WO2015151265A1

WO2015151265A1 - Electric system and transport device provided therewith

Info

Publication number: WO2015151265A1
Application number: PCT/JP2014/059888
Authority: WO
Inventors: 秀樹松枝; 満越水; 啓寿山内; 雄渡伊與田; 義則嶋
Original assignee: ヤマハモーターエンジニアリング株式会社
Priority date: 2014-04-03
Filing date: 2014-04-03
Publication date: 2015-10-08

Abstract

This electric system (30) of an electric two-wheel vehicle (10) includes a battery (32). The battery (32) drives a first electric motor (44) and a second electric motor (52). A first transmission unit is provided between a first output shaft (50) and a first rotor (46) of the first electric motor (44), and a second transmission unit is provided between a second output shaft (62) and a second rotor (54) of the second electric motor (52). Further, the electric system (30) has at least two forms relating to the rotation speeds of the first rotor (46) and the second rotor (54). In the first mode, the first rotor (46) and the second rotor (54) rotate together, and in the second mode, at least the first rotor (46) rotates. Defining A as the rotation speed of the first rotor (46) and B as the rotation speed of the second rotor (54), the value of B/A in the second mode is less than the value of B/A in the first mode.

Description

Electric system and transport equipment including the same

The present invention relates to an electric system and a transport device including the same, and more particularly to an electric system equipped with a driving power source and a transport device including the same.

An example of this type of prior art is disclosed in Patent Document 1. In the electric vehicle disclosed in Patent Document 1, the two motor bodies are adjacent to each other and are coaxially connected to be integrally driven, and each motor body is based on an output request signal from the throttle sensor, respectively. The drive is individually controlled via an independent controller. Thereby, a large driving force can be obtained by two motors during power running.

JP 2012-158292 A

However, in this electric vehicle, since two motors are always driven, iron loss, mechanical loss, etc. are doubled, so the efficiency is low when the required torque is small.

In addition, in electric vehicles equipped with a power supply, there are significant restrictions on the power supply, especially the cost of the battery, and the installation space. By increasing the energy efficiency of the electric system as much as possible, the cruising distance can be increased and the amount of battery installed can be reduced. It is hoped that.

Therefore, a main object of the present invention is to provide an electric system and a transport device including the same that can increase energy efficiency while securing a driving torque.

According to one aspect of the present invention, a driving power source, a first driving electric motor driven by the driving power source and including the first rotor, a first driving motor driven by the driving power source and including the second rotor. Two-drive electric motor, a first output shaft driven by the first drive electric motor, a second output shaft driven by the second drive electric motor, a first rotor and a first output shaft A first transmission portion provided between the second transmission portion, a second transmission portion provided between the second rotor and the second output shaft, and a rotational speed of the first rotor and the second rotor, In one aspect, both the first rotor and the second rotor rotate, and in the second aspect, at least the first rotor rotates, the rotation speed of the first rotor is A, and the rotation speed of the second rotor Is B, the value of B / A in the second mode is the value of B / A in the first mode. Ri small, has at least two aspects, the electric system is provided.

In this invention, in the first aspect, both the first rotor and the second rotor rotate. Therefore, when the required torque is large, a large driving torque can be obtained by driving a plurality of electric motors. Further, the value of B / A in the second mode is smaller than the value of B / A in the first mode. That is, the ratio of the rotation speed of the second rotor to the rotation speed of the first rotor is smaller in the second aspect than in the first aspect. As a result, when the required torque is small, it is possible to operate while eliminating unnecessary iron loss, mechanical loss, etc., and efficiency can be improved. Therefore, by switching between the first mode and the second mode according to the situation, it is possible to increase energy efficiency while ensuring the driving torque.

Preferably, under the same rotation speed of the first rotor, the rotation speed of the second rotor in the second mode is lower than the rotation speed of the second rotor in the first mode. In this case, the preferred one can be selected according to the situation for the rotation speed of the second rotor, and the energy efficiency can be increased.

Also preferably, in the second aspect, the first rotor rotates, but the second rotor does not rotate. In this case, either the first mode in which both the first rotor and the second rotor rotate and the second mode in which only the first rotor rotates can be selected according to the situation, and energy efficiency is increased. Can do. In other words, the second rotor (second drive electric motor) serves as a torque adding unit when the required torque is large, and is stopped when the required torque is small, thereby contributing to an improvement in efficiency.

More preferably, the second transmission unit includes a clutch provided between the second rotor and the second output shaft. In this case, the second transmission unit can be configured simply, and even when the first drive electric motor is being driven, the second drive electric motor can be easily stopped by disengaging the clutch.

Preferably, the first transmission unit directly connects the first rotor and the first output shaft. By directly connecting the first rotor and the first output shaft in this manner, the configuration can be simplified and the energy efficiency can be increased.

Also preferably, the first output shaft and the second output shaft are the same output shaft. In this case, the driving torque of the same output shaft can be increased easily and reliably.

More preferably, it is set to one of the first mode and the second mode based on a command value detection unit that detects a torque command value indicating a drive torque to be generated in the electric system, and a detection result by the command value detection unit. And a control device. In this case, either one of the first mode and the second mode can be selected according to the required driving torque, and the energy efficiency can be increased.

Preferably, a manual switch for switching between the first mode and the second mode is further provided. In this case, the first mode and the second mode can be easily switched as necessary.

Preferably, at least one of the transition from the first mode to the second mode and the transition from the second mode to the first mode, the rotational speeds of the first rotor and the second rotor are gradually increased. Increase or decrease to a predetermined value. In this case, the torque at the time of switching between the first mode and the second mode can be relaxed.

More preferably, the rotation speed of each of the first rotor and the second rotor is such that the drive torque of the first driving electric motor on the downstream side of the power transmission direction from the first transmission portion and the power transmission direction from the second transmission portion. Is gradually increased or decreased so that the sum of the driving torque of the second driving electric motor and the torque command value detected by the command value detecting unit is downstream. In this case, torque pulsation (rapid acceleration / torque loss), impact, and vibration can be mitigated at the time of transition from the first mode to the second mode and from the second mode to the first mode. This is particularly effective when switching between parallel operation and single operation.

