WO2019181932A1 - Vehicle drive device - Google Patents

Vehicle drive device Download PDF

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Publication number
WO2019181932A1
WO2019181932A1 PCT/JP2019/011426 JP2019011426W WO2019181932A1 WO 2019181932 A1 WO2019181932 A1 WO 2019181932A1 JP 2019011426 W JP2019011426 W JP 2019011426W WO 2019181932 A1 WO2019181932 A1 WO 2019181932A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
motor
wheel
drive motor
speed
Prior art date
Application number
PCT/JP2019/011426
Other languages
French (fr)
Japanese (ja)
Inventor
任田　功
晴洋 平野
米盛　敬
英樹 佐内
Original Assignee
マツダ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2018143351A external-priority patent/JP7041397B2/en
Application filed by マツダ株式会社 filed Critical マツダ株式会社
Priority to CN201980019069.XA priority Critical patent/CN111867869B/en
Priority to EP19771793.7A priority patent/EP3753772A4/en
Priority to US16/981,224 priority patent/US20210023935A1/en
Publication of WO2019181932A1 publication Critical patent/WO2019181932A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/448—Electrical distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0038—Disposition of motor in, or adjacent to, traction wheel the motor moving together with the wheel axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0092—Disposition of motor in, or adjacent to, traction wheel the motor axle being coaxial to the wheel axle
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a vehicle drive device, and more particularly to a vehicle drive device that uses an in-wheel motor to drive a vehicle.
  • Patent Document 1 describes a drive control device for a vehicle.
  • a drive device is provided on the rear wheel side of the vehicle, and two electric motors provided in the drive device respectively drive the rear wheels of the vehicle.
  • a drive unit in which an internal combustion engine and an electric motor are connected in series is provided at the front of the vehicle. The power of the drive unit is transmitted to the front wheels via the transmission and the main drive shaft, and the power of the drive device is transmitted to the rear wheels of the vehicle.
  • the two electric motors of the drive device are driven, and this driving force is transmitted to the rear wheels of the vehicle.
  • the drive unit when the vehicle is accelerated, the drive unit also generates a driving force, and four-wheel drive is performed by the two electric motors of the drive unit and the drive device.
  • two electric motors provided mainly for the rear wheels of the vehicle generate driving force.
  • the hybrid drive device mainly composed of the driving force of the electric motor it is necessary to mount a large-capacity battery in order to ensure sufficient traveling performance. Further, in order to obtain a sufficient driving force by the electric motor, it is necessary to operate the electric motor at a relatively high voltage. For this reason, in the hybrid drive device mainly composed of the driving force of the electric motor, a large-capacity battery is required, and an electric system for supplying a high voltage to the electric motor needs to be electrically sufficiently insulated. Increase the overall weight of the vehicle and worsen the fuel consumption of the vehicle. Furthermore, in order to drive a heavy vehicle with an electric motor, there is a problem that a battery with a larger capacity and a higher voltage are required, which causes a vicious circle that further increases the weight.
  • an electric motor that drives a rear wheel is directly connected to a drive shaft of the rear wheel.
  • this electric motor may be built in the rear wheel to form a so-called in-wheel motor. Conceivable.
  • an in-wheel motor is employed, there is no need for a drive shaft that connects the motor and the wheels, so there is an advantage that the weight of the drive shaft can be reduced.
  • an in-wheel motor is employed as an electric motor for starting, accelerating, and cruise traveling of a vehicle as in the invention described in Patent Document 1, a large electric motor is required to obtain sufficient traveling performance. Inevitable increase in weight. For this reason, the merit which employ
  • an object of the present invention is to provide a vehicle drive device that can efficiently drive a vehicle using an in-wheel motor without falling into a vicious circle of strengthening drive by an electric motor and increasing vehicle weight. Yes.
  • the present invention is a vehicle drive device that uses an in-wheel motor to drive a vehicle, and is provided on a vehicle speed sensor that detects the traveling speed of the vehicle, and on the wheels of the vehicle.
  • An in-wheel motor that drives the vehicle and a controller that controls the in-wheel motor, and the controller has a vehicle traveling speed detected by the vehicle speed sensor equal to or higher than a predetermined first vehicle speed greater than zero.
  • the in-wheel motor is controlled so as to generate a driving force.
  • the traveling speed of the vehicle is detected by the vehicle speed sensor, and the controller controls the in-wheel motor that is provided on the wheel and drives the wheel. Further, the controller controls the in-wheel motor so as to generate a driving force when the vehicle traveling speed detected by the vehicle speed sensor is equal to or higher than a predetermined first vehicle speed greater than zero.
  • the in-wheel motor is configured to generate the driving force when the traveling speed of the vehicle is equal to or higher than the predetermined first vehicle speed greater than zero.
  • a large torque is not required for the in-wheel motor.
  • a small electric motor with a small torque in the low speed range can be adopted as the in-wheel motor, and the vehicle can be efficiently driven using the in-wheel motor.
  • the vehicle further includes a vehicle body side motor that is provided on the vehicle body and drives the wheels of the vehicle, and the controller has a vehicle traveling speed detected by the vehicle speed sensor less than a predetermined second vehicle speed. At this time, the vehicle body side motor is controlled so as to generate a driving force.
  • the vehicle body side motor provided in the vehicle body of the vehicle when the traveling speed of the vehicle is less than the predetermined second vehicle speed, the vehicle body side motor provided in the vehicle body of the vehicle generates a driving force. Complementing the in-wheel motor that generates force, it is possible to give the vehicle sufficient running performance.
  • the controller is configured to control the vehicle body side motor so as to generate a driving force even when the traveling speed of the vehicle detected by the vehicle speed sensor is equal to or higher than the second vehicle speed. .
  • the vehicle body side motor since the vehicle body side motor generates driving force even when the vehicle traveling speed is equal to or higher than the second vehicle speed, in the speed region where the traveling speed is equal to or higher than the first and second vehicle speeds. Both the vehicle body side motor and the in-wheel motor generate driving force. For this reason, it becomes possible to further reduce the size of the in-wheel motor.
  • the controller controls the in-wheel motor so that the driving force is not generated in the in-wheel motor when the vehicle traveling speed detected by the vehicle speed sensor is lower than the first vehicle speed. It is configured.
  • the generation of the driving force by the in-wheel motor is prohibited. It can be employed as a wheel motor, and the in-wheel motor can be reduced in weight.
  • the controller causes the vehicle-side motor to generate a driving force to start the vehicle, and when the vehicle traveling speed detected by the vehicle speed sensor reaches the first vehicle speed, The driving force is generated in the motor.
  • the in-wheel motor generates the driving force when the traveling speed reaches the first vehicle speed after the vehicle body side motor generates the driving force and starts the vehicle.
  • An in-wheel motor is not used when the vehicle is started, and an electric motor with extremely small starting torque can be employed as the in-wheel motor, and the in-wheel motor can be reduced in weight.
  • the in-wheel motor is configured to directly drive a wheel provided with the in-wheel motor without using a speed reduction mechanism.
  • the in-wheel motor since the in-wheel motor generates a driving force when the vehicle speed is equal to or higher than the predetermined first vehicle speed, the in-wheel motor is not required to have a large torque in the low speed range. For this reason, the in-wheel motor can generate sufficient torque in the rotation region where torque is required without providing a speed reduction mechanism. Further, according to the present invention configured as described above, since the wheels are directly driven without using the speed reduction mechanism, the speed reduction mechanism that is extremely heavy can be omitted, and the rotation resistance of the speed reduction mechanism can be used. Output loss can be avoided.
  • the in-wheel motor is preferably an induction motor.
  • an induction motor can be configured to be lightweight while obtaining a large output torque in a high rotation region. For this reason, in the present invention, by adopting an induction motor for an in-wheel motor that does not require a large torque in the low rotation region, the electric motor capable of generating sufficient torque in the necessary rotation region can be reduced in weight. Can be configured.
  • the vehicle body side motor is preferably a permanent magnet motor.
  • a permanent magnet motor has a relatively large starting torque, and can obtain a large torque in a low rotation region. For this reason, in the present invention, by adopting a permanent magnet motor for a vehicle body side motor that requires a large torque in a low rotation region, a motor that can generate sufficient torque in a necessary rotation region is configured to be lightweight. be able to.
  • the in-wheel motor is configured to drive the front wheel of the vehicle
  • the vehicle body side motor is configured to drive the rear wheel of the vehicle.
  • the in-wheel motor is configured to drive the rear wheel of the vehicle
  • the vehicle body side motor is configured to drive the front wheel of the vehicle
  • the in-wheel motor and the vehicle body side motor are configured to drive the front wheels of the vehicle.
  • the in-wheel motor and the vehicle body side motor are configured to drive the rear wheels of the vehicle.
  • the present invention is a vehicle drive device that uses an in-wheel motor to drive a vehicle, a vehicle speed sensor that detects a traveling speed of the vehicle, an in-wheel motor that is provided on a wheel of the vehicle and that drives the wheel. And a controller for controlling the in-wheel motor.
  • the controller controls the in-wheel motor when the vehicle traveling speed detected by the vehicle speed sensor is less than a predetermined first vehicle speed greater than zero.
  • the in-wheel motor is controlled so as not to generate a driving force.
  • the present invention is a vehicle drive device that uses an in-wheel motor to drive a vehicle, a vehicle speed sensor that detects a traveling speed of the vehicle, an in-wheel motor that is provided on a wheel of the vehicle and that drives the wheel.
  • a vehicle body side motor provided on the vehicle body for driving the vehicle wheel; and a controller for controlling the in-wheel motor and the vehicle body side motor, wherein the controller generates a driving force for the vehicle body side motor.
  • the driving force is generated in the in-wheel motor when the vehicle traveling speed detected by the vehicle speed sensor reaches a predetermined first vehicle speed greater than zero. It is characterized by that.
  • the vehicle can be efficiently driven using the in-wheel motor without falling into a vicious circle of the drive enhancement by the electric motor and the vehicle weight increase.
  • FIG. 1 is a layout diagram of a vehicle equipped with a hybrid drive device according to a first embodiment of the present invention. It is the perspective view which looked at the front part of the vehicle carrying the hybrid drive device by a 1st embodiment of the present invention from the upper part. It is the perspective view which looked at the front part of the vehicle carrying the hybrid drive device by 1st Embodiment of this invention from the side surface.
  • FIG. 4 is a sectional view taken along line iv-iv in FIG. 2. It is a block diagram which shows the input / output of various signals in the hybrid drive device by 1st Embodiment of this invention. It is a block diagram which shows the power supply structure of the hybrid drive device by 1st Embodiment of this invention.
  • the hybrid drive device by a 1st embodiment of the present invention it is a figure showing typically an example of change of voltage when electric power is regenerated to a capacitor. It is a figure which shows the relationship between the output of each motor currently used in the hybrid drive device by 1st Embodiment of this invention, and a vehicle speed. It is sectional drawing which shows typically the structure of the sub drive motor employ
  • the hybrid drive device In the hybrid drive device according to the first embodiment of the present invention, it is a diagram schematically showing a change in acceleration acting on the vehicle when the transmission is shifted down or up. It is a flowchart of control by the control apparatus in the hybrid drive device by 2nd Embodiment of this invention. It is a graph which shows an example of the operation
  • FIG. 2 is a layout diagram of a vehicle equipped with a hybrid drive device according to a first modified embodiment of the present invention.
  • FIG. 6 is a layout diagram of a vehicle equipped with a hybrid drive device according to a second modified embodiment of the present invention.
  • FIG. 6 is a layout diagram of a vehicle equipped with a hybrid drive device according to a third modified embodiment of the present invention.
  • FIG. 1 is a layout diagram of a vehicle equipped with a hybrid drive apparatus according to a first embodiment of the present invention.
  • FIG. 2 is a perspective view of the front portion of the vehicle on which the hybrid drive device of this embodiment is mounted as viewed from above, and
  • FIG. 3 is a perspective view of the front portion of the vehicle as viewed from the side.
  • 4 is a cross-sectional view taken along line iv-iv in FIG.
  • a vehicle 1 equipped with a hybrid drive device that is a vehicle drive device according to a first embodiment of the present invention is equipped with an engine 12 that is an internal combustion engine in front of the vehicle, ahead of the driver's seat.
  • This is a so-called FR (Front engine, Rear drive) vehicle that drives a pair of left and right rear wheels 2a that are main driving wheels.
  • FR Front engine, Rear drive
  • the rear wheel 2a is also driven by a main drive motor that is a main drive motor
  • the pair of left and right front wheels 2b that are sub drive wheels are driven by a sub drive motor that is a sub drive motor.
  • the hybrid drive device 10 mounted on a vehicle 1 drives an engine 12 that drives a rear wheel 2a, a power transmission mechanism 14 that transmits a driving force to the rear wheel 2a, and a rear wheel 2a.
  • the main drive motor 16 the battery 18 that is a battery
  • the sub drive motor 20 that drives the front wheels 2b
  • the capacitor 22 the control device 24 that is a controller.
  • the engine 12 is an internal combustion engine for generating a driving force for the rear wheel 2a, which is the main driving wheel of the vehicle 1.
  • an in-line four-cylinder engine is adopted as the engine 12, and the engine 12 disposed in the front portion of the vehicle 1 is connected to the rear wheel 2 a via the power transmission mechanism 14. Is supposed to drive.
  • the engine 12 is a flywheelless engine that does not include a flywheel, and is mounted on the subframe 4 a of the vehicle 1 via an engine mount 6 a. Further, the sub frame 4a is fastened and fixed to the lower part of the front side frame 4b and the lower part of the dash panel 4c at the rear end.
  • the power transmission mechanism 14 is configured to transmit the driving force generated by the engine 12 to the rear wheel 2a that is the main driving wheel.
  • the power transmission mechanism 14 includes a propeller shaft 14 a connected to the engine 12, a clutch 14 b, and a transmission 14 c that is a stepped transmission.
  • the propeller shaft 14 a extends from the engine 12 disposed at the front of the vehicle 1 through the propeller shaft tunnel 4 d (FIG. 2) toward the rear of the vehicle 1.
  • the rear end of the propeller shaft 14a is connected to the transmission 14c via the clutch 14b.
  • the output shaft of the transmission 14c is connected to the axle (not shown) of the rear wheel 2a, and drives the rear wheel 2a.
  • the transmission 14c has a so-called transaxle arrangement.
  • the main body of the transmission having a large outer diameter does not exist immediately after the engine 12, so that the width of the floor tunnel (propeller shaft tunnel 4d) can be reduced, and the foot space on the center side of the occupant is secured.
  • This makes it possible for the occupant to take a symmetrical lower body posture facing directly in front.
  • the main drive motor 16 is an electric motor for generating a driving force for the main drive wheels, and is provided on the vehicle body of the vehicle 1 and is disposed on the rear side of the engine 12 adjacent to the engine 12. Functions as a side motor. Further, an inverter (INV) 16 a is disposed adjacent to the main drive motor 16, and the current from the battery 18 is converted into alternating current by the inverter 16 a and supplied to the main drive motor 16. Further, as shown in FIGS. 2 and 3, the main drive motor 16 is connected in series with the engine 12, and the driving force generated by the main drive motor 16 is also transmitted to the rear wheel 2 a via the power transmission mechanism 14. .
  • the present invention can be configured such that the main drive motor 16 is connected to the middle of the power transmission mechanism 14 and the driving force is transmitted to the rear wheel 2a via a part of the power transmission mechanism 14.
  • a 25 kW permanent magnet motor (permanent magnet synchronous motor) driven at 48 V is adopted as the main drive motor 16.
  • the battery 18 is a capacitor for storing electric power mainly for operating the main drive motor 16. Further, as shown in FIG. 2, in the present embodiment, the battery 18 is disposed inside the propeller shaft tunnel 4d so as to surround the torque tube 14d that covers the propeller shaft 14a. Furthermore, in this embodiment, a 48 V, 3.5 kWh lithium ion battery (LIB) is used as the battery 18. As described above, since the transaxle arrangement is employed in the present embodiment, the volume for accommodating the battery 18 is expanded toward the space ahead of the floor tunnel (propeller shaft tunnel 4d) generated thereby. be able to. As a result, the capacity of the battery 18 can be secured and expanded without increasing the width of the floor tunnel and narrowing the center space of the passenger.
  • LIB lithium ion battery
  • the sub drive motor 20 is provided on each wheel of the front wheel 2 b under the spring of the vehicle 1 so as to generate a driving force for the front wheel 2 b which is a sub drive wheel.
  • each wheel of the front wheel 2b is supported by a double wishbone type suspension, and is suspended by an upper arm 8a, a lower arm 8b, a spring 8c, and a shock absorber 8d.
  • the auxiliary drive motor 20 is an in-wheel motor, and is accommodated in each wheel of the front wheel 2b. Accordingly, the auxiliary drive motor 20 is provided in a so-called “unsprung” state of the vehicle 1 and is configured to drive the front wheels 2b. Further, as shown in FIG.
  • each sub drive motor 20 is supplied with a current from a capacitor (CAP) 22 after being converted into an alternating current by each inverter 20a. Furthermore, in this embodiment, the sub drive motor 20 is not provided with a speed reducer as a speed reduction mechanism, and the driving force of the sub drive motor 20 is directly transmitted to the front wheels 2b, so that the wheels are directly driven. In this embodiment, a 17 kW induction motor is employed as each sub drive motor 20.
  • CAP capacitor
  • the capacitor (CAP) 22 is provided so as to accumulate electric power regenerated by the sub drive motor 20. As shown in FIGS. 2 and 3, the capacitor 22 is disposed immediately in front of the engine 12 and supplies power to the auxiliary drive motors 20 provided on the front wheels 2 b of the vehicle 1. As shown in FIG. 4, the capacitor 22 has brackets 22a protruding from the side surfaces on both sides thereof and supported by the front side frame 4b via the capacitor mount 6b. A harness 22b extending from the auxiliary drive motor 20 to the capacitor 22 is passed through the upper end of the side of the wheel house wall and into the engine room. Further, the capacitor 22 is configured to store electric charges at a higher voltage than the battery 18, and is disposed in a region between the left and right front wheels 2b that are auxiliary driving wheels. The sub drive motor 20 driven mainly by the electric power stored in the capacitor 22 is driven at a higher voltage than the main drive motor 16.
  • the control device 24 is configured to control the engine 12, the main drive motor 16, and the sub drive motor 20 to execute the electric motor travel mode and the internal combustion engine travel mode.
  • the control device 24 can be configured by a microprocessor, a memory, an interface circuit, and a program (not shown) for operating these. Details of the control by the control device 24 will be described later.
  • a high voltage DC / DC converter 26a and a low voltage DC / DC converter 26b which are voltage converters, are arranged in the vicinity of the capacitor 22, respectively.
  • the high voltage DC / DC converter 26a, the low voltage DC / DC converter 26b, the capacitor 22, and the two inverters 20a are unitized to form an integrated unit.
  • FIG. 5 is a block diagram showing input / output of various signals in the hybrid drive apparatus 10 according to the first embodiment of the present invention.
  • FIG. 6 is a block diagram showing a power supply configuration of the hybrid drive apparatus 10 according to the first embodiment of the present invention.
  • FIG. 7 is a diagram schematically illustrating an example of a change in voltage when electric power is regenerated in the capacitor 22 in the hybrid drive device 10 of the present embodiment.
  • FIG. 8 is a diagram showing the relationship between the output of each motor used in the hybrid drive device 10 of the present embodiment and the vehicle speed.
  • the control device 24 includes a mode selection switch 40, a vehicle speed sensor 42, an accelerator opening sensor 44, a brake sensor 46, an engine speed sensor 48, an automatic transmission (AT) input rotation sensor 50, an automatic Detection signals detected by a transmission (AT) output rotation sensor 52, a voltage sensor 54, and a current sensor 56 are input.
  • the control device 24 also includes an inverter 16a for the main drive motor, an inverter 20a for the sub drive motor 20, a high voltage DC / DC converter 26a, a low voltage DC / DC converter 26b, a fuel injection valve 58, a spark plug 60, and a transmission 14c. Control signals are respectively sent to the hydraulic solenoid valves 62 and are controlled.
  • the power supply configuration of the hybrid drive device 10 according to the first embodiment of the present invention will be described.
  • the battery 18 and the capacitor 22 provided in the hybrid drive apparatus 10 are connected in series.
  • the main drive motor 16 is driven at a reference output voltage of about 48 V, which is the battery 18, and the sub drive motor 20 is driven at a maximum voltage of 120 V, which is higher than 48 V, which is the sum of the output voltage of the battery 18 and the terminal voltage of the capacitor 22. Is done. For this reason, the sub drive motor 20 is always driven by the electric power supplied via the capacitor 22.
  • an inverter 16a is attached to the main drive motor 16, and the main drive motor 16 that is a permanent magnet motor is driven after the output of the battery 18 is converted into an alternating current.
  • an inverter 20a is attached to each sub drive motor 20, and the sub drive motor 20 that is an induction motor is driven after the outputs of the battery 18 and the capacitor 22 are converted into alternating current. Since the sub drive motor 20 is driven at a voltage higher than that of the main drive motor 16, the harness (electric wire) 22b that supplies power to the sub drive motor 20 is required to have high insulation. However, since the capacitors 22 are arranged close to each sub drive motor 20, an increase in weight due to increasing the insulation of the harness 22b can be minimized.
  • the main drive motor 16 and each sub drive motor 20 function as a generator, and regenerates the kinetic energy of the vehicle 1 to generate electric power.
  • the power regenerated by the main drive motor 16 is stored in the battery 18, and the power regenerated by each sub drive motor 20 is stored mainly in the capacitor 22.
  • a high-voltage DC / DC converter 26a which is a voltage converter, is connected between the battery 18 and the capacitor 22, and the high-voltage DC / DC converter 26a has a shortage of charge accumulated in the capacitor 22 ( When the voltage across the terminals of the capacitor 22 decreases), the voltage of the battery 18 is boosted to charge the capacitor 22.
  • the inter-terminal voltage of the capacitor 22 rises to a predetermined voltage or more due to energy regeneration by each sub drive motor 20, the charge accumulated in the capacitor 22 is stepped down and applied to the battery 18, and the battery 18 Charge the battery. That is, after the electric power regenerated by the sub drive motor 20 is accumulated in the capacitor 22, a part of the accumulated electric charge is charged in the battery 18 via the high voltage DC / DC converter 26a.
  • a low voltage DC / DC converter 26b is connected between the battery 18 and the 12V electrical component 25 of the vehicle 1. Since most of the control device 24 of the hybrid drive device 10 and the electrical component 25 of the vehicle 1 operate at a voltage of 12V, the charge accumulated in the battery 18 is stepped down to 12V by the low-voltage DC / DC converter 26b, Supply to equipment.
  • the voltage of the capacitor 22 is the sum of the base voltage by the battery 18 and the voltage across the terminals of the capacitor 22 itself.
  • the vehicle 1 is decelerated or the like, power is regenerated by each sub drive motor 20, and the regenerated power is charged in the capacitor 22.
  • the capacitor 22 is charged, the voltage between the terminals rises relatively rapidly.
  • the voltage of the capacitor 22 rises to a predetermined voltage or higher due to charging, the voltage of the capacitor 22 is stepped down by the high voltage DC / DC converter 26a, and the battery 18 is charged.
  • the charging from the capacitor 22 to the battery 18 is performed more slowly than the charging to the capacitor 22, and the voltage of the capacitor 22 is lowered relatively slowly to an appropriate voltage.
  • the electric power regenerated by each sub drive motor 20 is temporarily stored in the capacitor 22 and then slowly charged into the battery 18. Depending on the period during which regeneration is performed, the regeneration of electric power by each sub drive motor 20 and the charging from the capacitor 22 to the battery 18 may be performed in an overlapping manner. On the other hand, the electric power regenerated by the main drive motor 16 is directly charged in the battery 18.
  • FIG. 8 is a graph showing the relationship between the speed of the vehicle 1 and the output of each motor at each speed in the hybrid drive device 10 of the present embodiment.
  • the output of the main drive motor 16 is indicated by a broken line
  • the output of one sub drive motor 20 is indicated by a one-dot chain line
  • the sum of the outputs of two sub drive motors 20 is indicated by a two-dot chain line.
  • the total is shown by a solid line.
  • FIG. 8 shows the speed of the vehicle 1 on the horizontal axis and the output of each motor on the vertical axis.
  • the horizontal axis is Even in the case of the motor rotation speed, the output of each motor draws the same curve as in FIG.
  • the output of the main drive motor 16 is large and the vehicle speed is low in a low vehicle speed range where the motor speed is low.
  • the motor output that can be output decreases as the speed increases. That is, in this embodiment, the main drive motor 16 is driven at about 48 V, outputs a torque of about 200 Nm, which is the maximum torque up to about 1000 rpm, and the torque decreases with an increase in the rotational speed at about 1000 rpm or more.
  • the main drive motor 16 is configured to obtain a continuous output of about 20 kW in the lowest speed range and a maximum output of about 25 kW.
  • the output of the secondary drive motor 20 is extremely small and the vehicle speed is low in the low vehicle speed range, as shown by the one-dot chain line and the two-dot chain line in FIG.
  • the output increases as the speed increases, and the motor output decreases after the maximum output is obtained around the vehicle speed of about 130 km / h.
  • the auxiliary drive motor 20 is driven at about 120 V, and is configured to obtain an output of about 17 kW per unit at a vehicle speed of about 130 km / h, and a total output of about 34 kW. That is, in the present embodiment, the auxiliary drive motor 20 has a peak torque curve at about 600 to 800 rpm, and a maximum torque of about 200 Nm is obtained.
  • the vehicle is driven only by the main drive motor 16 and only when the high output is required in the high vehicle speed range (when the vehicle 1 is accelerated at the high vehicle speed range)
  • the sub drive motor 20 generates an output.
  • the induction motor (sub drive motor 20) capable of generating a large output in the high rotation region is used only in the high speed region, the increase in vehicle weight is kept low, and when necessary (a predetermined speed or more) Sufficient output can be obtained.
  • FIG. 9 is a cross-sectional view schematically showing the structure of the sub drive motor 20.
  • the sub drive motor 20 is an outer rotor type induction motor that includes a stator 28 and a rotor 30 that rotates around the stator 28.
  • the stator 28 includes a substantially disk-shaped stator base 28a, a stator shaft 28b extending from the center of the stator base 28a, and a stator coil 28c attached around the stator shaft 28b.
  • the stator coil 28c is housed in the electric insulating liquid chamber 32, and is immersed in the electric insulating liquid 32a filled therein, thereby being cooled by boiling.
  • the rotor 30 is configured in a substantially cylindrical shape so as to surround the periphery of the stator 28, and has a rotor body 30 a configured in a generally cylindrical shape with one end closed, and a rotor disposed on the inner peripheral wall surface of the rotor body 30 a.
  • the rotor coil 30b is arranged to face the stator coil 28c so that an induced current is generated by the rotating magnetic field generated by the stator coil 28c. Further, the rotor 30 is supported by a bearing 34 attached to the tip of the stator shaft 28b so as to rotate smoothly around the stator 28.
  • the stator base 28a is supported by an upper arm 8a and a lower arm 8b (FIG. 4) that suspend the front wheel of the vehicle 1.
  • the rotor body 30a is directly fixed to the wheel (not shown) of the front wheel 2b.
  • An alternating current converted into an alternating current by the inverter 20a flows through the stator coil 28c, and a rotating magnetic field is generated.
  • This rotating magnetic field causes an induced current to flow through the rotor coil 30b, generating a driving force that rotates the rotor body 30a.
  • the driving force generated by each auxiliary drive motor 20 directly rotates and drives the wheel (not shown) of each front wheel 2b.
  • FIG. 10 is a flowchart of control by the control device 24, and FIG. 11 is a graph showing an example of operation in each mode. Note that the flowchart shown in FIG. 10 is repeatedly executed at predetermined time intervals during operation of the vehicle 1.
  • the speed of the vehicle 1 the torque generated by the engine 12, the torque generated by the main drive motor 16, the torque generated by the auxiliary drive motor 20, the voltage of the capacitor 22, the current of the capacitor 22, And the battery 18 current.
  • a positive value means that each motor is generating torque
  • a negative value means that each motor is in motion of the vehicle 1. It means a state of regenerating energy.
  • a negative value means a state in which power is supplied (discharged) to each motor, and a positive value charges the power regenerated in each motor. Means the state.
  • step S1 of FIG. 10 it is determined whether or not the vehicle 1 is set to the internal combustion engine traveling mode (ENG mode). That is, the vehicle 1 is provided with a mode selection switch 40 (FIG. 5) for selecting either the internal combustion engine travel mode or the motor travel mode (EV mode).
  • step S1 which mode is set. Is determined.
  • the processing in the flowchart in FIG. 10 proceeds to step S2.
  • step S2 it is determined whether or not the vehicle 1 is equal to or higher than a predetermined vehicle speed. If it is equal to or higher than the predetermined vehicle speed, the process proceeds to step S6. At time t 1 in FIG. 11, since the driver starts the vehicle 1 and the vehicle speed is low, the process in the flowchart proceeds to step S3.
  • step S3 it is determined whether or not the vehicle 1 is decelerated (the brake pedal (not shown) of the vehicle 1 is operated). If decelerated, the process proceeds to step S5, where acceleration is performed. Alternatively, when the vehicle is traveling at a constant speed (the operation of the brake pedal is not detected by the brake sensor 46 (FIG. 5)), the process proceeds to step S4. At time t 1 in FIG. 11, the driver starts the vehicle 1 and accelerates (the accelerator pedal position sensor 44 (FIG. 5) detects an operation of a predetermined amount or more of the accelerator pedal of the vehicle 1. Therefore, the process in the flowchart proceeds to step S4, and one process according to the flowchart of FIG.
  • step S4 the main drive motor 16 generates torque, and the vehicle speed increases (time t 1 to t 2 in FIG. 11).
  • a discharge current flows from the battery 18 that supplies power to the main drive motor 16, while the sub drive motor 20 does not generate torque. Therefore, the discharge current from the capacitor 22 remains zero, and the voltage of the capacitor 22 also increases. It does not change.
  • These currents and voltages are detected by the voltage sensor 54 and the current sensor 56 (FIG. 5) and input to the control device 24.
  • the engine 12 is not driven. That is, since the control device 24 stops fuel injection by the fuel injection valve 58 of the engine 12 and does not perform ignition by the spark plug 60, the engine 12 does not generate torque.
  • step S5 the driving by the main drive motor 16 is stopped (no torque is generated), and the kinetic energy of the vehicle 1 is regenerated as electric power by the sub drive motor 20.
  • the vehicle 1 is decelerated by the regeneration of the kinetic energy, and the discharge current from the battery 18 becomes zero.
  • the regeneration of the electric power by the auxiliary drive motor 20 causes a charging current to flow through the capacitor 22 and the voltage of the capacitor 22 increases.
  • step S1 ⁇ S2 ⁇ S3 ⁇ S4 is repeatedly executed.
  • step S1 ⁇ S2 ⁇ S3 ⁇ S4 is repeatedly executed.
  • steps S 1 ⁇ S 2 ⁇ S 3 ⁇ S 5 is repeatedly executed in the flowchart of FIG. 10, and power regeneration by the sub drive motor 20 is performed.
