WO2015162834A1 - 車両用駆動装置 - Google Patents
車両用駆動装置 Download PDFInfo
- Publication number
- WO2015162834A1 WO2015162834A1 PCT/JP2015/000753 JP2015000753W WO2015162834A1 WO 2015162834 A1 WO2015162834 A1 WO 2015162834A1 JP 2015000753 W JP2015000753 W JP 2015000753W WO 2015162834 A1 WO2015162834 A1 WO 2015162834A1
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- WIPO (PCT)
- Prior art keywords
- motor generator
- power connection
- disconnection
- vehicle
- power
- Prior art date
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- 230000005540 biological transmission Effects 0.000 claims description 43
- 238000010586 diagram Methods 0.000 description 25
- 230000001172 regenerating effect Effects 0.000 description 24
- 230000008929 regeneration Effects 0.000 description 16
- 238000011069 regeneration method Methods 0.000 description 16
- 238000010248 power generation Methods 0.000 description 7
- 230000001133 acceleration Effects 0.000 description 3
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000007423 decrease Effects 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- 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
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- 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
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- 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
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
Definitions
- the present invention relates to a vehicle drive device using an electric supercharger as a supercharger.
- FIG. 18 is a detailed view of a vehicle drive device using the conventional supercharging system disclosed in Patent Document 1.
- the compressor 105, the first intercooler 107, the first valve 109, the supercharger 111, and the second intercooler 113 of the turbocharger 103 are disposed on the intake passage of the engine 101 from the upstream side.
- the downstream side is connected to the intake manifold 115 of the engine 101.
- the upstream side of the first intercooler 107 and the downstream side of the supercharger 111 are connected via a bypass passage, and a second valve 117 is interposed in the bypass passage.
- An intermediate shaft 125 is connected to the first drive shaft 121 protruding from one screw 119 of the supercharger 111 via a supercharger clutch 123.
- a crankshaft 129 (drive shaft) of the engine 101 is connected to the intermediate shaft 125 via a belt 127.
- the second drive shaft 133 protrudes from the other screw 131 of the supercharger 111. Even when the second drive shaft 133 is driven to rotate, the supercharger 111 operates to compress the intake air as in the case of the first drive shaft 121.
- a supercharger drive motor (motor generator) 135 is connected to the second drive shaft 133.
- the supercharger drive motor 135 is connected to the traveling battery 141 via the DC-DC converter 137 and the inverter 139.
- the supercharger drive motor 135 is subjected to power running control or regenerative control by the inverter ECU 143. During powering control of the supercharger drive motor 135, direct current power from the traveling battery 141 is converted into alternating current power by the inverter 139 and then stepped down by the DC-DC converter 137, and the supercharger drive motor 135 is supplied to the second power supply by the power supply.
- the supercharger 111 is operated by rotationally driving the drive shaft 133.
- the supercharger drive motor 135 generates electric power by the rotation transmission from the second drive shaft 133 of the supercharger 111, and the generated electric power is boosted by the DC-DC converter 137 to be inverter 139.
- the battery for traveling 141 is charged after being converted to DC power.
- the vehicle drive device includes an engine mounted on the vehicle, a drive shaft that is mechanically connected to the engine to drive the vehicle, a first power connection / disconnection portion connected to the drive shaft, and a first power connection / disconnection portion.
- a motor generator mechanically connected to the drive shaft via a second power connection / disconnection portion connected to the motor generator, and a supercharger mechanically connected to the motor generator via the second power connection / disconnection portion With.
- Another vehicle drive device includes an engine mounted on a vehicle, a first power connection / disconnection portion connected to the engine, a motor generator mechanically connected to the engine via the first power connection / disconnection portion, A second power connection / disconnection portion connected to the motor generator, and a supercharger mechanically connected to the motor generator via the second power connection / disconnection portion.
- These vehicle drive units can recover regenerative power with high efficiency.
- FIG. 1 is a schematic configuration diagram of a vehicle drive device according to the first embodiment.
- FIG. 2 is a schematic configuration diagram showing an operation at the time of driving assist of the vehicle drive device in the first embodiment.
- FIG. 3 is a schematic configuration diagram showing an operation during regeneration of the vehicle drive device in the first embodiment.
