WO2021070535A1 - 駆動システム - Google Patents

駆動システム Download PDF

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Publication number
WO2021070535A1
WO2021070535A1 PCT/JP2020/033880 JP2020033880W WO2021070535A1 WO 2021070535 A1 WO2021070535 A1 WO 2021070535A1 JP 2020033880 W JP2020033880 W JP 2020033880W WO 2021070535 A1 WO2021070535 A1 WO 2021070535A1
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WO
WIPO (PCT)
Prior art keywords
catalyst
lubricating oil
temperature
motor
oil
Prior art date
Application number
PCT/JP2020/033880
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English (en)
French (fr)
Inventor
隆樹 板谷
前川　典幸
Original Assignee
日立Astemo株式会社
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Filing date
Publication date
Application filed by 日立Astemo株式会社 filed Critical 日立Astemo株式会社
Priority to US17/766,915 priority Critical patent/US20220416624A1/en
Priority to JP2021550510A priority patent/JP7308279B2/ja
Priority to EP20873794.0A priority patent/EP4043703A4/en
Priority to CN202080079473.9A priority patent/CN114728574A/zh
Publication of WO2021070535A1 publication Critical patent/WO2021070535A1/ja

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • 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
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • 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
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • 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
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/04—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust using liquids
    • F01N3/043—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust using liquids without contact between liquid and exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/28—Construction of catalytic reactors
    • F01N3/2882—Catalytic reactors combined or associated with other devices, e.g. exhaust silencers or other exhaust purification devices
    • F01N3/2889—Catalytic reactors combined or associated with other devices, e.g. exhaust silencers or other exhaust purification devices with heat exchangers in a single housing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/12—Arrangements for cooling other engine or machine parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/20—Cooling circuits not specific to a single part of engine or machine
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • 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
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors
    • 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
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0676—Engine temperature
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/068—Engine exhaust temperature
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/087—Temperature
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/12—Catalyst or filter state
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/30—Auxiliary equipments
    • B60W2710/305—Auxiliary equipments target power to auxiliaries
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/02—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a heat exchanger
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/40—Oil temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/04—Lubricant cooler
    • F01P2060/045—Lubricant cooler for transmissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D7/00—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall
    • F28D7/10—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits being arranged one within the other, e.g. concentrically
    • F28D7/106—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits being arranged one within the other, e.g. concentrically consisting of two coaxial conduits or modules of two coaxial conduits
    • 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
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the present invention relates to a drive system, particularly to a drive system having a motor and an engine.
  • the three-way catalyst In vehicles with an engine, the three-way catalyst is warmed up by the high-temperature exhaust discharged from the engine.
  • the frequency of using the engine for running is low, the warm-up of the three-way catalyst by exhaust becomes insufficient, the temperature of the catalyst decreases, and the exhaust purification performance deteriorates. I have something to do.
  • Patent Document 1 Japanese Patent Laid-Open No. 6-276614.
  • Patent Document 1 describes a generator that is rotationally driven by an engine to generate electric power, a battery that converts the output of the generator into DC and stores it, and an electric motor that generates driving force by using the generator and the battery as a power source.
  • a power conversion control device for controlling an electric motor, a heating means for recovering heat generated in the power conversion control device and the electric motor to heat engine-related parts, a temperature detecting means for detecting the temperature of the engine-related parts, and the temperature.
  • a drive device for a hybrid vehicle which comprises a refrigerant flow path switching means for switching the flow path of the refrigerant of the heating means based on the detection temperature of the detection means, and a drive device for a hybrid vehicle (see claim 1).
  • Patent Document 2 provides a retarder that applies a braking force to the drive system of the vehicle when the vehicle is decelerated, an exhaust pipe that circulates exhaust gas of an engine mounted on the vehicle, and the exhaust pipe.
  • the exhaust purification device containing the exhaust purification catalyst in the casing, the first heat exchange piping portion attached to the outer periphery of the retarder, the outer periphery of the casing, or the outer periphery of the exhaust pipe on the upstream side of the casing.
  • a refrigerant circulation pipe that includes a second connection pipe that connects the inlet of the first heat exchange pipe and has a refrigerant sealed therein, and a refrigerant circulation pipe that is driven when the retarder is operated to circulate the refrigerant.