  • the motor driving mode is set, the vehicle 1 functions purely as an electric vehicle (EV), and the engine 12 does not generate torque. .
  • step S6 it is determined whether the vehicle 1 is decelerating (operating a brake pedal). Since the vehicle 1 is not decelerating at time t 9, the processing in the flowchart proceeds to step S7.
  • step S7 it is determined whether the vehicle 1 is accelerated by a predetermined value or more (whether the accelerator pedal of the vehicle 1 is operated by a predetermined amount or more).
  • step S8 since the vehicle 1 is accelerated more than a predetermined value at time t 9, the process proceeds to step S8, where along with the main drive motor 16 is driven, the auxiliary drive motor 20 is also driven.
  • the control device 24 causes the main drive motor 16 to generate a driving force to start the vehicle 1 (time t 8 ), and then the traveling speed of the vehicle 1 detected by the vehicle speed sensor 42 is the first.
  • the sub driving motor 20 When the vehicle speed is reached (time t 9 ), the sub driving motor 20 generates driving force. At this time, power is supplied from the battery 18 to the main drive motor 16, and power is supplied from the capacitor 22 to the sub drive motor 20. As power is supplied from the capacitor 22 in this way, the voltage of the capacitor 22 decreases. While the vehicle 1 is being driven by the main drive motor 16 and the sub drive motor 20 (time t 9 to t 10 ), in the flowchart, the processes of steps S 1 ⁇ S 2 ⁇ S 6 ⁇ S 7 ⁇ S 8 are repeatedly executed.
  • the auxiliary drive motor 20 generates a driving force when the traveling speed of the vehicle 1 is equal to or higher than a predetermined first vehicle speed, and the generation of the driving force is prohibited when the traveling speed is lower than the first vehicle speed.
  • the first vehicle speed is set to about 100 km / h, but the first vehicle speed is set to an arbitrary vehicle speed of about 50 km / h or more according to the output characteristics of the adopted sub drive motor 20. Can be set.
  • the main drive motor 16 is configured to generate a driving force when the traveling speed of the vehicle 1 is less than a predetermined second vehicle speed including zero and when it is equal to or higher than the second vehicle speed.
  • the predetermined second vehicle speed can be set to the same vehicle speed as the first vehicle speed, or can be set to a different vehicle speed.
  • the main drive motor 16 always generates a drive force when a drive force is required in the electric motor travel mode.
  • step S9 the drive by the sub drive motor 20 is stopped (no torque is generated), and the vehicle 1 is driven only by the main drive motor 16. As described above, even when the vehicle 1 is traveling at a predetermined vehicle speed or higher, the vehicle 1 is driven only by the main drive motor 16 in a state where acceleration of a predetermined amount or more is not performed.
  • the control unit 24 at time t 10 sends a signal to the high-voltage DC / DC converter 26a,
  • the capacitor 22 is charged. That is, the high voltage DC / DC converter 26 a boosts the charge accumulated in the battery 18 and charges the capacitor 22.
  • the current for driving the main drive motor 16 and the current for charging the capacitor 22 are discharged from the battery 18.
  • the control device 24 sends a signal to the high voltage DC / DC converter 26a to step down the voltage of the capacitor 22. Then, the battery 18 is charged. As described above, the electric power regenerated by the sub drive motor 20 is consumed by the sub drive motor 20 or once stored in the capacitor 22 and then charged to the battery 18 via the high voltage DC / DC converter 26a. .
  • step S10 the kinetic energy of the vehicle 1 is regenerated as electric power by both the main drive motor 16 and the sub drive motor 20.
  • the power regenerated by the main drive motor 16 is stored in the battery 18, and the power regenerated by the sub drive motor 20 is stored in the capacitor 22.
  • the brake pedal is operated at a speed equal to or higher than the predetermined vehicle speed, power is regenerated by both the main drive motor 16 and the sub drive motor 20, and charges are accumulated in the battery 18 and the capacitor 22.
  • step S11 the process after step S11 is executed.
  • step S11 it is determined whether or not the vehicle 1 is stopped. If the vehicle 1 is not stopped (running), whether or not the vehicle 1 is decelerating in step S12 ( It is determined whether or not a brake pedal (not shown) is operated. At time t 12 of FIG. 11, the vehicle 1 is traveling, because the driver is operating the accelerator pedal, the processing in the flowchart of FIG. 10 proceeds to step S13.
  • step S13 the supply of fuel to the engine 12 is started, and the engine 12 generates torque. That is, in the present embodiment, since the output shaft (not shown) of the engine 12 is directly connected to the output shaft (not shown) of the main drive motor 16, the output shaft of the engine 12 is always the main drive motor 16. It is rotated with the drive. However, since no fuel is supplied to the engine 12 in the electric motor travel mode, the engine 12 does not generate torque. In the internal combustion engine travel mode, fuel is supplied (fuel injection by the fuel injection valve 58 and an ignition plug). Torque is generated when the ignition by 60) is started.
  • the control device 24 Immediately after switching from the motor travel mode to the internal combustion engine travel mode, the control device 24 generates torque for starting the engine by the main drive motor 16 (time t 12 to t 13 in FIG. 11).
  • the engine starting torque is generated by causing the vehicle 12 to run and the engine 12 generating torque after the fuel supply to the engine 12 is started and until the engine 12 actually generates torque. Generated to suppress front and rear torque unevenness.
  • fuel supply to the engine 12 is not started, and the engine is started by engine starting torque.
  • Fuel supply is started when 12 reaches a predetermined number of revolutions or more. In the present embodiment, the fuel supply is started when the rotational speed of the engine 12 detected by the engine rotational speed sensor 48 increases to 2000 rpm or more.
  • steps S1 ⁇ S11 ⁇ S12 ⁇ S13 are repeatedly executed (time t in FIG. 11). 13 to t 14 ).
  • the power for driving the vehicle 1 is exclusively output from the engine 12, and the main drive motor 16 and the sub drive motor 20 output the power for driving the vehicle 1. Absent. For this reason, the driver can enjoy the driving feeling of the vehicle 1 driven by the internal combustion engine.
  • step S12 ⁇ S14 fuel supply to the engine 12 is stopped, and fuel consumption is suppressed.
  • step S15 the kinetic energy of the vehicle 1 is regenerated as electric energy by the main drive motor 16 and the sub drive motor 20, and charging current flows through the battery 18 and the capacitor 22, respectively.
  • the control device 24 drives the auxiliary drive motor 20 to perform downshift torque adjustment when the transmission 14c, which is a stepped transmission, is switched (at the time of shifting). To do.
  • the torque generated by this torque adjustment complements instantaneous torque loss and does not correspond to the torque for driving the vehicle 1. Details of the torque adjustment will be described later.
  • step S 11 ⁇ S16 the processing in the flowchart of FIG. 10 will be moves to step S11 ⁇ S16.
  • step S ⁇ b> 16 the control device 24 supplies the minimum amount of fuel necessary to maintain the engine 12 idling. Further, the control device 24 generates assist torque by the main drive motor 16 so that the engine 12 can maintain idling at a low rotational speed. In this way, while the vehicle 1 is stopped, the processes of steps S1 ⁇ S11 ⁇ S16 are repeatedly executed (time t 15 to t 16 in FIG. 11).
  • the engine 12 is a flywheelless engine, but the assist torque generated by the main drive motor 16 acts as a pseudo flywheel, and the engine 12 maintains a smooth idling at a low rotational speed. Can do. Further, by adopting the flywheelless engine, the high response of the engine 12 can be obtained during the traveling in the internal combustion engine traveling mode, and a pleasant driving can be enjoyed.
  • FIG. 12 is a diagram schematically showing changes in acceleration acting on the vehicle when the transmission 14c is downshifted or upshifted. From the upper stage, downshift torque down, downshift torque assist, and upshift torque assist are sequentially illustrated. An example is shown respectively.
  • the control device 24 controls the clutch 14b and the automatic transmission according to the vehicle speed and the engine speed.
  • the transmission 14c as a machine is automatically switched. As shown in the upper part of FIG. 12, when the transmission 14 c is shifted down (shifted to the low speed side) while negative acceleration is acting on the vehicle 1 during deceleration (time t 101 in FIG. 12), the control device 24, the clutch 14b is disconnected, and the output shaft of the engine 12 and the main drive wheel (rear wheel 2a) are disconnected.
  • the control device 24 sends a control signal to the transmission 14c, and switches the built-in hydraulic solenoid valve 62 (FIG. 5) to increase the reduction ratio of the transmission 14c. Further, the acceleration is changed to the negative side again when downshifting completion time controller at time t 102 of 24 connects the clutch 14b.
  • the period from the start of shift down to the completion (time t 101 to t 102 ) is 300 to 1000 msec, but a so-called torque shock in which the torque acting on the vehicle changes instantaneously gives the occupant a feeling of running idle. May cause discomfort.
  • the control device 24 sends a control signal to the auxiliary drive motor 20 at the time of downshifting to adjust the torque and suppress the feeling of idling of the vehicle 1.
  • the control device 24 sends a signal to the clutch 14b and the transmission 14c to perform a downshift
  • the control device 24 includes an automatic transmission input rotation sensor 50 and an automatic transmission output rotation sensor 52 (FIG. 5).
  • the rotation speeds of the input shaft and the output shaft of the transmission 14c detected by the above are read.
  • a change in acceleration generated in the vehicle 1 is predicted based on the read rotation speeds of the input shaft and the output shaft, and the auxiliary drive motor 20 is caused to perform energy regeneration.
  • the instantaneous increase (change to the positive side) of the acceleration of the vehicle 1 due to the torque shock is suppressed, and the idling feeling can be suppressed.
  • the torque shock in the main drive wheel (rear wheel 2a) that accompanies the downshift is supplemented by the sub drive motor 20 with the sub drive wheel (front wheel 2b). Therefore, torque adjustment can be performed without being affected by the dynamic characteristics of the power transmission mechanism 14 that transmits power from the engine 12 to the main drive wheels.
  • the control device 24 shifts down, a change in acceleration generated in the vehicle 1 based on detection signals of the automatic transmission input rotation sensor 50 and the automatic transmission output rotation sensor 52. And the sub-driving motor 20 generates a driving force.
  • the instantaneous decrease (change to the negative side) of the acceleration of the vehicle 1 due to the torque shock is suppressed, and the feeling of stall is suppressed.
  • the shift-up is started at time t 105 in a state where positive acceleration is acting on the vehicle 1 during acceleration (the positive acceleration decreases with time). Then, the output shaft of the engine 12 and the main drive wheel (rear wheel 2a) are separated. Thus, no longer acts on the rear wheels 2a is driving torque by the engine 12, the torque shock occurs, which may stall feeling occupant until the upshift is complete is given at time t 106. That is, instantaneously acceleration of the vehicle 1 is changed to the negative side at time t 105 to upshift is initiated, acceleration in the shift-up is completed time t 106 is changed to the positive side.
  • the control device 24 predicts a change in acceleration generated in the vehicle 1 based on detection signals of the automatic transmission input rotation sensor 50 and the automatic transmission output rotation sensor 52 when shifting up, A driving force is generated in the driving motor 20.
  • the instantaneous decrease (change to the negative side) of the acceleration of the vehicle 1 due to the torque shock is suppressed, and the feeling of stall is suppressed.
  • the adjustment of the drive torque by the sub drive motor 20 when the transmission 14c is shifted down or up is performed in a very short time, and does not substantially drive the vehicle 1. Therefore, the power generated by the sub drive motor 20 can be generated by the electric charge regenerated by the sub drive motor 20 and accumulated in the capacitor 22.
  • the adjustment of the drive torque by the auxiliary drive motor 20 can be applied to an automatic transmission with a torque converter, an automatic transmission without a torque converter, an automated manual transmission, and the like.
  • the hybrid drive device 10 is an in-wheel motor when the traveling speed of the vehicle 1 is equal to or higher than a predetermined first vehicle speed greater than zero (steps S2 ⁇ S6 in FIG. 10). Since the sub drive motor 20 is configured to generate a driving force, a large torque is not required for the sub drive motor 20 in a low speed range. As a result, a small electric motor with a small torque in the low speed range can be adopted as the auxiliary drive motor 20, and the vehicle can be efficiently driven using the in-wheel motor.
  • the vehicle-side motor provided on the vehicle body of the vehicle 1 is used. Since a certain main drive motor 16 generates a driving force (step S4 in FIG. 10), the auxiliary driving motor 20 that is an in-wheel motor that generates a driving force at a speed equal to or higher than the first vehicle speed is complemented, and sufficient traveling performance for the vehicle 1 Can be given.
  • the main drive motor 16 generates driving force even when the traveling speed of the vehicle 1 is equal to or higher than the second vehicle speed (steps S2 to S6 in FIG. 10) (FIG. 10).
  • steps S8 and S9) both the main drive motor 16 and the sub drive motor 20 generate driving force in the speed region where the traveling speed is equal to or higher than the first and second vehicle speeds. For this reason, the in-wheel motor which is the sub drive motor 20 can be further downsized.
  • the traveling speed of the vehicle 1 is less than the first vehicle speed (steps S2 ⁇ S3 in FIG. 10)
  • the generation of the driving force by the auxiliary drive motor 20 is prohibited.
  • Steps S4 and S5 in FIG. 10 an electric motor with extremely small torque in the low speed range can be employed as the sub drive motor 20, and the in-wheel motor can be reduced in weight.
  • the main drive motor 16 is a vehicle body side motor generates a driving force, after the vehicle 1 is starting (time t 8 in FIG. 11), the traveling speed When the first vehicle speed is reached (time t 9 in FIG. 11), the auxiliary drive motor 20 that is an in-wheel motor generates a driving force, so that the in-wheel motor is not used when the vehicle 1 starts and the starting torque is extremely small.
  • the electric motor can be employed as the in-wheel motor, and the in-wheel motor can be reduced in weight.
  • the wheels front wheels 2b
  • the auxiliary drive motor 20 without passing through the speed reduction mechanism (FIGS. 4 and 9), so that the speed is extremely heavy.
  • the mechanism can be omitted and output loss due to the rotational resistance of the speed reduction mechanism can be avoided.
  • the induction motor is employed as the in-wheel motor for the auxiliary drive motor 20 that does not require a large torque in the low rotation range (step S8 in FIG. 10).
  • region can be comprised lightweight.
  • a required rotation region can be obtained by employing a permanent magnet motor for the main drive motor 16 that requires a large torque in the low rotation region (step S4 in FIG. 10).
  • an electric motor capable of generating a sufficient torque can be configured to be lightweight.
  • FIGS. 13 and 14 a vehicle drive device that is a hybrid drive device according to a second embodiment of the present invention will be described with reference to FIGS. 13 and 14.
  • the vehicle drive device according to the present embodiment differs from the first embodiment described above in the control executed by the control device 24. Therefore, since the configuration of the vehicle drive device described with reference to FIGS. 1 to 9 is the same as that of the first embodiment, the description thereof will be omitted.
  • the second embodiment of the present invention is different from the first embodiment. Only the differences will be described.
  • FIG. 13 is a flowchart of the control by the control device provided in the vehicle drive device of the second embodiment of the present invention
  • FIG. 14 is a graph showing an example of the operation in the electric motor travel mode.
  • the flowchart shown in FIG. 13 shows the process (corresponding to the process after step S2 of the flowchart shown in FIG. 10) executed when the mode selection switch 40 of the vehicle 1 is set to the electric motor travel mode. .
  • Processing executed in the engine travel mode of the vehicle control device of the present embodiment is the same as that of the first embodiment.
  • the flowchart shown in FIG. 13 is repeatedly executed at predetermined time intervals while the vehicle 1 is operating.
  • the graph shown in FIG. 14 is, in order from the top, the speed of the vehicle 1, the target acceleration of the vehicle 1 set based on the driving operation of the driver, the torque generated by the engine 12, the torque generated by the main drive motor 16, and The torque generated by the sub drive motor 20 is shown. Since the graph shown in FIG. 14 shows the operation in the electric motor travel mode, the torque generated by the engine 12 is always zero.
  • a positive value means that each motor is generating torque
  • a negative value means that each motor is in motion of the vehicle 1. It means a state of regenerating energy.
  • step S201 in FIG. 13 detection signals from various sensors are read. Specifically, detection signals from the vehicle speed sensor 42, the accelerator opening sensor 44, the brake sensor 46, and the like are read into the control device 24.
  • a target acceleration is set based on the detection signal of each sensor read in step S201.
  • the target acceleration is set mainly based on the depression amount of an accelerator pedal (not shown) detected by the accelerator opening sensor 44 (FIG. 5).
  • the target acceleration is set to a negative value and the target deceleration is set.
  • the target deceleration (negative target acceleration) is set mainly based on the brake pedal depression amount detected by the brake sensor 46 (FIG. 5).
  • step S203 it is determined whether or not the speed of the vehicle 1 detected by the vehicle speed sensor 42 is equal to or higher than a predetermined first vehicle speed. If it is less than the first vehicle speed, the process proceeds to step S210.
  • the predetermined first vehicle speed is set to about 100 km / h. However, according to the characteristics of the main drive motor 16 and the sub drive motor 20 that are employed, The first vehicle speed can also be set to a low vehicle speed, for example, about 50 km / h.
  • step S210 it is determined whether or not the target acceleration of the vehicle 1 is a negative value (whether or not it is a target deceleration). If the target acceleration is smaller than zero, the process proceeds to step S211. If the target acceleration is positive or zero, the process proceeds to step S212. At time t 201 in FIG. 14, the driver is starting the vehicle 1, processing in the flow chart since the acceleration (positive target acceleration is set), the process proceeds to step S212. In step S212, it is determined whether or not the target acceleration is a positive value (whether or not the target acceleration is positive). If the target acceleration is positive, the process proceeds to step S213, and the target acceleration is zero. Then, the process proceeds to step S214.
  • step S 213 Since the positive target acceleration is set at time t 201 , the process proceeds to step S 213, and the control parameter for the main drive motor 16 is obtained so that the target acceleration is obtained by the driving force of the main drive motor 16 in step S 213. Is set. On the other hand, in step S213, the control parameter for the sub drive motor 20 is set to stop (no driving force is generated and kinetic energy is not regenerated).
  • step S206 the control parameters set in step S213 are transmitted from the control device 24 to the main drive motor 16 and the sub drive motor 20, and one process according to the flowchart of FIG. 13 is completed.
  • step S206 by the control parameters are transmitted, the main drive motor 16 generates a torque, the target acceleration is achieved vehicle speed rises (time t 201 ⁇ t 202 in FIG. 14).
  • step S214 control parameters for the main drive motor 16 are set so that constant speed running is maintained by the driving force of the main drive motor 16. That is, the control parameter is set so that the main drive motor 16 generates a driving force corresponding to the running resistance of the vehicle 1 and a constant speed is maintained. For this reason, the driving force generated by the main drive motor 16 is lower than during acceleration of the vehicle 1.
  • step S214 the control parameter for the sub drive motor 20 is set to stop.
  • the process proceeds to step S206, and the control parameter set in step S214 is transmitted to each motor, and one process according to the flowchart of FIG. 13 ends.
  • step S213 the control parameter for the main drive motor 16 is set so that the set target acceleration is realized, and the control parameter for the sub drive motor 20 is set to stop.
  • step S206 the control parameter set in step S213 is transmitted to each motor, and one process by the flowchart of FIG. 13 is complete
  • step S204 it is determined whether or not the target acceleration of the vehicle 1 is a negative value (whether or not it is a target deceleration). If the target acceleration is smaller than zero, the process proceeds to step S205 and the target acceleration is reached. If is positive or zero, the process proceeds to step S207.
  • step S207 it is determined whether or not the target acceleration is a positive value (whether or not the target acceleration is positive). If the target acceleration is positive, the process proceeds to step S208, and the target acceleration is zero. The process proceeds to step S209.
  • step S208 Since the positive target acceleration is set at time t 204, the process proceeds to step S208, so that the target acceleration is obtained by the driving force of the main drive motor 16 and the auxiliary drive motor 20 in step S208, the main drive Control parameters for the motor 16 and the auxiliary drive motor 20 are set.
  • the auxiliary drive motor 20 when the vehicle 1 is accelerated in a state where the speed of the vehicle 1 is equal to or higher than the first vehicle speed, the auxiliary drive motor 20 also generates a driving force in addition to the main drive motor 16. That is, the target acceleration set in step S202 is realized by the driving force generated by the main drive motor 16 and the sub drive motor 20.
  • the auxiliary drive motor 20 is used to assist the driving force of the main drive motor 16 when the vehicle 1 is accelerated in a state where the speed of the vehicle 1 is equal to or higher than the first vehicle speed.
  • step S206 the control parameters set in step S208 are transmitted to the main drive motor 16 and the sub drive motor 20, and one process according to the flowchart of FIG. 13 is completed.
  • the main drive motor 16 and the auxiliary drive motor 20 By controlling parameters are transmitted in step S206, the main drive motor 16 and the auxiliary drive motor 20 generates a torque, the target acceleration is achieved by the vehicle speed rises (time t 204 ⁇ t 205 in FIG. 14).
  • each motor is drawn so as to output a constant torque with respect to a constant target acceleration.
  • the graph of these motor torques is drawn schematically. That is, the running resistance, air resistance, and the like acting on the vehicle 1 also change depending on factors such as the vehicle speed, so that the torque actually required to maintain a constant target acceleration is not a constant value.
  • step S207 control parameters for the main drive motor 16 and the sub drive motor 20 are set so that constant speed running is maintained by the driving force of the main drive motor 16 and the sub drive motor 20.
  • step S206 control parameters set in step S209 are transmitted to each motor, and one process according to the flowchart of FIG. 13 is completed.
  • the present invention can also be configured to maintain constant speed running only with the driving force of the sub drive motor 20.
  • step S202 control parameters for these motors are set so that the main drive motor 16 and the sub drive motor 20 regenerate the kinetic energy of the vehicle 1. Furthermore, when the set control parameters are transmitted to the main drive motor 16 and the sub drive motor 20 in step S206, kinetic energy is regenerated in these motors.
  • step S211 the main drive motor 16 is stopped (no driving force is generated and no kinetic energy is regenerated), and the sub drive motor 20 is configured to control parameters for these motors so that the kinetic energy of the vehicle 1 is regenerated. Is set.
  • step S206 when the set control parameter is transmitted to the main drive motor 16 and the sub drive motor 20 in step S206, the kinetic energy is regenerated in the sub drive motor 20. As a result, the vehicle speed decreases, and the vehicle 1 stops at time t208 in FIG.
  • the vehicle drive device which is a hybrid drive device by 3rd Embodiment of this invention is demonstrated.
  • the vehicle drive device according to the present embodiment differs from the first embodiment described above in the control executed by the control device 24. Accordingly, the configuration of the vehicle drive device described with reference to FIGS. 1 to 9 is the same as that of the first embodiment, and thus the description thereof will be omitted.
  • the third embodiment of the present invention is different from the first embodiment. Only the differences will be described.
  • FIG. 15 is a flowchart of control by the control device provided in the vehicle drive device of the third embodiment of the present invention
  • FIG. 16 is a graph showing an example of the operation in the electric motor travel mode.
  • the flowchart shown in FIG. 15 shows the process (corresponding to the process after step S2 of the flowchart shown in FIG. 10) executed when the mode selection switch 40 of the vehicle 1 is set to the electric motor travel mode. .
  • Processing executed in the engine travel mode of the vehicle control device of the present embodiment is the same as that of the first embodiment.
  • the flowchart shown in FIG. 15 is repeatedly executed at predetermined time intervals while the vehicle 1 is operating.
  • the graph shown in FIG. 16 includes, in order from the top, the speed of the vehicle 1, the target acceleration of the vehicle 1 set based on the driving operation of the driver, the torque generated by the engine 12, the torque generated by the main drive motor 16, and The torque generated by the sub drive motor 20 is shown. Since the graph shown in FIG. 16 shows the operation in the electric motor travel mode, the torque generated by the engine 12 is always zero.
  • a positive value means that each motor is generating torque
  • a negative value means that each motor is in motion of the vehicle 1. It means a state of regenerating energy.
  • step S301 in FIG. 15 detection signals from various sensors are read. Specifically, detection signals from the vehicle speed sensor 42, the accelerator opening sensor 44, the brake sensor 46, and the like are read into the control device 24.
  • a target acceleration is set based on the detection signal of each sensor read in step S301.
  • the target acceleration is set mainly based on the depression amount of an accelerator pedal (not shown) detected by the accelerator opening sensor 44 (FIG. 5).
  • the target acceleration is set to a negative value and the target deceleration is set.
  • the target deceleration (negative target acceleration) is set mainly based on the brake pedal depression amount detected by the brake sensor 46 (FIG. 5).
  • step S303 it is determined whether or not the speed of the vehicle 1 detected by the vehicle speed sensor 42 is equal to or higher than a predetermined first vehicle speed. If the speed is equal to or higher than the predetermined first vehicle speed, the process proceeds to step S304. If it is less than the first vehicle speed, the process proceeds to step S312. At time t301 in FIG. 16, the driver has started the vehicle 1 and the vehicle speed is low, so the processing in the flowchart proceeds to step S312. Also in this embodiment, the predetermined first vehicle speed is set to about 100 km / h.
  • step S312 it is determined whether or not the target acceleration of the vehicle 1 is a negative value (whether or not it is a target deceleration). If the target acceleration is smaller than zero, the process proceeds to step S313. If the target acceleration is positive or zero, the process proceeds to step S314. At time t301 in FIG. 16, the driver starts the vehicle 1 and is accelerating (positive target acceleration is set), so the processing in the flowchart proceeds to step S314. In step S314, it is determined whether or not the target acceleration is a positive value (whether or not the target acceleration is positive). If the target acceleration is positive, the process proceeds to step S315, and the target acceleration is zero. Then, the process proceeds to step S311.
  • step S315 Since the positive target acceleration is set at time t 301, the process proceeds to step S315, so that the target acceleration is obtained by the driving force of the main drive motor 16 in step S315, the control parameters for the main drive motor 16 Is set. On the other hand, in step S315, the control parameter for the sub drive motor 20 is set to stop (no driving force is generated and kinetic energy is not regenerated).
  • step S306 the control parameter set in step S315 is transmitted from the control device 24 to the main drive motor 16 and the sub drive motor 20, and one process according to the flowchart of FIG. 13 is completed.
  • step S306 when the control parameter is transmitted, the main drive motor 16 generates torque, the vehicle speed increases, and the target acceleration is realized (time t 301 to t 302 in FIG. 14).
  • step S ⁇ b> 311 control parameters for the main drive motor 16 are set so that constant speed running is maintained by the driving force of the main drive motor 16. That is, the control parameter is set so that the main drive motor 16 generates a driving force corresponding to the running resistance of the vehicle 1 and a constant speed is maintained. For this reason, the driving force generated by the main drive motor 16 is lower than during acceleration of the vehicle 1.
  • step S311 the control parameter for the sub drive motor 20 is set to stop.
  • step S306 the control parameter set in step S311 is transmitted to each motor, and one process by the flowchart of FIG. 15 is complete
  • step S302 the target acceleration set in step S302 in FIG. 15 is set to a positive value.
  • step S315 the control parameter for the main drive motor 16 is set so that the set target acceleration is realized, and the control parameter for the sub drive motor 20 is set to stop.
  • step S306 the control parameter set in step S315 is transmitted to each motor, and one process by the flowchart of FIG. 15 is complete
  • step S304 it is determined whether or not the target acceleration of the vehicle 1 is a negative value (whether or not it is a target deceleration). If the target acceleration is smaller than zero, the process proceeds to step S305 and the target acceleration is reached. If is positive or zero, the process proceeds to step S307.
  • step S307 it is determined whether or not the target acceleration is a positive value (whether or not the target acceleration is positive). If the target acceleration is positive, the process proceeds to step S308, and the target acceleration is zero. Then, the process proceeds to step S311.
  • step S308 the target acceleration is equal to or a predetermined first acceleration or not is determined.
  • the predetermined first acceleration is set to about 1.5 m / sec 2.
  • the predetermined first acceleration varies depending on the characteristics of the main drive motor 16 and the sub drive motor 20 that are employed.
  • One acceleration can also be set.
  • the predetermined first acceleration can be set within a range of about 1.5 to 2.5 m / sec 2 .
  • the control parameter for the main drive motor 16 is set so that the set target acceleration is realized, and the control parameter for the sub drive motor 20 is set to stop.
  • step S306 the control parameters set in step S309 are transmitted to the main drive motor 16 and the sub drive motor 20, and one process according to the flowchart of FIG. 15 ends.
  • the main drive motor 16 By controlling parameters are transmitted in step S306, the main drive motor 16 generates a torque, the target acceleration is achieved (time t 304 ⁇ t 305 in FIG. 16).
  • the target acceleration is achieved (time t 304 ⁇ t 305 in FIG. 16).
  • the vehicle 1 travels at a constant acceleration, and the speed increases.
  • steps S301 ⁇ S302 ⁇ S303 ⁇ S304 ⁇ S307 ⁇ S308 ⁇ S309 ⁇ S306 are repeatedly executed.
  • step S310 control parameters for the main drive motor 16 and the sub drive motor 20 are set so that the target acceleration can be obtained by the driving forces of the main drive motor 16 and the sub drive motor 20.
  • the auxiliary driving motor 20 in addition to the main driving motor 16 exerts the driving force. To occur.
  • the target acceleration set in step S302 is realized by the driving force generated by the main drive motor 16 and the sub drive motor 20.
  • the auxiliary drive motor 20 is used to assist the driving force of the main drive motor 16 when the vehicle 1 is accelerated at an acceleration equal to or higher than the first acceleration when the speed of the vehicle 1 is equal to or higher than the first vehicle speed. Is done.
  • step S306 the control parameters set in step S310 are transmitted to the main drive motor 16 and the sub drive motor 20, and one process according to the flowchart of FIG. 15 is completed.
  • the main drive motor 16 and the auxiliary drive motor 20 By controlling parameters are transmitted in step S306, the main drive motor 16 and the auxiliary drive motor 20 generates a torque, the target acceleration is achieved by the vehicle speed rises (time t 305 ⁇ t 306 in FIG. 16).
  • the vehicle 1 travels at a constant acceleration, and the speed increases.
  • steps S301 ⁇ S302 ⁇ S303 ⁇ S304 ⁇ S307 ⁇ S308 ⁇ S310 ⁇ S306 are repeatedly executed.
  • step S302 when the driver depresses the accelerator pedal at time t 306 in FIG. 16, the target acceleration set in step S302 in FIG. 15 is set to zero (constant speed running).
  • the processing in the flowchart of FIG. 15 shifts from step S307 to S311 and the processing of steps S301 ⁇ S302 ⁇ S303 ⁇ S304 ⁇ S307 ⁇ S311 ⁇ S306 is repeatedly executed.
  • step S311 control parameters for the main drive motor 16 and the sub drive motor 20 are set so that constant speed running is maintained by the driving force of the main drive motor 16 (the sub drive motor 20 is stopped).
  • step S306 the control parameter set in step S311 is transmitted to each motor, and one process by the flowchart of FIG. 15 is complete
  • the present invention can also be configured to maintain constant speed running only with the driving force of the sub drive motor 20.
  • step S302 the target acceleration set in step S302 of the flowchart in FIG. 15 is a negative value (target deceleration).
