WO2014045707A1 - Unité d'entraînement de véhicule - Google Patents

Unité d'entraînement de véhicule Download PDF

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Publication number
WO2014045707A1
WO2014045707A1 PCT/JP2013/070031 JP2013070031W WO2014045707A1 WO 2014045707 A1 WO2014045707 A1 WO 2014045707A1 JP 2013070031 W JP2013070031 W JP 2013070031W WO 2014045707 A1 WO2014045707 A1 WO 2014045707A1
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WO
WIPO (PCT)
Prior art keywords
motor
drive device
vehicle drive
speed reducer
auxiliary
Prior art date
Application number
PCT/JP2013/070031
Other languages
English (en)
Japanese (ja)
Inventor
山本　立行
Original Assignee
日立オートモティブシステムズ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日立オートモティブシステムズ株式会社 filed Critical 日立オートモティブシステムズ株式会社
Priority to JP2014536653A priority Critical patent/JPWO2014045707A1/ja
Publication of WO2014045707A1 publication Critical patent/WO2014045707A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • 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
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D7/00—Slip couplings, e.g. slipping on overload, for absorbing shock
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K49/00—Dynamo-electric clutches; Dynamo-electric brakes
    • H02K49/10—Dynamo-electric clutches; Dynamo-electric brakes of the permanent-magnet type
    • H02K49/104—Magnetic couplings consisting of only two coaxial rotary elements, i.e. the driving element and the driven element
    • H02K49/106—Magnetic couplings consisting of only two coaxial rotary elements, i.e. the driving element and the driven element with a radial air gap
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D27/00—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor
    • F16D27/01—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with permanent magnets
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02026—Connection of auxiliaries with a gear case; Mounting of auxiliaries on the gearbox
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02034—Gearboxes combined or connected with electric machines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • 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 vehicle drive device that constitutes a power train or drive train of an electric vehicle.
  • Patent Document 1 proposes a driving electric motor that simultaneously drives an auxiliary machine.
  • Typical auxiliary machines include, for example, a water pump for cooling water circulation for forcibly cooling the motor itself and various control devices, an oil pump, an air conditioner compressor, and the like. And according to this structure, it is supposed that the auxiliary machine drive motor which had to be provided independently until then can be abolished.
  • the present invention has been made by paying attention to such problems, and is based on the assumption that the electric motor is used as a driving source to drive even auxiliary equipment, and the electric power train is reduced in size and weight, which leads to space saving of on-vehicle equipment. Accordingly, the present invention provides a vehicle drive device that can eliminate not only the accessory drive motor but also the accessory drive speed reducer.
  • the present invention provides an electric motor, a reduction device that drives the drive shaft for the drive wheels at a reduced speed using the motor as a drive source, and a supplement driven by the driving force of the reduction device. And a structure equipped with a machine.
  • the auxiliary machine includes a water pump for circulating cooling water for forcibly cooling the motor itself and various control devices, as well as various oil pumps and compressors for air conditioners.
  • a motor for driving an auxiliary machine but also a speed reducer for driving the auxiliary machine can be eliminated, and an electric power train (electric drive train) including the auxiliary machine and its drive system is also included. ) Can be reduced in size and weight.
  • FIG. 4 The perspective view which shows schematic structure of the motor power unit used as the main element of what is called an electric power train of an electric vehicle as a more concrete form for implementing the vehicle drive device which concerns on this invention.
  • Cross-sectional explanatory drawing of the motor power unit shown in FIG. The typical explanatory view which simplified the internal structure of the motor power unit shown in FIG. FIG. 4 is an enlarged sectional explanatory view of a pump as an auxiliary machine shown in FIGS.
  • FIG. Explanatory drawing which shows the flow of the lubricating oil in the motor power unit shown in FIG.
  • the typical explanatory view showing the 2nd form for carrying out the drive device for vehicles concerning the present invention.
  • FIG. 4 is an explanatory diagram showing another example of the entire cooling system in which an inverter is added to the motor power unit of FIGS.
  • FIG. 4 is an explanatory diagram showing another example of the entire cooling system in which an inverter is added to the motor power unit of FIGS.
  • FIG. 4 is an explanatory diagram showing still another example of the entire cooling system in which an inverter is added to the motor power unit of FIGS.
  • FIG. 1 shows a motor as a main element of a so-called electric power train (electric drive train) of an electric vehicle.
  • the schematic structure of the power unit 1 is shown.