  • a temperature raising device including a pump for pumping and circulating in a pipe is described (see claim 1).
  • Patent Document 3 includes a self-igniting gasoline engine, a motor generator, and a battery for driving the motor generator, and the output torque of the engine and the motor generator is transmitted to the drive wheels via a transmission.
  • a first chamber and a second chamber provided in series upstream of the intake passage of the engine, a means for absorbing at least one of the engine, a motor generator, and a transmission, and a means for absorbing the waste heat are absorbed.
  • Japanese Unexamined Patent Publication No. 6-276614 Japanese Unexamined Patent Publication No. 2017-227163 Japanese Unexamined Patent Publication No. 2000-265910
  • the cooling water of the engine since the cooling water of the engine is used for warming up, the temperature of the cooling water is low, only about 65 ° C. to 90 ° C., the temperature of the catalyst does not rise sufficiently, and the effects of warming up and keeping warm are effective. small. Therefore, a drive system capable of warming up and keeping the catalyst warmer more efficiently is desired.
  • the catalyst unit includes an internal combustion engine, a catalyst unit that purifies the exhaust of the internal combustion engine, a motor used for at least one of traveling or regeneration, and an oil-based medium that lubricates the motor.
  • the oil-based medium is provided with a flow path formed so as to flow in the vicinity, and the catalyst portion is heated by being heated by the motor and heat exchanged by the catalyst portion.
  • FIG. 1 is a diagram showing a configuration of a vehicle drive system according to a first embodiment of the present invention.
  • the drive system of this embodiment includes a motor 1, a gear assembly 3 arranged in the output direction of the motor 1, an engine 4, and a control device 5.
  • the rotor 11 is arranged on the inner peripheral side of the stator 10, and the winding 12 is wound around the stator 10.
  • the type of the motor 1 may be a permanent magnet motor having a permanent magnet, a synchronous motor having a field winding, an induction motor having a cage-shaped conductor, a reluctance motor formed only by a rotor core, or the like, and a magnetic field is generated from the rotor.
  • the components to be generated and their shapes are not limited.
  • the stator 10 is fixed to the inner peripheral side of the frame 16 by shrink fitting or the like.
  • the frame 16 is formed by low-pressure casting, die casting, or the like, and its shape and dimensions are not limited, including the bracket that supports the bearing.
  • the winding 12 is composed of distributed winding or concentrated winding, and the winding 12 may be composed of either a square wire or a round wire, and the winding method and type of the winding are not limited.
  • the motor 1 generates a rotating magnetic field as well as a current flowing through the winding 12 due to the current and voltage output from the inverter 2, and rotates the rotor 11 to generate torque.
  • the rotor 11 is connected to the gear assembly 3 through the shaft 17, and the vehicle is driven by connecting the gear output shaft 23 inside the gear assembly 3 to the axle.
  • the motor 1 is not for traveling that converts electrical energy into kinetic energy of a vehicle, but may be for regeneration that generates electrical energy from the kinetic energy of a vehicle, and may be used for both traveling and regeneration.
  • the motor 1 may be cooled by a refrigerant such as water. At this time, the lubricating oil 30 may be heated to a higher temperature than the refrigerant.
  • the gear assembly 3 is configured by arranging a plurality of gears 22 inside the gearbox 21, and the gear ratio of the gears 22 is configured so as to reduce the rotational speed of the motor 1.
  • the gear 22 is composed of parallel shaft spur gears, but the gear 22 may be a planetary gear alone or a combination of planetary gears and spur gears, and the configuration and gear ratio of parallel shafts or uniaxial gears are not limited.
  • a differential gear is usually arranged between the gear assembly 3 and the axle.
  • the lubricating oil 30 is retained in the lower part of the gear assembly 3, and the lubricating oil 30 communicates between the motor 1 and the gear assembly 3 to connect the motor 1 and the gear 22. It is configured to lubricate and cool. A part of the gear 22 in the gear assembly 3 is immersed in the lubricating oil 30, and as the gear 22 rotates, the lubricating oil 30 diffuses into the gear assembly 3 to lubricate the gear 22.
  • the engine 4 is an internal combustion engine having a piston in a cylinder, generates torque for running, and / or drives a generator.