  • step S305 control parameters for these motors are set so that the main drive motor 16 and the sub drive motor 20 regenerate the kinetic energy of the vehicle 1.
  • step S306 kinetic energy is regenerated in these motors.
  • the vehicle speed decreases due to the driver's operation of a brake pedal (not shown), and the speed of the vehicle 1 is less than a predetermined first vehicle speed (100 [km / h] in the present embodiment) at time t308 in FIG.
  • a predetermined first vehicle speed 100 [km / h] in the present embodiment
  • the process in the flowchart shifts to steps S303 ⁇ S312 ⁇ S313, and the processes of steps S301 ⁇ S302 ⁇ S303 ⁇ S312 ⁇ S313 ⁇ S306 are repeatedly executed.
  • step S3133 the main drive motor 16 is stopped (no driving force is generated and no kinetic energy is regenerated), and the sub drive motor 20 controls the control parameters for these motors so that the kinetic energy of the vehicle 1 is regenerated. Is set.
  • step S306 when the set control parameter is transmitted to the main drive motor 16 and the sub drive motor 20 in step S306, the kinetic energy is regenerated in the sub drive motor 20. As a result, the vehicle speed decreases, and the vehicle 1 stops at time t309 in FIG.
  • the vehicle driving apparatus has been described above.
  • the vehicle drive device of the present invention is applied to an FR vehicle.
  • an engine and / or a main drive motor is disposed in the front portion of the vehicle to drive the front wheels as a main drive.
  • the present invention can be applied to various types of vehicles such as so-called FF vehicles that use wheels, and so-called RR vehicles that use an engine and / or main drive motor in the rear part of the vehicle and use the rear wheels as main drive wheels. it can.
  • an engine 12 When the present invention is applied to an FF vehicle, for example, as shown in FIG. 17, an engine 12, a main drive motor 16, and a transmission 14c are arranged in a front portion of the vehicle 101, and a front wheel 102a is used as a main drive wheel. It can be laid out to drive. Further, the auxiliary drive motor 20 can be arranged as an in-wheel motor on the left and right rear wheels 102b which are auxiliary drive wheels. As described above, the main drive motor 16 that is the vehicle body side motor drives the front wheel 102a that is the main drive wheel, and the sub drive motor 20 that is the in-wheel motor drives the rear wheel 102b that is the sub drive wheel.
  • the present invention can be configured.
  • the main drive motor 16 can be driven by the electric power stored in the battery 18 supplied via the inverter 16a. Further, an integrated unit obtained by unitizing the capacitor 22, the high-voltage DC / DC converter 26 a and the low-voltage DC / DC converter 26 b that are voltage converters, and the two inverters 20 a can be arranged at the rear portion of the vehicle 101. Further, the sub drive motor 20 can be driven by the electric power stored in the battery 18 and the capacitor 22 arranged in series and supplied through the inverter 20a.
  • the engine 12 the main drive motor 16, and the transmission 14c are arranged in the front portion of the vehicle 201, and the front wheels 202a are used as main drive wheels.
  • the auxiliary drive motor 20 can be disposed on the left and right front wheels 202a, which are the main drive wheels, as an in-wheel motor.
  • the main drive motor 16 that is the vehicle body side motor drives the front wheel 202a that is the main drive wheel
  • the sub drive motor 20 that is the in-wheel motor also drives the front wheel 202a that is the main drive wheel.
  • the invention can be configured.
  • the main drive motor 16 can be driven by the electric power stored in the battery 18 supplied via the inverter 16a.
  • an integrated unit obtained by unitizing the capacitor 22, the high-voltage DC / DC converter 26a and the low-voltage DC / DC converter 26b, which are voltage converters, and the two inverters 20a can be disposed at the rear of the vehicle 201.
  • the sub drive motor 20 can be driven by the electric power stored in the battery 18 and the capacitor 22 arranged in series and supplied through the inverter 20a.
  • the engine 12 and the main drive motor 16 are disposed in the front portion of the vehicle 301, and power is transmitted to the vehicle 301 via the propeller shaft 14 a. It can be laid out so as to lead to the rear and drive the rear wheel 302b as the main drive wheel.
  • the rear wheel 302b is driven through the clutch 14b and the transmission 14c, which is a stepped transmission, by the power guided to the rear portion by the propeller shaft 14a.
  • the auxiliary drive motor 20 can be disposed on the left and right rear wheels 302b, which are the main drive wheels, as an in-wheel motor.
  • the main drive motor 16 that is the vehicle body side motor drives the rear wheel 302b that is the main drive wheel
  • the auxiliary drive motor 20 that is the in-wheel motor also drives the rear wheel 302b that is the main drive wheel.
  • the present invention can be configured as follows.
  • the main drive motor 16 can be driven by the electric power stored in the battery 18 supplied via the inverter 16a.
  • an integrated unit in which the capacitor 22, the high-voltage DC / DC converter 26 a and the low-voltage DC / DC converter 26 b that are voltage converters, and the two inverters 20 a are unitized can be disposed in the front portion of the vehicle 301.
  • the sub drive motor 20 can be driven by the electric power stored in the battery 18 and the capacitor 22 arranged in series and supplied through the inverter 20a.
  • the present invention is applied to a hybrid drive apparatus including an engine and an electric motor.
  • the present invention is applied to a vehicle drive apparatus that does not include an engine and drives a vehicle only by an electric motor. You can also.

Abstract

The purpose of the present invention is to provide a vehicle drive device capable of efficiently driving a vehicle using in-wheel motors without falling into the spiral of enhancing motor drive at the cost of increased vehicle weight. The present invention provides a vehicle drive device for driving a vehicle using in-wheel motors, characterized by comprising a vehicle speed sensor (42) that detects the traveling speed of a vehicle (1), in-wheel motors (20) that are disposed in wheels (2b) of the vehicle and drive the wheels, and a controller (24) that controls the in-wheel motors, wherein the controller controls the in-wheel motors to generate drive power when the traveling speed of the vehicle detected by the vehicle speed sensor is equal to or higher than a predetermined first vehicle speed that is greater than zero.

Description

車両駆動装置Vehicle drive device
　本発明は車両駆動装置に関し、特に、車両の駆動にインホイールモータを使用する車両駆動装置に関する。 The present invention relates to a vehicle drive device, and more particularly to a vehicle drive device that uses an in-wheel motor to drive a vehicle.
　近年、世界各国において車両の排出ガス規制が強化され、車両の燃費、走行距離当たりの二酸化炭素排出量等に対する要求が厳しくなっている。また、内燃機関で走行する車両の市街地への進入を規制している都市も存在する。これらの要求を満足するため、内燃機関及び電動機を備えたハイブリッド駆動の車両や、電動機のみによって駆動される電気自動車が開発され、広く普及している。 In recent years, regulations on vehicle exhaust emissions have been strengthened in various countries around the world, and requirements for vehicle fuel consumption, carbon dioxide emissions per mileage, etc. have become stricter. There are also cities that restrict the entry of vehicles that run on internal combustion engines into urban areas. In order to satisfy these requirements, a hybrid drive vehicle including an internal combustion engine and an electric motor and an electric vehicle driven only by the electric motor have been developed and widely spread.
　特許第５２８０９６１号公報（特許文献１）には、車両の駆動制御装置が記載されている。この駆動制御装置においては、車両の後輪側に駆動装置が設けられており、この駆動装置に備えられた２つの電動機が、車両の後輪を夫々駆動する。また、この駆動装置とは別に、内燃機関と電動機が直列に接続された駆動ユニットが車両の前部に設けられている。駆動ユニットの動力はトランスミッション及び主駆動軸を介して前輪に伝達され、駆動装置の動力は車両の後輪に伝達される。また、この駆動制御装置において、車両の発進時には、駆動装置の２つの電動機が駆動され、この駆動力が車両の後輪に夫々伝達される。さらに、車両の加速時には駆動ユニットも駆動力を発生し、駆動ユニット、及び駆動装置の２つの電動機による四輪駆動となる。このように、特許文献１記載の駆動制御装置においては、主に車両の後輪用に夫々設けられた２つの電動機が駆動力を発生している。 Japanese Patent No. 5280961 (Patent Document 1) describes a drive control device for a vehicle. In this drive control device, a drive device is provided on the rear wheel side of the vehicle, and two electric motors provided in the drive device respectively drive the rear wheels of the vehicle. In addition to this drive device, a drive unit in which an internal combustion engine and an electric motor are connected in series is provided at the front of the vehicle. The power of the drive unit is transmitted to the front wheels via the transmission and the main drive shaft, and the power of the drive device is transmitted to the rear wheels of the vehicle. In this drive control device, when the vehicle starts, the two electric motors of the drive device are driven, and this driving force is transmitted to the rear wheels of the vehicle. Furthermore, when the vehicle is accelerated, the drive unit also generates a driving force, and four-wheel drive is performed by the two electric motors of the drive unit and the drive device. As described above, in the drive control device described in Patent Document 1, two electric motors provided mainly for the rear wheels of the vehicle generate driving force.
特許第５２８０９６１号Japanese Patent No. 5280961
　電動機による車両の駆動は、走行中に二酸化炭素を排出しないため、年々強化される排出ガス規制をクリアするためには有利であるが、バッテリに蓄積可能な電力に限界があり、十分に長い航続距離を確保することが困難である。このため、車両用の駆動装置として、電動機と共に内燃機関を搭載したハイブリッド駆動装置が広く普及している。また、このようなハイブリッド駆動装置においても、走行中の二酸化炭素排出量を低減するため、特許文献１に記載されている車両のように、主として電動機による駆動力を利用する車両が増加している。 Driving a vehicle with an electric motor does not emit carbon dioxide while driving, so it is advantageous for clearing exhaust gas regulations that are tightened year by year, but there is a limit to the power that can be stored in the battery, and the cruising time is long enough. It is difficult to secure a distance. For this reason, hybrid drive devices in which an internal combustion engine is mounted together with an electric motor are widely used as drive devices for vehicles. Also in such a hybrid drive device, in order to reduce the amount of carbon dioxide emissions during traveling, the number of vehicles that mainly use the driving force of an electric motor is increasing as in the vehicle described in Patent Document 1. .
　このように、電動機の駆動力を主体とするハイブリッド駆動装置では、十分な走行性能を確保するために大容量のバッテリを搭載する必要がある。また、電動機により十分な駆動力を得るためには、比較的高電圧で電動機を作動させる必要がある。このため、電動機の駆動力を主体とするハイブリッド駆動装置では、大容量のバッテリが要求されると共に、電動機に高電圧を供給する電気系統を電気的に十分に絶縁する必要があり、これらが車両の全体的な重量を増加させ、車両の燃費を悪化させる。さらに、重量の大きい車両を電動機で駆動するために、更なる大容量のバッテリや高電圧が必要となり、これが更なる重量の増加を生む悪循環に陥るという問題がある。 As described above, in the hybrid drive device mainly composed of the driving force of the electric motor, it is necessary to mount a large-capacity battery in order to ensure sufficient traveling performance. Further, in order to obtain a sufficient driving force by the electric motor, it is necessary to operate the electric motor at a relatively high voltage. For this reason, in the hybrid drive device mainly composed of the driving force of the electric motor, a large-capacity battery is required, and an electric system for supplying a high voltage to the electric motor needs to be electrically sufficiently insulated. Increase the overall weight of the vehicle and worsen the fuel consumption of the vehicle. Furthermore, in order to drive a heavy vehicle with an electric motor, there is a problem that a battery with a larger capacity and a higher voltage are required, which causes a vicious circle that further increases the weight.
　また、特許文献１記載の車両の駆動制御装置では、後輪を駆動する電動機が後輪のドライブシャフトに直結されているが、この電動機を後輪に内蔵させ、所謂インホイールモータとすることが考えられる。インホイールモータを採用した場合には、モータと車輪を連結するドライブシャフトが不要になるため、ドライブシャフト分の重量を削減することができるというメリットがある。しかしながら、特許文献１記載の発明のように、車両の発進、加速、クルーズ走行を行うための電動機としてインホイールモータを採用したとしても、十分な走行性能を得るためには大型の電動機が必要となり、重量の増加を避けることができない。このため、インホイールモータを採用したメリットを十分に享受することができない。 Further, in the vehicle drive control device described in Patent Document 1, an electric motor that drives a rear wheel is directly connected to a drive shaft of the rear wheel. However, this electric motor may be built in the rear wheel to form a so-called in-wheel motor. Conceivable. When an in-wheel motor is employed, there is no need for a drive shaft that connects the motor and the wheels, so there is an advantage that the weight of the drive shaft can be reduced. However, even if an in-wheel motor is employed as an electric motor for starting, accelerating, and cruise traveling of a vehicle as in the invention described in Patent Document 1, a large electric motor is required to obtain sufficient traveling performance. Inevitable increase in weight. For this reason, the merit which employ | adopted the in-wheel motor cannot fully be enjoyed.
　従って、本発明は、電動機による駆動の強化と車両重量増加の悪循環に陥ることなく、インホイールモータを使用して、効率的に車両を駆動することができる車両駆動装置を提供することを目的としている。 Accordingly, an object of the present invention is to provide a vehicle drive device that can efficiently drive a vehicle using an in-wheel motor without falling into a vicious circle of strengthening drive by an electric motor and increasing vehicle weight. Yes.
　上述した課題を解決するために、本発明は、車両の駆動にインホイールモータを使用する車両駆動装置であって、車両の走行速度を検出する車速センサと、車両の車輪に設けられると共に、車輪を駆動するインホイールモータと、このインホイールモータを制御する制御器と、を有し、制御器は、車速センサによって検出された車両の走行速度がゼロよりも大きい所定の第１車速以上の場合において、駆動力を発生するようにインホイールモータを制御する、ように構成されていることを特徴としている。 In order to solve the above-described problems, the present invention is a vehicle drive device that uses an in-wheel motor to drive a vehicle, and is provided on a vehicle speed sensor that detects the traveling speed of the vehicle, and on the wheels of the vehicle. An in-wheel motor that drives the vehicle and a controller that controls the in-wheel motor, and the controller has a vehicle traveling speed detected by the vehicle speed sensor equal to or higher than a predetermined first vehicle speed greater than zero. In the present invention, the in-wheel motor is controlled so as to generate a driving force.
　このように構成された本発明においては、車速センサにより車両の走行速度が検出され、制御器は、車輪に設けられ、車輪を駆動するインホイールモータを制御する。また、制御器は、車速センサによって検出された車両の走行速度がゼロよりも大きい所定の第１車速以上の場合に、駆動力を発生するようにインホイールモータを制御する。 In the present invention configured as described above, the traveling speed of the vehicle is detected by the vehicle speed sensor, and the controller controls the in-wheel motor that is provided on the wheel and drives the wheel. Further, the controller controls the in-wheel motor so as to generate a driving force when the vehicle traveling speed detected by the vehicle speed sensor is equal to or higher than a predetermined first vehicle speed greater than zero.
　このように構成された本発明によれば、車両の走行速度がゼロよりも大きい所定の第１車速以上の場合にインホイールモータが駆動力を発生するように構成されているので、低速域でインホイールモータに大きなトルクが要求されることはない。この結果、低速域におけるトルクの小さい小型の電動機をインホイールモータとして採用することが可能となり、インホイールモータを使用して効率的に車両を駆動することが可能になる。 According to the present invention configured as described above, the in-wheel motor is configured to generate the driving force when the traveling speed of the vehicle is equal to or higher than the predetermined first vehicle speed greater than zero. A large torque is not required for the in-wheel motor. As a result, a small electric motor with a small torque in the low speed range can be adopted as the in-wheel motor, and the vehicle can be efficiently driven using the in-wheel motor.
　本発明において、好ましくは、さらに、車両の車体に設けられ、車両の車輪を駆動する車体側モータを有し、制御器は、車速センサによって検出された車両の走行速度が所定の第２車速未満のとき、駆動力を発生するように車体側モータを制御する、ように構成されている。 In the present invention, it is preferable that the vehicle further includes a vehicle body side motor that is provided on the vehicle body and drives the wheels of the vehicle, and the controller has a vehicle traveling speed detected by the vehicle speed sensor less than a predetermined second vehicle speed. At this time, the vehicle body side motor is controlled so as to generate a driving force.
　このように構成された本発明によれば、車両の走行速度が所定の第２車速未満のとき、車両の車体に設けられた車体側モータが駆動力を発生するので、第１車速以上で駆動力を発生するインホイールモータを補完し、車両に十分な走行性能を与えることができる。 According to the present invention configured as described above, when the traveling speed of the vehicle is less than the predetermined second vehicle speed, the vehicle body side motor provided in the vehicle body of the vehicle generates a driving force. Complementing the in-wheel motor that generates force, it is possible to give the vehicle sufficient running performance.
　本発明において、好ましくは、制御器は、車速センサによって検出された車両の走行速度が第２車速以上のときも、駆動力を発生するように車体側モータを制御する、ように構成されている。 In the present invention, preferably, the controller is configured to control the vehicle body side motor so as to generate a driving force even when the traveling speed of the vehicle detected by the vehicle speed sensor is equal to or higher than the second vehicle speed. .
　このように構成された本発明によれば、車両の走行速度が第２車速以上のときも車体側モータは駆動力を発生するので、走行速度が第１及び第２車速以上の速度領域においては、車体側モータと、インホイールモータの両方が駆動力を発生する。このため、インホイールモータを更に小型化することが可能になる。 According to the present invention configured as described above, since the vehicle body side motor generates driving force even when the vehicle traveling speed is equal to or higher than the second vehicle speed, in the speed region where the traveling speed is equal to or higher than the first and second vehicle speeds. Both the vehicle body side motor and the in-wheel motor generate driving force. For this reason, it becomes possible to further reduce the size of the in-wheel motor.
　本発明において、好ましくは、制御器は、車速センサによって検出された車両の走行速度が第１車速未満の場合には、インホイールモータに駆動力を発生させないようにインホイールモータを制御する、ように構成されている。 In the present invention, it is preferable that the controller controls the in-wheel motor so that the driving force is not generated in the in-wheel motor when the vehicle traveling speed detected by the vehicle speed sensor is lower than the first vehicle speed. It is configured.
　このように構成された本発明によれば、車両の走行速度が第１車速未満の場合には、インホイールモータによる駆動力の発生が禁止されるので、低速域におけるトルクが極めて小さい電動機をインホイールモータとして採用することができ、インホイールモータを軽量化することができる。 According to the present invention configured as described above, when the vehicle traveling speed is lower than the first vehicle speed, the generation of the driving force by the in-wheel motor is prohibited. It can be employed as a wheel motor, and the in-wheel motor can be reduced in weight.
　本発明において、好ましくは、制御器は、車体側モータに駆動力を発生させることにより、車両を発進させた後、車速センサによって検出された車両の走行速度が第１車速に到達すると、インホイールモータに駆動力を発生させる、ように構成されている。 In the present invention, preferably, the controller causes the vehicle-side motor to generate a driving force to start the vehicle, and when the vehicle traveling speed detected by the vehicle speed sensor reaches the first vehicle speed, The driving force is generated in the motor.
　このように構成された本発明によれば、車体側モータが駆動力を発生して、車両を発進させた後、走行速度が第１車速に到達すると、インホイールモータが駆動力を発生するので、車両の発進時にはインホイールモータが使用されず、起動トルクが極めて小さい電動機をインホイールモータとして採用することができ、インホイールモータを軽量化することができる。 According to the present invention configured as described above, the in-wheel motor generates the driving force when the traveling speed reaches the first vehicle speed after the vehicle body side motor generates the driving force and starts the vehicle. An in-wheel motor is not used when the vehicle is started, and an electric motor with extremely small starting torque can be employed as the in-wheel motor, and the in-wheel motor can be reduced in weight.
　本発明において、好ましくは、インホイールモータは、減速機構を介することなく、インホイールモータが設けられた車輪を直接駆動する、ように構成されている。 In the present invention, preferably, the in-wheel motor is configured to directly drive a wheel provided with the in-wheel motor without using a speed reduction mechanism.
　本発明においては、車速が所定の第１車速以上の場合にインホイールモータが駆動力を発生するので、低速域においてインホイールモータが大きなトルクを要求されることはない。このため、減速機構を設けなくともインホイールモータはトルクを要求される回転領域において十分なトルクを発生することができる。また、上記のように構成された本発明によれば、減速機構を介さずに車輪が直接駆動されるので、極めて重量が大きくなる減速機構を省略することができると共に、減速機構の回転抵抗による出力損失を回避することができる。 In the present invention, since the in-wheel motor generates a driving force when the vehicle speed is equal to or higher than the predetermined first vehicle speed, the in-wheel motor is not required to have a large torque in the low speed range. For this reason, the in-wheel motor can generate sufficient torque in the rotation region where torque is required without providing a speed reduction mechanism. Further, according to the present invention configured as described above, since the wheels are directly driven without using the speed reduction mechanism, the speed reduction mechanism that is extremely heavy can be omitted, and the rotation resistance of the speed reduction mechanism can be used. Output loss can be avoided.
　本発明において、好ましくは、インホイールモータは、誘導電動機である。
　一般に、誘導電動機は、高回転領域において大きな出力トルクが得られると共に、軽量に構成することができる。このため、本発明において、低回転領域において大きなトルクを要求されることがないインホイールモータに誘導電動機を採用することにより、必要な回転領域で十分なトルクを発生することができる電動機を軽量に構成することができる。 In the present invention, the in-wheel motor is preferably an induction motor.
Generally, an induction motor can be configured to be lightweight while obtaining a large output torque in a high rotation region. For this reason, in the present invention, by adopting an induction motor for an in-wheel motor that does not require a large torque in the low rotation region, the electric motor capable of generating sufficient torque in the necessary rotation region can be reduced in weight. Can be configured.
　本発明において、好ましくは、車体側モータは、永久磁石電動機である。
　一般に、永久磁石電動機は、起動トルクが比較的大きく、低回転領域で大きなトルクを得ることができる。このため、本発明において、低回転領域において大きなトルクを要求される車体側モータに永久磁石電動機を採用することにより、必要な回転領域で十分なトルクを発生することができる電動機を軽量に構成することができる。 In the present invention, the vehicle body side motor is preferably a permanent magnet motor.
Generally, a permanent magnet motor has a relatively large starting torque, and can obtain a large torque in a low rotation region. For this reason, in the present invention, by adopting a permanent magnet motor for a vehicle body side motor that requires a large torque in a low rotation region, a motor that can generate sufficient torque in a necessary rotation region is configured to be lightweight. be able to.
　本発明において、好ましくは、インホイールモータは車両の前輪を駆動し、車体側モータは車両の後輪を駆動するように構成されている。 In the present invention, preferably, the in-wheel motor is configured to drive the front wheel of the vehicle, and the vehicle body side motor is configured to drive the rear wheel of the vehicle.
　本発明において、好ましくは、インホイールモータは車両の後輪を駆動し、車体側モータは車両の前輪を駆動するように構成されている。 In the present invention, preferably, the in-wheel motor is configured to drive the rear wheel of the vehicle, and the vehicle body side motor is configured to drive the front wheel of the vehicle.
　本発明において、好ましくは、インホイールモータ及び車体側モータは、車両の前輪を駆動するように構成されている。 In the present invention, preferably, the in-wheel motor and the vehicle body side motor are configured to drive the front wheels of the vehicle.
　本発明において、好ましくは、インホイールモータ及び車体側モータは、車両の後輪を駆動するように構成されている。 In the present invention, preferably, the in-wheel motor and the vehicle body side motor are configured to drive the rear wheels of the vehicle.
　また、本発明は、車両の駆動にインホイールモータを使用する車両駆動装置であって、車両の走行速度を検出する車速センサと、車両の車輪に設けられると共に、車輪を駆動するインホイールモータと、このインホイールモータを制御する制御器と、を有し、制御器は、車速センサによって検出された車両の走行速度がゼロよりも大きい所定の第１車速未満の場合には、インホイールモータに駆動力を発生させないようにインホイールモータを制御する、ように構成されていることを特徴としている。 Further, the present invention is a vehicle drive device that uses an in-wheel motor to drive a vehicle, a vehicle speed sensor that detects a traveling speed of the vehicle, an in-wheel motor that is provided on a wheel of the vehicle and that drives the wheel. And a controller for controlling the in-wheel motor. The controller controls the in-wheel motor when the vehicle traveling speed detected by the vehicle speed sensor is less than a predetermined first vehicle speed greater than zero. The in-wheel motor is controlled so as not to generate a driving force.
　さらに、本発明は、車両の駆動にインホイールモータを使用する車両駆動装置であって、車両の走行速度を検出する車速センサと、車両の車輪に設けられると共に、車輪を駆動するインホイールモータと、車両の車体に設けられ、車両の車輪を駆動する車体側モータと、インホイールモータ及び車体側モータを制御する制御器と、を有し、制御器は、車体側モータに駆動力を発生させることにより、車両を発進させた後、車速センサによって検出された車両の走行速度がゼロよりも大きい所定の第１車速に到達すると、インホイールモータに駆動力を発生させる、ように構成されていることを特徴としている。 Furthermore, the present invention is a vehicle drive device that uses an in-wheel motor to drive a vehicle, a vehicle speed sensor that detects a traveling speed of the vehicle, an in-wheel motor that is provided on a wheel of the vehicle and that drives the wheel. A vehicle body side motor provided on the vehicle body for driving the vehicle wheel; and a controller for controlling the in-wheel motor and the vehicle body side motor, wherein the controller generates a driving force for the vehicle body side motor. Thus, after the vehicle is started, the driving force is generated in the in-wheel motor when the vehicle traveling speed detected by the vehicle speed sensor reaches a predetermined first vehicle speed greater than zero. It is characterized by that.
　本発明の車両駆動装置によれば、電動機による駆動の強化と車両重量増加の悪循環に陥ることなく、インホイールモータを使用して、効率的に車両を駆動することができる。 According to the vehicle drive device of the present invention, the vehicle can be efficiently driven using the in-wheel motor without falling into a vicious circle of the drive enhancement by the electric motor and the vehicle weight increase.
本発明の第１実施形態によるハイブリッド駆動装置を搭載した車両のレイアウト図である。1 is a layout diagram of a vehicle equipped with a hybrid drive device according to a first embodiment of the present invention. 本発明の第１実施形態によるハイブリッド駆動装置を搭載した車両の前部を上方から見た透視図である。It is the perspective view which looked at the front part of the vehicle carrying the hybrid drive device by a 1st embodiment of the present invention from the upper part. 本発明の第１実施形態によるハイブリッド駆動装置を搭載した車両の前部を側面から見た透視図である。It is the perspective view which looked at the front part of the vehicle carrying the hybrid drive device by 1st Embodiment of this invention from the side surface. 図２のiv－iv線に沿う断面図である。FIG. 4 is a sectional view taken along line iv-iv in FIG. 2. 本発明の第１実施形態によるハイブリッド駆動装置における各種信号の入出力を示すブロック図である。It is a block diagram which shows the input / output of various signals in the hybrid drive device by 1st Embodiment of this invention. 本発明の第１実施形態によるハイブリッド駆動装置の電源構成を示すブロック図である。It is a block diagram which shows the power supply structure of the hybrid drive device by 1st Embodiment of this invention. 本発明の第１実施形態によるハイブリッド駆動装置において、キャパシタに電力が回生された場合における電圧の変化の一例を模式的に示す図である。In the hybrid drive device by a 1st embodiment of the present invention, it is a figure showing typically an example of change of voltage when electric power is regenerated to a capacitor. 本発明の第１実施形態によるハイブリッド駆動装置において使用されている各モータの出力と車速の関係を示す図である。It is a figure which shows the relationship between the output of each motor currently used in the hybrid drive device by 1st Embodiment of this invention, and a vehicle speed. 本発明の第１実施形態によるハイブリッド駆動装置に採用されている副駆動モータの構造を模式的に示す断面図である。It is sectional drawing which shows typically the structure of the sub drive motor employ | adopted as the hybrid drive device by 1st Embodiment of this invention. 本発明の第１実施形態によるハイブリッド駆動装置における制御装置による制御のフローチャートである。It is a flowchart of control by the control apparatus in the hybrid drive device by 1st Embodiment of this invention. 本発明の第１実施形態によるハイブリッド駆動装置の各モードにおける動作の一例を示すグラフである。It is a graph which shows an example of the operation | movement in each mode of the hybrid drive device by 1st Embodiment of this invention. 本発明の第１実施形態によるハイブリッド駆動装置において、トランスミッションをシフトダウン又はシフトアップした場合における車両に作用する加速度の変化を模式的に示す図である。In the hybrid drive device according to the first embodiment of the present invention, it is a diagram schematically showing a change in acceleration acting on the vehicle when the transmission is shifted down or up. 本発明の第２実施形態によるハイブリッド駆動装置における制御装置による制御のフローチャートである。It is a flowchart of control by the control apparatus in the hybrid drive device by 2nd Embodiment of this invention. 本発明の第２実施形態によるハイブリッド駆動装置の各モードにおける動作の一例を示すグラフである。It is a graph which shows an example of the operation | movement in each mode of the hybrid drive device by 2nd Embodiment of this invention. 本発明の第３実施形態によるハイブリッド駆動装置における制御装置による制御のフローチャートである。It is a flowchart of control by the control apparatus in the hybrid drive device by 3rd Embodiment of this invention. 本発明の第３実施形態によるハイブリッド駆動装置の各モードにおける動作の一例を示すグラフである。It is a graph which shows an example of operation in each mode of a hybrid drive by a 3rd embodiment of the present invention. 本発明の第１の変形実施形態によるハイブリッド駆動装置を搭載した車両のレイアウト図である。FIG. 2 is a layout diagram of a vehicle equipped with a hybrid drive device according to a first modified embodiment of the present invention. 本発明の第２の変形実施形態によるハイブリッド駆動装置を搭載した車両のレイアウト図である。FIG. 6 is a layout diagram of a vehicle equipped with a hybrid drive device according to a second modified embodiment of the present invention. 本発明の第３の変形実施形態によるハイブリッド駆動装置を搭載した車両のレイアウト図である。FIG. 6 is a layout diagram of a vehicle equipped with a hybrid drive device according to a third modified embodiment of the present invention.
　次に、添付図面を参照して、本発明の好ましい実施形態を説明する。
　図１は、本発明の第１実施形態によるハイブリッド駆動装置を搭載した車両のレイアウト図である。図２は本実施形態のハイブリッド駆動装置を搭載した車両の前部を上方から見た透視図であり、図３は車両の前部を側面から見た透視図である。図４は、図２のiv－iv線に沿う断面図である。 Next, preferred embodiments of the present invention will be described with reference to the accompanying drawings.
FIG. 1 is a layout diagram of a vehicle equipped with a hybrid drive apparatus according to a first embodiment of the present invention. FIG. 2 is a perspective view of the front portion of the vehicle on which the hybrid drive device of this embodiment is mounted as viewed from above, and FIG. 3 is a perspective view of the front portion of the vehicle as viewed from the side. 4 is a cross-sectional view taken along line iv-iv in FIG.