  • 2 is a cross-sectional view of the motor power unit 1 shown in FIG. 1, and
  • FIG. 3 is a simplified diagram schematically showing FIG.
  • the motor power unit 1 is composed of an electric motor 2 as a prime mover and a reduction gear (final reduction gear) 3 as a reduction gear as a final drive unit. Both are integrated into a unit.
  • the output side of the speed reducer 3 is connected to one end of drive shafts 4a and 4b as left and right drive shafts across the speed reducer 3, and the other ends of the drive shafts 4a and 4b are well known. Are connected to wheels which are drive wheels (not shown).
  • the motor 2 is, for example, a three-phase synchronous motor embedded with permanent magnets. As is well known, the motor 2 is not shown as a rotor having a rotating shaft 6 in addition to a stator not shown as a stator in the motor case 5. A rotor is inserted, and the rotary shaft 6 is supported by a plurality of bearings 7 so as to be rotatable at both ends as shown in FIGS. The rotating shaft 6 protrudes from one end surface on the reduction gear 3 side in the axial direction of the motor case 5 and is connected to the input shaft 9 on the reduction gear 3 side as will be described later.
  • the speed reducer 3 is supported on both ends so that the shaft centers are parallel to each other in the housing 8, in addition to the housing 8 functioning as a speed reducer case.
  • An input shaft 9, an intermediate shaft 10, a differential case 11, and reduction gear trains 12 to 15 attached to the input shaft 9, the intermediate shaft 10 and the like are configured.
  • One end surface of the housing 8 on the motor 2 side is an opening opened toward the motor 2 side, and the motor case 5 on the motor 2 side is abutted against the opening, and both are illustrated. Fastened with external bolts.
  • the input shaft 9 of the speed reducer 3 is rotatably supported by the housing 8 via a pair of bearings 16, and the intermediate shaft 10 is similarly supported by a pair of bearings 17.
  • a rotary shaft 6 of the motor 2 is connected to one end of the shaft 9, and a reduction gear 12 on the input shaft 9 side and a reduction gear 13 on the intermediate shaft 10 side are engaged with each other.
  • the differential case 11 is supported on both ends of the housing 8 via a pair of bearings 18 so as to be rotatable.
  • a differential gear 15 as a final gear is integrally fixed to the outer periphery of the differential case 11, and the differential gear 15 meshes with the reduction gear 14 on the intermediate shaft 10 side.
  • the differential case 11 houses a pair of side gears 19a and 19b and a pair of pinion mate gears 20a and 20b that mesh with the side gears 19a and 19b, as is well known. Since the left and right drive shafts 4a and 4b are connected to the pair of side gears 19a and 19b, the rotational output of the side gears 19a and 19b is used as the rotational driving force of the drive shafts 4a and 4b. 4b is transmitted.
  • the first-stage deceleration is performed in accordance with the gear ratio so that the rotational speed of the intermediate shaft 10 is smaller than the rotational speed of the input shaft 9. Further, because of the gear ratio (tooth ratio or speed ratio) between the reduction gear 14 on the intermediate shaft 10 side and the differential gear 15 on the differential case 11 side having a larger diameter than that, the differential gear is more than the rotational speed of the intermediate shaft 10.
  • the second-stage deceleration according to the gear ratio is performed so that the rotation speed of the case 11 is smaller.
  • the differential case 11 is decelerated in two stages by the deceleration due to the power transmission from the input shaft 9 to the intermediate shaft 10 side and the deceleration due to the power transmission from the intermediate shaft 10 to the differential case 11.
  • the reduction gear 13 and the intermediate shaft 10 correspond to this.
  • a rotational position detector represented by a resolver having the rotating shaft 6 of the motor 2 as a rotating portion is provided on the end surface on the side of the anti-reduction gear 3 in the axial direction of the motor case 5.
  • 1 to 3 on the outer surface of the speed reducer 3 on the side opposite to the motor 2 and on the same axis as the auxiliary shaft of the motor power unit 1.
  • the pump 22 is fixedly arranged.
  • the pump 22 circulates lubricating oil for lubricating the reduction gears 12 to 15 and the like in the speed reducer 3, and at the same time, a cooling medium for forcibly cooling the motor 2 with the lubricating oil as will be described later.
  • the lubricating oil is attached to the motor 2 side for supply and circulation.