- FIG. 4 is a schematic configuration diagram showing an operation at the time of supercharger driving of the vehicle drive device in the first embodiment.
- FIG. 5 is a schematic configuration diagram of the vehicle drive device according to the second embodiment.
- FIG. 6 is a schematic configuration diagram showing an operation during regeneration of the vehicle drive device according to the second embodiment.
- FIG. 7 is a schematic configuration diagram showing an operation at the time of supercharger driving of the vehicle drive device in the second embodiment.
- FIG. 1 is a schematic configuration diagram of a vehicle drive device according to the first embodiment.
- FIG. 2 is a schematic configuration diagram showing an operation at the time of driving assist of the vehicle drive device in the first embodiment.
- FIG. 3 is a schematic configuration diagram
- FIG. 8 is a schematic configuration diagram of the vehicle drive device according to the third embodiment.
- FIG. 9 is a schematic configuration diagram showing an operation at the time of engine start of the vehicle drive device in the third embodiment.
- FIG. 10 is a schematic configuration diagram showing an operation at the time of driving assist of the vehicle drive device in the third embodiment.
- FIG. 11 is a schematic configuration diagram showing an operation during regeneration of the vehicle drive device according to the third embodiment.
- FIG. 12 is a schematic configuration diagram illustrating the operation of the vehicle drive device according to the third embodiment at the time of engine power generation while the vehicle is stopped.
- FIG. 13 is a schematic configuration diagram showing the operation of the vehicle drive device in the third embodiment when driving the supercharger.
- FIG. 14 is a schematic configuration diagram of a vehicle drive device according to the fourth embodiment.
- FIG. 14 is a schematic configuration diagram of a vehicle drive device according to the fourth embodiment.
- FIG. 15 is a schematic configuration diagram showing an operation during regeneration of the vehicle drive device according to the fourth embodiment.
- FIG. 16 is a schematic configuration diagram illustrating the operation of the vehicle drive device according to the fourth embodiment at the time of engine power generation during stopping.
- FIG. 17 is a schematic configuration diagram showing an operation at the time of supercharger driving of the vehicle drive device in the fourth embodiment.
- FIG. 18 is a detailed view of a conventional supercharging system.
- FIG. 1 is a schematic configuration diagram of a vehicle drive device 1A according to the first embodiment.
- a of vehicle drive devices are the engine 11 mounted in the vehicle 1001, the drive shaft 15 which is mechanically connected with the engine 11, and drives the vehicle 1001, the power connection / disconnection part 17 connected to the drive shaft 15, A motor generator 19 mechanically connected to the drive shaft 15 via a power connection / disconnection portion 17, a power connection / disconnection portion 21 connected to the motor generator 19, and a machine via the motor generator 19 and the power connection / disconnection portion 21.
- the supercharger 23 and the control unit 25 are connected to each other.
- the control unit 25 is electrically connected to the power connection / disconnection unit 17, the motor generator 19, and the power connection / disconnection unit 21.
- the motor generator 19 is directly connected to the drive shaft 15 without passing through the supercharger 23.
- the deceleration kinetic energy can be recovered without loss by the supercharger 23, so that the regeneration efficiency is improved. Therefore, even if it has the electric supercharger 23 driven by the motor generator 19, the vehicle drive device 1A that can recover the regenerative power with high efficiency can be realized.
- an input side 27 ⁇ / b> A of a transmission 27 is mechanically connected to the engine 11.
- the transmission 27 uses a 5-speed automatic transmission in the first embodiment.
- the transmission 27 is not limited to an automatic transmission, and may be a continuously variable automatic transmission or a manual transmission.
- the number of gears is not limited to five, but may be more or less.
- the output side 27B of the transmission 27 is mechanically connected to a tire 29 via a drive shaft 15 and a differential gear 28 for driving the vehicle.
- a power connection / disconnection part 17 is mechanically connected to the drive shaft 15.
- the power connection / disconnection portion 17 includes a gear that engages with the drive shaft 15 so that the drive force can be taken out from the drive shaft 15 or applied to the drive shaft 15.
- a clutch is used for the power connection / disconnection portion 17. This clutch can be arbitrarily controlled to be engaged and disengaged by an external signal.
- the gear may be a belt or a chain.
