WO2019181933A1 - Dispositif d'entraînement de véhicule - Google Patents

Dispositif d'entraînement de véhicule Download PDF

Info

Publication number
WO2019181933A1
WO2019181933A1 PCT/JP2019/011427 JP2019011427W WO2019181933A1 WO 2019181933 A1 WO2019181933 A1 WO 2019181933A1 JP 2019011427 W JP2019011427 W JP 2019011427W WO 2019181933 A1 WO2019181933 A1 WO 2019181933A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
motor
wheel
drive motor
output
Prior art date
Application number
PCT/JP2019/011427
Other languages
English (en)
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 JP2018143353A external-priority patent/JP7041398B2/ja
Application filed by マツダ株式会社 filed Critical マツダ株式会社
Priority to CN201980019000.7A priority Critical patent/CN111867866B/zh
Priority to EP19770845.6A priority patent/EP3753770A4/fr
Priority to US16/981,307 priority patent/US11738630B2/en
Publication of WO2019181933A1 publication Critical patent/WO2019181933A1/fr

Links

Images

Classifications

    • 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
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist 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
    • B60K6/42—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
    • B60K6/50—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
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B60K2001/0405—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion characterised by their position
    • B60K2001/0422—Arrangement under the front seats
    • 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 wheel of the vehicle and drives the wheel, and the vehicle body of the vehicle. And a controller for controlling the in-wheel motor and the vehicle body side motor based on the driver's required output, and the controller outputs the driver's required output.
  • the vehicle-side motor When the output is less than a predetermined output, the vehicle-side motor generates a driving force, while the in-wheel motor does not generate a driving force.
  • the vehicle body side motor and the in-wheel motor are configured to generate a driving force.
  • the controller controls the in-wheel motor that is provided on the wheel and drives the wheel based on the driver's requested output.
  • the controller when the driver's required output is less than a predetermined output, the controller generates a driving force for the vehicle body side motor, but does not generate a driving force for the in-wheel motor. Further, the controller causes the vehicle body side motor and the in-wheel motor to generate driving force when the driver's required output is equal to or higher than a predetermined output.
  • the in-wheel motor when the driver's required output is equal to or higher than the predetermined output, the in-wheel motor is configured to generate the driving force together with the vehicle body side motor. No output is required.
  • a small electric motor with a small output can be employed as the in-wheel motor, and the vehicle can be efficiently driven using the in-wheel motor.
  • an accelerator opening sensor that detects a depression amount of an accelerator pedal of the vehicle is provided, and the controller outputs a driver's request output based on the depression amount of the accelerator pedal detected by the accelerator opening sensor.
  • the driver's required output is set to a larger value than when the accelerator pedal depression amount is small.
  • the driver's required output is set to a large value, so that the driver's intention is more accurately reflected in the required output. be able to.
  • 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 when the required output is equal to or higher than the predetermined output, the in-wheel motor generates a driving force together with the vehicle body side motor, so that the in-wheel motor is not required to have a large torque in the low output 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 even in a low rotation region, a motor that can generate sufficient torque in a necessary rotation region is configured to be lightweight. can do.
  • 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 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
  • 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 where along with the main drive motor 16 is driven, the auxiliary drive motor 20 is also driven.
  • the main drive motor 16 and the auxiliary motor 16 and the auxiliary motor 16 are obtained to obtain necessary power. Electric power is supplied to the drive motor 20, and the vehicle 1 is driven by these.
  • 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.
  • 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.
  • the voltage of the capacitor 22 decreases.
  • 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 wheel front wheel 2b
  • the auxiliary drive motor 20 without passing through the speed reduction mechanism (FIGS. 4 and 9), so the weight is extremely large.
  • the output speed loss due to the rotational resistance of the speed reduction mechanism can be avoided.
  • the in-wheel motor is provided to the auxiliary drive motor 20 that does not require a large torque in the low rotation region where the required output by the driver is small (step S8 in FIG. 10).
  • an induction motor FGS. 4 and 9
  • a permanent magnet motor is employed for the main drive motor 16 that requires a large torque even in a low rotation range where the driver's required output is small (step S4 in FIG. 10).
  • region can be comprised 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 shows, 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 output required for the motor to achieve this target acceleration, the engine 12 , The torque generated by the main drive motor 16, and the torque generated by the sub drive motor 20. 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 be high and the required output becomes high.
  • the accelerator pedal depression amount is large, the requested output is larger than when the depression amount is small. Set to a value.
  • 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 target acceleration set in step S202 is equal to or greater than zero. If it is equal to or greater than zero (acceleration or constant speed travel), the process proceeds to step S204, and is less than zero. If there is (deceleration), the process proceeds to step S208. At time t 201 in FIG. 14, the driver has to start the vehicle 1, processing in the flowchart for the vehicle 1 is accelerating, the process proceeds to step S204.
  • step S204 it is determined whether or not the motor output (driver's request output) necessary for realizing the target acceleration set in step S202 is greater than or equal to a predetermined output, and is smaller than the predetermined output.
  • step S207 if the output is equal to or greater than the predetermined output, the process proceeds to step S205. Immediately after the time point t 201 of FIG. 14, the driver has just to start the vehicle 1, since the vehicle speed is still low, less required output, the processing in the flowchart proceeds to step S207.