Since a larger driving torque is required for transportation equipment, the above-described electric system is preferably used for transportation equipment.

The above object and other objects, features, aspects and advantages of the present invention will become more apparent from the following detailed description of the embodiments of the present invention given with reference to the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the electric motorcycle carrying the electric system of one Embodiment of this invention, (a) is a side view solution figure, (b) is a top view solution figure. It is a block diagram which shows the electric system included in embodiment of FIG. It is a flowchart which shows an example of the state transition operation | movement of an electric system. It is a flowchart which shows an example of the parallel operation mode process of an electric system. It is a flowchart which shows an example of the single operation mode process of an electric system. It is a flowchart which shows an example of the regeneration mode process of an electric system. It is a flowchart which shows an example of the regeneration consumption mode process of an electric system. It is a block diagram for demonstrating a parallel operation mode process. It is a block diagram for demonstrating a single operation mode process. It is a block diagram for demonstrating regeneration mode processing. It is a block diagram for demonstrating regeneration consumption mode processing. It is a figure which shows the electric motorcycle carrying the electric system of other embodiment of this invention, (a) is a side view solution figure, (b) is a top view solution figure. It is a block diagram which shows the electric system included in embodiment of FIG. It is a figure which shows the electric motorcycle carrying the electric system of other embodiment of this invention, (a) is a side view solution figure, (b) is a top view solution figure. It is a block diagram which shows the electric system included in embodiment of FIG. It is a figure which shows the electric motorcycle carrying the electric system of further another embodiment of this invention, (a) is a side view solution figure, (b) is a top view solution figure. It is a block diagram which shows the electric system included in embodiment of FIG. It is a block diagram which shows the electric system of other embodiment of this invention. It is an illustration figure which shows the electric four-wheeled vehicle carrying the electric system of other embodiment of this invention. FIG. 20 is a block diagram showing an electric system included in the embodiment of FIG. 19.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 shows an electric motorcycle 10 equipped with an electric system 30 according to an embodiment of the present invention.

The electric motorcycle 10 includes a vehicle body 12. The vehicle body 12 includes a steering shaft (not shown) that is rotatably inserted into a head pipe (not shown), a handle support portion 16 attached to the upper end of the steering shaft, a handle 18 fixed to the handle support portion 16, and a steering shaft. A front fork 20 attached to a lower end of the front fork 20 via a bracket (not shown), a seat 22, and a rear arm 24 extending rearward and swingable. A front wheel 26 is rotatably attached to the lower end portion of the front fork 20, and a rear wheel 28 is rotatably attached to the rear end portion of the rear arm 24.

An electric system 30 is mounted on such a vehicle body 12.
Referring to FIG. 2, electric system 30 includes a battery 32 as a DC driving power source. The battery 32 includes a BMS (Battery Management System) 34 that manages the battery 32. A first control unit 36 and a second control unit 38 are connected to the BMS 34. Each of first control unit 36 and second control unit 38 includes, for example, an MCU (Motor Control Unit). The first control unit 36 and the second control unit 38 are communicably connected by a communication line 39. The judgment result and calculation result of the first control unit 36 are sent to the second control unit 38 via the communication line 39 as necessary. Therefore, for example, the determination result and the calculation result of the first control unit 36 are given to the second electric motor 52 (described later) via the second control unit 38. The first control unit 36 includes a voltage sensor 40 that detects a battery voltage and a current sensor 42 that detects a battery current. A first drive electric motor (hereinafter referred to as “first electric motor”) 44 is connected to the first controller 36, and the first rotor 46 of the first electric motor 44 is a deceleration including a chain, for example. It is connected to the first output shaft 50 via the machine 48. A second drive electric motor (hereinafter referred to as “second electric motor”) 52 is connected to the second control unit 38, and a second rotor 54 of the second electric motor 52 includes a one-way clutch 56, an output. It is connected to the second output shaft 62 via a shaft 58 and a speed reducer 60 including, for example, a chain. The first output shaft 50 and the second output shaft 62 are connected to the axle of the rear wheel 28. Therefore, the torque from the first output shaft 50 and the torque from the second output shaft 62 are combined on the axle of the rear wheel 28. An encoder 64 is disposed in the vicinity of the first electric motor 44, and the first control unit 36 calculates the rotation speed and rotation direction of the first electric motor 44 based on the detection signal from the encoder 64. Similarly, an encoder 66 is disposed in the vicinity of the second electric motor 52, and the second control unit 38 calculates the rotation speed and rotation direction of the second electric motor 52 based on the detection signal from the encoder 66. An accelerator signal is given from an accelerator 68 (see FIG. 1) provided on the handle 18 to the first control unit 36 and the second control unit 38. The battery 32, the DC-DC converter 72, and the auxiliary machines 74 are connected via the main switch 70. Preferably, the first electric motor 44 has the same output as the second electric motor 52 or a lower output than the second electric motor 52. More preferably, as the first electric motor 44, a motor having an output specification suitable for the amount of electric power used for regeneration is employed, and as the second electric motor 52, a high-output motor is employed. Preferably, a large capacity battery is used as the battery 32. In addition, since a desired low speed torque can be obtained by the first drive motor 44 and the second drive motor 52, the reduction ratio of the

speed reducers

48, 60 may be set small. This enables high speed travel.

In such an electric system 30, when the main switch 70 is turned on, the first control unit 36 and the second control unit 38 are activated. On the other hand, when the main switch 70 is turned off, the first control unit 36 and the second control unit 38 are stopped, and the electric system 30 of the electric motorcycle 10 is shut down. As described above, activation / deactivation of the first control unit 36 and the second control unit 38 is instructed by turning on / off the main switch 70. The start of the electric motorcycle 10 is instructed by the accelerator 68, and an accelerator signal corresponding to the operation amount of the accelerator 68 is supplied from the accelerator 68 to the first control unit 36 and the second control unit 38. The first control unit 36 is supplied with power from the battery 32 via the BMS 34, whereby the first control unit 36 controls the first electric motor 44. The electric power from the battery 32 is supplied to the second control unit 38 via the BMS 34, whereby the second control unit 38 controls the second electric motor 52. Accordingly, the first electric motor 44 and the second electric motor 52 are driven by the battery 32 via the first control unit 36 and the second control unit 38, respectively. The first output shaft 50 is driven by the first electric motor 44 via the speed reducer 48. The second output shaft 62 is driven by the second electric motor 52 via the one-way clutch 56 and the speed reducer 60.