  • the exhaust pipe 43 is provided with a catalytic converter 44.
  • the three-way catalyst in the catalyst converter 44 cannot exhibit exhaust gas purification performance at a low temperature, and the catalyst temperature needs to exceed 500 ° C.
  • the exhaust temperature of the engine 4 ranges from about 200 ° C. when idling to about 800 ° C. during full-load operation, and the catalyst cannot exhibit purification performance during cold start.
  • an oil passage for circulating the lubricating oil 30 is provided between the gear assembly 3 and the catalytic converter 44.
  • the oil passage of this embodiment includes an oil passage 51 for introducing the lubricating oil 30 from the gear assembly 3 to the catalytic converter 44, and an oil passage 52 for returning the lubricating oil 30 from the catalytic converter 44 to the motor 1.
  • the oil passage 52 may be provided so as to extend downward from the catalytic converter 44 so that the lubricating oil 30 in the catalytic converter 44 can escape by gravity.
  • the oil passage 52 is provided with a pump 59 for circulating the lubricating oil 30. The details of the operating conditions of the pump 59 will be described later, but it is preferable to operate when the temperature of the catalytic converter 44 is lower than the oil temperature.
  • the pump 59 may be provided on the downstream side of the catalyst converter 44 to suck the lubricating oil 30 staying in the catalyst converter 44. Further, since the lubricating oil 30 cooled by the catalytic converter 44 flows to the pump 59, the high-temperature lubricating oil 30 does not flow to the pump 59, and the pump 59 can be driven in a state where the temperature load is small.
  • the lubricating oil 30 that has returned from the oil passage 52 to the motor 1 may be configured to be directly applied to the winding 12 of the motor 1, or the lubricating oil 30 discharged from the oil passage 52 is stored inside the motor 1.
  • the winding 12 may be cooled.
  • the winding 12 in contact with the lubricating oil 30 may be configured so as to go toward a position (coil end) protruding from the outer diameter of the stator 10.
  • the lubricating oil 30 that has cooled the motor 1 stays in the lower part of the gear assembly 3 through the communication passage between the motor 1 and the gear assembly 3 after being warmed by the winding 12.
  • the lubricating oil 30 lubricates the gear 22 after cooling the coil of the motor 1, and is guided to the catalytic converter 44. Therefore, the lubricating oil 30 lubricates the gear 22 with the high temperature (that is, low viscosity) lubricating oil 30. After that, the high temperature lubricating oil 30 supplies heat to the catalyst.
  • the drive system of this embodiment is provided with three temperature sensors 61 to 63.
  • the temperature sensor 61 is provided in the motor 1 and measures the temperature of the winding 12.
  • the temperature sensor 62 is provided in the gear assembly 3 and measures the temperature (oil temperature) of the lubricating oil 30.
  • the temperature sensor 63 is provided in the catalyst converter 44 and measures the temperature of the catalyst.
  • the pump 59 is switched on and off according to the temperature of each part measured by the sensors 61 to 63. Further, in another embodiment described later, in addition to turning on / off the pump 59, the opening / closing of the valve is controlled by the temperature of each part measured by the sensors 61 to 63.
  • the control device 5 is composed of a computer (microcomputer) including an arithmetic unit, a memory, and an input / output device.
  • the control device 5 may be provided separately from the inverter 2 or may be provided in the inverter 2 that controls the motor 1.
  • the arithmetic unit includes a processor and executes a program stored in memory. A part of the processing performed by the arithmetic unit by executing the program may be executed by another arithmetic unit (for example, hardware such as FPGA (Field Programmable Gate Array) or ASIC (Application Specific Integrated Circuit)).
  • FPGA Field Programmable Gate Array
  • ASIC Application Specific Integrated Circuit
  • the memory includes ROM and RAM which are non-volatile storage elements.
  • the ROM stores an invariant program (for example, BIOS) and the like.
  • RAM is a high-speed and volatile storage element such as DRAM (Dynamic Random Access Memory), and SRAM (Static Random Access). It is a non-volatile storage element such as Memory), and stores a program executed by an arithmetic unit and data used when the program is executed.
  • the program executed by the arithmetic unit is stored in the non-volatile storage device which is the non-temporary storage medium of the control device 5.