  • This pump 22 is characterized in that it is rotationally driven by the deceleration output of the speed reducer 3 in the motor power unit 1 without using a dedicated independent motor or speed reducer.
  • FIG. 4 shows details of the above-described pon 22.
  • the rotational driving force of the intermediate shaft 10 in FIGS. 2 and 3, that is, the reduction gear in the reduction gear 3, the first reduction gear and the shaft coaxial with it is shown.
  • An example of a centrifugal pump (spiral pump) that uses a certain reduction gear 13 and intermediate shaft 10 and is driven through a magnet coupling 36 of FIG. 5 is shown.
  • the pump 22 has a housing 23 and a pump case 24 forming a pump chamber 24a coupled in series so as to be located on the same axis line. It fixes to the outer surface of the housing 8 by the side of the reduction gear 3 shown in FIG. Also, the housing 23 is integrally formed with a boss portion 25 located on the same axis as the intermediate shaft 10 on the speed reducer 3 side, and the boss portion 25 is extended at the center of the boss portion 25. A fixed shaft 26 as a shaft body is inserted and fixed. Further, a rotor 27 having a substantially bottomed cylindrical shape is accommodated in the housing 23 of the pump 22, and this rotor 27 is connected to the extension shaft end of the intermediate shaft 10 on the reduction gear 3 side. A plurality of outer magnets 28 are fixed to the inner peripheral surface of the rotor 27 at equal pitches as drive side rotating magnets as shown in FIG.
  • a predetermined sealing property is ensured by interposing a sealing material (not shown) at the joint so that the pumping medium does not leak from the joint between the housing 23 and the pump case 24.
  • a suction port 29 and a discharge port 30 are formed in the pump case 24, and a pump impeller 31 is accommodated in a pump chamber 24a of the pump case 24.
  • the pump impeller 31 is rotatably supported by a fixed shaft 26 on the boss portion 25 side through a bearing 32 and a thrust receiver 33.
  • a partition 34 made of a substantially cup-shaped non-magnetic material is externally fixed to a portion of the pump impeller 31 on the boss portion 25 side and fixed integrally therewith.
  • the inner periphery of the partition 34 is shown in FIG.
  • a plurality of inner magnets 35 are fixed at equal pitches as driven-side rotating magnets.
  • the outer magnet 28 on the rotor 27 side and the inner magnet 35 on the pump impeller 31 side constitute a magnet coupling 36 while not in contact with each other, and the rotor 27 is rotated together with the intermediate shaft 10 on the speed reducer 3 side.
  • the pump impeller 31 is rotationally driven by the magnetic attractive action of the outer magnet 28 on the rotor 27 side and the inner magnet 35 on the pump impeller 31 side. Then, due to the pumping action by the rotation of the pump impeller 31, the pumping medium sucked from the suction port 29 side is discharged from the discharge port 30 side at a predetermined pressure.
  • the magnet coupling 36 composed of the outer magnet 28 and the inner magnet 35 is a non-contact power transmission mechanism using a magnet, and therefore, an auxiliary machine drive that restricts the drive state of the pump 22 that is an auxiliary machine. It also has a function as a limiting means, that is, a function as a simple torque limiter. When a load exceeding an allowable level is applied, the magnet coupling 36 itself slips to protect the pump 22 and the like from damage. it can. In other words, by adopting the magnet coupling 36, it becomes possible to positively control the driving state of the pump 22 as an auxiliary machine as needed, and also to ensure quietness.
  • the housing 23 of the pump 22 is provided with a pickup portion 37 as pickup means so as to face the outer magnet 28 on the rotor 27 side.
  • a rotation sensor 38 serving as a rotor (rotating unit) is configured.
  • the rotation sensor 38 can also detect the number of rotations of the motor 2, and the output of the rotation sensor 38 is effectively used for, for example, traction control or extremely low speed vibration suppression control.
  • an oil pan 39 with a heat radiating fin is attached to the bottom of the housing 8 that functions as a speed reducer case in the speed reducer 3. And a predetermined lubricating oil that circulates in the motor power unit 1 including the motor 2 is stored.
  • An oil cooler 40 is attached to the upper portion of the housing 8 as a heat exchanger (heat radiator), and the lubricating oil circulating in the motor power unit 1 passes through the oil cooler 40.
  • the shaft center of the motor 2 is oriented in the vehicle width direction, and the shaft center of the motor 2 is ahead of the vehicle than the left and right drive shafts 4a and 4b. It shall be arranged to be located on the side.