In this embodiment, the speed reducer 48 corresponds to a first transmission unit configured such that the first rotor 46 and the first output shaft 50 are interlocked in both directions. The one-way clutch 56, the output shaft 58, and the speed reducer 60 correspond to the second transmission unit. Since the second transmission unit includes the one-way clutch 56, the driving force from the second output shaft 62 is not transmitted to the second rotor 54, and the driving force from the second rotor 54 is applied to the second output shaft 62. Communicated. The connection part for electrically connecting the first electric motor 44 and the second electric motor 52 is the first control part 36, the second control part 38, and the AC line connecting the first control part 36 and the first electric motor 44. 75 a, an AC line 75 b connecting the second control unit 38 and the second electric motor 52, and a DC line 75 c connecting the first control unit 36 and the second control unit 38. The command value detection unit that detects the total torque command value includes a first control unit 36. The control device includes a first control unit 36 and a second control unit 38.

The total torque command value indicates the total driving torque that should be generated in the electric system 30. In this embodiment, the total torque command value is determined by the driving torque of the first electric motor 44 on the downstream side in the power transmission direction from the first transmission unit and the second electric motor 52 on the downstream side in the power transmission direction from the second transmission unit. This corresponds to the sum of the driving torque. In other words, the total torque command value is the sum of the torque to be generated on the first output shaft 50 and the torque to be generated on the second output shaft 62.

Next, the operation of the electric system 30 will be described with reference to FIGS.
A state transition operation of the electric system 30 will be described with reference to FIG.

First, it is determined by the first control unit 36 whether or not the battery 32 is fully charged (step S1). This is determined based on a detection signal from the voltage sensor 40 in the first control unit 36 and communication data from the BMS 34. If the battery 32 is not fully charged, the first control unit 36 determines whether the battery current is being regenerated (current flows from the first control unit 36 toward the battery 32 and the battery 32 is being charged). (Step S3). This is determined based on the detection signal from the current sensor 42 in the first control unit 36 and the communication data from the BMS 34. If the battery current is not being regenerated, the first controller 36 determines whether or not the total torque command value can be handled by one electric motor (step S5). That is, it is determined whether the torque indicated by the total torque command value (drive torque to be generated in the electric system 30) can be obtained by one electric motor. The total torque command value is determined by the first control unit 36 based on the accelerator signal from the accelerator 68 and the detection signal from the encoder 64. If the total torque command value cannot be handled by one electric motor, the process proceeds to the parallel operation mode. On the other hand, if the total torque command value can be handled by one electric motor in step S5, the first control unit 36 determines whether or not the accelerator 68 is closed (step S7). If the accelerator 68 is not closed, the process proceeds to the single operation mode. If the accelerator 68 is closed, the process proceeds to the regeneration mode.

In step S3, if the battery current is being regenerated, the first control unit 36 determines whether or not a regeneration instruction is being performed (step S9). Whether the regeneration instruction is being performed is determined by the first control unit 36 based on the detection signal from the encoder 64 and the accelerator signal from the accelerator 68. When the detection signal from the encoder 64 indicates that the vehicle speed of the electric motorcycle 10 is equal to or lower than the predetermined value, and the accelerator signal from the accelerator 68 indicates that the accelerator 68 is closed, It is judged, and it is judged that it is an event regeneration at other times. If the regeneration instruction is being performed, the process proceeds to step S5. On the other hand, if the regeneration instruction is not being performed (that is, if the regenerative regeneration is being performed), the process proceeds to the regeneration consumption mode. In step S1, when the battery 32 is fully charged, the process proceeds to the regeneration consumption mode.

Here, “result regeneration” means that the electric motor is rotated at a rotational speed such that the induced voltage of the electric motor exceeds the voltage of the driving power supply, so that the regenerative power flows into the driving power supply regardless of a command from the control device. To do.

Of the modes shown in FIG. 3, the parallel operation mode corresponds to the first mode in which both the first rotor 46 and the second rotor 54 rotate. Other single operation modes, regeneration modes, and regeneration consumption modes correspond to the second mode in which at least the first rotor 46 rotates. Assuming that the rotation speed of the first rotor 46 is A and the rotation speed of the second rotor 54 is B, the value of B / A in the second mode is smaller than the value of B / A in the first mode. Under the same rotation speed of the first rotor 46, the rotation speed of the second rotor 54 in the second mode is lower than the rotation speed of the second rotor 54 in the first mode.

The parallel operation mode process of the electric system 30 will be described with reference to FIG. The process of FIG. 4 is also performed at the time of transition from the second mode to the first mode.

First, the total torque command value is acquired by the first control unit 36 (step S11). The total torque command value is determined by the first control unit 36 based on the signal from the accelerator 68 and the detection signal from the encoder 64. And the 1st control part 36 acquires the torque demand value of the 2nd electric motor 52 based on a total torque command value (Step S13). For example, the respective ownerships of the first electric motor 44 and the second electric motor 52 with respect to the total torque command value are set in advance, and the share of the second electric motor 52 in the total torque command value is set to the second electric motor 52. Set as torque request value. Then, the first control unit 36 acquires the previous torque command value of the second electric motor 52 (step S15), and the previous torque command value of the second electric motor 52 is equal to or greater than the torque request value of the second electric motor 52. Is determined by the first control unit 36 (step S17). If the previous torque command value of the second electric motor 52 is less than the torque request value of the second electric motor 52, the first control unit 36 sets the torque command value of the second electric motor 52 to X (increase gradually). A value obtained by adding the values to the second electric motor 52 is set as a torque command value for the second electric motor 52 (step S19). Then, again, the first control unit 36 determines whether or not the torque command value of the second electric motor 52 is equal to or greater than the torque request value of the second electric motor 52 (step S21). If the torque command value of the second electric motor 52 is less than the torque request value of the second electric motor 52, the first controller 36 subtracts the torque command value of the second electric motor 52 from the total torque command value. The torque command value for the first electric motor 44 is set (step S23).

