WO2019181935A1 - Dispositif d'entraînement de véhicule - Google Patents

Dispositif d'entraînement de véhicule Download PDF

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Publication number
WO2019181935A1
WO2019181935A1 PCT/JP2019/011429 JP2019011429W WO2019181935A1 WO 2019181935 A1 WO2019181935 A1 WO 2019181935A1 JP 2019011429 W JP2019011429 W JP 2019011429W WO 2019181935 A1 WO2019181935 A1 WO 2019181935A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
motor
battery
voltage
capacitor
Prior art date
Application number
PCT/JP2019/011429
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 JP2018143356A external-priority patent/JP7217860B2/ja
Application filed by マツダ株式会社 filed Critical マツダ株式会社
Priority to US16/980,850 priority Critical patent/US11938801B2/en
Priority to CN201980019078.9A priority patent/CN111867870B/zh
Priority to EP19770754.0A priority patent/EP3753769A4/fr
Publication of WO2019181935A1 publication Critical patent/WO2019181935A1/fr

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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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • 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
    • 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
    • B60K6/24—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 combustion engines
    • 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
    • B60K6/28—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 electric energy storing means, e.g. batteries or capacitors
    • 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
    • B60K6/40—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 assembly or relative disposition of components
    • 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
    • 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
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • 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
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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 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.
  • a sufficient driving force cannot be obtained, and a vehicle driving apparatus that takes advantage of the in-wheel motor cannot be constructed.
  • the in-wheel motor when the in-wheel motor is driven at a constant voltage, it is necessary to supply a large drive current to the in-wheel motor in order to obtain a sufficient output.
  • a thick wire harness with a large conductor cross-sectional area is required to supply a large current to the in-wheel motor. It is necessary to provide.
  • the wire harness extending from the vehicle body side to the wheel is formed of a conductor having a large cross-sectional area, there is a problem that it is difficult to ensure flexibility and durability of the wire harness.
  • an object of the present invention is to provide a vehicle drive device that can effectively drive a vehicle using an in-wheel motor without falling into a vicious circle of strengthening drive by the 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.
  • the voltage of the battery is applied to the vehicle body side motor that drives the wheels of the vehicle, and the battery and capacitor connected in series to the in-wheel motor provided on the wheels of the vehicle. A voltage is applied.
  • the voltage of the battery is applied to the vehicle body side motor provided in the vehicle body of the vehicle. Therefore, when the battery voltage is low, power is supplied to the vehicle body side motor. Insulating members that electrically insulate the power supply system to be configured can be simply configured, and the power supply system can be reduced in weight.
  • the vehicle body side motor is driven at a low voltage, it is difficult to obtain a high output by the vehicle body side motor, but by providing the in-wheel motor, it is possible to compensate for the output shortage.
  • the in-wheel motor is driven at a low voltage, the drive current increases, so that the wire harness for supplying power from the vehicle body side to the in-wheel motor provided on the wheel becomes thick.
  • the wire harness becomes thick, it becomes difficult to ensure its flexibility and durability.
  • the in-wheel motor since the voltage of the battery and the capacitor connected in series is applied to the in-wheel motor, the in-wheel motor is driven at a higher voltage than the vehicle body side motor.
  • the wire harness does not become excessively thick. Thereby, a vehicle can be driven efficiently using an in-wheel motor.
  • the maximum terminal voltage of the capacitor is set higher than the battery terminal voltage.
  • the maximum inter-terminal voltage of the capacitor is set to a voltage higher than the inter-terminal voltage of the battery, so that the in-wheel motor is sufficiently higher than the vehicle body side motor. It can be driven by voltage. As a result, the drive current of the in-wheel motor can be suppressed, and the burden on the wire harness that supplies power to the in-wheel motor can be sufficiently reduced.
  • the battery pack further includes a first voltage converter connected between the capacitor and the battery, and the first voltage converter boosts the voltage of the battery and is stored in the battery.
  • the capacitor is configured to charge at least one of charging the capacitor, reducing the voltage of the capacitor, and charging the battery with the power stored in the capacitor.
  • the vehicle body side motor consumes the electric power stored in the battery
  • the in-wheel motor consumes the electric power stored in the battery and the capacitor.
  • the power stored in the battery and the capacitor may be unbalanced.
  • the first voltage converter that charges the capacitor with the electric power stored in the battery or the battery with the electric power stored in the capacitor is provided. The amount of electricity stored in the battery and the capacitor can be adjusted, and the electric power stored in both can be used effectively.
  • the battery pack further includes a second voltage converter connected between the battery and an electrical component provided in the vehicle, and the second voltage converter steps down the voltage of the battery. To supply power to electrical components.
  • the vehicle since the second voltage converter steps down the voltage of the battery and supplies electric power to the electrical component, the vehicle is provided with a battery for driving the vehicle body side motor. It can also be used as an electrical component, and the vehicle can be reduced in weight.
  • 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, when an in-wheel motor is used so that a large torque is not required in the low rotation range, an induction motor is used as the in-wheel motor to generate sufficient torque in the required rotation range.
  • the electric motor which can do can be comprised lightweight.
  • the in-wheel motor directly drives a wheel provided with the in-wheel motor without using a speed reduction mechanism.
  • the present invention configured as described above, since the wheels are directly driven by the in-wheel motor without passing through the speed reduction mechanism, it is possible to omit the speed reduction mechanism that is extremely heavy and to rotate the speed reduction mechanism. Output loss due to resistance can be avoided.
  • the in-wheel motor is configured to generate a maximum output in a high rotation speed region equal to or higher than a predetermined rotation speed greater than zero.