  • both the oil pan 39 with the radiating fin and the oil cooler 40 can directly receive the traveling wind W, and the lubricating oil inside the oil pan 39 can be actively cooled with air.
  • the rotation driving force of the motor 2 is transmitted to the input shaft 9 of the speed reducer 3 by the activation of the motor 2,
  • the first stage of deceleration is performed in the process of transmitting power from the input shaft 9 to the intermediate shaft 10
  • the second stage of deceleration is performed in the process of transmitting power from the intermediate shaft 10 to the differential case 11.
  • the left and right drive shafts 4a, 4b are rotationally driven by the rotational driving force of the differential case 11 thus made.
  • the pump 22 of FIG. As the pump 22 is driven to rotate, the lubricating oil stored in the oil pan 39 below the housing 8 in the speed reducer 3 is supplied to each part of the speed reducer 3 and the motor 2 as shown in FIG. It will act or cool down. As is apparent from FIGS. 2 and 3, the pump 22 is driven to rotate by the intermediate shaft 10 decelerated from the input shaft 9 of the speed reducer 3. Will be driven.
  • FIG. 6 shows the flow of lubricating oil in the motor power unit 1 shown in FIG.
  • the lubricating oil stored in the oil pan 39 is sucked by the pump 22 as indicated by the symbol a and then supplied to the oil cooler 40 as indicated by the symbol b.
  • Lubricating oil that has passed through the oil cooler 40 is supplied to the reduction gears 12 to 15 and the like of the reduction gear 3 as indicated by reference symbol c, and to the portion of the motor 2 on the side opposite to the reduction gear 3 as indicated by reference symbols d and e. And pumped.
  • the lubricating oil after cooling each part of the speed reducer 3 and each part of the motor 2 is returned to the oil pan 39 and reused for circulation as indicated by reference numeral f.
  • the input shaft 9 (see FIGS. 2 and 3) of the speed reducer 3 is hollow, for example.
  • the input shaft 9 is utilized as a lubricating oil supply passage from the oil cooler 40 to lubricate the input shaft 9, the reduction gears 12 to 15, and the like.
  • a splash-up method that has been used for a long time as a lubrication method of the reducer 3 itself is adopted, and the lubricating oil temporarily accumulated in the housing 8 is used as the reduction gears 12 to 14, the differential gear 15 and the like. It is assumed that the intermediate shaft 10, the reduction gears 12 to 14 attached thereto, the differential gear 15 and the like are lubricated.
  • the rotation shaft 6 of the motor 2 in addition to the input shaft 9 of the speed reducer 3 is also hollow, and the hollow input shaft 9 and the rotation shaft 6 are connected to the oil cooler 40.
  • the coil on the stator side and the magnet on the rotor side are cooled.
  • the motor power unit 1 of the present embodiment not only the motor 2 and the speed reducer 3 but also the pump 22 for circulating the lubricating oil is unitized, and the pump 22 is independent.
  • the motor is directly driven by the reduction driving force of the reduction gear 3 itself without the need for a motor or reduction gear. Therefore, the motor power unit 1 including the pump 22 as an auxiliary machine and its drive system is significantly advantageous in reducing the size and weight and saving space.
  • the motor 2 is made into an oil cooling system, and is independent as the motor power unit 1 while substantially reducing the number of externally exposed pipes. Since the cooling system is constructed, this can also contribute to further reduction in size and weight of the motor power unit 1 and space saving.
  • the pump 22 is accompanied by a rotation sensor 38 using the outer magnet 28 of the magnet coupling 36 as a sensor rotor (rotating portion), and is independent of the control system of the motor 2 and has a small signal processing delay.
  • the actual drive system rotation speed in the motor power unit 1 can be detected over a wide range.
  • the output of the rotation sensor 38 is utilized, which is advantageous, for example, when performing accurate traction control or extremely low speed vibration suppression control.
  • the speed reducer 3 is disposed between the motor 2 and the pump 22 as an auxiliary machine, a general-purpose motor can be used as the motor 2 as necessary. Improves.
  • FIG. 7 is a view showing a second embodiment of the vehicle drive device according to the present invention, and the same reference numerals are given to the portions common to FIG.
  • a pump 22 as an auxiliary machine is arranged coaxially with the input shaft 9 of the speed reducer 3, and the pump 22 is rotationally driven by this input shaft 9. It is.