- a motor generator 19 is mechanically connected to the power connection / disconnection part 17.
- the motor generator 19 has a double shaft structure having shafts 19A and 19B, and the power connection / disconnection portion 17 is connected to one shaft 19A.
- the motor generator 19 is configured to be capable of regenerative power generation that generates electric power when driven from the drive shaft 15 via the power connection / disconnection portion 17 and power running that rotationally drives the drive shaft 15 via the power connection / disconnection portion 17. However, it is configured to switch between power running and regeneration by an external signal.
- a power connection / disconnection portion 21 is mechanically connected to the other shaft 19B of the motor generator 19 having a double shaft structure.
- the power connection / disconnection part 21 has the same configuration as the power connection / disconnection part 17.
- a supercharger 23 is mechanically connected to the power connection / disconnection part 21, and the supercharger 23 is mechanically connected to the shaft 19 ⁇ / b> B of the motor generator 19 via the power connection / disconnection part 21. Accordingly, the supercharger 23 is an electric supercharger because it can be driven by the motor generator 19 by fastening the power connecting / disconnecting portion 21.
- the supercharger 23 is connected to the intake system piping of the engine 11.
- the power connection / disconnection unit 17, the motor generator 19, and the power connection / disconnection unit 21 are all electrically connected to the control unit 25.
- the control unit 25 controls the fastening and opening of the power connection / disconnection unit 17 and the power connection / disconnection unit 21, and also controls the switching of power running and regeneration of the motor generator 19.
- the control unit 25 includes a peripheral circuit including a microcomputer and a memory, and also controls the inverter 31 that is electrically connected to the motor generator 19 in addition to the above-described operation. Furthermore, data communication is also performed with the vehicle-side control unit.
- the inverter 31 converts the generated AC power into DC and charges the battery 33 electrically connected to the inverter 31.
- the inverter 31 converts the DC power of the battery 33 into AC and supplies it to the motor generator 19.
- FIGS. 2 to 4 are configuration diagrams showing the operation of the vehicle drive device 1A.
- the thick arrows in FIGS. 2 to 4 indicate the direction in which the driving force is transmitted.
- the engine 11 drives a tire 29 via a transmission 27 and a differential gear 28.
- the control unit 25 fastens the power connection / disconnection unit 17 and opens the power connection / disconnection unit 21 in order to increase the driving force.
- the driving force of the motor generator 19 is transmitted only to the power connection / disconnection part 17 without being transmitted from the power connection / disconnection part 21 first.
- the control unit 25 controls the motor generator 19 to power, and controls the inverter 31 to convert the DC power stored in the battery 33 into AC and supply it to the motor generator 19.
- the motor generator 19 is driven by the output of the battery 33 and transmits the driving force of the motor generator 19 to the drive shaft 15 via the power connection / disconnection part 17.
- both the driving force of the engine 11 and the driving force of the motor generator 19 are applied to the tire 29, and the vehicle 1001 can be accelerated in response to a sudden depression of the accelerator pedal.
- the control unit 25 controls the motor generator 19 to generate regenerative power with the power connection / disconnection unit 17 fastened and the power connection / disconnection unit 21 opened.
- the control unit 25 controls the inverter 31 to charge the battery 33. Thereby, the regenerative power can be efficiently collected in the battery 33 without going through the supercharger 23.
- the control unit 25 determines whether or not the engine 11 needs to be supercharged. If it is determined that supercharging is necessary, the control unit 25 opens the power connection / disconnection unit 17, fastens the power connection / disconnection unit 21, and controls the motor generator 19 to power. At the same time, the control unit 25 controls the inverter 31 to supply the electric power of the battery 33 to the motor generator 19. As a result, the supercharger 23 is electrically driven by the motor generator 19.
- the engine 11 drives the drive shaft 15 in a state where the intake air supercharged by the supercharger 23 is supplied to the engine 11. Therefore, a high driving force is transmitted from the drive shaft 15 to the tire 29 via the differential gear 28. By such an operation, the engine 11 can be driven at a high output.