On the other hand, if the previous torque command value of the second electric motor 52 is greater than or equal to the torque request value of the second electric motor 52 in step S17, the first control unit 36 sets the torque request value of the second electric motor 52 to the first value. 2 Set as a torque command value for the electric motor 52 (step S25), and proceed to step S23. Similarly, if the torque command value of the second electric motor 52 is equal to or greater than the torque request value of the second electric motor 52 in step S21, the first control unit 36 sets the torque request value of the second electric motor 52 to the second value. The torque command value for the electric motor 52 is set (step S27), and the process proceeds to step S23. In step S <b> 23, the first control unit 36 sets a value obtained by subtracting the torque command value of the second electric motor 52 from the total torque command value as the torque command value of the first electric motor 44.

After step S23, the first control unit 36 determines whether or not the torque command value of the first electric motor 44 is equal to or greater than the upper limit value for system protection (step S29). If the torque command value of the first electric motor 44 is equal to or greater than the upper limit value for system protection, the first control unit 36 sets the upper limit value for system protection as the torque command value of the first electric motor 44 (step S31). ), Return. On the other hand, if the torque command value of the first electric motor 44 is less than the upper limit value for system protection, the process directly returns.

Thus, the total torque command value is distributed to the first electric motor 44 and the second electric motor 52. The first electric motor 44 is driven so that the torque indicated by the set torque command value is obtained at the first output shaft 50, and the second electric motor 52 is driven by the torque indicated by the set torque command value. The two output shafts 62 are driven as obtained. In other words, the driving torque indicated by the total torque command value (in this embodiment, the torque to be generated in the first output shaft 50 and the second output shaft 62 while considering the torque fluctuations in the first transmission portion and the second transmission portion). The first electric motor 44 and the second electric motor 52 are driven so as to generate torque so that the electric system 30 can output (the sum of the torque and the torque to be generated in step 1).

In addition, if the share of the first electric motor 44 and the second electric motor 52 with respect to the total torque command value is ½, the torque request value of the second electric motor 52 is ½ of the total torque command value. Further, a part of the total torque command value may be preferentially assigned to the first electric motor 44 and the rest of the total torque command value may be assigned to the second electric motor 52. For example, a part of the total torque command value is allocated to the first electric motor 44 up to the limit of the first electric motor 44, and the remainder of the total torque command value that cannot be covered by the first electric motor 44 is transferred to the second electric motor 52. May be assigned. In this case, the remainder of the total torque command value assigned to the second electric motor 52 becomes the torque request value.

Referring to FIG. 8, by executing the parallel operation mode process, the torque by the first electric motor 44 and the torque by the second electric motor 52 can be synthesized, and a high torque can be obtained. As a result, the starting driving force and the maximum speed are improved.

The single operation mode process of the electric system 30 will be described with reference to FIG. The process of FIG. 5 is also performed at the time of transition from the first mode to the second mode.

First, the total torque command value is acquired by the first control unit 36 (step S41). The total torque command value is determined by the first control unit 36 based on the signal from the accelerator 68 and the detection signal from the encoder 64. Then, the first control unit 36 gradually increases the torque command value of the first electric motor 44 (step S43), and the first control unit determines whether or not the torque command value of the first electric motor 44 is equal to or greater than the total torque command value. The determination is made at 36 (step S45). In other words, it is determined whether or not the torque command value of the first electric motor 44 has reached the total torque command value. If the torque command value of the first electric motor 44 is less than the total torque command value, the value obtained by subtracting the torque command value of the first electric motor 44 from the total torque command value by the first control unit 36 is the second electric motor. 52 is set as the torque command value of 52 (step S47), and the process returns. On the other hand, if the torque command value of the first electric motor 44 is equal to or greater than the total torque command value in step S45, the total torque command value is set as the torque command value of the first electric motor 44 by the first control unit 36 (step S45). S49), the process proceeds to step S47. Then, in step S47, the torque command value of the second electric motor 52 is set to zero by the first control unit 36, the second electric motor 52 is stopped by the second control unit 38, and the battery 32 passes through the BMS 34. The discharge to the second control unit 38 is also stopped. Thus, when the torque below the predetermined value is required, the single operation mode is executed.

Referring to FIG. 9, when the single operation mode is executed, power can be powered only by first electric motor 44, and driving force from second output shaft 62 is not transmitted to second electric motor 52 by one-way clutch 56. 2 Loss such as iron loss, copper loss, mechanical loss of the electric motor 52 becomes zero. Therefore, fuel consumption can be improved and cruising distance can be improved.

With reference to FIG. 6, the regeneration mode process of the electric system 30 will be described.
First, the total torque command value for regeneration is acquired by the first control unit 36 (step S51). The total torque command value for regeneration is determined by the first control unit 36 based on the detection signal from the encoder 64. Then, the total torque command value for regeneration is set as the torque command value for the first electric motor 44 by the first control unit 36 (step S53), and the torque command value for the second electric motor 52 is zero by the first control unit 36. (Step S55) and the process returns. In this way, only the first electric motor 44 generates power and regenerative braking is performed, while the second electric motor 52 is stopped and the discharge from the battery 32 to the second control unit 38 via the BMS 34 is also stopped. The The regenerative torque in the regenerative mode process shown in FIG. 6 works in the opposite direction to the driving torque in the parallel operation mode process shown in FIG. 4 and the driving torque in the single operation mode process shown in FIG. .

Referring to FIG. 10, when the vehicle speed of electric motorcycle 10 is equal to or lower than a predetermined value and accelerator 68 is turned off, by executing the regeneration mode, there is an appropriate engine braking feeling due to the regeneration function, and the feeling is reduced. improves. Further, since the battery 32 can be charged by regeneration to reduce the power, the cruising distance can be improved. Further, since the driving force from the second output shaft 62 is not transmitted to the second electric motor 52 by the one-way clutch 56, the loss of iron loss, copper loss, mechanical loss, etc. of the second electric motor 52 becomes zero.