  • the pump 22 is rotationally driven at the same rotational speed as that of the motor 2, so that the rotational speed of the pump 22 is higher than that of FIG. Will be.
  • FIG. 8 is a diagram showing a third embodiment of the vehicle drive device according to the present invention, and the same reference numerals are given to the parts common to FIG.
  • the reduction gear 12 is directly attached to the shaft end of the rotating shaft 6 of the motor 2, thereby eliminating the input shaft 9 and the bearing 16 of FIG. It is a thing. Also in this case, an effect almost equivalent to that of FIG. 3 is obtained.
  • FIG. 9 shows a cooling system for an electric vehicle on the assumption that the motor power unit 1 shown in FIGS. 1 to 3 is adopted.
  • the motor power unit 1 including the motor 2 and the speed reducer 3 is lubricated as described above.
  • a so-called oil-cooled independent cooling system using oil as a cooling medium is constructed.
  • the separate inverter 41 to be attached to the motor power unit 1 itself constitutes a so-called water-cooled independent cooling system.
  • the cooling system of the inverter 41 includes a radiator (radiator) 42 and electric water pumps 43 and 44 in two stages in series.
  • the radiator 42 and the water pumps 43 and 44 are connected in series by an external pipe to form a cooling water circulation loop for cooling the inverter 41.
  • a series of two-stage electric water pumps 43 and 44 whose flow rates are individually controlled are provided in a cooling water circulation loop for cooling the inverter 41, for example, either one of the pumps.
  • the required flow rate of the cooling water can be ensured by increasing the speed of the other pump.
  • FIG. 10 shows another example of the cooling system of the motor power unit 1 and the inverter 41.
  • the motor power unit 1 including the motor 2 and the speed reducer 3 has a pump 22 as an auxiliary device, and the inverter 41 It is common with the system of FIG.
  • a cooling method of the speed reducer 3 in the motor power unit 1 a so-called lubricating oil splashing type that has been known for a long time has been adopted, while a water cooling type has been adopted as a cooling method for the motor 2 and the inverter 3, 9 is different from the system of FIG. 9 in that the cooling water for the motor 2 and the inverter 3 is circulated by the pump 22.
  • the cooling system of the motor 2 and the inverter 41 includes a radiator 22 and an electric water pump in addition to a pump 22 attached as an accessory to the speed reducer 3. 45 is prepared, and cooling for cooling the motor 2 and the inverter 41 is achieved by connecting the pump 22, the motor 2, the inverter 41, the radiator 42, and the water pump 45 in series by external piping. A water circulation loop is formed.
  • the pump 22 as an auxiliary device attached to the speed reducer 3 is rotationally driven by the driving force of the speed reducer 3, whereas the water pump 45 is independent of the illustration. It is rotated by an electric motor.
  • the cooling water discharged from the pump 22 is first introduced into the inverter 41 to cool the inverter 41, and then the cooling water that has passed through the inverter 41 is introduced into the motor 2. 2 will be cooled. Then, the cooling water that has cooled the motor 2 is introduced into the radiator 42 by the water pump 45, and after heat exchange is performed by the radiator 42, the cooling water is returned to the pump 22 side and reused. become.
  • FIG. 11 shows still another example of the cooling system for the motor power unit 1 and the inverter 41.
  • the motor power unit 1 including the motor 2 and the speed reducer 3 includes a pump 22 as an auxiliary device, and the motor power unit.
  • the so-called lubricating oil splashing type that has been known for a long time has been adopted as the cooling method of the speed reducer 3
  • the water cooling type has been adopted as the cooling method of the motor 2 and the inverter 41.
  • 10 is common to the system of FIG. 10 in that the cooling water for 41 is circulated by an auxiliary pump 22 and an electric water pump 45.
  • the motor 2 and the inverter 41 are arranged close to each other and both are connected by an internal cooling water passage.
  • FIG. 12 shows still another example of the cooling system for the motor power unit 1 and the inverter 41 in the same manner.
  • the anti-reduction gear of the motor 2 out of the motor power unit 1 including the motor 2 and the reduction gear 3 is assumed on the assumption that the motor power unit 1 shown in FIG.
  • the inverter 41 is connected to the third side, and at least three of the reduction gear 3, the motor 2, and the inverter 41 are connected by an internal lubricating oil passage.
  • both the motor 2 and the inverter 41 are oil-cooled, and there is an advantage that the number of externally exposed pipes can be further reduced.