- the control unit 25 fastens the power connection / disconnection unit 17, opens the power connection / disconnection unit 21, supplies power to the motor generator 19, and powers the motor generator 19. Further, when the vehicle decelerates, the control unit 25 fastens the power connection / disconnection unit 17, opens the power connection / disconnection unit 21, and regenerates the motor generator 19 so that the motor generator 19 generates electric power. Further, when the engine 11 is supercharged, the control unit 25 opens the power connection / disconnection unit 17, fastens the power connection / disconnection unit 21, and powers the motor generator 19.
- the vehicle drive device 1A that can perform supercharging, assist driving force, and further regenerate with one motor generator 19.
- Whether the motor generator 19 is supercharged to increase the output or the engine driving force is assisted by the drive shaft 15 is determined by the control unit 25, for example, the accelerator pedal depression speed, the inclination angle, and the remaining amount of the battery 33.
- the condition such as position information by car navigation is comprehensively determined and determined.
- Patent Document 1 describes that the conventional supercharging system shown in FIG. 18 can effectively use devices constituting the system not only for constant speed traveling and acceleration traveling of a vehicle but also for decelerating traveling.
- the supercharger driving motor 135 collects the deceleration kinetic energy of the vehicle via the supercharger 111, so that the supercharger 111 is operated unnecessarily. Therefore, a loss occurs when recovering the regenerative power. Therefore, the regeneration efficiency is reduced.
- the motor generator 19 is directly connected to the drive shaft 15 without the supercharger 23 by the above configuration and operation.
- the deceleration kinetic energy can be recovered without loss by the supercharger 23, so that the regeneration efficiency is improved. Therefore, even if it has the electric supercharger 23, 1 A of vehicle drive devices which can collect
- FIG. 5 is a schematic configuration diagram of a vehicle drive device 1B according to the second embodiment.
- the same reference numerals are assigned to the same parts as those in the vehicle drive device 1 ⁇ / b> A according to the first embodiment shown in FIGS. 1 to 4.
- the vehicle drive device 1B according to the second embodiment includes a specific-direction power transmission unit 35 instead of the power connection / disconnection unit 17 of the vehicle drive device 1A according to the first embodiment.
- the specific direction power transmission unit 35 transmits power only from the drive shaft 15 to the motor generator 19, and does not transmit power from the motor generator 19 to the drive shaft 15.
- the control unit 25 opens the power connection / disconnection unit 21, generates electric power in the motor generator 19, and regenerates the motor generator 19.
- the control unit 25 fastens the power connection / disconnection unit 21 and drives the drive shaft 15 to power the motor generator 19.
- a vehicle drive device 1B that can recover regenerative electric power with high efficiency even if it has the electric supercharger 23 can be realized. Furthermore, since control of the specific direction power transmission part 35 is unnecessary, the vehicle drive device 1B having a simple configuration can be realized.
- a specific direction power transmission unit 35 is mechanically connected between the drive shaft 15 and the motor generator 19.
- the specific direction power transmission unit 35 transmits only power from one direction, and for example, a one-way clutch or a two-way clutch can be applied. In the second embodiment, a one-way clutch is used.
- the specific direction power transmission unit 35 is configured to transmit power only from the drive shaft 15 to the motor generator 19. Therefore, even if an attempt is made to transmit power from the motor generator 19 to the drive shaft 15, the specific-direction power transmission unit 35 is idled and cannot transmit power. Due to such a structure, unlike the power connection / disconnection part 17 described in the first embodiment, it is not necessary to control the release and engagement of the clutch by an external signal, and a simple configuration can be achieved.
- 6 and 7 are configuration diagrams showing the operation of the vehicle drive device 1B.
- the thick arrows in FIGS. 6 and 7 indicate the direction in which the driving force is transmitted.
- the control unit 25 controls the motor generator 19 to generate regenerative power with the power connection / disconnection unit 21 opened.
- the control unit 25 controls the inverter 31 to charge the battery 33.
- the specific direction power transmission unit 35 transmits the driving force only from the driving shaft 15 to the motor generator 19, so that the driving force of the driving shaft 15 is directly transmitted to the motor generator 19.
- the regenerative power can be efficiently recovered without going through the supercharger 23.
- the regenerative power can be recovered with a simple configuration without the control unit 25 controlling the power connection / disconnection unit 17 as in the vehicle drive device 1A of the first embodiment.