  • the required output is calculated mainly based on the accelerator opening (the amount of depression of the accelerator pedal) and the vehicle speed, and the required output is relatively small when the vehicle speed is low.
  • the required output is estimated based on the vehicle speed and the process is switched.
  • the process is switched directly based on the required output.
  • step S205 is executed when the motor output necessary for realizing the target acceleration is 25 kW or more.
  • step S207 control parameters for the main drive motor 16 are set so that the target acceleration can be obtained by the driving force of the main drive motor 16.
  • the control parameter for the sub drive motor 20 is set to stop (no driving force is generated and kinetic energy regeneration is not executed).
  • step S206 the control parameters set in step S207 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 S207 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 S207 the control parameter for the sub drive motor 20 is set to stop.
  • step S206 the control parameter set in step S207 is transmitted to each motor, and one process according to the flowchart of FIG. 13 is completed.
  • step S207 of FIG. 13 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.
  • the vehicle 1 travels at a constant acceleration and the speed increases.
  • step S204 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 force of the main drive motor 16 and the sub drive motor 20. That is, the control parameter is set so that the sum of the output of the main drive motor 16 and the outputs of the two sub drive motors 20 becomes the required output.
  • the control device 24 generates a driving force for the main drive motor 16 and a driving force for the sub drive motor 20 when the driver's requested output is less than a predetermined output. If the required output is equal to or higher than the predetermined output, a driving force is also generated in the sub drive motor 20 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. In the example shown in FIG. 14, when the driver depresses the accelerator pedal, the target acceleration increases, so that the required output exceeds a predetermined output, and the auxiliary drive motor 20 also shifts to a state where it generates driving force. Yes. However, since the required output increases as the vehicle speed increases, the required output may exceed a predetermined output and driving by the sub drive motor 20 may be started while the vehicle is driven at a constant target acceleration.
  • step S207 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.
  • step S206 the control parameter set in step S207 is transmitted to each motor, and one process according to the flowchart of FIG. 13 is completed.
  • the present invention can be configured to maintain constant speed travel only by the driving force of the sub drive motor 20 during high speed travel.
  • step S202 of the flowchart in FIG. 13 is a negative value (target deceleration).
  • step S208 the processing in the flowchart proceeds from step S203 to step S208.
  • step S208 it is determined whether or not the vehicle speed detected by the vehicle speed sensor 42 is equal to or higher than a predetermined second vehicle speed. Since the vehicle speed is high immediately after the time point t 206 of FIG. 14, the processing in the flowchart, the process proceeds to step S208 ⁇ S210. Thereby, the process of step S201->S202->S203->S208->S210-> S206 is repeatedly performed.
  • the predetermined second vehicle speed is set to 100 km / h, but the predetermined second vehicle speed can be set to an arbitrary vehicle speed of 50 km / h or more.
  • step S210 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 S209 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 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 of the second embodiment of the present invention when the driver's requested output is greater than or equal to the predetermined output (steps S204 ⁇ S205 in FIG. 13), the sub-drive together with the main drive motor 16 which is the vehicle body side motor. Since the in-wheel motor that is the drive motor 20 is configured to generate a driving force (step S205 in FIG. 13), a large output is not required for the in-wheel motor. As a result, a small electric motor with a small output can be employed as the in-wheel motor, and the vehicle can be efficiently driven using the in-wheel motor.
  • the vehicle drive device according to the first embodiment of the present invention also has the same effect.
  • the driver's required output is set based on the accelerator pedal depression amount detected by the accelerator opening sensor 44 (steps S201 and S202 in FIG. 13), and the accelerator pedal depression is performed.
  • the driver's request output is set to a large value, so that the driver's intention can be more accurately reflected in the request output.
  • the vehicle drive apparatus has been described above.
  • the vehicle drive device of the present invention is applied to the FR vehicle, but the engine and / or the main drive motor are arranged in the front portion of the vehicle to drive the front wheels as the 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. 15, an engine 12, a main drive motor 16, and a transmission 14c are arranged in the front portion of the vehicle 101, and the front wheels 102a are used as main drive wheels. 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. Can be laid out to drive.
  • 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 arranged 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Le but de la présente invention est de fournir un dispositif d'entraînement de véhicule capable d'entraîner efficacement un véhicule au moyen de moteurs-roue sans tomber dans la spirale de l'amélioration de l'entraînement du moteur au prix de l'augmentation du poids du véhicule. La présente invention concerne un dispositif d'entraînement de véhicule permettant de conduire un véhicule au moyen de moteurs-roue, caractérisé en ce qu'il comprend des moteurs-roue (20) qui sont disposés dans des roues (2b) du véhicule (1) et entraînent les roues ; un moteur côté carrosserie de véhicule (16) qui est disposé dans la carrosserie du véhicule et entraîne les roues ; et un dispositif de commande (24) qui commande les moteurs-roue et le moteur côté carrosserie de véhicule sur la base de la sortie requise par un conducteur, le dispositif de commande permettant au moteur côté carrosserie de véhicule et non aux moteurs-roue de générer une puissance d'entraînement lorsque la sortie requise par le conducteur est inférieure à une sortie prédéterminée, et en outre, le dispositif de commande permet au moteur côté carrosserie de véhicule et aux moteurs-roue de générer une puissance d'entraînement lorsque la sortie requise par le conducteur est égale ou supérieure à la sortie prédéterminée.
PCT/JP2019/011427 2018-03-20 2019-03-19 Dispositif d'entraînement de véhicule WO2019181933A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN201980019000.7A CN111867866B (zh) 2018-03-20 2019-03-19 车辆驱动装置
EP19770845.6A EP3753770A4 (fr) 2018-03-20 2019-03-19 Dispositif d'entraînement de véhicule
US16/981,307 US11738630B2 (en) 2018-03-20 2019-03-19 Vehicle in-wheel drive motor and a body side drive motor