  • the driving force of the internal combustion engine and other motors is used for traveling that requires output in a low rotational speed region, such as starting and low-speed traveling, for example.
  • a low rotational speed region such as starting and low-speed traveling, for example.
  • 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 output in a low rotation region. For this reason, when the vehicle body side motor is used so that a large torque is required in the low rotation region, a sufficient torque can be generated in the necessary rotation region by adopting a permanent magnet motor as the vehicle body side motor. It is possible to configure the electric motor capable of reducing the weight.
  • 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 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 about 48 V, which is the reference output voltage of the battery 18, and the sub drive motor 20 is higher than 48 V, which is the sum of the output voltage (inter-terminal voltage) of the battery 18 and the inter-terminal voltage of the capacitor 22. It is driven with a voltage of 120V. That is, in the present embodiment, the maximum terminal voltage of the capacitor 22 is 72V. 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 first voltage converter, is connected between the battery 18 and the capacitor 22, and the high voltage DC / DC converter 26a lacks the electric charge accumulated in the capacitor 22.
  • 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 which is a second voltage converter, 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.
  • each sub-drive motor 20 that is an in-wheel motor is configured to generate the maximum output in a high rotation speed region that is equal to or higher than a predetermined rotation speed greater than zero, whereas it is a vehicle-side motor.
  • a certain main drive motor 16 generates the maximum output in a low rotation speed region below a predetermined rotation speed.
  • the sub drive motor 20 is preferably configured to generate the maximum output in a high rotation speed region of about 450 rpm or more.
  • 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 speed region is used only in the high speed region, the increase in the vehicle weight is kept low, and when necessary (predetermined speed). Sufficient output can be obtained during acceleration and the like.
  • 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 of the first embodiment of the present invention since the voltage of the battery 18 is applied to the main drive motor 16 that is the vehicle body side motor, the low voltage battery 18 of 48V is applied to the main drive motor 16. A high degree of insulation is not required for the insulating member that electrically insulates the power supply system that supplies power, and the power supply system can be reduced in weight. Further, since the main drive motor 16 is driven at a low voltage, it is difficult to obtain a high output only by the main drive motor 16, but by providing an in-wheel motor as the auxiliary drive motor 20, it is possible to compensate for the output shortage.
  • the harness 22b (FIG. 4) for supplying power from the vehicle body side to the in-wheel motor provided on the front wheel 2b becomes thicker. It becomes difficult to ensure flexibility and durability.
  • the hybrid drive device 10 of the present embodiment since the voltage of the battery 18 and the capacitor 22 connected in series is applied to the sub drive motor 20 (FIG. 6), the sub drive motor 20 is replaced with the main drive motor 16. Can be driven at a higher voltage. Thereby, the wire harness does not become excessively thick, and the vehicle can be driven efficiently using the in-wheel motor.
  • the maximum inter-terminal voltage of the capacitor 22 is 72V, and is set to a voltage higher than 48V that is the inter-terminal voltage of the battery 18 (FIG. 7).
  • the sub drive motor 20 can be driven with a voltage sufficiently higher than that of the main drive motor 16.
  • the drive current of the auxiliary drive motor 20 that is an in-wheel motor can be suppressed, and the burden on the harness 22b that supplies power to the in-wheel motor can be sufficiently reduced.
  • the main drive motor 16 consumes the electric power accumulated in the battery 18, and the sub drive motor 20 consumes the electric power accumulated in the battery 18 and the capacitor 22 (FIG. 6). ).
  • the electric power stored in the battery 18 and the capacitor 22 may be unbalanced.
  • the first voltage converter charges the capacitor 22 with the electric power stored in the battery 18 and charges the battery 18 with the electric power stored in the capacitor 22. Since the high-voltage DC / DC converter 26a is provided (FIG. 6), the amount of electricity stored in the battery 18 and the capacitor 22 can be adjusted, and the electric power stored in both can be used effectively.
  • the low voltage DC / DC converter 26b as the second voltage converter steps down the voltage of the battery 18 and supplies power to the electrical component 25 (FIG. 6).
  • the battery 18 for driving the main drive motor 16 can also be used as the electrical component 25 provided in the vehicle, and the vehicle 1 can be reduced in weight.
  • the sub drive motor 20 that is an in-wheel motor is used in the high rotation region (time t9 to t10 in FIG. 11), and a large torque is required in the low rotation region. Absent. For this reason, by adopting an induction motor as an in-wheel motor, an electric motor capable of generating sufficient torque in a necessary rotation region can be configured to be lightweight.
  • the wheels are directly driven by the auxiliary drive motor 20 that is an in-wheel motor without going through the speed reduction mechanism (FIG. 9), and thus the speed reduction mechanism that is extremely heavy.
  • the output loss due to the rotational resistance of the speed reduction mechanism can be avoided.
  • the auxiliary drive motor 20 that is an in-wheel motor is not used for traveling that requires output in a low rotation speed region, such as starting and low-speed traveling, and is not limited to high-speed traveling.
  • An in-wheel motor is used for traveling that requires output in a high rotation speed region (FIG. 11).
  • the in-wheel motor is configured to generate the maximum output in a high rotation speed region equal to or higher than a predetermined rotation speed greater than zero. Can be used to efficiently drive the vehicle (FIG. 8).
  • a permanent magnet motor that has a relatively large starting torque and can obtain a large output in a low rotation region is employed as the main drive motor 16. According to the hybrid drive device 10 of the present embodiment, since the driving force of the main drive motor 16 is used at the time of start that requires a large torque in the low rotation region and low speed traveling, sufficient torque in the necessary rotation region An electric motor capable of generating the above can be configured to be lightweight.
  • 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 arranged in the front portion of the vehicle and the front wheels are used as main drive wheels.
  • the present invention can be applied to various types of vehicles such as a car and a so-called RR vehicle in which an engine and / or a main drive motor is disposed in a rear portion of the vehicle and a rear wheel is a main drive wheel.
  • an engine 12 When the present invention is applied to an FF vehicle, for example, as shown in FIG. 13, 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
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  • Automation & Control Theory (AREA)
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Abstract