  • a water-cooling type can be adopted for cooling the motor 2 and the inverter 41.
  • the cooling of the speed reducer 3 in the motor power unit 1 is performed as in the systems of FIGS.
  • a so-called lubricating oil splashing type that has been known for a long time is adopted as a method, and cooling water for cooling the motor 2 and the inverter 41 is circulated by a pump 22 attached as an accessory to the motor power unit 1. It will be good.
  • the lubricating oil or cooling water circulation pump 22 has been described as an example of an auxiliary device attached to the motor power unit 1, but this is merely an example, and the auxiliary device is not necessarily limited to the pump 22. Is not to be done.
  • auxiliary machines other than the pump 22 to which the present invention can be applied include a generator (alternator), a compressor for an air conditioner, a negative pressure pump for braking, a hydraulic pump for power steering, and the like.
  • the speed reducer includes a housing that accommodates the speed reducing element, and the auxiliary machine is fixedly disposed in the housing, so that the layout can be improved as described above. There is an advantage to improve.
  • the reduction gear includes a plurality of reduction gears as a reduction element, and the auxiliary device is coaxial with the first reduction gear of the plurality of reduction gears.
  • the auxiliary machine is provided with a rotation sensor comprising a sensor rotor and a pickup means for detecting the rotation of the sensor rotor.
  • a rotation sensor comprising a sensor rotor and a pickup means for detecting the rotation of the sensor rotor.
  • the reduction gear includes a plurality of reduction gears as a reduction element, and the auxiliary device is coaxial with the first reduction gear of the plurality of reduction gears.
  • the auxiliary machine is driven by the driving force of the speed reducer via an auxiliary machine drive limiting means capable of limiting the drive state of the auxiliary machine.
  • the accessory drive limiting means includes a driving side rotating magnet connected to the rotating shaft of the speed reducer and a driven side that is rotationally driven by the magnetic force of the driving side rotating magnet.
  • the magnet coupling is substantially employed as the accessory driving limiting means, thereby reducing silence.
  • the speed reducer includes a housing that accommodates a plurality of stages of reduction gears, and an auxiliary machine is fixedly disposed in the housing, thereby improving layout.
  • the auxiliary machine is provided with a rotation sensor comprising a sensor rotor and a pickup means for detecting the rotation of the sensor rotor, whereby a motor control system and Can detect the rotational speed of the actual drive system in the motor in a wide range in an independent manner and with little signal processing delay. Therefore, it is advantageous in performing accurate traction control and extremely low speed vibration suppression control by utilizing the output of the rotation sensor, for example.
  • the accessory is driven by the driving force of the speed reducer via an accessory drive restricting means capable of restricting the drive state of the accessory.
  • the accessory drive limiting means is a drive-side rotating magnet connected to the rotating shaft of the speed reducer, and the accessory is rotated by the magnetic force of the driving-side rotating magnet.
  • the driven side rotating magnet for driving the motor has the advantage that the quietness can be ensured by substantially adopting the magnet coupling as the accessory drive limiting means.
  • the reduction gear includes a plurality of reduction gears as a reduction element, and the auxiliary device is coaxial with the first reduction gear of the plurality of reduction gears.
  • the auxiliary machine is provided with a rotation sensor comprising a sensor rotor and a pickup means for detecting the rotation of the sensor rotor, whereby a motor control system and Can detect the rotational speed of the actual drive system in the motor in a wide range in an independent manner and with little signal processing delay. Therefore, it is advantageous in performing accurate traction control and extremely low speed vibration suppression control by utilizing the output of the rotation sensor, for example.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Transmission Devices (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Dynamo-Electric Clutches, Dynamo-Electric Brakes (AREA)
  • Gear Transmission (AREA)

Abstract

Selon l'invention, une unité de puissance à moteur (1) comprend un moteur (2) et un réducteur de vitesse (3). Le réducteur de vitesse comporte un arbre d'entrée (9), un arbre intermédiaire (10), un carter de différentiel (11), des engrenages de réduction de vitesse (12-14) et un engrenage différentiel (15). Une pompe (22) est montée comme dispositif auxiliaire sur la surface extérieure, sur le côté opposé au moteur (2), du boîtier (8) et du réducteur de vitesse (3). La pompe (22) est disposée coaxialement par rapport à l'arbre intermédiaire (10) du réducteur de vitesse (3), et la pompe (22) est entraînée par l'arbre intermédiaire (10). De l'huile de lubrification pour le réducteur de vitesse (3) est également utilisée pour refroidir le moteur (2), et l'huile de lubrification est amenée à circuler à l'aide de la pompe (22) dans l'intérieur du moteur (2) et du réducteur de vitesse (3). Cette configuration rend possible d'éliminer le moteur pour entraîner le dispositif auxiliaire ou le réducteur de vitesse pour entraîner le dispositif auxiliaire.