- the control unit 25 determines whether or not the engine 11 needs to be supercharged. This operation is the same as in the first embodiment.
- the control unit 25 fastens the power connection / disconnection unit 21 and controls the motor generator 19 to power.
- the control unit 25 controls the inverter 31 to supply the electric power of the battery 33 to the motor generator 19.
- the motor generator 19 drives the supercharger 23 electrically.
- the engine 11 drives the drive shaft 15 in a state where the intake air supercharged by the supercharger 23 is supplied to the engine 11.
- the supercharger 23 can be driven with a simple configuration without the control unit 25 controlling the power connection / disconnection unit 17 as in the first embodiment.
- the specific direction power transmission unit 35 is used, so that the drive assist of the vehicle drive device 1A of the first embodiment cannot be performed. Therefore, when the vehicle 1001 does not particularly require driving assistance by the motor generator 19, the vehicle driving device 1B according to the second embodiment is mounted on the vehicle 1001, so that the control becomes simple. When the vehicle 1001 needs driving assistance, the vehicle driving device 1 ⁇ / b> A according to Embodiment 1 is mounted on the vehicle 1001.
- FIG. 8 is a schematic configuration diagram of a vehicle drive device 1C according to the third embodiment.
- the same reference numerals are assigned to the same portions as those in the vehicle drive device 1A of the first embodiment shown in FIGS.
- the vehicle drive device 1 ⁇ / b> C is mechanically connected to the engine 11 via the engine 11 mounted on the vehicle 1001, a power connection / disconnection part 17 connected to the engine 11, and the power connection / disconnection part 17.
- the control unit 25 is electrically connected to the power connection / disconnection unit 17, the motor generator 19, and the power connection / disconnection unit 21.
- the motor generator 19 is directly connected to the engine 11 without passing through the supercharger 23.
- the deceleration kinetic energy can be recovered without loss by the supercharger 23, so that the regeneration efficiency is improved. Therefore, even if it has the electric supercharger 23, 1 C of vehicle drive devices which can collect
- the crankshaft 11C of the engine 11 has an end 11A to which the input side 27A of the transmission 27 is connected and an end 11B to which the transmission 27 is not connected.
- the power connection / disconnection part 17 is mechanically connected to the end 11B of the engine 11.
- the engine 11 and the power connection / disconnection part 17 may be connected by the engagement by a gear, and may be connected by the belt and the chain.
- the power connection / disconnection part 17 has a configuration in which fastening and opening can be arbitrarily controlled by a signal from the outside.
- the power connection / disconnection part 17, the motor generator 19, the power connection / disconnection part 21, and the supercharger 23 are mechanically connected in this order. That is, the shaft 19 ⁇ / b> A of the motor generator 19 is connected to the power connection / disconnection part 17, and the shaft 19 ⁇ / b> B is connected to the power connection / disconnection part 21.
- Supercharger 23 is connected to shaft 19 ⁇ / b> B of motor generator 19 through power connection / disconnection portion 21.
- the power connection / disconnection part 17, the motor generator 19, the power connection / disconnection part 21, and the supercharger 23 are the same as those in the first embodiment.
- the power connection / disconnection unit 17, the motor generator 19, and the power connection / disconnection unit 21 are all electrically connected to the control unit 25.
- the motor generator 19 is electrically connected to a battery 33 via an inverter 31, and the inverter 31 is also electrically connected to the control unit 25.
- 9 to 13 are configuration diagrams showing the operation of the vehicle drive device 1C.
- the thick arrows in FIGS. 9 to 13 indicate the direction in which the driving force is transmitted.
- the control unit 25 fastens the power connection / disconnection unit 17, opens the power connection / disconnection unit 21, and controls the motor generator 19 to power.
- This operation is also an operation of restarting the engine 11 after the idling stop during the driving of the vehicle 1001.
- the control unit 25 also controls the inverter 31 so as to supply the electric power of the battery 33 to the motor generator 19.
- the driving force of the motor generator 19 is directly transmitted to the engine 11 via the power connection / disconnection part 17.
- the motor generator 19 serves as a starter to start the engine 11.
- the power connection / disconnection part 21 is open, the supercharger 23 does not move unnecessarily.
- the engine 11 can be started.