With reference to FIG. 7, the regeneration consumption mode process of the electric system 30 will be described.
First, whether or not the second electric motor 52 is rotating forward is determined by the second control unit 38 based on the detection signal from the encoder 66 (step S61). If the second electric motor 52 is rotating forward, the second electric motor 52 is stopped (step S63). On the other hand, if the second electric motor 52 is not rotating forward, the second electric motor 52 performs consumption processing. Is performed (step S65), and the process returns. In the power consumption processing by the second electric motor 52 in step S65, the second electric motor 52 is rotated in reverse by the second control unit 38, for example. The second control unit 38 may energize the second electric motor 52 with a lock. That is, the second electric motor 52 may be energized so that the second rotor 54 is locked at a predetermined position and the second electric motor 52 is not driven. At this time, for example, a non-sinusoidal current is supplied to the second electric motor 52. Further, the second electric motor 52 may be energized so as to vibrate the second rotor 54. Further, consumption without applying a driving torque may be performed by passing a reactive current (d-axis current). That is, energization with a so-called field weakening current that does not drive the second electric motor 52 may be performed. In regenerative consumption, consumption based only on copper loss may be performed.

Referring to FIG. 11, by executing the regeneration consumption mode, the electric power (regenerative power) generated by the first electric motor 44 can be consumed by the second electric motor 52, and the battery 32 can be protected. That is, when the battery 32 is in a fully charged state or when there is an accidental regeneration due to downhill traveling or the like, by rotating the second electric motor 52 in reverse or energizing the second electric motor 52 with lock electricity, Electric power is consumed without charging the battery 32. Since the behavior of the second electric motor 52 such as reverse rotation and energization of the lock is not transmitted to the speed reducer 60 by the one-way clutch 56, there is no adverse effect on the rear wheel 28 and the electric motorcycle 10. Moreover, even in a fully charged state, it is possible to maintain an engine brake feeling equivalent to that at normal times.

It should be noted that a circuit that can activate the first control unit 36 by an induced voltage even when the main switch 70 is in an OFF state may be provided. In this case, when the first control unit 36 is activated, the second control unit 38 can be activated by communicating from the first control unit 36 to the second control unit 38 via the communication line 39.

According to such an electric motorcycle 10, in the first aspect, both the first rotor 46 and the second rotor 54 rotate. Therefore, when the required torque is large, a large driving torque can be obtained by driving a plurality of electric motors (first electric motor 44 and second electric motor 52). Further, the value of B / A in the second mode is smaller than the value of B / A in the first mode. That is, the ratio of the rotational speed of the second rotor 54 to the rotational speed of the first rotor 46 is smaller in the second aspect than in the first aspect. As a result, when the required torque is small, it is possible to operate while eliminating unnecessary iron loss, mechanical loss, etc., and efficiency can be improved. Therefore, by switching between the first mode and the second mode according to the situation, it is possible to reduce the loss as much as possible and increase the energy efficiency while securing the driving torque.

When the rotation speed of the first rotor 46 is the same, the rotation speed of the second rotor 54 in the second mode is lower than the rotation speed of the second rotor 54 in the first mode. In this case, it is possible to select a preferable one for the rotation speed of the second rotor 54 according to the situation, and energy efficiency can be increased.

Further, a first mode in which both the first rotor 46 and the second rotor 54 rotate (typically, a parallel operation mode in which both the first electric motor 44 and the second electric motor 52 are powered) and the first rotation. The second mode in which only the child 46 rotates (typically, the single drive mode in which the first drive motor 44 is powered but the second electric motor 52 is stopped) can be selected according to the situation, Energy efficiency can be increased. In other words, the second rotor 54 (second electric motor 52) serves as a torque adding unit when the required torque is large, and pauses when the required torque is small, thereby contributing to an improvement in efficiency.

The second transmission unit includes a one-way clutch 56 provided between the second rotor 54 and the second output shaft 62. In this case, the second transmission portion can be configured easily, and the driving force from the second output shaft 62 is not transmitted to the second rotor 54 even while the first electric motor 44 is being driven. Therefore, the second electric motor 52 can be easily stopped.

Depending on the required driving torque, either the first mode or the second mode can be selected, and the energy efficiency can be increased.

By gradually increasing or decreasing the respective torque command values of the first electric motor 44 and the second electric motor 52 at the time of transition from the first mode to the second mode and at the time of transition from the second mode to the first mode, The respective rotational speeds of the first rotor 46 and the second rotor 54 can be gradually increased or decreased to be set to respective predetermined values. Thereby, the torque at the time of switching between the first mode and the second mode can be relaxed. In particular, torque when switching from single operation to parallel operation can be reduced. For example, when the rotation speeds of the first rotor 46 and the second rotor 54 are matched, the rotation speed of the second rotor 54 is gradually increased while the idle second rotor 54 is idled. If the rotational speed is controlled to catch up with the first rotor 46, torque pulsation, impact and vibration when caught up can be mitigated. In addition, the transmission part can be prevented from being damaged.

Further, at the time of transition from the first mode to the second mode and at the time of transition from the second mode to the first mode, the driving torque of the first electric motor 44 and the second level downstream of the first transmission unit in the power transmission direction. The first rotor 46 and the second rotor 46 and the second rotor 46 are arranged such that the sum of the driving torque of the second electric motor 52 on the downstream side in the power transmission direction from the transmission unit becomes a total torque command value detected based on a signal from the accelerator 68. Each rotation speed of the rotor 54 is gradually increased or decreased. In this case, torque pulsation (rapid acceleration / torque loss), impact, and vibration can be mitigated at the time of transition from the first mode to the second mode and from the second mode to the first mode. This is particularly effective when switching between parallel operation and single operation.

Since the electric motorcycle 10 is required to have a larger driving torque, the electric system 30 is preferably used for the electric motorcycle 10.