PCT/JP2013/070031 2012-09-21 2013-07-24 Unité d'entraînement de véhicule WO2014045707A1 (fr)

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JP2014536653A JPWO2014045707A1 (ja) 2012-09-21 2013-07-24 車両用駆動装置

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JP2012207873 2012-09-21

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CN108757837A (zh) * 2018-06-20 2018-11-06 陈浩 一种减速器
CN109398060A (zh) * 2018-12-11 2019-03-01 北京宏瑞汽车科技股份有限公司 一种集成式电驱动系统
EP3357727A4 (fr) * 2015-09-28 2019-03-27 NIO Nextev Limited Système d'entraînement électrique pour véhicule automobile et véhicule automobile utilisant ce dernier
WO2019216043A1 (fr) * 2018-05-11 2019-11-14 日本電産株式会社 Appareil d'entraînement
WO2019219676A1 (fr) * 2018-05-15 2019-11-21 Valeo Siemens Eautomotive Germany Gmbh Système d'entraînement intégré
KR20210044727A (ko) * 2019-10-15 2021-04-23 드라이브텍 주식회사 트랜스액슬 일체형 냉각순환구조 시스템
CN114520563A (zh) * 2020-11-19 2022-05-20 日本电产株式会社 驱动装置和车辆
KR102630126B1 (ko) * 2023-02-27 2024-01-29 주식회사 넥스트앤코 경운기에 적용되는 차동 모듈 시스템
WO2024058105A1 (fr) * 2022-09-12 2024-03-21 Ntn株式会社 Roulement à billes

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EP3357727A4 (fr) * 2015-09-28 2019-03-27 NIO Nextev Limited Système d'entraînement électrique pour véhicule automobile et véhicule automobile utilisant ce dernier
WO2019216043A1 (fr) * 2018-05-11 2019-11-14 日本電産株式会社 Appareil d'entraînement
CN112074674B (zh) * 2018-05-11 2024-05-17 日本电产株式会社 驱动装置
CN112074674A (zh) * 2018-05-11 2020-12-11 日本电产株式会社 驱动装置
CN112166544A (zh) * 2018-05-15 2021-01-01 法雷奥西门子新能源汽车德国有限公司 集成驱动系统
WO2019219676A1 (fr) * 2018-05-15 2019-11-21 Valeo Siemens Eautomotive Germany Gmbh Système d'entraînement intégré
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CN108435555B (zh) * 2018-06-20 2020-01-24 内蒙古万晨化工有限公司 一种提高振动筛筛分效率的方法
CN108757837B (zh) * 2018-06-20 2020-05-15 浙江邦飞利传动设备有限公司 一种减速器
CN108435555A (zh) * 2018-06-20 2018-08-24 陈浩 一种提高振动筛筛分效率的方法
CN108757837A (zh) * 2018-06-20 2018-11-06 陈浩 一种减速器
CN109398060A (zh) * 2018-12-11 2019-03-01 北京宏瑞汽车科技股份有限公司 一种集成式电驱动系统
KR20210044727A (ko) * 2019-10-15 2021-04-23 드라이브텍 주식회사 트랜스액슬 일체형 냉각순환구조 시스템
US11772480B2 (en) 2019-10-15 2023-10-03 Drivetech Co., Ltd. Transaxle-integrated cooling circulation system
KR102458432B1 (ko) * 2019-10-15 2022-10-26 드라이브텍 주식회사 트랜스액슬 일체형 냉각순환구조 시스템
CN114520563B (zh) * 2020-11-19 2024-04-23 日本电产株式会社 驱动装置和车辆
CN114520563A (zh) * 2020-11-19 2022-05-20 日本电产株式会社 驱动装置和车辆
WO2024058105A1 (fr) * 2022-09-12 2024-03-21 Ntn株式会社 Roulement à billes
KR102630126B1 (ko) * 2023-02-27 2024-01-29 주식회사 넥스트앤코 경운기에 적용되는 차동 모듈 시스템

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