　図１に示すように、本発明の第１実施形態による車両駆動装置であるハイブリッド駆動装置を搭載した車両１は、運転席よりも前方の、車両の前部に内燃機関であるエンジン１２が搭載され、主駆動輪である左右１対の後輪２ａを駆動する所謂ＦＲ（Front engine, Rear drive）車である。また、後述するように、後輪２ａは主駆動電動機である主駆動モータによっても駆動され、副駆動輪である左右１対の前輪２ｂは、副駆動電動機である副駆動モータによって駆動される。 As shown in FIG. 1, a vehicle 1 equipped with a hybrid drive device that is a vehicle drive device according to a first embodiment of the present invention is equipped with an engine 12 that is an internal combustion engine in front of the vehicle, ahead of the driver's seat. This is a so-called FR (Front engine, Rear drive) vehicle that drives a pair of left and right rear wheels 2a that are main driving wheels. As will be described later, the rear wheel 2a is also driven by a main drive motor that is a main drive motor, and the pair of left and right front wheels 2b that are sub drive wheels are driven by a sub drive motor that is a sub drive motor.
　車両１に搭載された本発明の第１実施形態によるハイブリッド駆動装置１０は、後輪２ａを駆動するエンジン１２と、後輪２ａに駆動力を伝達する動力伝達機構１４と、後輪２ａを駆動する主駆動モータ１６と、蓄電器であるバッテリ１８と、前輪２ｂを駆動する副駆動モータ２０と、キャパシタ２２と、制御器である制御装置２４と、を有する。 The hybrid drive device 10 according to the first embodiment of the present invention mounted on a vehicle 1 drives an engine 12 that drives a rear wheel 2a, a power transmission mechanism 14 that transmits a driving force to the rear wheel 2a, and a rear wheel 2a. The main drive motor 16, the battery 18 that is a battery, the sub drive motor 20 that drives the front wheels 2b, the capacitor 22, and the control device 24 that is a controller.
　エンジン１２は、車両１の主駆動輪である後輪２ａに対する駆動力を発生するための内燃機関である。図２乃至４に示すように、本実施形態においては、エンジン１２として直列４気筒エンジンが採用されており、車両１の前部に配置されたエンジン１２が動力伝達機構１４を介して後輪２ａを駆動するようになっている。また、図４に示すように、本実施形態においては、エンジン１２は、フライホイールを備えていないフライホイールレスエンジンであり、車両１のサブフレーム４ａにエンジンマウント６ａを介して装着されている。さらに、サブフレーム４ａは、フロントサイドフレーム４ｂの下部、及びその後端のダッシュパネル４ｃ下部に締結固定されている。 The engine 12 is an internal combustion engine for generating a driving force for the rear wheel 2a, which is the main driving wheel of the vehicle 1. As shown in FIGS. 2 to 4, in this embodiment, an in-line four-cylinder engine is adopted as the engine 12, and the engine 12 disposed in the front portion of the vehicle 1 is connected to the rear wheel 2 a via the power transmission mechanism 14. Is supposed to drive. As shown in FIG. 4, in the present embodiment, the engine 12 is a flywheelless engine that does not include a flywheel, and is mounted on the subframe 4 a of the vehicle 1 via an engine mount 6 a. Further, the sub frame 4a is fastened and fixed to the lower part of the front side frame 4b and the lower part of the dash panel 4c at the rear end.
　動力伝達機構１４は、エンジン１２が発生した駆動力を主駆動輪である後輪２ａに伝達するように構成されている。図１乃至図３に示すように、動力伝達機構１４は、エンジン１２に接続されたプロペラシャフト１４ａ、クラッチ１４ｂ、及び有段変速機であるトランスミッション１４ｃを備えている。プロペラシャフト１４ａは、車両１の前部に配置されたエンジン１２から、プロペラシャフトトンネル４ｄ（図２）の中を車両１の後方へ向けて延びている。プロペラシャフト１４ａの後端は、クラッチ１４ｂを介してトランスミッション１４ｃに接続されている。トランスミッション１４ｃの出力軸は後輪２ａの車軸（図示せず）に接続され、後輪２ａを駆動する。
　なお、本実施形態において、トランスミッション１４ｃは、所謂トランスアクスル配置である。これにより、エンジン１２の直後の位置に外径の大きな変速機の本体が存在しなくなるので、フロアトンネル（プロペラシャフトトンネル４ｄ）の幅を小さくすることができ、乗員の中央側足元空間を確保して乗員に真正面に正対した左右対称な下半身姿勢をとらせることが可能となる。更に、この乗員の姿勢を確保しつつ主駆動モータ１６の外径や、長さを出力に応じた十分な大きさにすることが容易になる。 The power transmission mechanism 14 is configured to transmit the driving force generated by the engine 12 to the rear wheel 2a that is the main driving wheel. As shown in FIGS. 1 to 3, the power transmission mechanism 14 includes a propeller shaft 14 a connected to the engine 12, a clutch 14 b, and a transmission 14 c that is a stepped transmission. The propeller shaft 14 a extends from the engine 12 disposed at the front of the vehicle 1 through the propeller shaft tunnel 4 d (FIG. 2) toward the rear of the vehicle 1. The rear end of the propeller shaft 14a is connected to the transmission 14c via the clutch 14b. The output shaft of the transmission 14c is connected to the axle (not shown) of the rear wheel 2a, and drives the rear wheel 2a.
In the present embodiment, the transmission 14c has a so-called transaxle arrangement. As a result, the main body of the transmission having a large outer diameter does not exist immediately after the engine 12, so that the width of the floor tunnel (propeller shaft tunnel 4d) can be reduced, and the foot space on the center side of the occupant is secured. This makes it possible for the occupant to take a symmetrical lower body posture facing directly in front. Furthermore, it becomes easy to make the outer diameter and length of the main drive motor 16 sufficiently large according to the output while ensuring the posture of the occupant.
　主駆動モータ１６は、主駆動輪に対する駆動力を発生するための電動機であって、車両１の車体上に設けられ、エンジン１２の後ろ側に、エンジン１２に隣接して配置されており、車体側モータとして機能する。また、主駆動モータ１６に隣接してインバータ（ＩＮＶ）１６ａが配置されており、このインバータ１６ａにより、バッテリ１８からの電流が交流に変換されて主駆動モータ１６に供給される。さらに、図２及び図３に示すように、主駆動モータ１６はエンジン１２と直列に接続されており、主駆動モータ１６が発生した駆動力も動力伝達機構１４を介して後輪２ａに伝達される。或いは、主駆動モータ１６を動力伝達機構１４の途中に接続し、動力伝達機構１４の一部を介して駆動力が後輪２ａに伝達されるように本発明を構成することもできる。また、本実施形態においては、主駆動モータ１６として、４８Ｖで駆動される２５ｋＷの永久磁石電動機（永久磁石同期電動機）が採用されている。 The main drive motor 16 is an electric motor for generating a driving force for the main drive wheels, and is provided on the vehicle body of the vehicle 1 and is disposed on the rear side of the engine 12 adjacent to the engine 12. Functions as a side motor. Further, an inverter (INV) 16 a is disposed adjacent to the main drive motor 16, and the current from the battery 18 is converted into alternating current by the inverter 16 a and supplied to the main drive motor 16. Further, as shown in FIGS. 2 and 3, the main drive motor 16 is connected in series with the engine 12, and the driving force generated by the main drive motor 16 is also transmitted to the rear wheel 2 a via the power transmission mechanism 14. . Alternatively, the present invention can be configured such that the main drive motor 16 is connected to the middle of the power transmission mechanism 14 and the driving force is transmitted to the rear wheel 2a via a part of the power transmission mechanism 14. In the present embodiment, a 25 kW permanent magnet motor (permanent magnet synchronous motor) driven at 48 V is adopted as the main drive motor 16.
　バッテリ１８は、主として主駆動モータ１６を作動させる電力を蓄積するための蓄電器である。また、図２に示すように、本実施形態においてバッテリ１８は、プロペラシャフト１４ａをカバーするトルクチューブ１４ｄを取り囲むように、プロペラシャフトトンネル４ｄの内部に配置されている。さらに、本実施形態においては、バッテリ１８として、４８Ｖ、３．５ｋＷｈのリチウムイオンバッテリ（ＬＩＢ）が使用されている。
　なお、上記のように、本実施形態においてはトランスアクスル配置が採用されているため、これにより生じたフロアトンネル（プロペラシャフトトンネル４ｄ）前方の空間に向けて、バッテリ１８を収容する容積を拡大することができる。これにより、フロアトンネルの幅を大きくして乗員の中央側空間を狭めることなく、バッテリ１８容量の確保、拡大が可能になる。 The battery 18 is a capacitor for storing electric power mainly for operating the main drive motor 16. Further, as shown in FIG. 2, in the present embodiment, the battery 18 is disposed inside the propeller shaft tunnel 4d so as to surround the torque tube 14d that covers the propeller shaft 14a. Furthermore, in this embodiment, a 48 V, 3.5 kWh lithium ion battery (LIB) is used as the battery 18.
As described above, since the transaxle arrangement is employed in the present embodiment, the volume for accommodating the battery 18 is expanded toward the space ahead of the floor tunnel (propeller shaft tunnel 4d) generated thereby. be able to. As a result, the capacity of the battery 18 can be secured and expanded without increasing the width of the floor tunnel and narrowing the center space of the passenger.
　図４に示すように、副駆動モータ２０は、副駆動輪である前輪２ｂに対する駆動力を発生するように、車両１のバネ下に、前輪２ｂ各輪に設けられている。本実施形態においては、前輪２ｂ各輪はダブルウイッシュボーンタイプのサスペンションで支持され、アッパアーム８ａ、ロアアーム８ｂ、スプリング８ｃ、及びショックアブソーバ８ｄにより懸架されている。また、副駆動モータ２０はインホイールモータであり、前輪２ｂ各輪のホイール内に夫々収容されている。従って、副駆動モータ２０は、車両１の所謂「バネ下」に設けられて前輪２ｂを夫々駆動するように構成されている。また、図１に示すように、各副駆動モータ２０には、キャパシタ（ＣＡＰ）２２からの電流が、各インバータ２０ａにより夫々交流に変換されて供給される。さらに、本実施形態においては、副駆動モータ２０には減速機構である減速機が設けられておらず、副駆動モータ２０の駆動力は前輪２ｂに直接伝えられ、車輪が直接駆動される。また、本実施形態においては、各副駆動モータ２０として、１７ｋＷの誘導電動機が夫々採用されている。 As shown in FIG. 4, the sub drive motor 20 is provided on each wheel of the front wheel 2 b under the spring of the vehicle 1 so as to generate a driving force for the front wheel 2 b which is a sub drive wheel. In the present embodiment, each wheel of the front wheel 2b is supported by a double wishbone type suspension, and is suspended by an upper arm 8a, a lower arm 8b, a spring 8c, and a shock absorber 8d. The auxiliary drive motor 20 is an in-wheel motor, and is accommodated in each wheel of the front wheel 2b. Accordingly, the auxiliary drive motor 20 is provided in a so-called “unsprung” state of the vehicle 1 and is configured to drive the front wheels 2b. Further, as shown in FIG. 1, each sub drive motor 20 is supplied with a current from a capacitor (CAP) 22 after being converted into an alternating current by each inverter 20a. Furthermore, in this embodiment, the sub drive motor 20 is not provided with a speed reducer as a speed reduction mechanism, and the driving force of the sub drive motor 20 is directly transmitted to the front wheels 2b, so that the wheels are directly driven. In this embodiment, a 17 kW induction motor is employed as each sub drive motor 20.
　キャパシタ（ＣＡＰ）２２は、副駆動モータ２０によって回生された電力を蓄積するように設けられている。図２及び図３に示すように、キャパシタ２２はエンジン１２の直前に配置されると共に、車両１の前輪２ｂ各輪に設けられた副駆動モータ２０に電力を供給する。図４に示すように、キャパシタ２２は、その両側の側面から突出したブラケット２２ａが、キャパシタ用マウント６ｂを介してフロントサイドフレーム４ｂに支持されている。また、副駆動モータ２０からキャパシタ２２へ延びるハーネス２２ｂは、ホイールハウス壁面の側部上端を通ってエンジンルーム内に通されている。さらに、キャパシタ２２は、バッテリ１８よりも高い電圧で電荷を蓄積するように構成されると共に、副駆動輪である左右の前輪２ｂの間の領域内に配置される。主としてキャパシタ２２に蓄積された電力により駆動される副駆動モータ２０は、主駆動モータ１６よりも高い電圧で駆動される。 The capacitor (CAP) 22 is provided so as to accumulate electric power regenerated by the sub drive motor 20. As shown in FIGS. 2 and 3, the capacitor 22 is disposed immediately in front of the engine 12 and supplies power to the auxiliary drive motors 20 provided on the front wheels 2 b of the vehicle 1. As shown in FIG. 4, the capacitor 22 has brackets 22a protruding from the side surfaces on both sides thereof and supported by the front side frame 4b via the capacitor mount 6b. A harness 22b extending from the auxiliary drive motor 20 to the capacitor 22 is passed through the upper end of the side of the wheel house wall and into the engine room. Further, the capacitor 22 is configured to store electric charges at a higher voltage than the battery 18, and is disposed in a region between the left and right front wheels 2b that are auxiliary driving wheels. The sub drive motor 20 driven mainly by the electric power stored in the capacitor 22 is driven at a higher voltage than the main drive motor 16.
　制御装置２４は、エンジン１２、主駆動モータ１６、及び副駆動モータ２０を制御して、電動機走行モード及び内燃機関走行モードを実行するように構成されている。具体的には、制御装置２４は、マイクロプロセッサ、メモリ、インタフェイス回路、及びこれらを作動させるプログラム（以上、図示せず）等によって構成することができる。制御装置２４による制御の詳細は後述する。 The control device 24 is configured to control the engine 12, the main drive motor 16, and the sub drive motor 20 to execute the electric motor travel mode and the internal combustion engine travel mode. Specifically, the control device 24 can be configured by a microprocessor, a memory, an interface circuit, and a program (not shown) for operating these. Details of the control by the control device 24 will be described later.
　また、図１に示すように、キャパシタ２２の近傍には、電圧変換器である高圧ＤＣ／ＤＣコンバータ２６ａ及び低圧ＤＣ／ＤＣコンバータ２６ｂが夫々配置されている。これらの高圧ＤＣ／ＤＣコンバータ２６ａ、低圧ＤＣ／ＤＣコンバータ２６ｂ、キャパシタ２２、及び２つのインバータ２０ａはユニット化され、統合ユニットを構成している。 Further, as shown in FIG. 1, a high voltage DC / DC converter 26a and a low voltage DC / DC converter 26b, which are voltage converters, are arranged in the vicinity of the capacitor 22, respectively. The high voltage DC / DC converter 26a, the low voltage DC / DC converter 26b, the capacitor 22, and the two inverters 20a are unitized to form an integrated unit.
　次に、図５乃至図８を参照して、本発明の第１実施形態によるハイブリッド駆動装置１０の全体構成、電源構成、及び各モータによる車両１の駆動を説明する。
　図５は、本発明の第１実施形態によるハイブリッド駆動装置１０における各種信号の入出力を示すブロック図である。図６は、本発明の第１実施形態によるハイブリッド駆動装置１０の電源構成を示すブロック図である。図７は、本実施形態のハイブリッド駆動装置１０において、キャパシタ２２に電力が回生された場合における電圧の変化の一例を模式的に示す図である。図８は、本実施形態のハイブリッド駆動装置１０において使用されている各モータの出力と車速の関係を示す図である。 Next, with reference to FIG. 5 thru | or FIG. 8, the whole structure of the hybrid drive device 10 by 1st Embodiment of this invention, a power supply structure, and the drive of the vehicle 1 by each motor are demonstrated.
FIG. 5 is a block diagram showing input / output of various signals in the hybrid drive apparatus 10 according to the first embodiment of the present invention. FIG. 6 is a block diagram showing a power supply configuration of the hybrid drive apparatus 10 according to the first embodiment of the present invention. FIG. 7 is a diagram schematically illustrating an example of a change in voltage when electric power is regenerated in the capacitor 22 in the hybrid drive device 10 of the present embodiment. FIG. 8 is a diagram showing the relationship between the output of each motor used in the hybrid drive device 10 of the present embodiment and the vehicle speed.
　まず、本発明の第１実施形態によるハイブリッド駆動装置１０における各種信号の入出力を説明する。図５に示すように、制御装置２４には、モード選択スイッチ４０、車速センサ４２、アクセル開度センサ４４、ブレーキセンサ４６、エンジン回転数センサ４８、自動変速機（ＡＴ）入力回転センサ５０、自動変速機（ＡＴ）出力回転センサ５２、電圧センサ５４、及び電流センサ５６によって検出された検出信号が夫々入力される。また、制御装置２４は、主駆動モータ用のインバータ１６ａ、副駆動モータ２０用のインバータ２０ａ、高圧ＤＣ／ＤＣコンバータ２６ａ、低圧ＤＣ／ＤＣコンバータ２６ｂ、燃料噴射弁５８、点火プラグ６０、及びトランスミッション１４ｃの油圧ソレノイド弁６２に制御信号を夫々送り、これらを制御するように構成されている。 First, input / output of various signals in the hybrid drive apparatus 10 according to the first embodiment of the present invention will be described. As shown in FIG. 5, the control device 24 includes a mode selection switch 40, a vehicle speed sensor 42, an accelerator opening sensor 44, a brake sensor 46, an engine speed sensor 48, an automatic transmission (AT) input rotation sensor 50, an automatic Detection signals detected by a transmission (AT) output rotation sensor 52, a voltage sensor 54, and a current sensor 56 are input. The control device 24 also includes an inverter 16a for the main drive motor, an inverter 20a for the sub drive motor 20, a high voltage DC / DC converter 26a, a low voltage DC / DC converter 26b, a fuel injection valve 58, a spark plug 60, and a transmission 14c. Control signals are respectively sent to the hydraulic solenoid valves 62 and are controlled.
　次に、本発明の第１実施形態によるハイブリッド駆動装置１０の電源構成を説明する。図６に示すように、ハイブリッド駆動装置１０に備えられているバッテリ１８とキャパシタ２２は直列に接続されている。主駆動モータ１６はバッテリ１８の基準出力電圧である約４８Ｖで駆動され、副駆動モータ２０はバッテリ１８の出力電圧とキャパシタ２２の端子間電圧を合算した４８Ｖよりも高い、最大１２０Ｖの電圧で駆動される。このため、副駆動モータ２０は、常にキャパシタ２２を介して供給された電力によって駆動される。 Next, the power supply configuration of the hybrid drive device 10 according to the first embodiment of the present invention will be described. As shown in FIG. 6, the battery 18 and the capacitor 22 provided in the hybrid drive apparatus 10 are connected in series. The main drive motor 16 is driven at a reference output voltage of about 48 V, which is the battery 18, and the sub drive motor 20 is driven at a maximum voltage of 120 V, which is higher than 48 V, which is the sum of the output voltage of the battery 18 and the terminal voltage of the capacitor 22. Is done. For this reason, the sub drive motor 20 is always driven by the electric power supplied via the capacitor 22.
　また、主駆動モータ１６にはインバータ１６ａが取り付けられており、バッテリ１８の出力を交流に変換した上で永久磁石電動機である主駆動モータ１６が駆動される。同様に、各副駆動モータ２０にはインバータ２０ａが夫々取り付けられており、バッテリ１８及びキャパシタ２２の出力を交流に変換した上で誘導電動機である副駆動モータ２０が駆動される。なお、副駆動モータ２０は、主駆動モータ１６よりも高い電圧で駆動されるため、副駆動モータ２０に電力を供給するハーネス（電線）２２ｂには高い絶縁性が要求される。しかしながら、各副駆動モータ２０に近接してキャパシタ２２が配置されているため、ハーネス２２ｂの絶縁性を高くすることによる重量の増加を最小限に抑えることができる。 Further, an inverter 16a is attached to the main drive motor 16, and the main drive motor 16 that is a permanent magnet motor is driven after the output of the battery 18 is converted into an alternating current. Similarly, an inverter 20a is attached to each sub drive motor 20, and the sub drive motor 20 that is an induction motor is driven after the outputs of the battery 18 and the capacitor 22 are converted into alternating current. Since the sub drive motor 20 is driven at a voltage higher than that of the main drive motor 16, the harness (electric wire) 22b that supplies power to the sub drive motor 20 is required to have high insulation. However, since the capacitors 22 are arranged close to each sub drive motor 20, an increase in weight due to increasing the insulation of the harness 22b can be minimized.
　さらに、車両１の減速時等には、主駆動モータ１６及び各副駆動モータ２０は発電機として機能し、車両１の運動エネルギーを回生して電力を生成する。主駆動モータ１６によって回生された電力はバッテリ１８に蓄積され、各副駆動モータ２０によって回生された電力は主としてキャパシタ２２に蓄積される。 Furthermore, when the vehicle 1 is decelerated, the main drive motor 16 and each sub drive motor 20 function as a generator, and regenerates the kinetic energy of the vehicle 1 to generate electric power. The power regenerated by the main drive motor 16 is stored in the battery 18, and the power regenerated by each sub drive motor 20 is stored mainly in the capacitor 22.
　また、バッテリ１８とキャパシタ２２の間には電圧変換器である高圧ＤＣ／ＤＣコンバータ２６ａが接続されており、この高圧ＤＣ／ＤＣコンバータ２６ａはキャパシタ２２に蓄積された電荷が不足しているとき（キャパシタ２２の端子間電圧が低下したとき）、バッテリ１８の電圧を昇圧してキャパシタ２２に充電する。一方、各副駆動モータ２０によるエネルギーの回生により、キャパシタ２２の端子間電圧が所定電圧以上に上昇した場合には、キャパシタ２２に蓄積された電荷を降圧してバッテリ１８に印加し、バッテリ１８の充電を行う。即ち、副駆動モータ２０によって回生された電力はキャパシタ２２に蓄積された後、蓄積された電荷の一部が、高圧ＤＣ／ＤＣコンバータ２６ａを介してバッテリ１８に充電される。 A high-voltage DC / DC converter 26a, which is a voltage converter, is connected between the battery 18 and the capacitor 22, and the high-voltage DC / DC converter 26a has a shortage of charge accumulated in the capacitor 22 ( When the voltage across the terminals of the capacitor 22 decreases), the voltage of the battery 18 is boosted to charge the capacitor 22. On the other hand, when the inter-terminal voltage of the capacitor 22 rises to a predetermined voltage or more due to energy regeneration by each sub drive motor 20, the charge accumulated in the capacitor 22 is stepped down and applied to the battery 18, and the battery 18 Charge the battery. That is, after the electric power regenerated by the sub drive motor 20 is accumulated in the capacitor 22, a part of the accumulated electric charge is charged in the battery 18 via the high voltage DC / DC converter 26a.
　さらに、バッテリ１８と車両１の１２Ｖ電装品２５の間には、低圧ＤＣ／ＤＣコンバータ２６ｂが接続されている。ハイブリッド駆動装置１０の制御装置２４や、車両１の電装品２５の多くは１２Ｖの電圧で作動するので、バッテリ１８に蓄積された電荷を低圧ＤＣ／ＤＣコンバータ２６ｂにより１２Ｖに降圧して、これらの機器に供給する。 Furthermore, a low voltage DC / DC converter 26b is connected between the battery 18 and the 12V electrical component 25 of the vehicle 1. Since most of the control device 24 of the hybrid drive device 10 and the electrical component 25 of the vehicle 1 operate at a voltage of 12V, the charge accumulated in the battery 18 is stepped down to 12V by the low-voltage DC / DC converter 26b, Supply to equipment.
　次に、図７を参照して、キャパシタ２２に対する充電及び放電を説明する。
　図７に示すように、キャパシタ２２の電圧は、バッテリ１８によるベース電圧と、キャパシタ２２自体の端子間電圧の合計となる。車両１の減速時等には、各副駆動モータ２０により電力の回生が行われ、回生された電力はキャパシタ２２に充電される。キャパシタ２２への充電が行われると比較的急激に端子間電圧が上昇する。充電によりキャパシタ２２の電圧が所定電圧以上に上昇すると、高圧ＤＣ／ＤＣコンバータ２６ａによりキャパシタ２２の電圧が降圧され、バッテリ１８への充電が行われる。図７に示すように、このキャパシタ２２からバッテリ１８への充電は、キャパシタ２２への充電よりも比較的緩やかに行われ、キャパシタ２２の電圧は適正電圧まで比較的緩やかに低下される。 Next, charging and discharging of the capacitor 22 will be described with reference to FIG.
As shown in FIG. 7, the voltage of the capacitor 22 is the sum of the base voltage by the battery 18 and the voltage across the terminals of the capacitor 22 itself. When the vehicle 1 is decelerated or the like, power is regenerated by each sub drive motor 20, and the regenerated power is charged in the capacitor 22. When the capacitor 22 is charged, the voltage between the terminals rises relatively rapidly. When the voltage of the capacitor 22 rises to a predetermined voltage or higher due to charging, the voltage of the capacitor 22 is stepped down by the high voltage DC / DC converter 26a, and the battery 18 is charged. As shown in FIG. 7, the charging from the capacitor 22 to the battery 18 is performed more slowly than the charging to the capacitor 22, and the voltage of the capacitor 22 is lowered relatively slowly to an appropriate voltage.
　即ち、各副駆動モータ２０により回生された電力は一時的にキャパシタ２２に蓄積され、その後、バッテリ１８へ緩やかに充電される。なお、回生が行われる期間によっては、各副駆動モータ２０による電力の回生と、キャパシタ２２からバッテリ１８への充電がオーバーラップして行われる場合もある。
　一方、主駆動モータ１６によって回生された電力は、バッテリ１８に直接充電される。 That is, the electric power regenerated by each sub drive motor 20 is temporarily stored in the capacitor 22 and then slowly charged into the battery 18. Depending on the period during which regeneration is performed, the regeneration of electric power by each sub drive motor 20 and the charging from the capacitor 22 to the battery 18 may be performed in an overlapping manner.
On the other hand, the electric power regenerated by the main drive motor 16 is directly charged in the battery 18.
　次に、図８を参照して、本発明の第１実施形態によるハイブリッド駆動装置１０における車速と各モータの出力の関係を説明する。図８は、本実施形態のハイブリッド駆動装置１０において、車両１の速度と、各速度における各モータの出力の関係を示すグラフである。図８において、主駆動モータ１６の出力を破線で示し、１つの副駆動モータ２０の出力を一点鎖線で、２つの副駆動モータ２０の出力の合計を二点鎖線で、全てのモータの出力の合計を実線で示している。なお、図８は、車両１の速度を横軸とし、各モータの出力を縦軸として示しているが、車両１の速度とモータの回転数には一定の関係が存在するので、横軸をモータ回転数とした場合でも、各モータの出力は図８と同様の曲線を描く。 Next, the relationship between the vehicle speed and the output of each motor in the hybrid drive device 10 according to the first embodiment of the present invention will be described with reference to FIG. FIG. 8 is a graph showing the relationship between the speed of the vehicle 1 and the output of each motor at each speed in the hybrid drive device 10 of the present embodiment. In FIG. 8, the output of the main drive motor 16 is indicated by a broken line, the output of one sub drive motor 20 is indicated by a one-dot chain line, and the sum of the outputs of two sub drive motors 20 is indicated by a two-dot chain line. The total is shown by a solid line. FIG. 8 shows the speed of the vehicle 1 on the horizontal axis and the output of each motor on the vertical axis. However, since there is a certain relationship between the speed of the vehicle 1 and the rotational speed of the motor, the horizontal axis is Even in the case of the motor rotation speed, the output of each motor draws the same curve as in FIG.
　本実施形態においては主駆動モータ１６には永久磁石電動機が採用されているため、図８に破線で示すように、モータ回転数が低い低車速域で主駆動モータ１６の出力が大きく、車速が速くなるにつれて出力可能なモータ出力が減少する。即ち、本実施形態において、主駆動モータ１６は、約４８Ｖで駆動され、１０００ｒｐｍ程度まで最大トルクである約２００Ｎｍのトルクを出力し、約１０００ｒｐｍ以上で回転数の増加と共にトルクが低下する。また、本実施形態において、主駆動モータ１６は、最低速域において約２０ｋＷ程度の連続出力が得られ、最大出力約２５ｋＷが得られるように構成されている。 In the present embodiment, since a permanent magnet motor is employed for the main drive motor 16, as indicated by a broken line in FIG. 8, the output of the main drive motor 16 is large and the vehicle speed is low in a low vehicle speed range where the motor speed is low. The motor output that can be output decreases as the speed increases. That is, in this embodiment, the main drive motor 16 is driven at about 48 V, outputs a torque of about 200 Nm, which is the maximum torque up to about 1000 rpm, and the torque decreases with an increase in the rotational speed at about 1000 rpm or more. In the present embodiment, the main drive motor 16 is configured to obtain a continuous output of about 20 kW in the lowest speed range and a maximum output of about 25 kW.
　これに対して、副駆動モータ２０には誘導電動機が採用されているため、図８に一点鎖線及び二点鎖線で示すように、低車速域では副駆動モータ２０の出力は極めて小さく、車速が速くなるにつれて出力が増大し、車速約１３０ｋｍ／ｈ付近で最大出力が得られた後、モータ出力は減少する。本実施形態において、副駆動モータ２０は、約１２０Ｖで駆動され、車速約１３０ｋｍ／ｈ付近で１台当たり約１７ｋＷ、２台合計で約３４ｋＷの出力が得られるように構成されている。即ち、本実施形態において、副駆動モータ２０は、約６００乃至８００ｒｐｍでトルクカーブがピークをもち、最大トルク約２００Ｎｍが得られる。 On the other hand, since an induction motor is employed for the secondary drive motor 20, the output of the secondary drive motor 20 is extremely small and the vehicle speed is low in the low vehicle speed range, as shown by the one-dot chain line and the two-dot chain line in FIG. The output increases as the speed increases, and the motor output decreases after the maximum output is obtained around the vehicle speed of about 130 km / h. In the present embodiment, the auxiliary drive motor 20 is driven at about 120 V, and is configured to obtain an output of about 17 kW per unit at a vehicle speed of about 130 km / h, and a total output of about 34 kW. That is, in the present embodiment, the auxiliary drive motor 20 has a peak torque curve at about 600 to 800 rpm, and a maximum torque of about 200 Nm is obtained.
　図８の実線には、これら主駆動モータ１６及び２台の副駆動モータ２０の出力の合計が示されている。このグラフから明らかなように、本実施形態においては、車速約１３０ｋｍ／ｈ付近で最大出力約５３ｋＷが得られており、この車速における、この最大出力でＷＬＴＰ試験において要求される走行条件を満足することができる。なお、図８の実線では、低車速域においても２台の副駆動モータ２０の出力値が合算されているが、後述するように、実際には低車速域では各副駆動モータ２０が駆動されることはない。即ち、発進時及び低車速域においては主駆動モータ１６のみで車両が駆動され、高車速域で大出力が必要とされたとき（高車速域で車両１を加速させるとき等）のみ２台の副駆動モータ２０が出力を発生する。このように、高回転領域で大きな出力を発生することができる誘導電動機（副駆動モータ２０）を、高速域のみで使用することにより、車両重量の増加を低く抑えながら必要なとき（所定速度以上での加速時等）に十分な出力を得ることができる。 8 represents the total output of the main drive motor 16 and the two sub drive motors 20. As is apparent from this graph, in the present embodiment, a maximum output of about 53 kW is obtained at a vehicle speed of about 130 km / h, and the running conditions required in the WLTP test are satisfied at this maximum output at this vehicle speed. be able to. In the solid line in FIG. 8, the output values of the two sub drive motors 20 are added together even in the low vehicle speed range. However, as will be described later, each sub drive motor 20 is actually driven in the low vehicle speed range. Never happen. That is, at the time of starting and in the low vehicle speed range, the vehicle is driven only by the main drive motor 16 and only when the high output is required in the high vehicle speed range (when the vehicle 1 is accelerated at the high vehicle speed range) The sub drive motor 20 generates an output. As described above, when the induction motor (sub drive motor 20) capable of generating a large output in the high rotation region is used only in the high speed region, the increase in vehicle weight is kept low, and when necessary (a predetermined speed or more) Sufficient output can be obtained.