  • the input / output device is an interface for transmitting processing contents to the outside and receiving data from the outside according to a predetermined protocol.
  • 2 to 5 are diagrams showing the configuration of the catalytic converter 44 of this embodiment.
  • the catalyst converter 44 shown in FIG. 2 has a double side wall of a case 441 that houses the catalyst 442 and allows exhaust gas to pass therethrough, and an oil passage 443 of the lubricating oil 30 is provided in the case 441.
  • the oil passage 443 is provided with an inflow port 445 into which the lubricating oil 30 flows in from the exhaust gas inflow direction (indicated by an arrow 440) and an outflow port 446 in which the lubricating oil 30 flows out in the exhaust gas outflow direction.
  • An air layer 444 is provided between the case 441 and the catalyst 442.
  • the air layer 444 functions as a heat insulating material so that the temperature of the catalyst 442 does not rise sharply due to the high-temperature lubricating oil 30 and the temperature of the lubricating oil 30 does not rise due to the high-temperature exhaust gas.
  • the catalyst converter 44 shown in FIG. 3 has a double side wall of a case 441 that houses a catalyst 442 and allows exhaust gas to pass therethrough, and an oil passage 443 for lubricating oil 30 is provided in the case 441.
  • the arrow 440 in the figure indicates the direction in which the exhaust gas flows.
  • the case 441 is provided with an inflow port 445 into which the lubricating oil 30 flows in from the radial direction and an outflow port 446 in which the lubricating oil 30 flows out in the radial direction.
  • An air layer 444 is provided between the case 441 and the catalyst 442.
  • the air layer 444 functions as a heat insulating material so that the temperature of the catalyst 442 does not rise sharply due to the high-temperature lubricating oil 30 and the temperature of the lubricating oil 30 does not rise due to the high-temperature exhaust gas.
  • the catalyst converter 44 shown in FIG. 4 accommodates the catalyst 442 and is provided with an oil passage 443 of the lubricating oil 30 along the inner surface of the side wall of the case 441 through which the exhaust gas is passed.
  • the oil passage 443 is provided with an inflow port 445 into which the lubricating oil 30 flows in from the exhaust gas inflow direction (indicated by an arrow 440) and an outflow port 446 in which the lubricating oil 30 flows out in the exhaust gas outflow direction.
  • the catalytic converter 44 shown in FIG. 4 does not have an air layer, the temperature of the lubricating oil 30 can be avoided even if the air layer is not provided by controlling the flow of the lubricating oil 30 in a sufficient amount. ..
  • a spiral oil passage 443 is provided in the case 441.
  • the oil passage 443 may be provided on the inner surface or the outer surface of the case 441.
  • an inflow port 445 into which the lubricating oil 30 flows in and an outflow port 446 in which the lubricating oil 30 flows out are provided.
  • the catalytic converter 44 shown in FIG. 5 may or may not have an air layer.
  • the arrow 440 in the figure indicates the direction in which the exhaust gas flows.
  • FIG. 6 is a flowchart showing an example of control of the drive system of this embodiment.
  • control device 5 determines whether the engine 4 is stopped (102). In step 102, the elapsed time from the latest start of the engine 4 to the sufficient warming of the catalyst 442 may be determined. If the engine 4 is in operation, it is presumed that the catalyst 442 is warmed by the exhaust gas, so this process is terminated.
  • the engine 4 is stopped, it is estimated that the catalyst 442 is cold, so it is determined whether the temperature of the catalyst 442 is equal to or lower than a predetermined threshold value (for example, 550 ° C.) (103). If the temperature of the catalyst 442 is higher than a predetermined threshold value, it is not necessary to heat the catalyst 442, and this process is terminated.
  • a predetermined threshold value for example, 550 ° C.
  • the temperature of the catalyst 442 is equal to or lower than a predetermined threshold value, it is necessary to warm the catalyst 442, so it is determined whether the temperature of the lubricating oil 30 is equal to or higher than the predetermined threshold value (104). If the temperature of the lubricating oil 30 is lower than a predetermined threshold value, the lubricating oil 30 cannot be warmed, and this process is terminated.