In step S1 in FIG. 3, it is determined whether or not the battery 32 is fully charged. However, the present invention is not limited to this, and it may be determined whether or not the battery voltage is an overvoltage. Here, the overvoltage refers to a high voltage at which it can be determined that an abnormality (high voltage abnormality) has occurred when the voltage is further increased. Although the state of the battery 32 is monitored by the BMS 34, the first control unit 32 can determine whether or not the battery voltage is an overvoltage based on the detection signal from the voltage sensor 40 even if communication data is not input from the BMS 34. . Moreover, in step S1 of FIG. 3, it may be determined whether or not the battery 32 is in a low temperature state, and further, it may be determined whether or not the battery 32 is in a high temperature state.

Next, FIG. 12 shows an electric motorcycle 10a according to another embodiment of the present invention.
The electric motorcycle 10a includes a vehicle main body 12a, and an electric system 30a is mounted on the vehicle main body 12a. Referring to FIG. 13, unlike the electric system 30 of the electric motorcycle 10, the electric system 30 a does not include the second control unit 38, the AC line 75 b, the DC line 75 c, and the communication line 39, and An AC line 75d that connects the second electric motor 52 is included. Therefore, the first control unit 36 also functions as the second control unit 38 and controls the second electric motor 52. The connection part that electrically connects the first electric motor 44 and the second electric motor 52 includes the first control part 36 and AC lines 75a and 75d. The first control unit 36 corresponds to a control device. Since the other structure of the electric motorcycle 10a is the same as that of the electric motorcycle 10, the overlapping description is omitted.

The electric motorcycle 10a has the same effects as the electric motorcycle 10.
Next, FIG. 14 shows an electric motorcycle 10b according to another embodiment of the present invention.

The electric motorcycle 10b includes a vehicle main body 12b, and an electric system 30b is mounted on the vehicle main body 12b. Referring to FIG. 15, in addition to the configuration of the electric system 30 of the electric motorcycle 10, the electric system 30 b includes, for example, a third drive electric motor (hereinafter referred to as a third control unit 76 including an MCU) and a third rotor 78. , “Third electric motor”) 80 and an encoder 82. The third rotor 78 of the third electric motor 80 is connected to the output shaft 58. In addition, electric system 30 b includes

communication lines

84 and 86 instead of communication line 39. The first control unit 36 and the third control unit 76 are communicably connected by a communication line 84, and the second control unit 38 and the third control unit 76 are communicably connected by a communication line 86. The third control unit 76 is supplied with electric power from the battery 32 via the BMS 34, whereby the third control unit 76 controls the third electric motor 80. Accordingly, the third electric motor 80 is driven by the battery 32 via the third control unit 76. The control device includes a first control unit 36, a second control unit 38 and a third control unit 76. Since the other structure of the electric motorcycle 10b is the same as that of the electric motorcycle 10, the overlapping description is omitted.

The electric motorcycle 10b has the same effect as the electric motorcycle 10.
FIG. 16 shows an electric motorcycle 10c according to another embodiment of the present invention.

The electric motorcycle 10c includes a vehicle main body 12c, and an electric system 30c is mounted on the vehicle main body 12c. 17, electric system 30c includes, for example, a speed reducer 88 including a chain, and a third output shaft 89 in addition to the configuration of electric system 30b of electric motorcycle 10b. The third rotor 78 of the third electric motor 80 is connected to the third output shaft 89 via the speed reducer 88 without being connected to the output shaft 58. The third output shaft 89 connects the axle of the rear wheel 28 and the second output shaft 62. The reduction gear 88 corresponds to the third transmission unit. The total torque command value corresponds to the sum of the torque to be generated on the first output shaft 50, the torque to be generated on the second output shaft 62, and the torque to be generated on the third output shaft 89. Since the other structure of the electric motorcycle 10c is the same as that of the electric motorcycle 10b, description thereof is omitted.

The electric motorcycle 10c has the same effect as the electric motorcycle 10.
Next, FIG. 18 shows an electric system 30d according to another embodiment of the present invention.

The electric system 30 d does not include the output shaft 58, the speed reducer 60, and the second output shaft 62 of the electric system 30 of the electric motorcycle 10, and the second output shaft 90 that is directly connected to the first rotor 46 of the first electric motor 44. including. The second rotor 54 of the second electric motor 52 is connected to the first rotor 46 of the first electric motor 44 via the one-way clutch 56 and the second output shaft 90, and the torque from the second output shaft 90 is To the first rotor 46 of the first electric motor 44. In the electric system 30d, a speed reducer 92 and an output shaft 94 are provided between the first rotor 46 and the speed reducer 48. The reduction gears 48 and 92 and the output shaft 94 correspond to the first transmission unit. The one-way clutch 56 corresponds to the second transmission unit. The total torque command value corresponds to the sum of the torque to be generated on the first output shaft 50 and the torque to be generated on the second output shaft 90. The other configuration of the electric system 30d is the same as that of the electric system 30, and thus redundant description thereof is omitted.

When the electric system 30d is adopted in the electric motorcycle 10, the same effect as the electric motorcycle 10 adopting the electric system 30 can be obtained. In the electric system 30d, the rotation directions of the first electric motor 44 and the second electric motor 52 are set in the same direction.

Furthermore, FIG. 19 shows an electric four-wheeled vehicle 100 according to an embodiment of the present invention.
The electric four-wheel vehicle 100 includes a vehicle main body 102. The front portion of the vehicle main body 102 rotatably supports the pair of

front wheels

104a and 104b, and the rear portion of the vehicle main body 102 rotatably supports the pair of

rear wheels

106a and 106b.

An electric system 108 is mounted on such a vehicle main body 102.
Referring to FIG. 20, electric system 108 includes a battery 110 as a DC driving power source. The battery 110 includes a BMS 112 that manages the battery 110. A control unit 114 is connected to the BMS 112. Control unit 114 includes, for example, an MCU. The control unit 114 includes a voltage sensor 116 that detects a battery voltage and a current sensor 118 that detects a battery current.