　次に、図９を参照して、本発明の第１実施形態のハイブリッド駆動装置１０に採用されている副駆動モータ２０の構成を説明する。図９は、副駆動モータ２０の構造を模式的に示す断面図である。
　図９に示すように、副駆動モータ２０は、ステータ２８と、このステータの周囲で回転するロータ３０から構成されたアウターロータタイプの誘導電動機である。 Next, the configuration of the sub drive motor 20 employed in the hybrid drive device 10 according to the first embodiment of the present invention will be described with reference to FIG. FIG. 9 is a cross-sectional view schematically showing the structure of the sub drive motor 20.
As shown in FIG. 9, the sub drive motor 20 is an outer rotor type induction motor that includes a stator 28 and a rotor 30 that rotates around the stator 28.
　ステータ２８は、概ね円板状のステータベース２８ａと、このステータベース２８ａの中心から延びるステータシャフト２８ｂと、このステータシャフト２８ｂの周囲に取り付けられたステータコイル２８ｃと、を有する。また、ステータコイル２８ｃは電気絶縁液室３２に収納されており、この中に満たされた電気絶縁液３２ａに浸漬され、これにより沸騰冷却される。 The stator 28 includes a substantially disk-shaped stator base 28a, a stator shaft 28b extending from the center of the stator base 28a, and a stator coil 28c attached around the stator shaft 28b. The stator coil 28c is housed in the electric insulating liquid chamber 32, and is immersed in the electric insulating liquid 32a filled therein, thereby being cooled by boiling.
　ロータ３０は、ステータ２８の周囲を取り囲むように概ね円筒状に構成されており、一端が閉塞された概ね円筒形に構成されたロータ本体３０ａと、ロータ本体３０ａの内周壁面に配置されたロータコイル３０ｂと、を有する。ロータコイル３０ｂは、ステータコイル２８ｃが生成する回転磁界により誘導電流が発生するように、ステータコイル２８ｃに対向するように配置されている。また、ロータ３０は、ステータ２８の周囲で円滑に回転するように、ステータシャフト２８ｂの先端に取り付けられたベアリング３４によって支持されている。 The rotor 30 is configured in a substantially cylindrical shape so as to surround the periphery of the stator 28, and has a rotor body 30 a configured in a generally cylindrical shape with one end closed, and a rotor disposed on the inner peripheral wall surface of the rotor body 30 a. A coil 30b. The rotor coil 30b is arranged to face the stator coil 28c so that an induced current is generated by the rotating magnetic field generated by the stator coil 28c. Further, the rotor 30 is supported by a bearing 34 attached to the tip of the stator shaft 28b so as to rotate smoothly around the stator 28.
　ステータベース２８ａは、車両１の前輪を懸架するアッパアーム８ａ及びロアアーム８ｂ（図４）によって支持されている。一方、ロータ本体３０ａは、前輪２ｂのホイール（図示せず）に直接固定されている。ステータコイル２８ｃには、インバータ２０ａによって交流に変換された交流電流が流され、回転磁界が生成される。この回転磁界によりロータコイル３０ｂに誘導電流が流れ、ロータ本体３０ａを回転させる駆動力が発生する。このように、各副駆動モータ２０により生成された駆動力は、直接、各前輪２ｂのホイール（図示せず）を回転駆動する。 The stator base 28a is supported by an upper arm 8a and a lower arm 8b (FIG. 4) that suspend the front wheel of the vehicle 1. On the other hand, the rotor body 30a is directly fixed to the wheel (not shown) of the front wheel 2b. An alternating current converted into an alternating current by the inverter 20a flows through the stator coil 28c, and a rotating magnetic field is generated. This rotating magnetic field causes an induced current to flow through the rotor coil 30b, generating a driving force that rotates the rotor body 30a. Thus, the driving force generated by each auxiliary drive motor 20 directly rotates and drives the wheel (not shown) of each front wheel 2b.
　次に、図１０及び図１１を参照して、制御装置２４により実行される電動機走行モード及び内燃機関走行モードの動作を説明する。図１０は、制御装置２４による制御のフローチャートであり、図１１は、各モードにおける動作の一例を示すグラフである。なお、図１０に示すフローチャートは、車両１の作動中、所定の時間間隔で繰り返し実行される。 Next, operations of the electric motor travel mode and the internal combustion engine travel mode executed by the control device 24 will be described with reference to FIGS. FIG. 10 is a flowchart of control by the control device 24, and FIG. 11 is a graph showing an example of operation in each mode. Note that the flowchart shown in FIG. 10 is repeatedly executed at predetermined time intervals during operation of the vehicle 1.
　図１１に示すグラフは、上段から順に、車両１の速度、エンジン１２が発生するトルク、主駆動モータ１６が発生するトルク、副駆動モータ２０が発生するトルク、キャパシタ２２の電圧、キャパシタ２２電流、及びバッテリ１８電流を示している。なお、主駆動モータ１６のトルク、及び副駆動モータ２０のトルクを示すグラフにおいて、正の値は各モータがトルクを発生している状態を意味し、負の値は各モータが車両１の運動エネルギーを回生している状態を意味する。また、キャパシタ２２電流、及びバッテリ１８電流を示すグラフにおいて、負の値は各モータに電力を供給（放電）している状態を意味し、正の値は各モータにおいて回生された電力を充電している状態を意味する。 In the graph shown in FIG. 11, the speed of the vehicle 1, the torque generated by the engine 12, the torque generated by the main drive motor 16, the torque generated by the auxiliary drive motor 20, the voltage of the capacitor 22, the current of the capacitor 22, And the battery 18 current. In the graph showing the torque of the main drive motor 16 and the torque of the sub drive motor 20, a positive value means that each motor is generating torque, and a negative value means that each motor is in motion of the vehicle 1. It means a state of regenerating energy. Further, in the graph showing the capacitor 22 current and the battery 18 current, a negative value means a state in which power is supplied (discharged) to each motor, and a positive value charges the power regenerated in each motor. Means the state.
　まず、図１０のステップＳ１においては、車両１が内燃機関走行モード（ＥＮＧモード）に設定されているか否かが判断される。即ち、車両１には内燃機関走行モードか、電動機走行モード（ＥＶモード）の何れかを選択するモード選択スイッチ４０（図５）が備えられており、ステップＳ１においては、どちらのモードに設定されているかが判断される。図１１の時刻ｔ1においては、電動機走行モードに設定されているため、図１０のフローチャートにおける処理はステップＳ２に移行する。 First, in step S1 of FIG. 10, it is determined whether or not the vehicle 1 is set to the internal combustion engine traveling mode (ENG mode). That is, the vehicle 1 is provided with a mode selection switch 40 (FIG. 5) for selecting either the internal combustion engine travel mode or the motor travel mode (EV mode). In step S1, which mode is set. Is determined. At time t 1 in FIG. 11, since the motor travel mode is set, the processing in the flowchart in FIG. 10 proceeds to step S2.
　次に、ステップＳ２においては、車両１が所定車速以上であるか否かが判断され、所定車速以上である場合にはステップＳ６に進み、所定車速未満である場合にはステップＳ３に進む。図１１の時刻ｔ1においては、運転者が車両１を発進させており、車速が低いためフローチャートにおける処理はステップＳ３に移行する。 Next, in step S2, it is determined whether or not the vehicle 1 is equal to or higher than a predetermined vehicle speed. If it is equal to or higher than the predetermined vehicle speed, the process proceeds to step S6. At time t 1 in FIG. 11, since the driver starts the vehicle 1 and the vehicle speed is low, the process in the flowchart proceeds to step S3.
　さらに、ステップＳ３においては、車両１が減速されているか（車両１のブレーキペダル（図示せず）が操作されているか）否かが判断され、減速されている場合にはステップＳ５に進み、加速又は定速走行中である（ブレーキセンサ４６（図５）によりブレーキペダルの操作が検出されていない）場合にはステップＳ４に進む。図１１の時刻ｔ1においては、運転者が車両１を発進させ、加速している（アクセル開度センサ４４（図５）により、車両１のアクセルペダルの所定量以上の操作が検出されている）のでフローチャートにおける処理はステップＳ４に移行して、図１０のフローチャートによる１回の処理が終了する。ステップＳ４においては、主駆動モータ１６がトルクを発生し、車速が上昇する（図１１の時刻ｔ1～ｔ2）。この際、主駆動モータ１６に電力を供給するバッテリ１８から放電電流が流れる一方、副駆動モータ２０はトルクを発生させないため、キャパシタ２２からの放電電流はゼロのままであり、キャパシタ２２の電圧も変化しない。これらの電流、電圧は、電圧センサ５４及び電流センサ５６（図５）によって検出され、制御装置２４に入力される。また、図１１の時刻ｔ1～ｔ2では、電動機走行モードに設定されているため、エンジン１２は駆動されない。即ち、制御装置２４がエンジン１２の燃料噴射弁５８による燃料噴射を停止させ、点火プラグ６０による点火を行わないため、エンジン１２はトルクを発生しない。 Further, in step S3, it is determined whether or not the vehicle 1 is decelerated (the brake pedal (not shown) of the vehicle 1 is operated). If decelerated, the process proceeds to step S5, where acceleration is performed. Alternatively, when the vehicle is traveling at a constant speed (the operation of the brake pedal is not detected by the brake sensor 46 (FIG. 5)), the process proceeds to step S4. At time t 1 in FIG. 11, the driver starts the vehicle 1 and accelerates (the accelerator pedal position sensor 44 (FIG. 5) detects an operation of a predetermined amount or more of the accelerator pedal of the vehicle 1. Therefore, the process in the flowchart proceeds to step S4, and one process according to the flowchart of FIG. In step S4, the main drive motor 16 generates torque, and the vehicle speed increases (time t 1 to t 2 in FIG. 11). At this time, a discharge current flows from the battery 18 that supplies power to the main drive motor 16, while the sub drive motor 20 does not generate torque. Therefore, the discharge current from the capacitor 22 remains zero, and the voltage of the capacitor 22 also increases. It does not change. These currents and voltages are detected by the voltage sensor 54 and the current sensor 56 (FIG. 5) and input to the control device 24. Further, at the time t 1 to t 2 in FIG. 11, since the motor travel mode is set, the engine 12 is not driven. That is, since the control device 24 stops fuel injection by the fuel injection valve 58 of the engine 12 and does not perform ignition by the spark plug 60, the engine 12 does not generate torque.
　図１１に示す例では、時刻ｔ1～ｔ2の間、車両１を加速させた後、時刻ｔ3まで車両１は定速走行されている。この間、図１０のフローチャートによる処理は、ステップＳ１→Ｓ２→Ｓ３→Ｓ４の処理が繰り返し実行される。この低速走行中は、主駆動モータ１６が発生するトルクが加速中よりも小さくなるため、バッテリ１８から放電される電流も小さくなる。 In the example shown in FIG. 11, after accelerating the vehicle 1 from time t 1 to time t 2 , the vehicle 1 is traveling at a constant speed until time t 3 . In the meantime, in the process according to the flowchart of FIG. During this low speed running, the torque generated by the main drive motor 16 is smaller than during acceleration, so the current discharged from the battery 18 is also smaller.
　次に、図１１の時刻ｔ3において、運転者が車両１のブレーキペダル（図示せず）を操作すると、図１０のフローチャートにおける処理は、ステップＳ３→Ｓ５に移行するようになる。ステップＳ５においては、主駆動モータ１６による駆動が停止（トルクを発生しない）されると共に、副駆動モータ２０により、車両１の運動エネルギーが電力として回生される。運動エネルギーの回生により車両１は減速され、バッテリ１８からの放電電流がゼロとなる一方、副駆動モータ２０による電力の回生により、キャパシタ２２に充電電流が流れ、キャパシタ２２の電圧が上昇する。 Next, at time t 3 in FIG. 11, when the driver operates the vehicle 1 of the brake pedal (not shown), the processing in the flowchart of FIG. 10 will be moves to step S3 → S5. In step S5, the driving by the main drive motor 16 is stopped (no torque is generated), and the kinetic energy of the vehicle 1 is regenerated as electric power by the sub drive motor 20. The vehicle 1 is decelerated by the regeneration of the kinetic energy, and the discharge current from the battery 18 becomes zero. On the other hand, the regeneration of the electric power by the auxiliary drive motor 20 causes a charging current to flow through the capacitor 22 and the voltage of the capacitor 22 increases.
　図１１の時刻ｔ4において、車両１が停止すると、キャパシタ２２への充電電流がゼロとなり、キャパシタ２２の電圧も一定になる。次いで、時刻ｔ5において再び車両１が発進され、定速走行に至った（時刻ｔ6）後、車両１の減速が開始（時刻ｔ7）されるまでは、図１０のフローチャートにおいて、ステップＳ１→Ｓ２→Ｓ３→Ｓ４の処理が繰り返し実行される。時刻ｔ7において車両の減速が開始されると、図１０のフローチャートにおいてはステップＳ１→Ｓ２→Ｓ３→Ｓ５の処理が繰り返し実行され、副駆動モータ２０による電力の回生が行われる。このように、市街地の中などで比較的低速で発進、停止が繰り返される間は、電動機走行モードに設定され、車両１は純粋に電気自動車（ＥＶ）として機能し、エンジン１２はトルクを発生しない。 When the vehicle 1 stops at time t 4 in FIG. 11, the charging current to the capacitor 22 becomes zero and the voltage of the capacitor 22 becomes constant. Then, the vehicle 1 again at time t 5 is the starting, after reaching the constant speed running (time t 6), to the deceleration of the vehicle 1 is started (time t 7), in the flowchart of FIG. 10, step S1 → S2 → S3 → S4 is repeatedly executed. When the vehicle starts decelerating at time t 7 , the process of steps S 1 → S 2 → S 3 → S 5 is repeatedly executed in the flowchart of FIG. 10, and power regeneration by the sub drive motor 20 is performed. As described above, while starting and stopping are repeated at relatively low speed in an urban area or the like, the motor driving mode is set, the vehicle 1 functions purely as an electric vehicle (EV), and the engine 12 does not generate torque. .
　さらに、図１１の時刻ｔ8において車両１が発進されると、図１０のフローチャートにおいてはステップＳ１→Ｓ２→Ｓ３→Ｓ４の処理が繰り返し実行され、車両１が加速される。次いで、時刻ｔ9において、車速センサ４２（図５）によって検出された車両１の速度が所定の第１車速を超えると、フローチャートにおける処理は、ステップＳ２→Ｓ６に移行するようになる。ステップＳ６においては、車両１が減速しているか（ブレーキペダルを操作しているか）否かが判断される。時刻ｔ9において車両１は減速していないため、フローチャートにおける処理はステップＳ７に進む。ステップＳ７においては、車両１が所定値以上加速されているか（車両１のアクセルペダルが所定量以上操作されているか）否かが判断される。なお、本実施形態において、所定の第１車速は、走行速度＝０ｋｍ／ｈよりも大きい、時速約１００ｋｍ／ｈに設定されている。 Further, when the vehicle 1 is started at time t 8 in FIG. 11, the processes of steps S 1 → S 2 → S 3 → S 4 are repeatedly executed in the flowchart of FIG. 10, and the vehicle 1 is accelerated. Then, at time t 9, the vehicle speed sensor 42 the speed of the vehicle 1 detected (FIG. 5) exceeds a predetermined first vehicle speed, the processing in the flowchart is as the process proceeds to step S2 → S6. In step S6, it is determined whether the vehicle 1 is decelerating (operating a brake pedal). Since the vehicle 1 is not decelerating at time t 9, the processing in the flowchart proceeds to step S7. In step S7, it is determined whether the vehicle 1 is accelerated by a predetermined value or more (whether the accelerator pedal of the vehicle 1 is operated by a predetermined amount or more). In the present embodiment, the predetermined first vehicle speed is set to approximately 100 km / h, which is greater than the traveling speed = 0 km / h.
　図１１に示す例においては、時刻ｔ9において車両１が所定値以上加速されているため、ステップＳ８に進み、ここでは主駆動モータ１６が駆動されると共に、副駆動モータ２０も駆動される。このように、電動機走行モードにおいて、所定の第１車速以上の車速で、所定値以上の加速が行われると、必要な動力を得るために主駆動モータ１６及び副駆動モータ２０に電力が供給され、これらによって車両１が駆動される。換言すれば、制御装置２４は、主駆動モータ１６に駆動力を発生させることにより、車両１を発進（時刻ｔ8）させた後、車速センサ４２によって検出された車両１の走行速度が第１車速に到達する（時刻ｔ9）と、副駆動モータ２０に駆動力を発生させるようになる。この際、主駆動モータ１６にはバッテリ１８から電力が供給され、副駆動モータ２０にはキャパシタ２２から電力が供給される。このようにキャパシタ２２から電力が供給されることにより、キャパシタ２２の電圧は低下する。主駆動モータ１６及び副駆動モータ２０により車両１が駆動されている間（時刻ｔ9～ｔ10）、フローチャートにおいては、ステップＳ１→Ｓ２→Ｓ６→Ｓ７→Ｓ８の処理が繰り返し実行される。 In the example shown in FIG. 11, since the vehicle 1 is accelerated more than a predetermined value at time t 9, the process proceeds to step S8, where along with the main drive motor 16 is driven, the auxiliary drive motor 20 is also driven. As described above, in the electric motor travel mode, when acceleration greater than a predetermined value is performed at a vehicle speed equal to or higher than a predetermined first vehicle speed, electric power is supplied to the main drive motor 16 and the sub drive motor 20 in order to obtain necessary power. Thus, the vehicle 1 is driven. In other words, the control device 24 causes the main drive motor 16 to generate a driving force to start the vehicle 1 (time t 8 ), and then the traveling speed of the vehicle 1 detected by the vehicle speed sensor 42 is the first. When the vehicle speed is reached (time t 9 ), the sub driving motor 20 generates driving force. At this time, power is supplied from the battery 18 to the main drive motor 16, and power is supplied from the capacitor 22 to the sub drive motor 20. As power is supplied from the capacitor 22 in this way, the voltage of the capacitor 22 decreases. While the vehicle 1 is being driven by the main drive motor 16 and the sub drive motor 20 (time t 9 to t 10 ), in the flowchart, the processes of steps S 1 → S 2 → S 6 → S 7 → S 8 are repeatedly executed.
　このように、副駆動モータ２０は、車両１の走行速度が所定の第１車速以上の場合において駆動力を発生し、第１車速未満の場合には駆動力の発生が禁止される。なお、本実施形態においては、第１車速＝約１００ｋｍ／ｈに設定されているが、採用した副駆動モータ２０の出力特性に応じて、第１車速を約５０ｋｍ／ｈ以上の任意の車速に設定することができる。一方、主駆動モータ１６は、車両１の走行速度がゼロを含む所定の第２車速未満のとき、及び第２車速以上のとき、駆動力を発生するように構成されている。所定の第２車速は、第１車速と同じ車速に設定することも、異なる車速に設定することもできる。また、本実施形態においては、主駆動モータ１６は、電動機走行モードにおいて駆動力が要求される場合には、常に駆動力を発生している。 Thus, the auxiliary drive motor 20 generates a driving force when the traveling speed of the vehicle 1 is equal to or higher than a predetermined first vehicle speed, and the generation of the driving force is prohibited when the traveling speed is lower than the first vehicle speed. In the present embodiment, the first vehicle speed is set to about 100 km / h, but the first vehicle speed is set to an arbitrary vehicle speed of about 50 km / h or more according to the output characteristics of the adopted sub drive motor 20. Can be set. On the other hand, the main drive motor 16 is configured to generate a driving force when the traveling speed of the vehicle 1 is less than a predetermined second vehicle speed including zero and when it is equal to or higher than the second vehicle speed. The predetermined second vehicle speed can be set to the same vehicle speed as the first vehicle speed, or can be set to a different vehicle speed. In the present embodiment, the main drive motor 16 always generates a drive force when a drive force is required in the electric motor travel mode.
　次に、図１１の時刻ｔ10において、車両１が定速走行に移行する（アクセルペダルの操作が所定量未満になる）と、フローチャートにおいては、ステップＳ１→Ｓ２→Ｓ６→Ｓ７→Ｓ９の処理が繰り返し実行されるようになる。ステップＳ９においては、副駆動モータ２０による駆動が停止され（トルクを発生しなくなる）、主駆動モータ１６のみによって車両１が駆動される。このように、車両１が所定車速以上で走行している状態であっても、所定量以上の加速が行われていない状態では、主駆動モータ１６のみにより車両１が駆動される。 Next, at time t 10 in FIG. 11, the vehicle 1 is shifted to the constant speed travel and (operation of the accelerator pedal becomes less than a predetermined amount), in the flowchart, the process of step S1 → S2 → S6 → S7 → S9 Will be executed repeatedly. In step S9, the drive by the sub drive motor 20 is stopped (no torque is generated), and the vehicle 1 is driven only by the main drive motor 16. As described above, even when the vehicle 1 is traveling at a predetermined vehicle speed or higher, the vehicle 1 is driven only by the main drive motor 16 in a state where acceleration of a predetermined amount or more is not performed.
　また、時刻ｔ9～ｔ10の間の副駆動モータ２０の駆動により、キャパシタ２２の電圧が所定値以下に低下したため、時刻ｔ10において制御装置２４は高圧ＤＣ／ＤＣコンバータ２６ａに信号を送り、キャパシタ２２への充電を行う。即ち、高圧ＤＣ／ＤＣコンバータ２６ａは、バッテリ１８に蓄積されている電荷を昇圧してキャパシタ２２に充電を行う。これにより、図１１の時刻ｔ10～ｔ11においては、主駆動モータ１６を駆動するための電流及びキャパシタ２２を充電するための電流が、バッテリ１８から放電される。なお、副駆動モータ２０により大きな電力が回生され、キャパシタ２２の電圧が所定値以上に上昇した場合には、制御装置２４は高圧ＤＣ／ＤＣコンバータ２６ａに信号を送り、キャパシタ２２の電圧を降圧してバッテリ１８への充電を行う。このように、副駆動モータ２０により回生された電力は、副駆動モータ２０によって消費されるか、又はキャパシタ２２に一旦蓄積された後、高圧ＤＣ／ＤＣコンバータ２６ａを介してバッテリ１８に充電される。 Further, by driving the auxiliary drive motor 20 between times t 9 ~ t 10, since the voltage of the capacitor 22 falls below a predetermined value, the control unit 24 at time t 10 sends a signal to the high-voltage DC / DC converter 26a, The capacitor 22 is charged. That is, the high voltage DC / DC converter 26 a boosts the charge accumulated in the battery 18 and charges the capacitor 22. Thus, from time t 10 to t 11 in FIG. 11, the current for driving the main drive motor 16 and the current for charging the capacitor 22 are discharged from the battery 18. In addition, when large electric power is regenerated by the sub drive motor 20 and the voltage of the capacitor 22 rises to a predetermined value or more, the control device 24 sends a signal to the high voltage DC / DC converter 26a to step down the voltage of the capacitor 22. Then, the battery 18 is charged. As described above, the electric power regenerated by the sub drive motor 20 is consumed by the sub drive motor 20 or once stored in the capacitor 22 and then charged to the battery 18 via the high voltage DC / DC converter 26a. .
　図１１の時刻ｔ11において、車両１が減速する（ブレーキペダルが操作される）と、フローチャートにおいては、ステップＳ１→Ｓ２→Ｓ６→Ｓ１０の処理が繰り返し実行されるようになる。ステップＳ１０においては、主駆動モータ１６及び副駆動モータ２０の両方で車両１の運動エネルギーが電力として回生される。主駆動モータ１６によって回生された電力はバッテリ１８へ蓄積され、副駆動モータ２０によって回生された電力はキャパシタ２２に蓄積される。このように、所定車速以上でブレーキペダルが操作された場合には、主駆動モータ１６及び副駆動モータ２０の両方で電力の回生が行われ、バッテリ１８及びキャパシタ２２に電荷が蓄積される。 At time t 11 of FIG. 11, the vehicle 1 is decelerated and (brake pedal is operated), in the flowchart, so the processing of step S1 → S2 → S6 → S10 is repeatedly executed. In step S10, the kinetic energy of the vehicle 1 is regenerated as electric power by both the main drive motor 16 and the sub drive motor 20. The power regenerated by the main drive motor 16 is stored in the battery 18, and the power regenerated by the sub drive motor 20 is stored in the capacitor 22. As described above, when the brake pedal is operated at a speed equal to or higher than the predetermined vehicle speed, power is regenerated by both the main drive motor 16 and the sub drive motor 20, and charges are accumulated in the battery 18 and the capacitor 22.
　次に、図１１の時刻ｔ12において、運転者によってモード選択スイッチ４０（図５）が操作され、車両１が電動機走行モードから内燃機関走行モードに切り替えられると共に、アクセルペダル（図示せず）が踏み込まれる。車両１が内燃機関走行モードに切り替えられると、制御装置２４における図１０のフローチャートの処理はステップＳ１→Ｓ１１に移行するようになり、ステップＳ１１以下の処理が実行されるようになる。 Next, at time t 12 in FIG. 11, the mode selection switch 40 by the driver (Fig. 5) is operated, the vehicle 1 is switched from the motor drive mode to the engine running mode, (not shown) accelerator pedal Step on. When the vehicle 1 is switched to the internal combustion engine travel mode, the process of the flowchart of FIG. 10 in the control device 24 shifts from step S1 to S11, and the process after step S11 is executed.
　まず、ステップＳ１１においては、車両１が停車しているか否かが判断され、停車していない場合（走行している場合）には、ステップＳ１２において、車両１が減速中であるか否か（ブレーキペダル（図示せず）が操作されているか否か）が判断される。図１１の時刻ｔ12においては、車両１が走行中であり、運転者がアクセルペダルを操作しているので、図１０のフローチャートにおける処理はステップＳ１３に移行する。 First, in step S11, it is determined whether or not the vehicle 1 is stopped. If the vehicle 1 is not stopped (running), whether or not the vehicle 1 is decelerating in step S12 ( It is determined whether or not a brake pedal (not shown) is operated. At time t 12 of FIG. 11, the vehicle 1 is traveling, because the driver is operating the accelerator pedal, the processing in the flowchart of FIG. 10 proceeds to step S13.
　ステップＳ１３においては、エンジン１２への燃料の供給が開始され、エンジン１２がトルクを発生するようになる。即ち、本実施形態においては、エンジン１２の出力軸（図示せず）は主駆動モータ１６の出力軸（図示せず）と直結されているため、エンジン１２の出力軸は常に主駆動モータ１６の駆動と共に回転されている。しかしながら、電動機走行モードにおいては、エンジン１２への燃料供給が行われないためエンジン１２はトルクを発生しておらず、内燃機関走行モードにおいて燃料供給（燃料噴射弁５８による燃料の噴射、及び点火プラグ６０による点火）が開始されることによりトルクを発生するようになる。 In step S13, the supply of fuel to the engine 12 is started, and the engine 12 generates torque. That is, in the present embodiment, since the output shaft (not shown) of the engine 12 is directly connected to the output shaft (not shown) of the main drive motor 16, the output shaft of the engine 12 is always the main drive motor 16. It is rotated with the drive. However, since no fuel is supplied to the engine 12 in the electric motor travel mode, the engine 12 does not generate torque. In the internal combustion engine travel mode, fuel is supplied (fuel injection by the fuel injection valve 58 and an ignition plug). Torque is generated when the ignition by 60) is started.
　また、電動機走行モードから内燃機関走行モードに切り替えられた直後は、制御装置２４は、主駆動モータ１６によりエンジン始動用のトルクを発生させる（図１１の時刻ｔ12～ｔ13）。このエンジン始動用のトルクは、エンジン１２への燃料供給が開始された後、エンジン１２が実際にトルクを発生するようになるまでの間、車両１を走行させると共に、エンジン１２がトルクを発生する前後のトルクムラを抑制するために発生される。また、本実施形態においては、内燃機関走行モードに切り替えられた時点におけるエンジン１２の回転数が所定回転数未満の場合にはエンジン１２への燃料供給は開始されず、エンジン始動用のトルクによりエンジン１２が所定回転数以上になった時点で燃料供給が開始される。本実施形態においては、エンジン回転数センサ４８によって検出されたエンジン１２の回転数が２０００ｒｐｍ以上に上昇したとき、燃料供給が開始される。 Immediately after switching from the motor travel mode to the internal combustion engine travel mode, the control device 24 generates torque for starting the engine by the main drive motor 16 (time t 12 to t 13 in FIG. 11). The engine starting torque is generated by causing the vehicle 12 to run and the engine 12 generating torque after the fuel supply to the engine 12 is started and until the engine 12 actually generates torque. Generated to suppress front and rear torque unevenness. Further, in the present embodiment, when the rotational speed of the engine 12 at the time of switching to the internal combustion engine traveling mode is less than a predetermined rotational speed, fuel supply to the engine 12 is not started, and the engine is started by engine starting torque. Fuel supply is started when 12 reaches a predetermined number of revolutions or more. In the present embodiment, the fuel supply is started when the rotational speed of the engine 12 detected by the engine rotational speed sensor 48 increases to 2000 rpm or more.
　エンジン１２が始動された後、車両１が加速又は定速走行している間は、図１０のフローチャートにおいては、ステップＳ１→Ｓ１１→Ｓ１２→Ｓ１３の処理が繰り返し実行される（図１１の時刻ｔ13～ｔ14）。このように、内燃機関走行モードにおいては、車両１を駆動するための動力は専らエンジン１２から出力され、主駆動モータ１６及び副駆動モータ２０が車両１を駆動するための動力を出力することはない。このため、運転者は、内燃機関により駆動される車両１の運転フィーリングを楽しむことができる。 While the vehicle 12 is accelerating or traveling at a constant speed after the engine 12 is started, in the flowchart of FIG. 10, the processes of steps S1 → S11 → S12 → S13 are repeatedly executed (time t in FIG. 11). 13 to t 14 ). As described above, in the internal combustion engine traveling mode, the power for driving the vehicle 1 is exclusively output from the engine 12, and the main drive motor 16 and the sub drive motor 20 output the power for driving the vehicle 1. Absent. For this reason, the driver can enjoy the driving feeling of the vehicle 1 driven by the internal combustion engine.