  • the temperature and oil temperature of the catalyst 442 in steps 103 and 104 are determined by determining whether the temperature of the lubricating oil 30 is higher than the temperature of the catalyst 442, instead of comparing each with a predetermined threshold value. If the temperature of 30 is higher than the temperature of the catalyst 442, the process may proceed to step 105.
  • the catalyst 442 can be warmed, so it is determined whether the temperature of the winding 12 is equal to or higher than the predetermined threshold value (105). If the temperature of the winding 12 is lower than a predetermined threshold value, the lubricating oil 30 cannot be warmed and the catalyst 442 cannot be warmed, so that this process is terminated.
  • the pump 59 is operated so that the lubricating oil 30 circulates in the oil passage (106), and the catalytic converter 44.
  • the motor 1 is cooled by the lubricating oil 30 cooled in (107)
  • the gear 22 is lubricated by the lubricating oil 30 warmed by the motor 1 (108)
  • the lubricating oil 30 warmed by the motor 1 is used in the catalytic converter 44. It is circulated and the catalyst 442 is heated to raise the temperature (109).
  • the pump 59 is controlled to operate when the catalyst 442 is not warmed up, and after the catalyst 442 is warmed up, the pump 59 is controlled to operate if the coil temperature is sufficient for warming up the catalyst 442. Will be done. If the high-temperature lubricating oil 30 that is insufficiently cooled is circulated after the temperature of the catalyst 442 has risen, the winding 12 becomes hot and the winding 12 may be burnt. Therefore, when the temperature of the lubricating oil 30 is high, it is necessary to circulate a large amount of the lubricating oil 30 and control so that the lubricating oil 30 and the winding 12 are lowered.
  • 7 and 8 are graphs showing the temperature change of the catalyst 442 in the drive system of this embodiment.
  • the catalyst 442 when the engine 4 is operating, the catalyst 442 is warmed up to 550 ° C. or higher by the exhaust gas of the engine 4, but when the engine 4 is stopped, the temperature of the catalyst 442 drops. After that, when the engine 4 is repeatedly started and stopped, the temperature of the catalyst 442 changes up and down. However, in this embodiment, if the motor 1 is operating even when the engine 4 is stopped, the catalyst 442 is warmed up by the heat generated by the winding 12, so that the temperature of the catalyst 442 is maintained at about 100 ° C. .. Therefore, it is possible to shorten the time until the temperature of the catalyst 442 rises when the engine 4 is started, as compared with the conventional control of the catalyst temperature shown by the broken line.
  • the pump 59 may be operated to warm up the catalyst 442.
  • the time until the temperature of the catalyst 442 rises when the engine 4 is started can be shortened. ..
  • the lubricating oil 30 of the gear assembly 3 heated by the motor 1 is flowed through the catalyst converter 44 to catalyze the catalyst.
  • the 442 can be warmed up and kept warm. Therefore, the operation of the pump 59 is switched based on the temperature of the catalyst 442, the temperature of the lubricating oil 30, and the temperature of the winding 12, and the lubricating oil 30 is circulated. Further, the motor 1 can be cooled without providing a heat exchanger for cooling the lubricating oil 30 heated by the motor 1.
  • the time until the temperature of the catalyst 442 rises can be shortened, it is not necessary to warm up the catalyst converter 44, and the fuel consumption and the power consumption can be reduced.
  • an electric vehicle equipped with an internal combustion engine such as a PHEV
  • the internal combustion engine if the internal combustion engine is stopped for a long time, the effect of raising the temperature of the catalyst 442 by the exhaust gas cannot be obtained, and the temperature of the catalyst 442 decreases.
  • the catalyst 442 can be maintained at a temperature higher than room temperature even if the engine 4 is stopped for a long time or stopped many times.
  • FIG. 9 is a diagram showing a configuration of a vehicle drive system according to a second embodiment of the present invention.
  • the drive system of the second embodiment is provided with a detour oil passage 53 and a radiator 55 in the oil passage.
  • a detour oil passage 53 and a radiator 55 in the oil passage.
  • the configuration different from that of the first embodiment will be mainly described, and the description of the configuration having the same function as that of the first embodiment will be omitted.
  • the drive system of this embodiment includes a motor 1, a gear assembly 3, an engine 4, and a control device 5.