- the control unit 25 fastens the power connection / disconnection unit 17, opens the power connection / disconnection unit 21, and controls the motor generator 19 to power.
- This operation is the same as the above operation of the engine 11.
- the driving force from the motor generator 19 is transmitted to the engine 11. Since the engine 11 itself drives the tire 29, the driving force from the motor generator 19 is added to the output of the engine 11 to drive the tire 29. Accordingly, the driving force of the engine 11 can be assisted by the motor generator 19 by such an operation.
- the control unit 25 controls the motor generator 19 to generate regenerative power with the power connection / disconnection unit 17 fastened and the power connection / disconnection unit 21 opened.
- the control unit 25 controls the inverter 31 to charge the battery 33.
- the driving force generated by the deceleration of the engine 11 is directly transmitted to the motor generator 19 and regeneration can be performed.
- the regenerative power can be efficiently collected in the battery 33 without going through the supercharger 23.
- the control unit 25 restarts the engine 11 by the operation described with reference to FIG. 9 when the remaining amount of the battery 33 reaches the predetermined lower limit value during idling stop.
- the predetermined lower limit value is a remaining amount (accumulated electric power) of the battery 33 that can restart the engine 11.
- the control unit 25 fastens the power connecting / disconnecting portion 17 and the power connecting / disconnecting portion 21 without changing the state, that is, the power connecting / disconnecting portion 17 is fastened. Control is performed so that the motor generator 19 generates regenerative power in a state where the connection / disconnection portion 21 is opened. As a result, the driving force of the engine 11 is transmitted to the motor generator 19 via the power connection / disconnection part 17, and the motor generator 19 generates power. Therefore, even when idling stop is performed, the battery 33 can be charged by the above operation, and power can be supplied to the electrical components mounted on the vehicle 1001. By such an operation, it is possible to realize the vehicle drive device 1 ⁇ / b> C capable of securing electric power even when the remaining amount of the battery 33 decreases during idling stop.
- the control unit 25 opens the power connection / disconnection unit 17, fastens the power connection / disconnection unit 21, and controls the motor generator 19 to power.
- the control unit 25 controls the inverter 31 to supply the electric power of the battery 33 to the motor generator 19.
- the supercharger 23 is electrically driven by the motor generator 19 by the motor generator 19.
- Such an operation makes it possible to drive the engine 11 at a high output. Therefore, this operation is the same as the driving operation of the supercharger 23 of the first embodiment.
- the control unit 25 fastens the power connection / disconnection unit 17, opens the power connection / disconnection unit 21, supplies electric power to the motor generator 19, and The generator 19 is powered.
- the control unit 25 fastens the power connection / disconnection unit 17 and opens the power connection / disconnection unit 21, thereby generating a motor generator.
- the motor generator 19 is regenerated so that the electric power is generated in the motor 19.
- the control unit 25 opens the power connection / disconnection unit 17, fastens the power connection / disconnection unit 21, and powers the motor generator 19.
- one motor generator 19 can generate power by the engine 11 during engine start and stop.
- the drive device 1C can be obtained.
- the motor generator 19 is directly connected to the engine 11 without the supercharger 23 being interposed.
- the deceleration kinetic energy can be recovered without loss by the supercharger 23, so that the regeneration efficiency is improved. Therefore, even if it has the electric supercharger 23, 1 C of vehicle drive devices which can collect
- the vehicle drive device 1C according to the third embodiment in addition to the supercharging, the driving force assist, and the regenerative operation according to the first embodiment, engine starting and stopping engine power generation are also possible.
- the vehicle drive device 1A of the first embodiment since the motor generator 19 is directly connected to the drive shaft 15 only via the power connection / disconnection part 17, the deceleration kinetic energy generated in the tire 29 is reduced. Regeneration can be performed more directly, and drive assist can also be performed more directly. Therefore, the vehicle drive device 1C according to the third embodiment is desirable for realizing the multi-function by one motor generator 19, and the vehicle drive device 1A according to the first embodiment is desirable when further high efficiency is required.
- FIG. 14 is a schematic configuration diagram of a vehicle drive device 1D according to the fourth embodiment.
- the same reference numerals are assigned to the same portions as those of the vehicle drive devices 1A to 1C of the first to third embodiments shown in FIGS.