La présente invention concerne un dispositif d'entraînement de véhicule qui, sans tomber dans le cercle vicieux de l'amélioration de l'entraînement par un moteur électrique et de l'augmentation du poids du véhicule, utilise des moteurs-roues pour permettre la conduite efficace d'un véhicule. Ce dispositif d'entraînement du véhicule, qui utilise des moteurs-roues pour entraîner le véhicule, est caractérisé en ce qu'il comporte des moteurs-roues (20) qui sont disposés dans des roues (2b) du véhicule (1) et qui entraînent les roues, un moteur côté carrosserie (16) qui est disposé dans le corps du véhicule et qui entraîne les roues de véhicule, une batterie (18) et un condensateur (22) qui fournissent de l'énergie pour entraîner les moteurs-roues et/ou le moteur côté carrosserie, la tension de batterie étant appliquée au moteur côté carrosserie et la tension de la batterie connectée en série et du condensateur étant appliquée aux moteurs-roues.
PCT/JP2019/011429 2018-03-20 2019-03-19 Dispositif d'entraînement de véhicule WO2019181935A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
US16/980,850 US11938801B2 (en) 2018-03-20 2019-03-19 Vehicle drive device
CN201980019078.9A CN111867870B (zh) 2018-03-20 2019-03-19 车辆驱动装置
EP19770754.0A EP3753769A4 (fr) 2018-03-20 2019-03-19 Dispositif d'entraînement de véhicule

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2018-052636 2018-03-20
JP2018052636 2018-03-20
JP2018-143356 2018-07-31
JP2018143356A JP7217860B2 (ja) 2018-03-20 2018-07-31 車両駆動装置

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004066472A1 (fr) * 2003-01-24 2004-08-05 Mitsubishi Denki Kabushiki Kaisha Circuit d'alimentation de batterie
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
JP2015142508A (ja) * 2014-01-30 2015-08-03 ゼネラル・エレクトリック・カンパニイ マルチチャネルｄｃバスを有する車両推進システムおよび同システムを製造する方法
KR101551120B1 (ko) * 2014-09-22 2015-09-07 현대자동차주식회사 연비향상을 위한 모터운영 방법이 적용된 하이브리드 차량

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004066472A1 (fr) * 2003-01-24 2004-08-05 Mitsubishi Denki Kabushiki Kaisha Circuit d'alimentation de batterie
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
JP2015142508A (ja) * 2014-01-30 2015-08-03 ゼネラル・エレクトリック・カンパニイ マルチチャネルｄｃバスを有する車両推進システムおよび同システムを製造する方法
KR101551120B1 (ko) * 2014-09-22 2015-09-07 현대자동차주식회사 연비향상을 위한 모터운영 방법이 적용된 하이브리드 차량

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