　次いで、図１１の時刻ｔ14において、運転者がブレーキペダル（図示せず）を操作すると、図１０のフローチャートにおける処理は、ステップＳ１２→Ｓ１４に移行するようになる。ステップＳ１４においては、エンジン１２への燃料供給が停止され、燃料の消費が抑制される。さらに、ステップＳ１５においては、主駆動モータ１６及び副駆動モータ２０により、車両１の運動エネルギーが電気エネルギーとして回生され、バッテリ１８及びキャパシタ２２に夫々充電電流が流れる。このように、車両１の減速中においては、ステップＳ１→Ｓ１１→Ｓ１２→Ｓ１４→Ｓ１５の処理が繰り返し実行される（図１１の時刻ｔ14～ｔ15）。 Then, at time t 14 in FIG. 11, when the driver operates the brake pedal (not shown), the processing in the flowchart of FIG. 10 will be moves to step S12 → S14. In step S14, fuel supply to the engine 12 is stopped, and fuel consumption is suppressed. Further, in step S15, the kinetic energy of the vehicle 1 is regenerated as electric energy by the main drive motor 16 and the sub drive motor 20, and charging current flows through the battery 18 and the capacitor 22, respectively. Thus, during deceleration of the vehicle 1, the process of step S1 → S11 → S12 → S14 → S15 is repeatedly executed (time t 14 ~ t 15 in FIG. 11).
　なお、内燃機関走行モードにおける車両１の減速中において、制御装置２４は、有段変速機であるトランスミッション１４ｃの切り替え時（変速時）に、副駆動モータ２０を駆動してダウンシフトトルク調整を実行する。このトルク調整トにより発生されるトルクは瞬間的なトルク抜け等を補完するものであり、車両１を駆動するトルクには該当しない。トルク調整の詳細については後述する。 During deceleration of the vehicle 1 in the internal combustion engine travel mode, the control device 24 drives the auxiliary drive motor 20 to perform downshift torque adjustment when the transmission 14c, which is a stepped transmission, is switched (at the time of shifting). To do. The torque generated by this torque adjustment complements instantaneous torque loss and does not correspond to the torque for driving the vehicle 1. Details of the torque adjustment will be described later.
　一方、図１１の時刻ｔ15において、車両１が停止すると、図１０のフローチャートにおける処理は、ステップＳ１１→Ｓ１６に移行するようになる。ステップＳ１６において、制御装置２４は、エンジン１２のアイドリングを維持するために必要な最小限の燃料を供給する。また、制御装置２４は、エンジン１２が低回転数でアイドリングを維持できるよう、主駆動モータ１６によりアシストトルクを発生させる。このように、車両１の停車中においては、ステップＳ１→Ｓ１１→Ｓ１６の処理が繰り返し実行される（図１１の時刻ｔ15～ｔ16）。 At time t 15 of FIG. 11, when the vehicle 1 is stopped, the processing in the flowchart of FIG. 10 will be moves to step S11 → S16. In step S <b> 16, the control device 24 supplies the minimum amount of fuel necessary to maintain the engine 12 idling. Further, the control device 24 generates assist torque by the main drive motor 16 so that the engine 12 can maintain idling at a low rotational speed. In this way, while the vehicle 1 is stopped, the processes of steps S1 → S11 → S16 are repeatedly executed (time t 15 to t 16 in FIG. 11).
　本実施形態においては、エンジン１２はフライホイールレスエンジンであるが、主駆動モータ１６が発生するアシストトルクが擬似的なフライホイールとして作用し、エンジン１２は低回転数で滑らかなアイドリングを維持することができる。また、フライホイールレスエンジンを採用することにより、内燃機関走行モードの走行中には、エンジン１２の高い応答性が得られ、フィーリングの良い運転を楽しむことができる。 In this embodiment, the engine 12 is a flywheelless engine, but the assist torque generated by the main drive motor 16 acts as a pseudo flywheel, and the engine 12 maintains a smooth idling at a low rotational speed. Can do. Further, by adopting the flywheelless engine, the high response of the engine 12 can be obtained during the traveling in the internal combustion engine traveling mode, and a pleasant driving can be enjoyed.
　また、内燃機関走行モードにおいて車両１が停車している状態から発進する場合には、制御装置２４は主駆動モータ１６に信号を送り、主駆動モータ１６の回転数（＝エンジン１２の回転数）を所定回転数まで上昇させる。エンジン回転数が所定回転数まで上昇した後、制御装置２４は、エンジン１２にエンジン駆動用の燃料を供給して、エンジン１２による駆動を発生させ、内燃機関走行モードによる走行が行なわれる。 Further, when the vehicle 1 starts from a state where the vehicle 1 is stopped in the internal combustion engine travel mode, the control device 24 sends a signal to the main drive motor 16 and the rotation speed of the main drive motor 16 (= the rotation speed of the engine 12). Is increased to a predetermined rotational speed. After the engine speed has increased to a predetermined speed, the control device 24 supplies fuel for driving the engine to the engine 12 to cause the engine 12 to drive, and travel in the internal combustion engine travel mode is performed.
　次に、図１２を参照して、トランスミッション１４ｃの切り替え時（変速時）におけるトルク調整を説明する。
　図１２は、トランスミッション１４ｃをシフトダウン又はシフトアップした場合において、車両に作用する加速度の変化を模式的に示す図であり、上段から順にダウンシフトトルクダウン、ダウンシフトトルクアシスト、アップシフトトルクアシストの一例を夫々示している。 Next, with reference to FIG. 12, torque adjustment at the time of switching the transmission 14c (during shifting) will be described.
FIG. 12 is a diagram schematically showing changes in acceleration acting on the vehicle when the transmission 14c is downshifted or upshifted. From the upper stage, downshift torque down, downshift torque assist, and upshift torque assist are sequentially illustrated. An example is shown respectively.
　本発明の第１実施形態によるハイブリッド駆動装置１０は、内燃機関走行モードにおいて、自動変速モードに設定されている場合には、車速やエンジン回転数に応じて、制御装置２４がクラッチ１４ｂ及び自動変速機であるトランスミッション１４ｃを自動的に切り替えるように構成されている。図１２の上段に示すように、減速時に車両１に負の加速度が作用している状態で、トランスミッション１４ｃのシフトダウン（低速側に変速）を行う際（図１２の時刻ｔ101）、制御装置２４はクラッチ１４ｂを切り離し、エンジン１２の出力軸と主駆動輪（後輪２ａ）が切り離される。このように、エンジン１２が主駆動輪から切り離されると、エンジン１２の回転抵抗が主駆動輪に作用しなくなるので、図１２上段の破線に示すように、車両１に作用する加速度は瞬間的に正の側に変化する。次いで、制御装置２４はトランスミッション１４ｃに制御信号を送り、内蔵されている油圧ソレノイド弁６２（図５）を切り替えてトランスミッション１４ｃの減速比を上げる。さらに、シフトダウン完了時の時刻ｔ102において制御装置２４がクラッチ１４ｂを接続すると加速度は再び負の側に変化する。一般に、シフトダウン開始から完了までの期間（時刻ｔ101～ｔ102）は３００～１０００ｍｓｅｃであるが、車両に作用するトルクが瞬間的に変化する所謂トルクショックにより、乗員に空走感が与えられ、不快感を与えてしまうことがある。 When the hybrid drive device 10 according to the first embodiment of the present invention is set to the automatic transmission mode in the internal combustion engine traveling mode, the control device 24 controls the clutch 14b and the automatic transmission according to the vehicle speed and the engine speed. The transmission 14c as a machine is automatically switched. As shown in the upper part of FIG. 12, when the transmission 14 c is shifted down (shifted to the low speed side) while negative acceleration is acting on the vehicle 1 during deceleration (time t 101 in FIG. 12), the control device 24, the clutch 14b is disconnected, and the output shaft of the engine 12 and the main drive wheel (rear wheel 2a) are disconnected. As described above, when the engine 12 is separated from the main drive wheel, the rotational resistance of the engine 12 does not act on the main drive wheel, so that the acceleration acting on the vehicle 1 is instantaneously shown in the broken line in the upper part of FIG. Change to the positive side. Next, the control device 24 sends a control signal to the transmission 14c, and switches the built-in hydraulic solenoid valve 62 (FIG. 5) to increase the reduction ratio of the transmission 14c. Further, the acceleration is changed to the negative side again when downshifting completion time controller at time t 102 of 24 connects the clutch 14b. In general, the period from the start of shift down to the completion (time t 101 to t 102 ) is 300 to 1000 msec, but a so-called torque shock in which the torque acting on the vehicle changes instantaneously gives the occupant a feeling of running idle. May cause discomfort.
　本実施形態のハイブリッド駆動装置１０においては、制御装置２４は、シフトダウン時において副駆動モータ２０に制御信号を送ってトルク調整を行い、車両１の空走感を抑制する。具体的には、制御装置２４がクラッチ１４ｂ及びトランスミッション１４ｃに信号を送ってシフトダウンを行う際、制御装置２４には、自動変速機入力回転センサ５０及び自動変速機出力回転センサ５２（図５）によって夫々検出されたトランスミッション１４ｃの入力軸及び出力軸の回転数が読み込まれる。さらに、読み込んだ入力軸及び出力軸の回転数に基づいて車両１に発生する加速度の変化を予測し、副駆動モータ２０にエネルギーの回生を実行させる。これにより、図１２上段の実線に示すように、トルクショックによる車両１の加速度の瞬間的な上昇（正側への変化）が抑制され、空走感を抑制することができる。また、本実施形態においては、シフトダウンに伴う主駆動輪（後輪２ａ）におけるトルクショックを、副駆動モータ２０により副駆動輪（前輪２ｂ）で補完している。このため、エンジン１２から主駆動輪に動力を伝達する動力伝達機構１４の動特性の影響を受けることなくトルク調整を行うことができる。 In the hybrid drive device 10 of the present embodiment, the control device 24 sends a control signal to the auxiliary drive motor 20 at the time of downshifting to adjust the torque and suppress the feeling of idling of the vehicle 1. Specifically, when the control device 24 sends a signal to the clutch 14b and the transmission 14c to perform a downshift, the control device 24 includes an automatic transmission input rotation sensor 50 and an automatic transmission output rotation sensor 52 (FIG. 5). The rotation speeds of the input shaft and the output shaft of the transmission 14c detected by the above are read. Further, a change in acceleration generated in the vehicle 1 is predicted based on the read rotation speeds of the input shaft and the output shaft, and the auxiliary drive motor 20 is caused to perform energy regeneration. Thereby, as shown by the solid line in the upper part of FIG. 12, the instantaneous increase (change to the positive side) of the acceleration of the vehicle 1 due to the torque shock is suppressed, and the idling feeling can be suppressed. Further, in the present embodiment, the torque shock in the main drive wheel (rear wheel 2a) that accompanies the downshift is supplemented by the sub drive motor 20 with the sub drive wheel (front wheel 2b). Therefore, torque adjustment can be performed without being affected by the dynamic characteristics of the power transmission mechanism 14 that transmits power from the engine 12 to the main drive wheels.
　また、図１２中段の破線に示すように、加速時に車両１に正の加速度が作用している状態で、時刻ｔ103においてシフトダウンが開始されると、エンジン１２の出力軸と主駆動輪（後輪２ａ）が切り離される。これにより、エンジン１２による駆動トルクが後輪２ａに作用しなくなり、トルクショックが発生するので、時刻ｔ104においてシフトダウンが完了するまでの間に乗員に失速感が与えられる場合がある。即ち、シフトダウンが開始される時刻ｔ103において瞬間的に車両１の加速度が負の側に変化し、シフトダウンが完了する時刻ｔ104において加速度が正の側に変化する。 Also, as shown by the broken line in the middle of FIG. 12, when a downshift is started at time t 103 while positive acceleration is acting on the vehicle 1 during acceleration, the output shaft of the engine 12 and the main drive wheels ( The rear wheel 2a) is cut off. Thus, no longer acts on the rear wheels 2a is driving torque by the engine 12, the torque shock occurs, which may stall feeling occupant until the downshifting is completed is provided at time t 104. That is, instantaneously acceleration of the vehicle 1 is changed to the negative side at time t 103 to downshift is initiated, acceleration in the shift-down is completed the time t 104 is changed to the positive side.
　本実施形態のハイブリッド駆動装置１０において、制御装置２４はシフトダウンを行う際、自動変速機入力回転センサ５０及び自動変速機出力回転センサ５２の検出信号に基づいて、車両１に発生する加速度の変化を予測し、副駆動モータ２０に駆動力を発生させる。これにより、図１２中段の実線に示すように、トルクショックによる車両１の加速度の瞬間的な低下（負側への変化）が抑制され、失速感が抑制される。 In the hybrid drive device 10 of the present embodiment, when the control device 24 shifts down, a change in acceleration generated in the vehicle 1 based on detection signals of the automatic transmission input rotation sensor 50 and the automatic transmission output rotation sensor 52. And the sub-driving motor 20 generates a driving force. Thereby, as shown by the solid line in the middle stage of FIG. 12, the instantaneous decrease (change to the negative side) of the acceleration of the vehicle 1 due to the torque shock is suppressed, and the feeling of stall is suppressed.
　さらに、図１２下段の破線に示すように、加速時に車両１に正の加速度が作用している状態（正の加速度は時間と共に低下している）で、時刻ｔ105においてシフトアップが開始されると、エンジン１２の出力軸と主駆動輪（後輪２ａ）が切り離される。これにより、エンジン１２による駆動トルクが後輪２ａに作用しなくなり、トルクショックが発生するので、時刻ｔ106においてシフトアップが完了するまでの間に乗員に失速感が与えられる場合がある。即ち、シフトアップが開始される時刻ｔ105において瞬間的に車両１の加速度が負の側に変化し、シフトアップが完了する時刻ｔ106において加速度が正の側に変化する。 Furthermore, as shown by the broken line in the lower part of FIG. 12, the shift-up is started at time t 105 in a state where positive acceleration is acting on the vehicle 1 during acceleration (the positive acceleration decreases with time). Then, the output shaft of the engine 12 and the main drive wheel (rear wheel 2a) are separated. Thus, no longer acts on the rear wheels 2a is driving torque by the engine 12, the torque shock occurs, which may stall feeling occupant until the upshift is complete is given at time t 106. That is, instantaneously acceleration of the vehicle 1 is changed to the negative side at time t 105 to upshift is initiated, acceleration in the shift-up is completed time t 106 is changed to the positive side.
　本実施形態において、制御装置２４はシフトアップを行う際、自動変速機入力回転センサ５０及び自動変速機出力回転センサ５２の検出信号に基づいて、車両１に発生する加速度の変化を予測し、副駆動モータ２０に駆動力を発生させる。これにより、図１２下段の実線に示すように、トルクショックによる車両１の加速度の瞬間的な低下（負側への変化）が抑制され、失速感が抑制される。 In the present embodiment, the control device 24 predicts a change in acceleration generated in the vehicle 1 based on detection signals of the automatic transmission input rotation sensor 50 and the automatic transmission output rotation sensor 52 when shifting up, A driving force is generated in the driving motor 20. As a result, as shown by the solid line in the lower part of FIG. 12, the instantaneous decrease (change to the negative side) of the acceleration of the vehicle 1 due to the torque shock is suppressed, and the feeling of stall is suppressed.
　上記のように、トランスミッション１４ｃのシフトダウン又はシフトアップ時における副駆動モータ２０による駆動トルクの調整は、ごく短時間に行われるものであり、実質的に車両１を駆動するものではない。このため、副駆動モータ２０が発生する動力は、副駆動モータ２０によって回生され、キャパシタ２２に蓄積された電荷によって生成することができる。また、副駆動モータ２０による駆動トルクの調整は、トルクコンバータ付きの自動変速機や、トルクコンバータの無い自動変速機、自動化したマニュアルトランスミッション等に適用することができる。 As described above, the adjustment of the drive torque by the sub drive motor 20 when the transmission 14c is shifted down or up is performed in a very short time, and does not substantially drive the vehicle 1. Therefore, the power generated by the sub drive motor 20 can be generated by the electric charge regenerated by the sub drive motor 20 and accumulated in the capacitor 22. The adjustment of the drive torque by the auxiliary drive motor 20 can be applied to an automatic transmission with a torque converter, an automatic transmission without a torque converter, an automated manual transmission, and the like.
　本発明の第１実施形態のハイブリッド駆動装置１０によれば、車両１の走行速度がゼロよりも大きい所定の第１車速以上の場合（図１０のステップＳ２→Ｓ６）に、インホイールモータである副駆動モータ２０が駆動力を発生するように構成されているので、低速域で副駆動モータ２０に大きなトルクが要求されることはない。この結果、低速域におけるトルクの小さい小型の電動機を副駆動モータ２０として採用することが可能となり、インホイールモータを使用して効率的に車両を駆動することが可能になる。 The hybrid drive device 10 according to the first embodiment of the present invention is an in-wheel motor when the traveling speed of the vehicle 1 is equal to or higher than a predetermined first vehicle speed greater than zero (steps S2 → S6 in FIG. 10). Since the sub drive motor 20 is configured to generate a driving force, a large torque is not required for the sub drive motor 20 in a low speed range. As a result, a small electric motor with a small torque in the low speed range can be adopted as the auxiliary drive motor 20, and the vehicle can be efficiently driven using the in-wheel motor.
　また、本実施形態のハイブリッド駆動装置１０によれば、車両１の走行速度が所定の第２車速未満のとき（図１０のステップＳ２→Ｓ３）、車両１の車体に設けられた車体側モータである主駆動モータ１６が駆動力を発生する（図１０のステップＳ４）ので、第１車速以上で駆動力を発生するインホイールモータである副駆動モータ２０を補完し、車両１に十分な走行性能を与えることができる。 Further, according to the hybrid drive device 10 of the present embodiment, when the traveling speed of the vehicle 1 is less than the predetermined second vehicle speed (steps S2 → S3 in FIG. 10), the vehicle-side motor provided on the vehicle body of the vehicle 1 is used. Since a certain main drive motor 16 generates a driving force (step S4 in FIG. 10), the auxiliary driving motor 20 that is an in-wheel motor that generates a driving force at a speed equal to or higher than the first vehicle speed is complemented, and sufficient traveling performance for the vehicle 1 Can be given.
　さらに、本実施形態のハイブリッド駆動装置１０によれば、車両１の走行速度が第２車速以上のとき（図１０のステップＳ２→Ｓ６）も主駆動モータ１６は駆動力を発生する（図１０のステップＳ８、Ｓ９）ので、走行速度が第１及び第２車速以上の速度領域においては、主駆動モータ１６と、副駆動モータ２０の両方が駆動力を発生する。このため、副駆動モータ２０であるインホイールモータを更に小型化することが可能になる。 Furthermore, according to the hybrid drive device 10 of the present embodiment, the main drive motor 16 generates driving force even when the traveling speed of the vehicle 1 is equal to or higher than the second vehicle speed (steps S2 to S6 in FIG. 10) (FIG. 10). In steps S8 and S9), both the main drive motor 16 and the sub drive motor 20 generate driving force in the speed region where the traveling speed is equal to or higher than the first and second vehicle speeds. For this reason, the in-wheel motor which is the sub drive motor 20 can be further downsized.
　また、本実施形態のハイブリッド駆動装置１０によれば、車両１の走行速度が第１車速未満の場合（図１０のステップＳ２→Ｓ３）には、副駆動モータ２０による駆動力の発生が禁止される（図１０のステップＳ４、Ｓ５）ので、低速域におけるトルクが極めて小さい電動機を副駆動モータ２０として採用することができ、インホイールモータを軽量化することができる。 Further, according to the hybrid drive device 10 of the present embodiment, when the traveling speed of the vehicle 1 is less than the first vehicle speed (steps S2 → S3 in FIG. 10), the generation of the driving force by the auxiliary drive motor 20 is prohibited. (Steps S4 and S5 in FIG. 10), an electric motor with extremely small torque in the low speed range can be employed as the sub drive motor 20, and the in-wheel motor can be reduced in weight.
　さらに、本実施形態のハイブリッド駆動装置１０によれば、車体側モータである主駆動モータ１６が駆動力を発生して、車両１を発進（図１１の時刻ｔ8）させた後、走行速度が第１車速に到達（図１１の時刻ｔ9）すると、インホイールモータである副駆動モータ２０が駆動力を発生するので、車両１の発進時にはインホイールモータが使用されず、起動トルクが極めて小さい電動機をインホイールモータとして採用することができ、インホイールモータを軽量化することができる。 Furthermore, according to the hybrid drive system 10 of the present embodiment, the main drive motor 16 is a vehicle body side motor generates a driving force, after the vehicle 1 is starting (time t 8 in FIG. 11), the traveling speed When the first vehicle speed is reached (time t 9 in FIG. 11), the auxiliary drive motor 20 that is an in-wheel motor generates a driving force, so that the in-wheel motor is not used when the vehicle 1 starts and the starting torque is extremely small. The electric motor can be employed as the in-wheel motor, and the in-wheel motor can be reduced in weight.
　また、本実施形態のハイブリッド駆動装置１０によれば、減速機構を介さずに副駆動モータ２０によって車輪（前輪２ｂ）が直接駆動される（図４、図９）ので、極めて重量が大きくなる減速機構を省略することができると共に、減速機構の回転抵抗による出力損失を回避することができる。 Further, according to the hybrid drive device 10 of the present embodiment, the wheels (front wheels 2b) are directly driven by the auxiliary drive motor 20 without passing through the speed reduction mechanism (FIGS. 4 and 9), so that the speed is extremely heavy. The mechanism can be omitted and output loss due to the rotational resistance of the speed reduction mechanism can be avoided.
　さらに、本実施形態のハイブリッド駆動装置１０によれば、低回転領域において大きなトルクを要求されることがない副駆動モータ２０に（図１０のステップＳ８）、インホイールモータとして誘導電動機を採用することにより（図４、図９）、必要な回転領域で十分なトルクを発生することができる電動機を軽量に構成することができる。 Furthermore, according to the hybrid drive device 10 of the present embodiment, the induction motor is employed as the in-wheel motor for the auxiliary drive motor 20 that does not require a large torque in the low rotation range (step S8 in FIG. 10). (FIG. 4, FIG. 9), the electric motor which can generate | occur | produce sufficient torque in a required rotation area | region can be comprised lightweight.
　また、本実施形態のハイブリッド駆動装置１０によれば、低回転領域において大きなトルクを要求される（図１０のステップＳ４）主駆動モータ１６に、永久磁石電動機を採用することにより、必要な回転領域で十分なトルクを発生することができる電動機を軽量に構成することができる。 Further, according to the hybrid drive device 10 of the present embodiment, a required rotation region can be obtained by employing a permanent magnet motor for the main drive motor 16 that requires a large torque in the low rotation region (step S4 in FIG. 10). Thus, an electric motor capable of generating a sufficient torque can be configured to be lightweight.
　次に、図１３及び図１４を参照して、本発明の第２実施形態によるハイブリッド駆動装置である車両駆動装置を説明する。
　本実施形態による車両駆動装置は、制御装置２４によって実行される制御が上述した第１実施形態とは異なる。従って、図１乃至図９を参照して説明した車両駆動装置の構成は第１実施形態と同一であるため説明を省略し、ここでは本発明の第２実施形態の、第１実施形態とは異なる点のみを説明する。 Next, a vehicle drive device that is a hybrid drive device according to a second embodiment of the present invention will be described with reference to FIGS. 13 and 14.
The vehicle drive device according to the present embodiment differs from the first embodiment described above in the control executed by the control device 24. Therefore, since the configuration of the vehicle drive device described with reference to FIGS. 1 to 9 is the same as that of the first embodiment, the description thereof will be omitted. Here, the second embodiment of the present invention is different from the first embodiment. Only the differences will be described.
　図１３は、本発明の第２実施形態の車両駆動装置に備えられている制御装置による制御のフローチャートであり、図１４は、電動機走行モードにおける動作の一例を示すグラフである。なお、図１３に示すフローチャートは、車両１のモード選択スイッチ４０が電動機走行モードに設定されている場合に実行される処理（図１０に示すフローチャートのステップＳ２以下の処理に対応）を示している。本実施形態の車両制御装置のエンジン走行モードにおいて実行される処理は、第１実施形態と同様である。また、図１３に示すフローチャートは、車両１の作動中、所定の時間間隔で繰り返し実行される。 FIG. 13 is a flowchart of the control by the control device provided in the vehicle drive device of the second embodiment of the present invention, and FIG. 14 is a graph showing an example of the operation in the electric motor travel mode. In addition, the flowchart shown in FIG. 13 shows the process (corresponding to the process after step S2 of the flowchart shown in FIG. 10) executed when the mode selection switch 40 of the vehicle 1 is set to the electric motor travel mode. . Processing executed in the engine travel mode of the vehicle control device of the present embodiment is the same as that of the first embodiment. Further, the flowchart shown in FIG. 13 is repeatedly executed at predetermined time intervals while the vehicle 1 is operating.
　図１４に示すグラフは、上段から順に、車両１の速度、運転者の運転操作に基づいて設定される車両１の目標加速度、エンジン１２が発生するトルク、主駆動モータ１６が発生するトルク、及び副駆動モータ２０が発生するトルクを示している。なお、図１４に示すグラフは電動機走行モードにおける作用を示しているため、エンジン１２が発生するトルクは常にゼロにされている。また、主駆動モータ１６のトルク、及び副駆動モータ２０のトルクを示すグラフにおいて、正の値は各モータがトルクを発生している状態を意味し、負の値は各モータが車両１の運動エネルギーを回生している状態を意味する。 The graph shown in FIG. 14 is, in order from the top, the speed of the vehicle 1, the target acceleration of the vehicle 1 set based on the driving operation of the driver, the torque generated by the engine 12, the torque generated by the main drive motor 16, and The torque generated by the sub drive motor 20 is shown. Since the graph shown in FIG. 14 shows the operation in the electric motor travel mode, the torque generated by the engine 12 is always zero. In the graph showing the torque of the main drive motor 16 and the torque of the sub drive motor 20, a positive value means that each motor is generating torque, and a negative value means that each motor is in motion of the vehicle 1. It means a state of regenerating energy.
　まず、図１３のステップＳ２０１においては、各種センサによる検出信号が読み込まれる。具体的には、車速センサ４２、アクセル開度センサ４４、ブレーキセンサ４６等の検出信号が制御装置２４に読み込まれる。 First, in step S201 in FIG. 13, detection signals from various sensors are read. Specifically, detection signals from the vehicle speed sensor 42, the accelerator opening sensor 44, the brake sensor 46, and the like are read into the control device 24.
　次に、ステップＳ２０２においては、ステップＳ２０１において読み込まれた各センサの検出信号に基づいて、目標加速度が設定される。目標加速度は、主としてアクセル開度センサ４４（図５）によって検出されたアクセルペダル（図示せず）の踏込量に基づいて設定される。一方、運転者が車両１を減速することを意図してブレーキペダル（図示せず）を踏み込んでいる場合には、目標加速度は負の値に設定され、目標減速度が設定される。目標減速度（負の目標加速度）は、主としてブレーキセンサ４６（図５）によって検出されたブレーキペダルの踏込量に基づいて設定される。 Next, in step S202, a target acceleration is set based on the detection signal of each sensor read in step S201. The target acceleration is set mainly based on the depression amount of an accelerator pedal (not shown) detected by the accelerator opening sensor 44 (FIG. 5). On the other hand, when the driver depresses a brake pedal (not shown) with the intention of decelerating the vehicle 1, the target acceleration is set to a negative value and the target deceleration is set. The target deceleration (negative target acceleration) is set mainly based on the brake pedal depression amount detected by the brake sensor 46 (FIG. 5).
　次に、ステップＳ２０３においては、車速センサ４２によって検出された車両１の速度が所定の第１車速以上であるか否かが判断され、所定の第１車速以上である場合にはステップＳ２０４に進み、第１車速未満である場合にはステップＳ２１０に進む。図１４の時刻ｔ201においては、運転者が車両１を発進させており、車速が低いためフローチャートにおける処理はステップＳ２１０に移行する。なお、本実施形態においては、所定の第１車速は、時速約１００ｋｍ／ｈに設定されているが、採用されている主駆動モータ１６、副駆動モータ２０の特性に応じて、本実施形態よりも低い車速に、例えば、時速約５０ｋｍ／ｈ程度に第１車速を設定することもできる。 Next, in step S203, it is determined whether or not the speed of the vehicle 1 detected by the vehicle speed sensor 42 is equal to or higher than a predetermined first vehicle speed. If it is less than the first vehicle speed, the process proceeds to step S210. At time t 201 in FIG. 14, the driver has to start the vehicle 1, processing in the flowchart for the vehicle speed is low, the process proceeds to step S210. In the present embodiment, the predetermined first vehicle speed is set to about 100 km / h. However, according to the characteristics of the main drive motor 16 and the sub drive motor 20 that are employed, The first vehicle speed can also be set to a low vehicle speed, for example, about 50 km / h.
　さらに、ステップＳ２１０においては、車両１の目標加速度が負の値であるか否か（目標減速度であるか否か）が判断され、目標加速度がゼロよりも小さい場合にはステップＳ２１１に進み、目標加速度が正又はゼロである場合にはステップＳ２１２に進む。図１４の時刻ｔ201においては、運転者が車両１を発進させ、加速している（正の目標加速度が設定されている）のでフローチャートにおける処理はステップＳ２１２に移行する。ステップＳ２１２においては、目標加速度が正の値であるか否か（目標加速度であるか否か）が判断され、目標加速度が正である場合にはステップＳ２１３に進み、目標加速度がゼロである場合にはステップＳ２１４に進む。 Further, in step S210, it is determined whether or not the target acceleration of the vehicle 1 is a negative value (whether or not it is a target deceleration). If the target acceleration is smaller than zero, the process proceeds to step S211. If the target acceleration is positive or zero, the process proceeds to step S212. At time t 201 in FIG. 14, the driver is starting the vehicle 1, processing in the flow chart since the acceleration (positive target acceleration is set), the process proceeds to step S212. In step S212, it is determined whether or not the target acceleration is a positive value (whether or not the target acceleration is positive). If the target acceleration is positive, the process proceeds to step S213, and the target acceleration is zero. Then, the process proceeds to step S214.
　時刻ｔ201においては正の目標加速度が設定されているため、処理はステップＳ２１３に進み、ステップＳ２１３においては主駆動モータ１６の駆動力により目標加速度が得られるように、主駆動モータ１６に対する制御パラメータが設定される。一方、ステップＳ２１３において、副駆動モータ２０に対する制御パラメータは停止に設定（駆動力を発生せず、運動エネルギーの回生も実行しない）される。次に、ステップＳ２０６に進み、ステップＳ２１３において設定された制御パラメータが、制御装置２４から主駆動モータ１６及び副駆動モータ２０に送信され、図１３のフローチャートによる１回の処理が終了する。ステップＳ２０６において、制御パラメータが送信されることにより、主駆動モータ１６がトルクを発生し、車速が上昇して目標加速度が実現される（図１４の時刻ｔ201～ｔ202）。 Since the positive target acceleration is set at time t 201 , the process proceeds to step S 213, and the control parameter for the main drive motor 16 is obtained so that the target acceleration is obtained by the driving force of the main drive motor 16 in step S 213. Is set. On the other hand, in step S213, the control parameter for the sub drive motor 20 is set to stop (no driving force is generated and kinetic energy is not regenerated). Next, the process proceeds to step S206, and the control parameters set in step S213 are transmitted from the control device 24 to the main drive motor 16 and the sub drive motor 20, and one process according to the flowchart of FIG. 13 is completed. In step S206, by the control parameters are transmitted, the main drive motor 16 generates a torque, the target acceleration is achieved vehicle speed rises (time t 201 ~ t 202 in FIG. 14).
