記載の動力装置。 - 被駆動部を駆動するための動力装置であって、
動力を出力するための出力部を有する原動機と、
第1ロータを有する第1回転機と、
第2ロータを有する第2回転機と、
前記第1および第2回転機の動作を制御するための制御装置と、
互いの間で動力を伝達可能で、互いの間に回転数に関する共線関係を保ちながら回転するとともに、当該回転数の関係を示す共線図において、順に並ぶように構成された、少なくとも第1要素、第2要素、第3要素および第4要素を有する動力伝達機構と、を備え、
前記第1~第4要素は、前記第1ロータ、前記出力部、前記被駆動部、および前記第2ロータにそれぞれ連結されており、
前記第1および第2回転機は、互いに電力を授受可能に構成されており、
前記制御装置は、前記原動機の停止中に前記第1および第2回転機の動作を制御することにより前記被駆動部を駆動するEV運転モード中、前記第1および第2回転機の一方から出力された動力の一部が前記第1および第2回転機の他方で電力に変換された状態で前記一方に入力されることにより再び動力として当該一方から出力される動力循環が発生しないように、前記第1および第2回転機の動作を制御することを特徴とする動力装置。 - 前記制御装置は、前記EV運転モード中、前記第2要素の回転数が前記第3要素の回転数以下になるように、前記第1および第2回転機の動作を制御することを特徴とする、請求項7に記載の動力装置。
- 前記制御装置は、前記EV運転モード中、前記第1ロータの回転数が値0よりも高くなるように、前記第1および第2回転機の動作を制御することを特徴とする、請求項8に記載の動力装置。
- 被駆動部を駆動するための動力装置であって、
動力を出力するための出力部を有する原動機と、
第1回転磁界を発生させるための不動の第1ステータと、第1磁石で構成され、前記第1ステータに対向するように設けられた第1ロータと、第1軟磁性体で構成され、前記第1ステータと前記第1ロータの間に設けられた第2ロータとを有し、前記第1ステータ、前記第1および第2ロータの間で、前記第1回転磁界の発生に伴って電力と動力を入出力するとともに、前記第1回転磁界、前記第2および第1ロータが、互いの間に回転数に関する共線関係を保ちながら回転し、当該回転数の関係を示す共線図において、順に並ぶように構成された第1回転機と、
第2回転磁界を発生させるための不動の第2ステータと、第2磁石で構成され、前記第2ステータに対向するように設けられた第3ロータと、第2軟磁性体で構成され、前記第2ステータと前記第3ロータの間に設けられた第4ロータとを有し、前記第2ステータ、前記第3および第4ロータの間で、前記第2回転磁界の発生に伴って電力と動力を入出力するとともに、前記第2回転磁界、前記第4および第3ロータが、互いの間に回転数に関する共線関係を保ちながら回転し、当該回転数の関係を示す共線図において、順に並ぶように構成された第2回転機と、
前記第1および第2回転機の動作を制御するための制御装置と、を備え、
前記第2および第3ロータは、前記出力部に連結されるとともに、前記第1および第4ロータは、前記被駆動部に連結されており、
前記第1および第2ステータは、互いに電力を授受可能に構成されており、
前記制御装置は、前記原動機の停止中に前記第1および第2回転機の動作を制御することにより前記被駆動部を駆動するEV運転モード中、前記第1および第2回転機の一方から出力された動力の一部が前記第1および第2回転機の他方で電力に変換された状態で前記一方に入力されることにより再び動力として当該一方から出力される動力循環が発生しないように、前記第1および第2回転機の動作を制御することを特徴とする動力装置。 - 前記制御装置は、前記EV運転モード中、前記第2および第3ロータの回転数がそれぞれ前記第1および第4ロータの回転数以下になるように、前記第1および第2回転機の動作を制御することを特徴とする、請求項10に記載の動力装置。
- 前記制御装置は、前記EV運転モード中、前記第1回転磁界の回転数が値0よりも高くなるように、前記第1および第2回転機の動作を制御することを特徴とする、請求項11に記載の動力装置。
- 前記第1磁石により、第1周方向に並んだ所定の複数の第1磁石磁極が構成されるとともに、当該複数の第1磁石磁極が、隣り合う各2つの前記第1磁石磁極が互いに異なる極性を有するように配置されることによって、第1磁極列が構成されており、
前記第1ロータは、前記第1周方向に回転自在に構成されており、
前記第1ステータは、所定の複数の第1電機子磁極を発生させることにより、前記第1周方向に回転する前記第1回転磁界を前記第1磁極列との間に発生させる第1電機子列を有しており、
前記第1軟磁性体は、互いに間隔を隔てて前記第1周方向に並んだ所定の複数の第1軟磁性体から成り、当該複数の第1軟磁性体で構成された第1軟磁性体列が、前記第1磁極列と前記第1電機子列の間に配置されており、