The control unit 114 is connected to a pair of first

electric motors

120a and 120b. The first rotor 122a of the first electric motor 120a is connected to the first output shaft 126a via the first transmission portion 124a. First transmission portion 124a includes, for example, a coupling. The first output shaft 126a is connected to the axle of the rear wheel 106a. An encoder 128a is disposed in the vicinity of the first electric motor 120a, and the control unit 114 calculates the rotation speed and rotation direction of the first electric motor 120a based on a detection signal from the encoder 128a. Similarly, the first rotor 122b of the first electric motor 120b is connected to the first output shaft 126b through the first transmission portion 124b. First transmission portion 124b includes, for example, a coupling. The first output shaft 126b is connected to the axle of the rear wheel 106b. An encoder 128b is disposed in the vicinity of the first electric motor 120b, and the control unit 114 calculates the rotation speed and rotation direction of the first electric motor 120b based on the detection signal from the encoder 128b.

In addition, a pair of second

electric motors

130a and 130b is connected to the control unit 114. The second rotor 132a of the second electric motor 130a is connected to the second output shaft 136a via the one-way clutch 134a. The second output shaft 136a is connected to the axle of the front wheel 104a. An encoder 138a is disposed in the vicinity of the second electric motor 130a, and the control unit 114 calculates the rotation speed and rotation direction of the second electric motor 130a based on a detection signal from the encoder 138a. Similarly, the second rotor 132b of the second electric motor 130b is connected to the second output shaft 136b via a one-way clutch 134b. The second output shaft 136b is connected to the axle of the front wheel 104b. An encoder 138b is disposed in the vicinity of the second electric motor 130b, and the control unit 114 calculates the rotation speed and rotation direction of the second electric motor 130b based on the detection signal from the encoder 138b.

An accelerator signal is given from the accelerator 140 to the control unit 114. The battery 110, the DC-DC converter 144, and the auxiliary machinery 146 are connected via a main switch 142.

In such an electric system 108, when the main switch 142 is turned on, the control unit 114 is activated. On the other hand, when the main switch 142 is turned off, the control unit 114 is stopped, and the electric system 108 of the electric four-wheeled vehicle 100 is shut down. As described above, activation / deactivation of the control unit 114 is instructed by turning on / off the main switch 142. The accelerator 140 instructs the start of the electric four-wheel vehicle 100, and an accelerator signal corresponding to the operation amount of the accelerator 140 is supplied from the accelerator 140 to the control unit 114. The control unit 114 is supplied with power from the battery 110 via the BMS 112, whereby the control unit 114 controls the pair of first

electric motors

120a and 120b and the pair of second

electric motors

130a and 130b. Accordingly, the pair of first

electric motors

120 a and 120 b and the pair of second

electric motors

130 a and 130 b are driven by the battery 110 via the control unit 114. The first output shaft 126a is driven by the first electric motor 120a via the first transmission portion 124a, and the first output shaft 126b is driven by the first electric motor 120b via the first transmission portion 124b. The second output shaft 136a is driven by the second electric motor 130a via the one-way clutch 134a, and the second output shaft 136b is driven by the second electric motor 130b via the one-way clutch 134b.

In this embodiment, the one-

way clutches

134a and 134b each correspond to a second transmission unit. The one-way clutch 134a transmits the driving force from the second rotor 132a to the second output shaft 136a without transmitting the driving force from the second output shaft 136a to the second rotor 132a. Similarly, the driving force from the second rotor 132b is transmitted to the second output shaft 136b without the driving force from the second output shaft 136b being transmitted to the second rotor 132b by the one-way clutch 134b. The connection part for electrically connecting the first electric motor 120a and the second electric motor 130a includes a control part 114, an AC line 148a connecting the control part 114 and the first electric motor 120a, and the control part 114 and the second electric motor. AC line 148b connecting motor 130a is included. Similarly, the connection part that electrically connects the first electric motor 120b and the second electric motor 130b includes the control part 114, the AC line 150a that connects the control part 114 and the first electric motor 120b, and the control part 114. An AC line 150b connecting the second electric motor 130b is included. The control unit 114 corresponds to a control device. The total torque command value corresponds to the total torque to be generated in the

first output shafts

12a and 126b and the

second output shafts

136a and 136b.

The electric four-wheeled vehicle 100 including the electric system 108 has the same effect as the electric two-wheeled vehicle 10 including the electric system 30.

In the electric system 108, the first transmission portion 124a directly connects the first rotor 122a and the first output shaft 126a, and the first transmission portion 124b connects the first rotor 122b and the first output shaft 126b. By direct connection, the configuration is simplified and the energy efficiency can be increased.

In the electric four-wheeled vehicle 100, the electric system 108 is divided into right and left, the first electric motor 120a and the second electric motor 130a are set as one set, and the first electric motor 120b and the second electric motor 130b are set as one set. Although described, it is not limited to this. The first electric motor 120a and the second electric motor 130b are set as one set, the first electric motor 120b and the second electric motor 130a are set as one set, and the electric motor at the cross position is configured as one set. Also good. Alternatively, three electric motors may be directly connected to the output shaft, and one electric motor may be connected to the output shaft via a clutch. Further, one electric motor may be directly connected to the output shaft, and each of the three electric motors may be connected to the output shaft via a clutch.

In the above-described embodiment, the case where the first output shaft and the second output shaft are separate output shafts has been described. However, the present invention is not limited to this, and the same output shaft may be used. In this case, the driving torque of the same output shaft can be increased easily and reliably. For example, in the embodiment shown in FIGS. 1, 12, and 14, the first output shaft 50, the second output shaft 62, and the axles of the rear wheels 28 may be configured as one (same) output shaft. In the embodiment shown in FIG. 16, the first output shaft 50, the second output shaft 62, the third output shaft 89, and the axles of the rear wheels 28 may be configured as one (same) output shaft.

The switching between the first mode and the second mode may be performed by any switching means such as a manual switch. For example, the control device may switch between the first mode and the second mode based on a switching signal from a manual switch 152 (see FIG. 1) provided on the handle 18. In this case, the first mode and the second mode can be easily switched by the manual switch 152 as necessary.