  • the oil passages of this embodiment bypass the oil passage 51 for introducing the lubricating oil 30 from the gear assembly 3 to the catalyst converter 44, the oil passage 52 for returning the lubricating oil 30 from the catalyst converter 44 to the motor 1, and the catalyst converter 44. It is composed of a detour oil passage 53 connecting the oil passage 51 and the oil passage 52. A valve 56 is provided at the branch point from the oil passage 51 to the detour oil passage 53. When the valve 56 is open, the lubricating oil 30 from the gear assembly 3 flows into the catalytic converter 44, and when the valve 56 is closed, the lubricating oil 30 from the gear assembly 3 flows into the bypass oil passage 53 and flows into the catalytic converter 44. do not.
  • the oil passage 52 may be provided so as to extend downward from the catalytic converter 44 so that the lubricating oil 30 in the catalytic converter 44 can escape due to gravity.
  • the oil passage 52 is provided with a radiator 55 for cooling the lubricating oil 30 heated by the motor 1.
  • a pump 59 for circulating the lubricating oil 30 is provided on the downstream side of the radiator 55 of the oil passage 52. As described above in the first embodiment, the pump 59 may operate when the temperature of the catalytic converter 44 is lower than the oil temperature.
  • the pump 59 may be provided on the downstream side of the catalyst converter 44 to suck the lubricating oil 30 staying in the catalyst converter 44.
  • the lubricating oil 30 returned from the oil passage 52 to the motor 1 may be configured to be directly applied to the winding 12 of the motor 1, or the lubricating oil 30 discharged from the oil passage 52 may be collected and wound inside the motor 1.
  • the wire 12 may be cooled. Further, the winding 12 in contact with the lubricating oil 30 may be configured so as to go toward a position (coil end) protruding from the outer diameter of the stator 10.
  • the lubricating oil 30 that has cooled the motor 1 stays in the lower part of the gear assembly 3 through the communication passage between the motor 1 and the gear assembly 3 after being warmed by the winding 12.
  • the lubricating oil 30 lubricates the gear 22 after cooling the coil of the motor 1, and is guided to the catalytic converter 44. Therefore, the lubricating oil 30 lubricates the gear 22 with the high temperature (that is, low viscosity) lubricating oil 30. After that, the high temperature lubricating oil 30 supplies heat to the catalyst. Further, by closing the valve 56 when the catalytic converter 44 becomes hot, the lubricating oil 30 from the gear assembly 3 bypasses the catalytic converter 44 and flows into the bypass oil passage 53. As a result, deterioration of the lubricating oil 30 can be suppressed without bringing the lubricating oil 30 into contact with the high-temperature catalyst 442.
  • the radiator 55 is provided downstream of the catalyst converter 44, the lubricating oil 30 which has become hot in the motor 1 can transfer the heat to the catalyst converter 44 before the heat is released by the radiator 55. Further, the lubricating oil 30 cooled by the catalytic converter 44 can be further cooled by the radiator 55 to improve the cooling efficiency of the motor 1.
  • the pump 59 is provided downstream of the radiator 55, the lubricating oil 30 cooled by the radiator 55 flows to the pump 59, the high-temperature lubricating oil 30 does not flow to the pump 59, and the pump 59 is driven in a state where the temperature load is small. it can.
  • FIG. 10 is a diagram showing a configuration of a vehicle drive system according to a third embodiment of the present invention.
  • the drive system of the third embodiment is provided with a circulating oil passage 54 and a radiator 55 in the oil passage.
  • the configurations different from those of the first and second embodiments described above will be mainly described, and the description of the configurations having the same functions as those of the first and second embodiments will be omitted.
  • the oil passages of this embodiment include an oil passage 51 for introducing the lubricating oil 30 from the gear assembly 3 to the catalyst converter 44, an oil passage 52 for returning the lubricating oil 30 from the catalyst converter 44 to the motor 1, and a radiator for the lubricating oil 30. It is composed of a circulating oil passage 54 that circulates through 55.
  • a valve 57 is provided on the upstream side of the catalytic converter 44. When the valve 57 is open, the lubricating oil 30 from the gear assembly 3 flows into the catalytic converter 44, and when the valve 57 is closed, the lubricating oil 30 from the gear assembly 3 does not flow into the catalytic converter 44.