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2018052636 2018-03-20
JP2018-052636 2018-03-20
JP2018143353A JP7041398B2 (ja) 2018-03-20 2018-07-31 車両駆動装置
JP2018-143353 2018-07-31

Publications (1)

Publication Number Publication Date
WO2019181933A1 true WO2019181933A1 (fr) 2019-09-26

Family

ID=67987682

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2019/011427 WO2019181933A1 (fr) 2018-03-20 2019-03-19 Dispositif d'entraînement de véhicule

Country Status (1)

Country Link
WO (1) WO2019181933A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005178479A (ja) * 2003-12-17 2005-07-07 Toyota Motor Corp 車両の動力出力装置
JP5280961B2 (ja) 2009-07-31 2013-09-04 本田技研工業株式会社 車両の駆動制御装置
US9789871B1 (en) * 2016-08-05 2017-10-17 Atieva, Inc. High efficiency, high power density drive system utilizing complementary motor assemblies

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005178479A (ja) * 2003-12-17 2005-07-07 Toyota Motor Corp 車両の動力出力装置
JP5280961B2 (ja) 2009-07-31 2013-09-04 本田技研工業株式会社 車両の駆動制御装置
US9789871B1 (en) * 2016-08-05 2017-10-17 Atieva, Inc. High efficiency, high power density drive system utilizing complementary motor assemblies

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP3753770A4 *

Similar Documents

Publication Publication Date Title
JP7041398B2 (ja) 車両駆動装置
JP7051048B2 (ja) ハイブリッド駆動装置
WO2020026905A1 (fr) Dispositif de propulsion de véhicule
WO2020026904A1 (fr) Dispositif d'entraînement de véhicule
WO2019181933A1 (fr) Dispositif d'entraînement de véhicule
WO2019181934A1 (fr) Dispositif d'entraînement de véhicule
WO2019181932A1 (fr) Dispositif d'entraînement de véhicule
WO2019181935A1 (fr) Dispositif d'entraînement de véhicule
WO2019181799A1 (fr) Dispositif d'entraînement hybride
WO2019181936A1 (fr) Dispositif d'entraînement de véhicule

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 19770845

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

ENP Entry into the national phase

Ref document number: 2019770845

Country of ref document: EP

Effective date: 20200917