The present invention may include other aspects in addition to the first aspect and the second aspect.
In the above-described embodiment, the one-way clutch is used as the clutch, but the present invention is not limited to this. A centrifugal clutch or an electromagnetic clutch may be used as the clutch. When the clutch is turned off by completely disengaging the clutch, the second electric motor 52 may be normally rotated in the regeneration consumption mode shown in FIGS. 7 and 11.

It is sufficient that at least one of the first transmission unit to the third transmission unit includes a clutch. Preferably, at least the second transmission portion of the first transmission portion to the third transmission portion includes a clutch.

The electric system included in the electric motorcycle according to the embodiment of the present invention may have four or more electric motors. In this case, a clutch is provided in one or two or more electric motors according to the amount of power regenerated and consumed by the electric system.

The electric motor may be an axial gap type motor or a radial gap type motor.

In the above-described embodiment, the voltage sensor 40 and the current sensor 42 may be provided in the BMS 34.

In the electric motorcycle according to the above-described embodiment, the case where the transmission unit includes a reduction gear has been described. However, the transmission unit is not necessarily limited to this, and the transmission unit may not necessarily include the reduction gear.

Moreover, the reduction gear may have a belt instead of a chain.
In step S5 of the operation example shown in FIG. 3, the total torque command value is determined as a torque command value for determining whether to proceed to the parallel operation mode, that is, whether to set the first mode or the second mode. Although used, it is not limited to this. For example, in the embodiment shown in FIG. 16, based on a torque command value (≦ total torque command value) indicating the sum of the torque to be generated on the first output shaft 50 and the torque to be generated on the second output shaft 62, It may be determined whether to set the first mode or the second mode. In the embodiment shown in FIG. 19, based on a torque command value (≦ total torque command value) indicating the sum of torque to be generated on one first output shaft 126a and torque to be generated on one second output shaft 136a. Thus, it may be determined whether to set the first mode or the second mode.

In the parallel operation mode process shown in FIG. 4 and the single operation mode process shown in FIG. 5, the torque command values of the first electric motor 44 and the second electric motor 52 are gradually increased or decreased and set to desired values. It is not limited. You may make it set the torque command value of the 1st electric motor 44 and the 2nd electric motor 52 to a desired value at a stretch.

In

electric systems

30b, 30c and 30d shown in FIGS. 15, 17 and 18, all the electric motors may be controlled by one control unit. In electric system 108 in FIG. 20, a control unit is provided for each electric motor. It may be provided.

The electric system according to the present invention can be mounted not only on electric motorcycles and electric automobiles but also on any transportation equipment such as ships and airplanes.

Although the preferred embodiments of the present invention have been described above, it is apparent that various modifications can be made without departing from the scope and spirit of the present invention. The scope of the invention is limited only by the appended claims.

10, 10a, 10b,

10c Electric motorcycle

30, 30a, 30b, 30c, 30d, 108

Electric system

32, 110 Battery 36 First controller 38

Second controller

40, 116

Voltage sensor

42, 118

Current sensor

44, 120a, 120b First drive

electric motor

46, 122a, 122b

First rotor

48, 60, 88, 92

Reducer

50, 126a, 126b

First output shaft

52, 130a, 130b Second drive

electric motor

54, 132a, 132b

Second rotor

56, 134a, 134b One-way clutch 58, 94

Output shaft

62, 90, 136a, 136b

Second output shaft

64, 66, 82, 128a, 128b, 138a,

138b Encoder

68, 140

Accelerator

75a, 75b, 75d , 148a, 48b, 150a, 150b AC line 75c DC line 76 the third control unit 78 the third rotor 80 and third drive electric motor 100 electric automobile 114

control unit

124a, 124b first transmission portion 152 manual switch

Claims

A power supply for driving;
A first driving electric motor driven by the driving power source and including a first rotor;
A second driving electric motor driven by the driving power source and including a second rotor;
A first output shaft driven by the first driving electric motor;
A second output shaft driven by the second driving electric motor;
A first transmission portion provided between the first rotor and the first output shaft;
A second transmission portion provided between the second rotor and the second output shaft;
It is the aspect regarding the rotational speed of the said 1st rotor and the said 2nd rotor,
In the first aspect, the first rotor and the second rotor rotate together,
In the second aspect, at least the first rotor rotates,
Assuming that the rotation speed of the first rotor is A and the rotation speed of the second rotor is B, the value of B / A in the second mode is greater than the value of B / A in the first mode. A motorized system having at least two aspects that are small.
The rotation speed of the second rotor in the second aspect is lower than the rotation speed of the second rotor in the first aspect under the same rotation speed of the first rotor. Item 4. The electric system according to Item 1.
The electric system according to claim 1 or 2, wherein in the second aspect, the first rotor rotates but the second rotor does not rotate.
The electric system according to any one of claims 1 to 3, wherein the second transmission unit includes a clutch provided between the second rotor and the second output shaft.
The electric system according to any one of claims 1 to 4, wherein the first transmission unit directly connects the first rotor and the first output shaft.
The electric system according to any one of claims 1 to 5, wherein the first output shaft and the second output shaft are the same output shaft.
A command value detector for detecting a torque command value indicating a drive torque to be generated in the electric system;
The electric system according to any one of claims 1 to 6, further comprising a control device configured to set to one of the first mode and the second mode based on a detection result by the command value detection unit.
The electric system according to any one of claims 1 to 6, further comprising a manual switch for switching between the first mode and the second mode.
At least one of the first mode and the second mode at the time of transition from the first mode to the second mode and at the time of the transition from the second mode to the first mode, respectively. The electric system according to claim 7, which is gradually increased or decreased and set to a predetermined value.
The rotational speed of each of the first rotor and the second rotor is such that the driving torque of the first driving electric motor and the power transmission from the second transmission section are downstream from the first transmission section in the power transmission direction. 10. The electric system according to claim 9, wherein the electric system according to claim 9 is gradually increased or decreased so that a sum of the driving torque of the second driving electric motor on the downstream side in the direction becomes a torque command value detected by the command value detection unit.
Transportation equipment comprising the electric system according to any one of claims 1 to 10.