- the vehicle drive device 1D includes a specific-direction power transmission unit 35 instead of the power connection / disconnection unit 17 illustrated in FIGS.
- the specific direction power transmission unit 35 transmits power only from the engine 11 to the motor generator 19, and does not transmit power from the motor generator 19 to the engine 11.
- the control unit 25 opens the power connection / disconnection unit 21 and regenerates the motor generator 19. Further, when supercharging engine 11, control unit 25 fastens power connection / disconnection unit 21 and powers motor generator 19. As in the first embodiment, this makes it possible to recover regenerative power with high efficiency even if the electric supercharger 23 is provided, and it is not necessary to control the specific-direction power transmission unit 35.
- the driving device 1D can be realized.
- a specific direction power transmission unit 35 is mechanically connected between the engine 11 and the motor generator 19.
- the specific direction power transmission unit 35 has the same structure as that of the second embodiment.
- the specific direction power transmission unit 35 is arranged so that the driving force of the engine 11 is transmitted only to the motor generator 19 and the driving force of the motor generator 19 is not transmitted to the engine 11.
- the configuration other than the above is the same as that of the vehicle drive device 1C of the third embodiment.
- 15 to 17 are configuration diagrams showing the operation of the vehicle drive device 1D.
- the thick arrows in FIGS. 15 to 17 indicate the direction of transmission of the driving force.
- the engine 11 cannot be started by the motor generator 19, so the vehicle 1001 does not have an idling stop function.
- the control unit 25 opens the power connection / disconnection unit 21 so that the motor generator 19 generates regenerative power so that the remaining amount of the battery 33 does not reach a predetermined lower limit value while the vehicle 1001 is stopped. Control. As a result, the driving force of the engine 11 is transmitted to the motor generator 19 via the specific direction power transmission unit 35, and the motor generator 19 generates power by the driving force. Therefore, the battery 33 is charged even when the vehicle 1001 is stopped. In addition, power can be supplied to electrical components mounted on the vehicle 1001. By such an operation, a vehicle drive device 1D that can secure electric power while the vehicle 1001 is stopped can be realized.
- the control unit 25 fastens the power connection / disconnection unit 21 and controls the motor generator 19 to power.
- the control unit 25 controls the inverter 31 to supply the electric power of the battery 33 to the motor generator 19.
- the motor generator 19 drives the supercharger 23 electrically.
- the specific direction power transmission unit 35 cannot transmit the driving force from the motor generator 19 to the engine 11, the operation of opening the power connection / disconnection unit 17 as in the third embodiment becomes unnecessary. By such an operation, the engine 11 can be driven at a high output with a simple configuration.
- the engine 11 cannot be started and drive assist can be performed.
- the specific direction power transmission unit 35 since the specific direction power transmission unit 35 is used, the configuration is simplified. Therefore, when vehicle 1001 does not require starting and driving assistance of engine 11 by motor generator 19, vehicle drive device 1D of the fourth embodiment is mounted, and when vehicle 1001 has these functions, the third embodiment is applied.
- the vehicle drive device 1C is mounted.
- the vehicle drive device can recover regenerative power with high efficiency, it is particularly useful as a vehicle drive device for driving a vehicle using an engine and a motor generator.