　図１４に示す例では、時刻ｔ201～ｔ202の間、車両１が加速されている。この間、図１３のフローチャートにおいては、ステップＳ２０１→Ｓ２０２→Ｓ２０３→Ｓ２１０→Ｓ２１２→Ｓ２１３→Ｓ２０６の処理が繰り返し実行される。 In the example shown in FIG. 14, the vehicle 1 is accelerated between times t 201 and t 202 . In the meantime, in the flowchart of FIG. 13, the processes of steps S201 → S202 → S203 → S210 → S212 → S213 → S206 are repeatedly executed.
　次いで、図１４の時刻ｔ202において、運転者がアクセルペダルを踏み戻すと、図１３のステップＳ２０２において設定される目標加速度がゼロ（定速走行）にされる。これにより、図１３のフローチャートにおける処理は、ステップＳ２１２→Ｓ２１４に移行するようになる。ステップＳ２１４においては、主駆動モータ１６の駆動力により定速走行が維持されるように、主駆動モータ１６に対する制御パラメータが設定される。即ち、主駆動モータ１６が、車両１の走行抵抗に相当する駆動力を発生し、一定の速度が維持されるように制御パラメータが設定される。このため、主駆動モータ１６が発生する駆動力は、車両１の加速中よりも低下する。一方、ステップＳ２１４において、副駆動モータ２０に対する制御パラメータは停止に設定される。次に、ステップＳ２０６に進み、ステップＳ２１４において設定された制御パラメータが各モータに送信され、図１３のフローチャートによる１回の処理が終了する。 Then, at time t 202 of Fig. 14, when the driver returns down the accelerator pedal, the target acceleration set in step S202 of FIG. 13 is zero (constant speed travel). As a result, the processing in the flowchart of FIG. 13 proceeds from step S212 to step S214. In step S214, control parameters for the main drive motor 16 are set so that constant speed running is maintained by the driving force of the main drive motor 16. That is, the control parameter is set so that the main drive motor 16 generates a driving force corresponding to the running resistance of the vehicle 1 and a constant speed is maintained. For this reason, the driving force generated by the main drive motor 16 is lower than during acceleration of the vehicle 1. On the other hand, in step S214, the control parameter for the sub drive motor 20 is set to stop. Next, the process proceeds to step S206, and the control parameter set in step S214 is transmitted to each motor, and one process according to the flowchart of FIG. 13 ends.
　図１４に示す例では、時刻ｔ202～ｔ203の間、車両１が定速走行されている。この間、図１３のフローチャートにおいては、ステップＳ２０１→Ｓ２０２→Ｓ２０３→Ｓ２１０→Ｓ２１２→Ｓ２１４→Ｓ２０６の処理が繰り返し実行される。 In the example shown in FIG. 14, the vehicle 1 is traveling at a constant speed between times t 202 and t 203 . In the meantime, in the flowchart of FIG. 13, the processes of steps S201 → S202 → S203 → S210 → S212 → S214 → S206 are repeatedly executed.
　次いで、図１４の時刻ｔ203において、運転者が再びアクセルペダルを踏み込むと、図１３のステップＳ２０２において設定される目標加速度が正の値にされる。これにより、図１３のフローチャートにおける処理は、ステップＳ２１２→Ｓ２１３に移行するようになる。上記のように、ステップＳ２１３においては、設定された目標加速度が実現されるように主駆動モータ１６に対する制御パラメータが設定され、副駆動モータ２０に対する制御パラメータは停止に設定される。次に、ステップＳ２０６に進み、ステップＳ２１３において設定された制御パラメータが各モータに送信され、図１３のフローチャートによる１回の処理が終了する。 Next, when the driver depresses the accelerator pedal again at time t203 in FIG. 14, the target acceleration set in step S202 in FIG. 13 is set to a positive value. As a result, the processing in the flowchart of FIG. 13 proceeds from step S212 to step S213. As described above, in step S213, the control parameter for the main drive motor 16 is set so that the set target acceleration is realized, and the control parameter for the sub drive motor 20 is set to stop. Next, it progresses to step S206, the control parameter set in step S213 is transmitted to each motor, and one process by the flowchart of FIG. 13 is complete | finished.
　図１４に示す例では、時刻ｔ203～ｔ204の間、車両１は加速度一定で走行され、速度が上昇する。この間、図１３のフローチャートにおいては、ステップＳ２０１→Ｓ２０２→Ｓ２０３→Ｓ２１０→Ｓ２１２→Ｓ２１３→Ｓ２０６の処理が繰り返し実行される。 In the example shown in FIG. 14, between times t 203 and t 204 , the vehicle 1 travels at a constant acceleration and the speed increases. In the meantime, in the flowchart of FIG. 13, the processes of steps S201 → S202 → S203 → S210 → S212 → S213 → S206 are repeatedly executed.
　次に、時刻ｔ204において、車両１の速度が所定の第１車速（本実施形態においては１００［ｋｍ／ｈ］）に到達すると、図１３のフローチャートにおける処理は、ステップＳ２０３→Ｓ２０４に移行するようになる。
　ステップＳ２０４においては、車両１の目標加速度が負の値であるか否か（目標減速度であるか否か）が判断され、目標加速度がゼロよりも小さい場合にはステップＳ２０５に進み、目標加速度が正又はゼロである場合にはステップＳ２０７に進む。図１４の時刻ｔ204においては、運転者が車両１を加速している（正の目標加速度が設定されている）のでフローチャートにおける処理はステップＳ２０７に移行する。ステップＳ２０７においては、目標加速度が正の値であるか否か（目標加速度であるか否か）が判断され、目標加速度が正である場合にはステップＳ２０８に進み、目標加速度がゼロである場合にはステップＳ２０９に進む。 Then, at time t 204, the speed of the vehicle 1 reaches the predetermined first vehicle speed (100 [km / h] in this embodiment), the processing in the flowchart of FIG. 13 proceeds to step S203 → S204 It becomes like this.
In step S204, it is determined whether or not the target acceleration of the vehicle 1 is a negative value (whether or not it is a target deceleration). If the target acceleration is smaller than zero, the process proceeds to step S205 and the target acceleration is reached. If is positive or zero, the process proceeds to step S207. At time t204 in FIG. 14, since the driver is accelerating the vehicle 1 (a positive target acceleration is set), the process in the flowchart proceeds to step S207. In step S207, it is determined whether or not the target acceleration is a positive value (whether or not the target acceleration is positive). If the target acceleration is positive, the process proceeds to step S208, and the target acceleration is zero. The process proceeds to step S209.
　時刻ｔ204においては正の目標加速度が設定されているため、処理はステップＳ２０８に進み、ステップＳ２０８においては主駆動モータ１６及び副駆動モータ２０の駆動力により目標加速度が得られるように、主駆動モータ１６及び副駆動モータ２０に対する制御パラメータが設定される。このように、車両１の速度が第１車速以上の状態において車両１が加速されると、主駆動モータ１６に加えて、副駆動モータ２０も駆動力を発生するようになる。即ち、主駆動モータ１６及び副駆動モータ２０が発生する駆動力により、ステップＳ２０２において設定された目標加速度が実現される。このように、副駆動モータ２０は、車両１の速度が第１車速以上の状態で車両１を加速させる際に、主駆動モータ１６による駆動力を補助するために利用される。 Since the positive target acceleration is set at time t 204, the process proceeds to step S208, so that the target acceleration is obtained by the driving force of the main drive motor 16 and the auxiliary drive motor 20 in step S208, the main drive Control parameters for the motor 16 and the auxiliary drive motor 20 are set. As described above, when the vehicle 1 is accelerated in a state where the speed of the vehicle 1 is equal to or higher than the first vehicle speed, the auxiliary drive motor 20 also generates a driving force in addition to the main drive motor 16. That is, the target acceleration set in step S202 is realized by the driving force generated by the main drive motor 16 and the sub drive motor 20. Thus, the auxiliary drive motor 20 is used to assist the driving force of the main drive motor 16 when the vehicle 1 is accelerated in a state where the speed of the vehicle 1 is equal to or higher than the first vehicle speed.
　次に、ステップＳ２０６に進み、ステップＳ２０８において設定された制御パラメータが、主駆動モータ１６及び副駆動モータ２０に送信され、図１３のフローチャートによる１回の処理が終了する。ステップＳ２０６において制御パラメータが送信されることにより、主駆動モータ１６及び副駆動モータ２０がトルクを発生し、車速が上昇して目標加速度が実現される（図１４の時刻ｔ204～ｔ205）。なお、図１４においては、一定の目標加速度に対して各モータが一定のトルクを出力するように描かれているが、これらモータトルクのグラフは模式的に描かれたものである。即ち、車両１に作用する走行抵抗、空気抵抗等は、車速等のファクターによっても変化するため、一定の目標加速度を維持するために実際に必要とされるトルクは一定値にはならない。 Next, the process proceeds to step S206, and the control parameters set in step S208 are transmitted to the main drive motor 16 and the sub drive motor 20, and one process according to the flowchart of FIG. 13 is completed. By controlling parameters are transmitted in step S206, the main drive motor 16 and the auxiliary drive motor 20 generates a torque, the target acceleration is achieved by the vehicle speed rises (time t 204 ~ t 205 in FIG. 14). In FIG. 14, each motor is drawn so as to output a constant torque with respect to a constant target acceleration. The graph of these motor torques is drawn schematically. That is, the running resistance, air resistance, and the like acting on the vehicle 1 also change depending on factors such as the vehicle speed, so that the torque actually required to maintain a constant target acceleration is not a constant value.
　図１４に示す例では、時刻ｔ204～ｔ205の間、車両１は加速度一定で走行され、速度が上昇する。この間、図１３のフローチャートにおいては、ステップＳ２０１→Ｓ２０２→Ｓ２０３→Ｓ２０４→Ｓ２０７→Ｓ２０８→Ｓ２０６の処理が繰り返し実行される。 In the example shown in FIG. 14, the vehicle 1 travels at a constant acceleration and increases in speed from time t 204 to t 205 . In the meantime, in the flowchart of FIG. 13, the processes of steps S201 → S202 → S203 → S204 → S207 → S208 → S206 are repeatedly executed.
　次いで、図１４の時刻ｔ205において、運転者がアクセルペダルを踏み戻すと、図１３のステップＳ２０２において設定される目標加速度がゼロ（定速走行）にされる。これにより、図１３のフローチャートにおける処理は、ステップＳ２０７→Ｓ２０９に移行するようになり、ステップＳ２０１→Ｓ２０２→Ｓ２０３→Ｓ２０４→Ｓ２０７→Ｓ２０９→Ｓ２０６の処理が繰り返し実行される。ステップＳ２０９においては、主駆動モータ１６及び副駆動モータ２０の駆動力により定速走行が維持されるように、主駆動モータ１６及び副駆動モータ２０に対する制御パラメータが設定される。次に、ステップＳ２０６に進み、ステップＳ２０９において設定された制御パラメータが各モータに送信され、図１３のフローチャートによる１回の処理が終了する。なお、副駆動モータ２０による駆動力のみで定速走行を維持させるように、本発明を構成することもできる。 Next, at time t205 in FIG. 14, when the driver depresses the accelerator pedal, the target acceleration set in step S202 in FIG. 13 is set to zero (constant speed running). As a result, the processing in the flowchart of FIG. 13 proceeds from step S207 to S209, and the processing of steps S201, S202, S203, S204, S207, S209, and S206 is repeatedly executed. In step S209, control parameters for the main drive motor 16 and the sub drive motor 20 are set so that constant speed running is maintained by the driving force of the main drive motor 16 and the sub drive motor 20. Next, the process proceeds to step S206, where the control parameters set in step S209 are transmitted to each motor, and one process according to the flowchart of FIG. 13 is completed. It should be noted that the present invention can also be configured to maintain constant speed running only with the driving force of the sub drive motor 20.
　次に、図１４の時刻ｔ206において、運転者が車両１のブレーキペダル（図示せず）を操作すると、図１３のフローチャートのステップＳ２０２において設定される目標加速度が負の値（目標減速度）に設定される。これにより、フローチャートにおける処理は、ステップＳ２０４→Ｓ２０５に移行するようになり、ステップＳ２０１→Ｓ２０２→Ｓ２０３→Ｓ２０４→Ｓ２０５→Ｓ２０６の処理が繰り返し実行される。ステップＳ２０５においては、主駆動モータ１６及び副駆動モータ２０が車両１の運動エネルギーを回生するように、これらのモータに対する制御パラメータが設定される。さらに、ステップＳ２０６において、設定された制御パラメータが主駆動モータ１６及び副駆動モータ２０に送信されると、これらのモータにおいて運動エネルギーが回生される。 Next, when the driver operates a brake pedal (not shown) of the vehicle 1 at time t206 in FIG. 14, the target acceleration set in step S202 of the flowchart in FIG. 13 is a negative value (target deceleration). Set to As a result, the processing in the flowchart shifts from step S204 to S205, and the processing of steps S201, S202, S203, S204, S205, and S206 is repeatedly executed. In step S205, control parameters for these motors are set so that the main drive motor 16 and the sub drive motor 20 regenerate the kinetic energy of the vehicle 1. Furthermore, when the set control parameters are transmitted to the main drive motor 16 and the sub drive motor 20 in step S206, kinetic energy is regenerated in these motors.
　運転者のブレーキペダル（図示せず）の操作により車速が低下し、図１４の時刻ｔ207において、車両１の速度が所定の第１車速（本実施形態においては１００［ｋｍ／ｈ］）未満に低下すると、フローチャートにおける処理は、ステップＳ２０３→Ｓ２１０→Ｓ２１１に移行するようになり、ステップＳ２０１→Ｓ２０２→Ｓ２０３→Ｓ２１０→Ｓ２１１→Ｓ２０６の処理が繰り返し実行される。ステップＳ２１１においては、主駆動モータ１６は停止され（駆動力の発生も、運動エネルギーの回生も行わない）、副駆動モータ２０は車両１の運動エネルギーを回生するように、これらのモータに対する制御パラメータが設定される。さらに、ステップＳ２０６において、設定された制御パラメータが主駆動モータ１６及び副駆動モータ２０に送信されると、副駆動モータ２０において運動エネルギーが回生される。これにより車速が低下し、図１４の時刻ｔ208において、車両１が停止する。 The vehicle speed decreases due to the driver's operation of a brake pedal (not shown), and at time t 207 in FIG. 14, the speed of the vehicle 1 is less than a predetermined first vehicle speed (100 km / h in this embodiment). If it decreases, the process in the flowchart shifts from step S203 to S210 to S211, and the process of steps S201, S202, S203, S210, S211 and S206 is repeatedly executed. In step S211, the main drive motor 16 is stopped (no driving force is generated and no kinetic energy is regenerated), and the sub drive motor 20 is configured to control parameters for these motors so that the kinetic energy of the vehicle 1 is regenerated. Is set. Furthermore, when the set control parameter is transmitted to the main drive motor 16 and the sub drive motor 20 in step S206, the kinetic energy is regenerated in the sub drive motor 20. As a result, the vehicle speed decreases, and the vehicle 1 stops at time t208 in FIG.
　次に、図１５及び図１６を参照して、本発明の第３実施形態によるハイブリッド駆動装置である車両駆動装置を説明する。
　本実施形態による車両駆動装置は、制御装置２４によって実行される制御が上述した第１実施形態とは異なる。従って、図１乃至図９を参照して説明した車両駆動装置の構成は第１実施形態と同一であるため説明を省略し、ここでは本発明の第３実施形態の、第１実施形態とは異なる点のみを説明する。 Next, with reference to FIG.15 and FIG.16, the vehicle drive device which is a hybrid drive device by 3rd Embodiment of this invention is demonstrated.
The vehicle drive device according to the present embodiment differs from the first embodiment described above in the control executed by the control device 24. Accordingly, the configuration of the vehicle drive device described with reference to FIGS. 1 to 9 is the same as that of the first embodiment, and thus the description thereof will be omitted. Here, the third embodiment of the present invention is different from the first embodiment. Only the differences will be described.
　図１５は、本発明の第３実施形態の車両駆動装置に備えられている制御装置による制御のフローチャートであり、図１６は、電動機走行モードにおける動作の一例を示すグラフである。なお、図１５に示すフローチャートは、車両１のモード選択スイッチ４０が電動機走行モードに設定されている場合に実行される処理（図１０に示すフローチャートのステップＳ２以下の処理に対応）を示している。本実施形態の車両制御装置のエンジン走行モードにおいて実行される処理は、第１実施形態と同様である。また、図１５に示すフローチャートは、車両１の作動中、所定の時間間隔で繰り返し実行される。 FIG. 15 is a flowchart of control by the control device provided in the vehicle drive device of the third embodiment of the present invention, and FIG. 16 is a graph showing an example of the operation in the electric motor travel mode. In addition, the flowchart shown in FIG. 15 shows the process (corresponding to the process after step S2 of the flowchart shown in FIG. 10) executed when the mode selection switch 40 of the vehicle 1 is set to the electric motor travel mode. . Processing executed in the engine travel mode of the vehicle control device of the present embodiment is the same as that of the first embodiment. Further, the flowchart shown in FIG. 15 is repeatedly executed at predetermined time intervals while the vehicle 1 is operating.
　図１６に示すグラフは、上段から順に、車両１の速度、運転者の運転操作に基づいて設定される車両１の目標加速度、エンジン１２が発生するトルク、主駆動モータ１６が発生するトルク、及び副駆動モータ２０が発生するトルクを示している。なお、図１６に示すグラフは電動機走行モードにおける作用を示しているため、エンジン１２が発生するトルクは常にゼロにされている。また、主駆動モータ１６のトルク、及び副駆動モータ２０のトルクを示すグラフにおいて、正の値は各モータがトルクを発生している状態を意味し、負の値は各モータが車両１の運動エネルギーを回生している状態を意味する。 The graph shown in FIG. 16 includes, in order from the top, the speed of the vehicle 1, the target acceleration of the vehicle 1 set based on the driving operation of the driver, the torque generated by the engine 12, the torque generated by the main drive motor 16, and The torque generated by the sub drive motor 20 is shown. Since the graph shown in FIG. 16 shows the operation in the electric motor travel mode, the torque generated by the engine 12 is always zero. In the graph showing the torque of the main drive motor 16 and the torque of the sub drive motor 20, a positive value means that each motor is generating torque, and a negative value means that each motor is in motion of the vehicle 1. It means a state of regenerating energy.
　まず、図１５のステップＳ３０１においては、各種センサによる検出信号が読み込まれる。具体的には、車速センサ４２、アクセル開度センサ４４、ブレーキセンサ４６等の検出信号が制御装置２４に読み込まれる。 First, in step S301 in FIG. 15, detection signals from various sensors are read. Specifically, detection signals from the vehicle speed sensor 42, the accelerator opening sensor 44, the brake sensor 46, and the like are read into the control device 24.
　次に、ステップＳ３０２においては、ステップＳ３０１において読み込まれた各センサの検出信号に基づいて、目標加速度が設定される。目標加速度は、主としてアクセル開度センサ４４（図５）によって検出されたアクセルペダル（図示せず）の踏込量に基づいて設定される。一方、運転者が車両１を減速することを意図してブレーキペダル（図示せず）を踏み込んでいる場合には、目標加速度は負の値に設定され、目標減速度が設定される。目標減速度（負の目標加速度）は、主としてブレーキセンサ４６（図５）によって検出されたブレーキペダルの踏込量に基づいて設定される。 Next, in step S302, a target acceleration is set based on the detection signal of each sensor read in step S301. The target acceleration is set mainly based on the depression amount of an accelerator pedal (not shown) detected by the accelerator opening sensor 44 (FIG. 5). On the other hand, when the driver depresses a brake pedal (not shown) with the intention of decelerating the vehicle 1, the target acceleration is set to a negative value and the target deceleration is set. The target deceleration (negative target acceleration) is set mainly based on the brake pedal depression amount detected by the brake sensor 46 (FIG. 5).
　次に、ステップＳ３０３においては、車速センサ４２によって検出された車両１の速度が所定の第１車速以上であるか否かが判断され、所定の第１車速以上である場合にはステップＳ３０４に進み、第１車速未満である場合にはステップＳ３１２に進む。図１６の時刻ｔ301においては、運転者が車両１を発進させており、車速が低いためフローチャートにおける処理はステップＳ３１２に移行する。なお、本実施形態においても、所定の第１車速は、時速約１００ｋｍ／ｈに設定されている。 Next, in step S303, it is determined whether or not the speed of the vehicle 1 detected by the vehicle speed sensor 42 is equal to or higher than a predetermined first vehicle speed. If the speed is equal to or higher than the predetermined first vehicle speed, the process proceeds to step S304. If it is less than the first vehicle speed, the process proceeds to step S312. At time t301 in FIG. 16, the driver has started the vehicle 1 and the vehicle speed is low, so the processing in the flowchart proceeds to step S312. Also in this embodiment, the predetermined first vehicle speed is set to about 100 km / h.
　さらに、ステップＳ３１２においては、車両１の目標加速度が負の値であるか否か（目標減速度であるか否か）が判断され、目標加速度がゼロよりも小さい場合にはステップＳ３１３に進み、目標加速度が正又はゼロである場合にはステップＳ３１４に進む。図１６の時刻ｔ301においては、運転者が車両１を発進させ、加速している（正の目標加速度が設定されている）のでフローチャートにおける処理はステップＳ３１４に移行する。ステップＳ３１４においては、目標加速度が正の値であるか否か（目標加速度であるか否か）が判断され、目標加速度が正である場合にはステップＳ３１５に進み、目標加速度がゼロである場合にはステップＳ３１１に進む。 Further, in step S312, it is determined whether or not the target acceleration of the vehicle 1 is a negative value (whether or not it is a target deceleration). If the target acceleration is smaller than zero, the process proceeds to step S313. If the target acceleration is positive or zero, the process proceeds to step S314. At time t301 in FIG. 16, the driver starts the vehicle 1 and is accelerating (positive target acceleration is set), so the processing in the flowchart proceeds to step S314. In step S314, it is determined whether or not the target acceleration is a positive value (whether or not the target acceleration is positive). If the target acceleration is positive, the process proceeds to step S315, and the target acceleration is zero. Then, the process proceeds to step S311.
　時刻ｔ301においては正の目標加速度が設定されているため、処理はステップＳ３１５に進み、ステップＳ３１５においては主駆動モータ１６の駆動力により目標加速度が得られるように、主駆動モータ１６に対する制御パラメータが設定される。一方、ステップＳ３１５において、副駆動モータ２０に対する制御パラメータは停止に設定（駆動力を発生せず、運動エネルギーの回生も実行しない）される。次に、ステップＳ３０６に進み、ステップＳ３１５において設定された制御パラメータが、制御装置２４から主駆動モータ１６及び副駆動モータ２０に送信され、図１３のフローチャートによる１回の処理が終了する。ステップＳ３０６において、制御パラメータが送信されることにより、主駆動モータ１６がトルクを発生し、車速が上昇して目標加速度が実現される（図１４の時刻ｔ301～ｔ302）。 Since the positive target acceleration is set at time t 301, the process proceeds to step S315, so that the target acceleration is obtained by the driving force of the main drive motor 16 in step S315, the control parameters for the main drive motor 16 Is set. On the other hand, in step S315, the control parameter for the sub drive motor 20 is set to stop (no driving force is generated and kinetic energy is not regenerated). Next, the process proceeds to step S306, and the control parameter set in step S315 is transmitted from the control device 24 to the main drive motor 16 and the sub drive motor 20, and one process according to the flowchart of FIG. 13 is completed. In step S306, when the control parameter is transmitted, the main drive motor 16 generates torque, the vehicle speed increases, and the target acceleration is realized (time t 301 to t 302 in FIG. 14).
　図１６に示す例では、時刻ｔ301～ｔ302の間、車両１が加速されている。この間、図１５のフローチャートにおいては、ステップＳ３０１→Ｓ３０２→Ｓ３０３→Ｓ３１２→Ｓ３１４→Ｓ３１５→Ｓ３０６の処理が繰り返し実行される。 In the example shown in FIG. 16, the vehicle 1 is accelerated between times t 301 and t 302 . In the meantime, in the flowchart of FIG. 15, the processes of steps S301 → S302 → S303 → S312 → S314 → S315 → S306 are repeatedly executed.
　次いで、図１６の時刻ｔ302において、運転者がアクセルペダルを踏み戻すと、図１５のステップＳ３０２において設定される目標加速度がゼロ（定速走行）にされる。これにより、図１５のフローチャートにおける処理は、ステップＳ３１４→Ｓ３１１に移行するようになる。ステップＳ３１１においては、主駆動モータ１６の駆動力により定速走行が維持されるように、主駆動モータ１６に対する制御パラメータが設定される。即ち、主駆動モータ１６が、車両１の走行抵抗に相当する駆動力を発生し、一定の速度が維持されるように制御パラメータが設定される。このため、主駆動モータ１６が発生する駆動力は、車両１の加速中よりも低下する。一方、ステップＳ３１１において、副駆動モータ２０に対する制御パラメータは停止に設定される。次に、ステップＳ３０６に進み、ステップＳ３１１において設定された制御パラメータが各モータに送信され、図１５のフローチャートによる１回の処理が終了する。 Next, when the driver depresses the accelerator pedal at time t302 in FIG. 16, the target acceleration set in step S302 in FIG. 15 is set to zero (constant speed running). As a result, the processing in the flowchart of FIG. 15 proceeds from step S314 to step S311. In step S <b> 311, control parameters for the main drive motor 16 are set so that constant speed running is maintained by the driving force of the main drive motor 16. That is, the control parameter is set so that the main drive motor 16 generates a driving force corresponding to the running resistance of the vehicle 1 and a constant speed is maintained. For this reason, the driving force generated by the main drive motor 16 is lower than during acceleration of the vehicle 1. On the other hand, in step S311, the control parameter for the sub drive motor 20 is set to stop. Next, it progresses to step S306, the control parameter set in step S311 is transmitted to each motor, and one process by the flowchart of FIG. 15 is complete | finished.
　図１６に示す例では、時刻ｔ302～ｔ303の間、車両１が定速走行されている。この間、図１５のフローチャートにおいては、ステップＳ３０１→Ｓ３０２→Ｓ３０３→Ｓ３１２→Ｓ３１４→Ｓ３１１→Ｓ３０６の処理が繰り返し実行される。 In the example shown in FIG. 16, the vehicle 1 is traveling at a constant speed between times t 302 and t 303 . In the meantime, in the flowchart of FIG. 15, the processes of steps S301 → S302 → S303 → S312 → S314 → S311 → S306 are repeatedly executed.
　次いで、図１６の時刻ｔ303において、運転者が再びアクセルペダルを踏み込むと、図１５のステップＳ３０２において設定される目標加速度が正の値にされる。これにより、図１５のフローチャートにおける処理は、ステップＳ３１４→Ｓ３１５に移行するようになる。上記のように、ステップＳ３１５においては、設定された目標加速度が実現されるように主駆動モータ１６に対する制御パラメータが設定され、副駆動モータ２０に対する制御パラメータは停止に設定される。次に、ステップＳ３０６に進み、ステップＳ３１５において設定された制御パラメータが各モータに送信され、図１５のフローチャートによる１回の処理が終了する。 Next, when the driver depresses the accelerator pedal again at time t303 in FIG. 16, the target acceleration set in step S302 in FIG. 15 is set to a positive value. As a result, the processing in the flowchart of FIG. 15 proceeds from step S314 to step S315. As described above, in step S315, the control parameter for the main drive motor 16 is set so that the set target acceleration is realized, and the control parameter for the sub drive motor 20 is set to stop. Next, it progresses to step S306, the control parameter set in step S315 is transmitted to each motor, and one process by the flowchart of FIG. 15 is complete | finished.
　図１６に示す例では、時刻ｔ303～ｔ304の間、車両１は加速度一定で走行され、速度が上昇する。この間、図１５のフローチャートにおいては、ステップＳ３０１→Ｓ３０２→Ｓ３０３→Ｓ３１２→Ｓ３１４→Ｓ３１５→Ｓ３０６の処理が繰り返し実行される。 In the example shown in FIG. 16, between times t 303 and t 304 , the vehicle 1 travels at a constant acceleration and the speed increases. In the meantime, in the flowchart of FIG. 15, the processes of steps S301 → S302 → S303 → S312 → S314 → S315 → S306 are repeatedly executed.
　次に、時刻ｔ304において、車両１の速度が所定の第１車速（本実施形態においては１００［ｋｍ／ｈ］）に到達すると、図１５のフローチャートにおける処理は、ステップＳ３０３→Ｓ３０４に移行するようになる。
　ステップＳ３０４においては、車両１の目標加速度が負の値であるか否か（目標減速度であるか否か）が判断され、目標加速度がゼロよりも小さい場合にはステップＳ３０５に進み、目標加速度が正又はゼロである場合にはステップＳ３０７に進む。図１６の時刻ｔ304においては、運転者が車両１を加速している（正の目標加速度が設定されている）のでフローチャートにおける処理はステップＳ３０７に移行する。ステップＳ３０７においては、目標加速度が正の値であるか否か（目標加速度であるか否か）が判断され、目標加速度が正である場合にはステップＳ３０８に進み、目標加速度がゼロである場合にはステップＳ３１１に進む。 Then, at time t 304, the speed of the vehicle 1 reaches the predetermined first vehicle speed (100 [km / h] in this embodiment), the processing in the flowchart of FIG. 15, the process proceeds to step S303 → S304 It becomes like this.
In step S304, it is determined whether or not the target acceleration of the vehicle 1 is a negative value (whether or not it is a target deceleration). If the target acceleration is smaller than zero, the process proceeds to step S305 and the target acceleration is reached. If is positive or zero, the process proceeds to step S307. At time t304 in FIG. 16, the driver is accelerating the vehicle 1 (a positive target acceleration is set), so the processing in the flowchart proceeds to step S307. In step S307, it is determined whether or not the target acceleration is a positive value (whether or not the target acceleration is positive). If the target acceleration is positive, the process proceeds to step S308, and the target acceleration is zero. Then, the process proceeds to step S311.
　時刻ｔ304においては正の目標加速度が設定されているため、処理はステップＳ３０８に進み、ステップＳ３０８においては、目標加速度が所定第１加速度以上であるか否かが判断される。図１６に示す例では、時刻ｔ304における加速度は所定の第１加速度未満であるため、ステップＳ３０９に処理が移行する。なお、本実施形態においては、所定の第１加速度は、約１．５ｍ／ｓｅｃ2に設定されているが、採用されている主駆動モータ１６、副駆動モータ２０の特性に応じて、異なる第１加速度を設定することもできる。例えば、所定の第１加速度は、約１．５～２．５ｍ／ｓｅｃ2の範囲内に設定することができる。ステップＳ３０９においては、設定されている目標加速度が実現されるように主駆動モータ１６に対する制御パラメータが設定され、副駆動モータ２０に対する制御パラメータは停止に設定される。 Since at time t 304 to the positive target acceleration is set, the process proceeds to step S308, in step S308, the target acceleration is equal to or a predetermined first acceleration or not is determined. In the example shown in FIG. 16, since the acceleration is less than a predetermined first acceleration at time t 304, the process proceeds to step S309. In the present embodiment, the predetermined first acceleration is set to about 1.5 m / sec 2. However, the predetermined first acceleration varies depending on the characteristics of the main drive motor 16 and the sub drive motor 20 that are employed. One acceleration can also be set. For example, the predetermined first acceleration can be set within a range of about 1.5 to 2.5 m / sec 2 . In step S309, the control parameter for the main drive motor 16 is set so that the set target acceleration is realized, and the control parameter for the sub drive motor 20 is set to stop.