  • the oil passage 52 may be provided so as to extend downward from the catalytic converter 44 so that the lubricating oil 30 in the catalytic converter 44 can escape due to gravity.
  • the oil passage 52 is provided with a radiator 55 for cooling the lubricating oil 30 heated by the motor 1.
  • a pump 59 for circulating the lubricating oil 30 is provided on the downstream side of the radiator 55 of the oil passage 52. As described above in the first embodiment, the pump 59 may operate when the temperature of the catalytic converter 44 is lower than the oil temperature.
  • the pump 59 may be provided on the downstream side of the catalyst converter 44 to suck the lubricating oil 30 staying in the catalyst converter 44.
  • the lubricating oil 30 returned from the oil passage 52 to the motor 1 may be configured to be directly applied to the winding 12 of the motor 1, or the lubricating oil 30 discharged from the oil passage 52 may be collected and wound inside the motor 1.
  • the wire 12 may be cooled. Further, the winding 12 in contact with the lubricating oil 30 may be configured so as to go toward a position (coil end) protruding from the outer diameter of the stator 10.
  • the lubricating oil 30 that has returned to the motor 1 is warmed by the winding 12, and then stays in the lower part of the gear assembly 3 through the communication passage between the motor 1 and the gear assembly 3.
  • the circulating oil passage 54 is provided so as to communicate the oil passage 52 near the outlet of the lubricating oil 30 of the catalytic converter 44 and the outlet of the lubricating oil 30 of the radiator 55.
  • a valve 58 is provided in the middle of the circulation oil passage 54.
  • a circulation pump may be provided in the middle of the circulation oil passage 54.
  • valve 57 is opened and the valve 58 is closed to circulate the lubricating oil 30 to the catalytic converter 44 and the radiator 55 to cool the lubricating oil 30 warmed by the motor 1.
  • the lubricating oil 30 lubricates the gear 22 after cooling the coil of the motor 1, and is guided to the catalytic converter 44. Therefore, the lubricating oil 30 lubricates the gear 22 with the high temperature (that is, low viscosity) lubricating oil 30. After that, the high temperature lubricating oil 30 supplies heat to the catalyst. Further, when the temperature of the catalytic converter 44 becomes high, the lubricating oil 30 can be circulated through the radiator 55 through the circulating oil passage 54 to efficiently cool the lubricating oil 30 and suppress the deterioration of the lubricating oil 30.
  • the radiator 55 is provided downstream of the catalyst converter 44, the lubricating oil 30 which has become hot in the motor 1 can transfer the heat to the catalyst converter 44 before the heat is released by the radiator 55. Further, the lubricating oil 30 cooled by the catalytic converter 44 can be further cooled by the radiator 55 to improve the cooling efficiency of the motor 1.
  • the pump 59 is provided downstream of the radiator 55, the lubricating oil 30 cooled by the radiator 55 flows to the pump 59, the high-temperature lubricating oil 30 does not flow to the pump 59, and the pump 59 is driven in a state where the temperature load is small. it can.
  • the drive system includes an internal combustion engine (engine 4), a catalyst unit (catalytic converter 44) that purifies the exhaust of the internal combustion engine, and at least one for traveling or regeneration. It is provided with a motor 1 to be used and flow paths (oil passages 50, 51, 52) formed so as to allow an oil-based medium (lubricating oil 30) for lubricating the motor 1 to flow in the vicinity of a catalyst section (catalyst 442).
  • the medium 30 is heated by the motor 1 and heat-exchanged by the catalyst converter 44 to heat the catalyst 442. Therefore, when the medium 30 is warmed up by a water-cooled refrigerant by using an oil-based medium 30 having a temperature higher than that of water.
  • the warm-up efficiency of the catalytic converter 44 can be improved, and the catalytic converter 44 can be quickly warmed up to a high temperature and kept warm. It is possible to reduce the consumption of fuel for warming up and keeping the catalyst converter 44 warm.
  • a gear assembly 3 for transmitting the output of the motor 1 using the gear 22 is provided, and the lubricating oil 30 for lubricating the gear 22 is used as the oil-based medium. That is, the transmission oil is circulated to the catalytic converter 44 to warm up the catalytic converter 44 and raise the temperature. Since the lubricating oil 30 is supplied to the transmission after cooling the winding 12 of the motor 1 and introduced into the catalytic converter 44, the high temperature of the lubricating oil 30 can be maintained to warm up the catalytic converter 44.