- Vehicle drive device 11
- Engine 15 Drive shaft 17
- Power connection / disconnection (first power connection / disconnection) 19
- Motor generator 21 Power connection / disconnection (second power connection / disconnection)
- Supercharger 25 Control unit 35 Specific direction power transmission unit
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Abstract
Description
図1は実施の形態1における車両用駆動装置1Aの概略構成図である。車両用駆動装置1Aは、車両1001に搭載されるエンジン11と、エンジン11と機械的に接続されて車両1001を駆動する駆動軸15と、駆動軸15に接続された動力断接部17と、駆動軸15に動力断接部17を介して機械的に接続されたモータジェネレータ19と、モータジェネレータ19に接続された動力断接部21と、モータジェネレータ19と動力断接部21を介して機械的に接続されたスーパーチャージャ23と、制御部25を備える。制御部25は、動力断接部17とモータジェネレータ19と動力断接部21と電気的に接続されている。
図5は実施の形態2における車両用駆動装置1Bの概略構成図である。図5において、図1から図4に示す実施の形態1に係る車両用駆動装置1Aと同じ部分には同じ参照番号を付す。
図8は実施の形態3における車両用駆動装置1Cの概略構成図である。図8において、図1から図4に示す実施の形態1の車両用駆動装置1Aと同じ部分には同じ参照番号を付す。
図14は実施の形態4における車両用駆動装置1Dの概略構成図である。図14において、図1から図13に示す実施の形態1~3の車両用駆動装置1A~1Cと同じ部分には同じ参照番号を付す。
11 エンジン
15 駆動軸
17 動力断接部(第1動力断接部)
19 モータジェネレータ
21 動力断接部(第2動力断接部)
23 スーパーチャージャ
25 制御部
35 特定方向動力伝達部
Claims (6)
- 車両に搭載されるエンジンと、
前記エンジンと機械的に接続されて、前記車両を駆動する駆動軸と、
前記駆動軸に接続された第1動力断接部と、
前記第1動力断接部を介して前記駆動軸に機械的に接続されたモータジェネレータと、
前記モータジェネレータに接続された第2動力断接部と、
前記第2動力断接部を介して前記モータジェネレータと機械的に接続されたスーパーチャージャと、
前記第1動力断接部と前記モータジェネレータと前記第2動力断接部と電気的に接続される制御部と、
を備えた車両用駆動装置。 - 前記制御部は、
前記車両を駆動アシストする際、前記第1動力断接部を締結し、前記第2動力断接部を開放し、前記モータジェネレータを力行し、
前記車両が減速する際、前記第1動力断接部を締結し、前記第2動力断接部を開放し、前記モータジェネレータを回生し、
前記エンジンを過給する際、前記第1動力断接部を開放し、前記第2動力断接部を締結し、前記モータジェネレータを力行する、
ように構成されている、請求項1に記載の車両用駆動装置。 - 前記第1動力断接部は、前記駆動軸から前記モータジェネレータにのみ動力を伝達する特定方向動力伝達部であり、
前記制御部は、
前記車両が減速する際、前記第2動力断接部を開放し、前記モータジェネレータを回生し、
前記エンジンを過給する際、前記第2動力断接部を締結し、前記モータジェネレータを力行する、
ように構成されている、請求項1に記載の車両用駆動装置。 - 車両に搭載されるエンジンと、
前記エンジンに接続された第1動力断接部と、
前記第1動力断接部を介して前記エンジンと機械的に接続されるモータジェネレータと、
前記モータジェネレータに接続された第2動力断接部と、
前記第2動力断接部を介して前記モータジェネレータと機械的に接続されるスーパーチャージャと、
前記第1動力断接部と前記モータジェネレータと前記第2動力断接部と電気的に接続される制御部と、
を備えた車両用駆動装置。 - 前記制御部は、
前記エンジンを始動する際、または、前記車両を駆動アシストする際、前記第1動力断接部を締結し、前記第2動力断接部を開放し、前記モータジェネレータを力行し、
前記車両が減速する際、または、前記車両の停車中に前記エンジンにより発電を行う際、前記第1動力断接部を締結し、前記第2動力断接部を開放し、前記モータジェネレータを回生し、
前記エンジンを過給する際、前記第1動力断接部を開放し、前記第2動力断接部を締結し、前記モータジェネレータを力行する、
ように構成されている、請求項4に記載の車両用駆動装置。 - 前記第1動力断接部は前記エンジンから前記モータジェネレータにのみ動力を伝達する特定方向動力伝達部であり、
前記制御部は、
前記車両が減速する際、または、前記車両の停車中に前記エンジンにより発電を行う際、前記第2動力断接部を開放し、前記モータジェネレータを回生し、
前記エンジンを過給する際、前記第2動力断接部を締結し、前記モータジェネレータを力行する、
ように構成されている、請求項4に記載の車両用駆動装置。
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JP2016514687A JP6295447B2 (ja) | 2014-04-22 | 2015-02-18 | 車両用駆動装置 |
US15/115,238 US9776625B2 (en) | 2014-04-22 | 2015-02-18 | Vehicle drive device |
EP15782445.9A EP3135520A4 (en) | 2014-04-22 | 2015-02-18 | Vehicle drive device |
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