　次に、ステップＳ３０６に進み、ステップＳ３０９において設定された制御パラメータが、主駆動モータ１６及び副駆動モータ２０に送信され、図１５のフローチャートによる１回の処理が終了する。ステップＳ３０６において制御パラメータが送信されることにより、主駆動モータ１６がトルクを発生し、目標加速度が実現される（図１６の時刻ｔ304～ｔ305）。図１６に示す例では、時刻ｔ304～ｔ305の間、車両１は加速度一定で走行され、速度が上昇する。この間、図１５のフローチャートにおいては、ステップＳ３０１→Ｓ３０２→Ｓ３０３→Ｓ３０４→Ｓ３０７→Ｓ３０８→Ｓ３０９→Ｓ３０６の処理が繰り返し実行される。 Next, the process proceeds to step S306, and the control parameters set in step S309 are transmitted to the main drive motor 16 and the sub drive motor 20, and one process according to the flowchart of FIG. 15 ends. By controlling parameters are transmitted in step S306, the main drive motor 16 generates a torque, the target acceleration is achieved (time t 304 ~ t 305 in FIG. 16). In the example shown in FIG. 16, between times t 304 and t 305 , the vehicle 1 travels at a constant acceleration, and the speed increases. In the meantime, in the flowchart of FIG. 15, the processes of steps S301 → S302 → S303 → S304 → S307 → S308 → S309 → S306 are repeatedly executed.
　次に、時刻ｔ305において、運転者がアクセルペダルを更に踏み込むことにより、ステップＳ３０２において設定される目標加速度が所定の第１加速度以上になると、図１５のフローチャートにおける処理は、ステップＳ３０８→Ｓ３１０に移行するようになる。ステップＳ３１０においては主駆動モータ１６及び副駆動モータ２０の駆動力により目標加速度が得られるように、主駆動モータ１６及び副駆動モータ２０に対する制御パラメータが設定される。このように、本実施形態においては、車両１の速度が第１車速以上の状態で、第１加速度以上の加速が行われると、主駆動モータ１６に加えて、副駆動モータ２０も駆動力を発生するようになる。即ち、主駆動モータ１６及び副駆動モータ２０が発生する駆動力により、ステップＳ３０２において設定された目標加速度が実現される。このように、副駆動モータ２０は、車両１の速度が第１車速以上の状態で車両１を第１加速度以上の加速度で加速させる際に、主駆動モータ１６による駆動力を補助するために利用される。 Then, at time t 305, by the driver further depresses the accelerator pedal, the target acceleration becomes equal to or higher than a predetermined first acceleration that is set in step S302, the processing in the flowchart of FIG. 15, in step S308 → S310 To move. In step S310, control parameters for the main drive motor 16 and the sub drive motor 20 are set so that the target acceleration can be obtained by the driving forces of the main drive motor 16 and the sub drive motor 20. As described above, in the present embodiment, when the acceleration of the first acceleration or more is performed in the state where the speed of the vehicle 1 is equal to or higher than the first vehicle speed, the auxiliary driving motor 20 in addition to the main driving motor 16 exerts the driving force. To occur. That is, the target acceleration set in step S302 is realized by the driving force generated by the main drive motor 16 and the sub drive motor 20. As described above, the auxiliary drive motor 20 is used to assist the driving force of the main drive motor 16 when the vehicle 1 is accelerated at an acceleration equal to or higher than the first acceleration when the speed of the vehicle 1 is equal to or higher than the first vehicle speed. Is done.
　次に、ステップＳ３０６に進み、ステップＳ３１０において設定された制御パラメータが、主駆動モータ１６及び副駆動モータ２０に送信され、図１５のフローチャートによる１回の処理が終了する。ステップＳ３０６において制御パラメータが送信されることにより、主駆動モータ１６及び副駆動モータ２０がトルクを発生し、車速が上昇して目標加速度が実現される（図１６の時刻ｔ305～ｔ306）。図１６に示す例では、時刻ｔ305～ｔ306の間、車両１は加速度一定で走行され、速度が上昇する。この間、図１５のフローチャートにおいては、ステップＳ３０１→Ｓ３０２→Ｓ３０３→Ｓ３０４→Ｓ３０７→Ｓ３０８→Ｓ３１０→Ｓ３０６の処理が繰り返し実行される。 Next, the process proceeds to step S306, and the control parameters set in step S310 are transmitted to the main drive motor 16 and the sub drive motor 20, and one process according to the flowchart of FIG. 15 is completed. By controlling parameters are transmitted in step S306, the main drive motor 16 and the auxiliary drive motor 20 generates a torque, the target acceleration is achieved by the vehicle speed rises (time t 305 ~ t 306 in FIG. 16). In the example shown in FIG. 16, between times t 305 and t 306 , the vehicle 1 travels at a constant acceleration, and the speed increases. In the meantime, in the flowchart of FIG. 15, the processes of steps S301 → S302 → S303 → S304 → S307 → S308 → S310 → S306 are repeatedly executed.
　次いで、図１６の時刻ｔ306において、運転者がアクセルペダルを踏み戻すと、図１５のステップＳ３０２において設定される目標加速度がゼロ（定速走行）にされる。これにより、図１５のフローチャートにおける処理は、ステップＳ３０７→Ｓ３１１に移行するようになり、ステップＳ３０１→Ｓ３０２→Ｓ３０３→Ｓ３０４→Ｓ３０７→Ｓ３１１→Ｓ３０６の処理が繰り返し実行される。ステップＳ３１１においては、主駆動モータ１６の駆動力により定速走行が維持される（副駆動モータ２０は停止）ように、主駆動モータ１６及び副駆動モータ２０に対する制御パラメータが設定される。次に、ステップＳ３０６に進み、ステップＳ３１１において設定された制御パラメータが各モータに送信され、図１５のフローチャートによる１回の処理が終了する。なお、副駆動モータ２０による駆動力のみで定速走行を維持させるように、本発明を構成することもできる。 Next, when the driver depresses the accelerator pedal at time t 306 in FIG. 16, the target acceleration set in step S302 in FIG. 15 is set to zero (constant speed running). As a result, the processing in the flowchart of FIG. 15 shifts from step S307 to S311 and the processing of steps S301 → S302 → S303 → S304 → S307 → S311 → S306 is repeatedly executed. In step S311, control parameters for the main drive motor 16 and the sub drive motor 20 are set so that constant speed running is maintained by the driving force of the main drive motor 16 (the sub drive motor 20 is stopped). Next, it progresses to step S306, the control parameter set in step S311 is transmitted to each motor, and one process by the flowchart of FIG. 15 is complete | finished. It should be noted that the present invention can also be configured to maintain constant speed running only with the driving force of the sub drive motor 20.
　次に、図１６の時刻ｔ307において、運転者が車両１のブレーキペダル（図示せず）を操作すると、図１５のフローチャートのステップＳ３０２において設定される目標加速度が負の値（目標減速度）に設定される。これにより、フローチャートにおける処理は、ステップＳ３０４→Ｓ３０５に移行するようになり、ステップＳ３０１→Ｓ３０２→Ｓ３０３→Ｓ３０４→Ｓ３０５→Ｓ３０６の処理が繰り返し実行される。ステップＳ３０５においては、主駆動モータ１６及び副駆動モータ２０が車両１の運動エネルギーを回生するように、これらのモータに対する制御パラメータが設定される。さらに、ステップＳ３０６において、設定された制御パラメータが主駆動モータ１６及び副駆動モータ２０に送信されると、これらのモータにおいて運動エネルギーが回生される。 Next, when the driver operates a brake pedal (not shown) of the vehicle 1 at time t307 in FIG. 16, the target acceleration set in step S302 of the flowchart in FIG. 15 is a negative value (target deceleration). Set to As a result, the processing in the flowchart shifts from step S304 to S305, and the processing of steps S301, S302, S303, S304, S305, and S306 is repeatedly executed. In step S305, control parameters for these motors are set so that the main drive motor 16 and the sub drive motor 20 regenerate the kinetic energy of the vehicle 1. Furthermore, when the set control parameters are transmitted to the main drive motor 16 and the sub drive motor 20 in step S306, kinetic energy is regenerated in these motors.
　運転者のブレーキペダル（図示せず）の操作により車速が低下し、図１６の時刻ｔ308において、車両１の速度が所定の第１車速（本実施形態においては１００［ｋｍ／ｈ］）未満に低下すると、フローチャートにおける処理は、ステップＳ３０３→Ｓ３１２→Ｓ３１３に移行するようになり、ステップＳ３０１→Ｓ３０２→Ｓ３０３→Ｓ３１２→Ｓ３１３→Ｓ３０６の処理が繰り返し実行される。ステップＳ３１３においては、主駆動モータ１６は停止され（駆動力の発生も、運動エネルギーの回生も行わない）、副駆動モータ２０は車両１の運動エネルギーを回生するように、これらのモータに対する制御パラメータが設定される。さらに、ステップＳ３０６において、設定された制御パラメータが主駆動モータ１６及び副駆動モータ２０に送信されると、副駆動モータ２０において運動エネルギーが回生される。これにより車速が低下し、図１６の時刻ｔ309において、車両１が停止する。 The vehicle speed decreases due to the driver's operation of a brake pedal (not shown), and the speed of the vehicle 1 is less than a predetermined first vehicle speed (100 [km / h] in the present embodiment) at time t308 in FIG. When it decreases, the process in the flowchart shifts to steps S303 → S312 → S313, and the processes of steps S301 → S302 → S303 → S312 → S313 → S306 are repeatedly executed. In step S313, the main drive motor 16 is stopped (no driving force is generated and no kinetic energy is regenerated), and the sub drive motor 20 controls the control parameters for these motors so that the kinetic energy of the vehicle 1 is regenerated. Is set. Furthermore, when the set control parameter is transmitted to the main drive motor 16 and the sub drive motor 20 in step S306, the kinetic energy is regenerated in the sub drive motor 20. As a result, the vehicle speed decreases, and the vehicle 1 stops at time t309 in FIG.
　以上、本発明の第１乃至第３実施形態による車両駆動装置を説明した。上述した第１乃至第３実施形態においては、何れも本発明の車両駆動装置をＦＲ車に適用していたが、車両の前方部分にエンジン及び／又は主駆動モータを配置して前輪を主駆動輪とする所謂ＦＦ車や、車両の後方部分にエンジン及び／又は主駆動モータを配置して後輪を主駆動輪とする所謂ＲＲ車等、様々なタイプの車両に本発明を適用することができる。 The vehicle driving apparatus according to the first to third embodiments of the present invention has been described above. In any of the first to third embodiments described above, the vehicle drive device of the present invention is applied to an FR vehicle. However, an engine and / or a main drive motor is disposed in the front portion of the vehicle to drive the front wheels as a main drive. The present invention can be applied to various types of vehicles such as so-called FF vehicles that use wheels, and so-called RR vehicles that use an engine and / or main drive motor in the rear part of the vehicle and use the rear wheels as main drive wheels. it can.
　本発明をＦＦ車に適用する場合には、例えば、図１７に示すように、車両１０１の前方部分にエンジン１２、主駆動モータ１６、及びトランスミッション１４ｃを配置して、主駆動輪として前輪１０２ａを駆動するようにレイアウトすることができる。また、副駆動モータ２０をインホイールモータとして、副駆動輪である左右の後輪１０２ｂに配置することができる。このように、車体側モータである主駆動モータ１６により、主駆動輪である前輪１０２ａを駆動し、インホイールモータである副駆動モータ２０により、副駆動輪である後輪１０２ｂを駆動するように本発明を構成することができる。このレイアウトにおいて、主駆動モータ１６は、インバータ１６ａを介して供給されるバッテリ１８に蓄積された電力により駆動することができる。また、キャパシタ２２、電圧変換器である高圧ＤＣ／ＤＣコンバータ２６ａ及び低圧ＤＣ／ＤＣコンバータ２６ｂ、及び２つのインバータ２０ａをユニット化した統合ユニットを、車両１０１の後部に配置することができる。さらに、副駆動モータ２０は、インバータ２０ａを介して供給される、直列に配置されたバッテリ１８及びキャパシタ２２に蓄積された電力により駆動することができる。 When the present invention is applied to an FF vehicle, for example, as shown in FIG. 17, an engine 12, a main drive motor 16, and a transmission 14c are arranged in a front portion of the vehicle 101, and a front wheel 102a is used as a main drive wheel. It can be laid out to drive. Further, the auxiliary drive motor 20 can be arranged as an in-wheel motor on the left and right rear wheels 102b which are auxiliary drive wheels. As described above, the main drive motor 16 that is the vehicle body side motor drives the front wheel 102a that is the main drive wheel, and the sub drive motor 20 that is the in-wheel motor drives the rear wheel 102b that is the sub drive wheel. The present invention can be configured. In this layout, the main drive motor 16 can be driven by the electric power stored in the battery 18 supplied via the inverter 16a. Further, an integrated unit obtained by unitizing the capacitor 22, the high-voltage DC / DC converter 26 a and the low-voltage DC / DC converter 26 b that are voltage converters, and the two inverters 20 a can be arranged at the rear portion of the vehicle 101. Further, the sub drive motor 20 can be driven by the electric power stored in the battery 18 and the capacitor 22 arranged in series and supplied through the inverter 20a.
　また、本発明をＦＦ車に適用する場合において、例えば、図１８に示すように、車両２０１の前方部分にエンジン１２、主駆動モータ１６、及びトランスミッション１４ｃを配置して、主駆動輪として前輪２０２ａを駆動するようにレイアウトすることができる。また、副駆動モータ２０をインホイールモータとして、主駆動輪である左右の前輪２０２ａに配置することができる。このように、車体側モータである主駆動モータ１６により、主駆動輪である前輪２０２ａを駆動し、インホイールモータである副駆動モータ２０によっても主駆動輪である前輪２０２ａを駆動するように本発明を構成することができる。このレイアウトにおいて、主駆動モータ１６は、インバータ１６ａを介して供給されるバッテリ１８に蓄積された電力により駆動することができる。また、キャパシタ２２、電圧変換器である高圧ＤＣ／ＤＣコンバータ２６ａ及び低圧ＤＣ／ＤＣコンバータ２６ｂ、及び２つのインバータ２０ａをユニット化した統合ユニットを、車両２０１の後部に配置することができる。さらに、副駆動モータ２０は、インバータ２０ａを介して供給される、直列に配置されたバッテリ１８及びキャパシタ２２に蓄積された電力により駆動することができる。 Further, when the present invention is applied to an FF vehicle, for example, as shown in FIG. 18, the engine 12, the main drive motor 16, and the transmission 14c are arranged in the front portion of the vehicle 201, and the front wheels 202a are used as main drive wheels. Can be laid out to drive. Further, the auxiliary drive motor 20 can be disposed on the left and right front wheels 202a, which are the main drive wheels, as an in-wheel motor. Thus, the main drive motor 16 that is the vehicle body side motor drives the front wheel 202a that is the main drive wheel, and the sub drive motor 20 that is the in-wheel motor also drives the front wheel 202a that is the main drive wheel. The invention can be configured. In this layout, the main drive motor 16 can be driven by the electric power stored in the battery 18 supplied via the inverter 16a. In addition, an integrated unit obtained by unitizing the capacitor 22, the high-voltage DC / DC converter 26a and the low-voltage DC / DC converter 26b, which are voltage converters, and the two inverters 20a can be disposed at the rear of the vehicle 201. Further, the sub drive motor 20 can be driven by the electric power stored in the battery 18 and the capacitor 22 arranged in series and supplied through the inverter 20a.
　一方、本発明をＦＲ車に適用する場合において、例えば、図１９に示すように、車両３０１の前方部分にエンジン１２、主駆動モータ１６を配置し、プロペラシャフト１４ａを介して動力を車両３０１の後部へ導いて、主駆動輪として後輪３０２ｂを駆動するようにレイアウトすることができる。プロペラシャフト１４ａによって後部へ導かれた動力により、クラッチ１４ｂ、及び有段変速機であるトランスミッション１４ｃを介して後輪３０２ｂが駆動される。また、副駆動モータ２０をインホイールモータとして、主駆動輪である左右の後輪３０２ｂに配置することができる。このように、車体側モータである主駆動モータ１６により、主駆動輪である後輪３０２ｂを駆動し、インホイールモータである副駆動モータ２０によっても主駆動輪である後輪３０２ｂを駆動するように本発明を構成することができる。このレイアウトにおいて、主駆動モータ１６は、インバータ１６ａを介して供給されるバッテリ１８に蓄積された電力により駆動することができる。また、キャパシタ２２、電圧変換器である高圧ＤＣ／ＤＣコンバータ２６ａ及び低圧ＤＣ／ＤＣコンバータ２６ｂ、及び２つのインバータ２０ａをユニット化した統合ユニットを、車両３０１の前部に配置することができる。さらに、副駆動モータ２０は、インバータ２０ａを介して供給される、直列に配置されたバッテリ１８及びキャパシタ２２に蓄積された電力により駆動することができる。 On the other hand, when the present invention is applied to an FR vehicle, for example, as shown in FIG. 19, the engine 12 and the main drive motor 16 are disposed in the front portion of the vehicle 301, and power is transmitted to the vehicle 301 via the propeller shaft 14 a. It can be laid out so as to lead to the rear and drive the rear wheel 302b as the main drive wheel. The rear wheel 302b is driven through the clutch 14b and the transmission 14c, which is a stepped transmission, by the power guided to the rear portion by the propeller shaft 14a. Further, the auxiliary drive motor 20 can be disposed on the left and right rear wheels 302b, which are the main drive wheels, as an in-wheel motor. As described above, the main drive motor 16 that is the vehicle body side motor drives the rear wheel 302b that is the main drive wheel, and the auxiliary drive motor 20 that is the in-wheel motor also drives the rear wheel 302b that is the main drive wheel. The present invention can be configured as follows. In this layout, the main drive motor 16 can be driven by the electric power stored in the battery 18 supplied via the inverter 16a. Further, an integrated unit in which the capacitor 22, the high-voltage DC / DC converter 26 a and the low-voltage DC / DC converter 26 b that are voltage converters, and the two inverters 20 a are unitized can be disposed in the front portion of the vehicle 301. Further, the sub drive motor 20 can be driven by the electric power stored in the battery 18 and the capacitor 22 arranged in series and supplied through the inverter 20a.
　以上、本発明の好ましい実施形態を説明したが、上述した実施形態に種々の変更を加えることができる。特に、上述した実施形態においては、エンジン及び電動機を備えたハイブリッド駆動装置に本発明を適用していたが、エンジンを備えない、電動機のみによって車両を駆動する車両駆動装置に本発明を適用することもできる。 The preferred embodiments of the present invention have been described above, but various modifications can be made to the above-described embodiments. In particular, in the above-described embodiment, the present invention is applied to a hybrid drive apparatus including an engine and an electric motor. However, the present invention is applied to a vehicle drive apparatus that does not include an engine and drives a vehicle only by an electric motor. You can also.
　　１　　車両
　　２ａ　後輪（主駆動輪）
　　２ｂ　前輪（副駆動輪）
　　４ａ　サブフレーム
　　４ｂ　フロントサイドフレーム
　　４ｃ　ダッシュパネル
　　４ｄ　プロペラシャフトトンネル
　　６ａ　エンジンマウント
　　６ｂ　キャパシタ用マウント
　　８ａ　アッパアーム
　　８ｂ　ロアアーム
　　８ｃ　スプリング
　　８ｄ　ショックアブソーバ
　１０　　ハイブリッド駆動装置（車両駆動装置）
　１２　　エンジン（内燃機関）
　１４　　動力伝達機構
　１４ａ　プロペラシャフト
　１４ｂ　クラッチ
　１４ｃ　トランスミッション（有段変速機、自動変速機）
　１４ｄ　トルクチューブ
　１６　　主駆動モータ（主駆動電動機、車体側モータ）
　１６ａ　インバータ
　１８　　バッテリ（蓄電器）
　２０　　副駆動モータ（副駆動電動機、インホイールモータ）
　２０ａ　インバータ
　２２　　キャパシタ
　２２ａ　ブラケット
　２２ｂ　ハーネス
　２４　　制御装置（制御器）
　２５　　電装品
　２６ａ　高圧ＤＣ／ＤＣコンバータ（電圧変換器）
　２６ｂ　低圧ＤＣ／ＤＣコンバータ
　２８　　ステータ
　２８ａ　ステータベース
　２８ｂ　ステータシャフト
　２８ｃ　ステータコイル
　３０　　ロータ
　３０ａ　ロータ本体
　３０ｂ　ロータコイル
　３２　　電気絶縁液室
　３２ａ　電気絶縁液
　３４　　ベアリング
　４０　　モード選択スイッチ
　４２　　車速センサ
　４４　　アクセル開度センサ
　４６　　ブレーキセンサ
　４８　　エンジン回転数センサ
　５０　　自動変速機入力回転センサ
　５２　　自動変速機出力回転センサ
　５４　　電圧センサ
　５６　　電流センサ
　５８　　燃料噴射弁
　６０　　点火プラグ
　６２　　油圧ソレノイド弁
１０１　　車両
１０２ａ　前輪（主駆動輪）
１０２ｂ　後輪（副駆動輪）
２０１　　車両
２０２ａ　前輪（主駆動輪）
３０１　　車両
３０２ｂ　後輪（主駆動輪） 1 Vehicle 2a Rear wheel (main drive wheel)
2b Front wheel (sub drive wheel)
4a Subframe 4b Front side frame 4c Dash panel 4d Propeller shaft tunnel 6a Engine mount 6b Capacitor mount 8a Upper arm 8b Lower arm 8c Spring 8d Shock absorber 10 Hybrid drive device (vehicle drive device)
12 engine (internal combustion engine)
14 Power transmission mechanism 14a Propeller shaft 14b Clutch 14c Transmission (stepped transmission, automatic transmission)
14d Torque tube 16 Main drive motor (main drive motor, vehicle body side motor)
16a inverter 18 battery (capacitor)
20 Sub drive motor (sub drive motor, in-wheel motor)
20a Inverter 22 Capacitor 22a Bracket 22b Harness 24 Control device (controller)
25 Electrical component 26a High voltage DC / DC converter (voltage converter)
26b Low-voltage DC / DC converter 28 Stator 28a Stator base 28b Stator shaft 28c Stator coil 30 Rotor 30a Rotor body 30b Rotor coil 32 Electrical insulation liquid chamber 32a Electrical insulation liquid 34 Bearing 40 Mode selection switch 42 Vehicle speed sensor 44 Acceleration opening sensor 46 Brake Sensor 48 Engine speed sensor 50 Automatic transmission input rotation sensor 52 Automatic transmission output rotation sensor 54 Voltage sensor 56 Current sensor 58 Fuel injection valve 60 Spark plug 62 Hydraulic solenoid valve 101 Vehicle 102a Front wheel (main drive wheel)
102b Rear wheel (sub drive wheel)
201 Vehicle 202a Front wheel (main drive wheel)
301 Vehicle 302b Rear wheel (main drive wheel)

Claims (14)

  1. 　車両の駆動にインホイールモータを使用する車両駆動装置であって、
    　車両の走行速度を検出する車速センサと、
    　上記車両の車輪に設けられると共に、上記車輪を駆動するインホイールモータと、
    　このインホイールモータを制御する制御器と、を有し、
    　上記制御器は、上記車速センサによって検出された車両の走行速度がゼロよりも大きい所定の第１車速以上の場合において、駆動力を発生するように上記インホイールモータを制御する、ように構成されていることを特徴とする車両駆動装置。     A vehicle drive device that uses an in-wheel motor to drive a vehicle,
    A vehicle speed sensor for detecting the traveling speed of the vehicle;
    An in-wheel motor that is provided on a wheel of the vehicle and drives the wheel;
    A controller for controlling the in-wheel motor,
    The controller is configured to control the in-wheel motor so as to generate a driving force when the traveling speed of the vehicle detected by the vehicle speed sensor is equal to or higher than a predetermined first vehicle speed greater than zero. The vehicle drive device characterized by the above-mentioned.
  2. 　さらに、上記車両の車体に設けられ、上記車両の車輪を駆動する車体側モータを有し、上記制御器は、上記車速センサによって検出された車両の走行速度が所定の第２車速未満のとき、駆動力を発生するように上記車体側モータを制御する、ように構成されている請求項１記載の車両駆動装置。 Furthermore, the vehicle body side motor provided on the vehicle body of the vehicle for driving the wheels of the vehicle, the controller, when the traveling speed of the vehicle detected by the vehicle speed sensor is less than a predetermined second vehicle speed, 2. The vehicle drive device according to claim 1, wherein the vehicle body side motor is controlled so as to generate a drive force.
  3. 　上記制御器は、上記車速センサによって検出された車両の走行速度が上記第２車速以上のときも、駆動力を発生するように上記車体側モータを制御する、ように構成されている請求項２記載の車両駆動装置。 The controller is configured to control the vehicle body side motor so as to generate a driving force even when the traveling speed of the vehicle detected by the vehicle speed sensor is equal to or higher than the second vehicle speed. The vehicle drive device described.
  4. 　上記制御器は、上記車速センサによって検出された車両の走行速度が上記第１車速未満の場合には、上記インホイールモータに駆動力を発生させないように上記インホイールモータを制御する、ように構成されている請求項１乃至３の何れか１項に記載の車両駆動装置。 The controller is configured to control the in-wheel motor so that the driving force is not generated in the in-wheel motor when the traveling speed of the vehicle detected by the vehicle speed sensor is lower than the first vehicle speed. The vehicle drive device according to claim 1, wherein the vehicle drive device is provided.
  5. 　上記制御器は、上記車体側モータに駆動力を発生させることにより、上記車両を発進させた後、上記車速センサによって検出された車両の走行速度が上記第１車速に到達すると、上記インホイールモータに駆動力を発生させる、ように構成されている請求項１乃至４の何れか１項に記載の車両駆動装置。 When the vehicle traveling speed detected by the vehicle speed sensor reaches the first vehicle speed after starting the vehicle by causing the vehicle body side motor to generate a driving force, the controller controls the in-wheel motor. The vehicle drive device according to claim 1, wherein the vehicle drive device is configured to generate a driving force.
  6. 　上記インホイールモータは、減速機構を介することなく、上記インホイールモータが設けられた車輪を直接駆動するように構成されている請求項１乃至５の何れか１項に記載の車両駆動装置。 The vehicle drive device according to any one of claims 1 to 5, wherein the in-wheel motor is configured to directly drive a wheel provided with the in-wheel motor without using a speed reduction mechanism.
  7. 　上記インホイールモータは、誘導電動機である請求項１乃至６の何れか１項に記載の車両駆動装置。 The vehicle drive device according to any one of claims 1 to 6, wherein the in-wheel motor is an induction motor.
  8. 　上記車体側モータは、永久磁石電動機である請求項２乃至７の何れか１項に記載の車両駆動装置。 The vehicle driving apparatus according to any one of claims 2 to 7, wherein the vehicle body side motor is a permanent magnet motor.
  9. 　上記インホイールモータは上記車両の前輪を駆動し、上記車体側モータは上記車両の後輪を駆動するように構成されている請求項２乃至８の何れか１項に記載の車両駆動装置。 The vehicle drive device according to any one of claims 2 to 8, wherein the in-wheel motor drives a front wheel of the vehicle, and the vehicle body side motor drives a rear wheel of the vehicle.
  10. 　上記インホイールモータは上記車両の後輪を駆動し、上記車体側モータは上記車両の前輪を駆動するように構成されている請求項２乃至８の何れか１項に記載の車両駆動装置。 The vehicle drive device according to any one of claims 2 to 8, wherein the in-wheel motor is configured to drive a rear wheel of the vehicle, and the vehicle body side motor is configured to drive a front wheel of the vehicle.
  11. 　上記インホイールモータ及び上記車体側モータは、上記車両の前輪を駆動するように構成されている請求項２乃至８の何れか１項に記載の車両駆動装置。 The vehicle drive device according to any one of claims 2 to 8, wherein the in-wheel motor and the vehicle body side motor are configured to drive a front wheel of the vehicle.
  12. 　上記インホイールモータ及び上記車体側モータは、上記車両の後輪を駆動するように構成されている請求項２乃至８の何れか１項に記載の車両駆動装置。 The vehicle drive device according to any one of claims 2 to 8, wherein the in-wheel motor and the vehicle body side motor are configured to drive a rear wheel of the vehicle.
  13. 　車両の駆動にインホイールモータを使用する車両駆動装置であって、
    　車両の走行速度を検出する車速センサと、
    　上記車両の車輪に設けられると共に、上記車輪を駆動するインホイールモータと、
    　このインホイールモータを制御する制御器と、を有し、
    　上記制御器は、上記車速センサによって検出された車両の走行速度がゼロよりも大きい所定の第１車速未満の場合には、上記インホイールモータに駆動力を発生させないように上記インホイールモータを制御する、ように構成されていることを特徴とする車両駆動装置。     A vehicle drive device that uses an in-wheel motor to drive a vehicle,
    A vehicle speed sensor for detecting the traveling speed of the vehicle;
    An in-wheel motor that is provided on a wheel of the vehicle and drives the wheel;
    A controller for controlling the in-wheel motor,
    The controller controls the in-wheel motor so that the in-wheel motor does not generate a driving force when the traveling speed of the vehicle detected by the vehicle speed sensor is less than a predetermined first vehicle speed greater than zero. The vehicle drive device is configured as described above.
  14. 　車両の駆動にインホイールモータを使用する車両駆動装置であって、
    　車両の走行速度を検出する車速センサと、
    　上記車両の車輪に設けられると共に、上記車輪を駆動するインホイールモータと、
    　上記車両の車体に設けられ、上記車両の車輪を駆動する車体側モータと、
    　上記インホイールモータ及び上記車体側モータを制御する制御器と、を有し、
    　上記制御器は、上記車体側モータに駆動力を発生させることにより、上記車両を発進させた後、上記車速センサによって検出された車両の走行速度がゼロよりも大きい所定の第１車速に到達すると、上記インホイールモータに駆動力を発生させる、ように構成されていることを特徴とする車両駆動装置。     A vehicle drive device that uses an in-wheel motor to drive a vehicle,
    A vehicle speed sensor for detecting the traveling speed of the vehicle;
    An in-wheel motor that is provided on a wheel of the vehicle and drives the wheel;
    A vehicle body side motor provided on a vehicle body of the vehicle for driving wheels of the vehicle;
    A controller for controlling the in-wheel motor and the vehicle body side motor,
    The controller causes the vehicle body side motor to generate a driving force to start the vehicle, and then the vehicle traveling speed detected by the vehicle speed sensor reaches a predetermined first vehicle speed greater than zero. A vehicle driving device configured to generate a driving force in the in-wheel motor.
PCT/JP2019/011426 2018-03-20 2019-03-19 Vehicle drive device WO2019181932A1 (en)

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