前記第2ロータは、前記第1周方向に回転自在に構成されており、
前記第1電機子磁極の数と前記第1磁石磁極の数と前記第1軟磁性体の数との比は、1:m:(1+m)/2(m≠1.0)に設定されており、
前記第2磁石により、第2周方向に並んだ所定の複数の第2磁石磁極が構成されるとともに、当該複数の第2磁石磁極が、隣り合う各2つの前記第2磁石磁極が互いに異なる極性を有するように配置されることによって、第2磁極列が構成されており、
前記第3ロータは、前記第2周方向に回転自在に構成されており、
前記第2ステータは、所定の複数の第2電機子磁極を発生させることにより、前記第2周方向に回転する前記第2回転磁界を前記第2磁極列との間に発生させる第2電機子列を有しており、
前記第2軟磁性体は、互いに間隔を隔てて前記第2周方向に並んだ所定の複数の第2軟磁性体から成り、当該複数の第2軟磁性体で構成された第2軟磁性体列が、前記第2磁極列と前記第2電機子列の間に配置されており、
前記第4ロータは、前記第2周方向に回転自在に構成されており、
前記第2電機子磁極の数と前記第2磁石磁極の数と前記第2軟磁性体の数との比は、1:n:(1+n)/2(n≠1.0)に設定されていることを特徴とする、請求項10ないし12のいずれかに記載の動力装置。 - 被駆動部を駆動するための動力装置であって、
動力を出力するための出力部を有する原動機と、
第1回転磁界を発生させるための不動の第1回転磁界発生手段と、第2回転磁界を発生させるための不動の第2回転磁界発生手段と、回転自在の第1要素と、回転自在の第2要素とを有し、前記第1回転磁界発生手段、前記第1要素、前記第2要素および前記第2回転磁界発生手段の間で、前記第1および第2回転磁界の発生に伴って電力と動力を入出力するとともに、前記第1回転磁界、前記第1要素、前記第2要素および前記第2回転磁界が、互いの間に回転数に関する共線関係を保ちながら回転し、当該回転数の関係を示す共線図において、順に並ぶように構成された電力動力入出力装置と、
当該電力動力入出力装置の動作を制御するための制御装置と、を備え、
前記第1および第2要素は、前記出力部および前記被駆動部にそれぞれ連結されており、
前記第1および第2回転磁界発生手段は、互いに電力を授受可能に構成されており、
前記制御装置は、前記原動機の停止中に前記電力動力入出力装置の動作を制御することによって前記被駆動部を駆動するEV運転モード中、前記第1および第2回転磁界発生手段の一方への電力の入力により出力された動力の一部が前記第1および第2回転磁界発生手段の他方で電力に変換された状態で前記一方に入力されることにより再び動力として出力される動力循環が発生しないように、前記電力動力入出力装置の動作を制御することを特徴とする動力装置。 - 前記制御装置は、前記EV運転モード中、前記第1要素の回転数が前記第2要素の回転数以下になるように、前記電力動力入出力装置の動作を制御することを特徴とする、請求項14に記載の動力装置。
- 前記制御装置は、前記EV運転モード中、前記第1回転磁界の回転数が値0よりも高くなるように、前記電力動力入出力装置の動作を制御することを特徴とする、請求項15に記載の動力装置。
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DE102015219462A1 (de) * | 2015-10-08 | 2017-04-13 | Volkswagen Aktiengesellschaft | Hybridantriebsstrang für ein Kraftfahrzeug |
JP6607202B2 (ja) * | 2017-01-10 | 2019-11-20 | トヨタ自動車株式会社 | 駆動装置 |
US10329942B2 (en) | 2017-01-16 | 2019-06-25 | Natural Gas Solutions North America, Llc | Apparatus using magnets for harvesting energy on a metrology device |
JP6546967B2 (ja) * | 2017-07-10 | 2019-07-17 | 本田技研工業株式会社 | 動力装置 |
DE102018127639B3 (de) | 2018-11-06 | 2020-02-27 | Schaeffler Technologies AG & Co. KG | Hybrid Antriebsstrang und Montageverfahren für einen Hybrid Antriebsstrang |
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