  • the gear assembly 3 can be lubricated with the lubricating oil 30 having a high temperature and a low viscosity, and the lubrication resistance of the gear assembly 3 can be reduced, as compared with the case where the motor 1 is directly introduced into the catalytic converter 44.
  • the oil-based medium 30 is heated by contacting the winding 12 of the motor 1 and cooling the winding 12, the lubrication resistance of the gear assembly 3 is reduced by raising the temperature of the oil-based medium 30. Later, heat can be used to warm up the catalyst 442.
  • the catalytic converter is converted by using the oil-based medium 30 as compared with the case where the catalytic converter 44 is warmed up by the water-cooled refrigerant.
  • the 44 can be warmed up to a high temperature to keep it warm.
  • valves 56 and 57 for controlling the oil-based medium 30 so as not to flow in the vicinity of the catalyst 442 when the temperature of the catalyst 442 is higher than a predetermined threshold value are provided, the lubricating oil 30 is heated to a high temperature when warming up is unnecessary. It is possible to suppress the deterioration of the lubricating oil 30 without doing so.
  • a pump 59 for circulating the oil-based medium 30 is provided, and the pump 59 is controlled so that the oil-based medium 30 does not flow in the vicinity of the catalyst 442 when the temperature of the motor 1 is lower than a predetermined threshold value, so that warm-up can be performed.
  • the energy consumption by the pump 59 when it is not possible can be reduced.
  • the present invention is not limited to the above-described embodiment, but includes various modifications and equivalent configurations within the scope of the attached claims.
  • the above-described examples have been described in detail in order to explain the present invention in an easy-to-understand manner, and the present invention is not necessarily limited to those having all the described configurations.
  • a part of the configuration of one embodiment may be replaced with the configuration of another embodiment.
  • the configuration of another embodiment may be added to the configuration of one embodiment.
  • other configurations may be added / deleted / replaced with respect to a part of the configurations of each embodiment.
  • each of the above-described configurations, functions, processing units, processing means, etc. may be realized by hardware by designing a part or all of them by, for example, an integrated circuit, and the processor realizes each function. It may be realized by software by interpreting and executing the program to be executed.
  • Information such as programs, tables, and files that realize each function can be stored in a memory, a hard disk, a storage device such as an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.
  • SSD Solid State Drive
  • a recording medium such as an IC card, an SD card, or a DVD.
  • control lines and information lines indicate those that are considered necessary for explanation, and do not necessarily indicate all the control lines and information lines that are necessary for implementation. In practice, it can be considered that almost all configurations are interconnected.

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Abstract

本発明の課題は、効率的に触媒を暖機及び保温することである。　駆動システムであって、内燃機関と、前記内燃機関の排気を浄化する触媒部と、走行用又は回生用の少なくとも一方に用いられるモータと、前記モータを潤滑する油性媒体を前記触媒部の近傍に流すように形成される流路とを備え、前記油性媒体は、前記モータで加熱され、前記触媒部で熱交換されることによって、前記触媒部を加熱する。

Description

駆動システム
　本発明は、駆動システムに関し、特にモータとエンジンを有する駆動システムに関する。
　エンジンを有する車両では、エンジンから排出される高温の排気によって三元触媒を暖機している。一方、ハイブリッド車両などのエンジンとモータを有する車両では、エンジンを走行に使用する頻度が低く、排気による三元触媒の暖機が不十分になり、触媒の温度が低下し、排気浄化性能が低下することがある。
　本技術分野の背景技術として、特許文献１（特開平６－２７６６１４号）がある。特許文献１には、エンジンにより回転駆動され電力を発生する発電機と、該発電機の出力を直流変換して蓄えるバッテリと、前記発電機およびバッテリを電源として駆動力を発生する電動機と、該電動機を制御する電力変換制御装置と、該電力変換制御装置および電動機に発生する熱を回収しエンジン関係部品を加熱する加熱手段と、前記エンジン関係部品の温度を検出する温度検出手段と、該温度検出手段の検出温度に基づいて前記加熱手段の冷媒の流路を切り替える冷媒流路切り替え手段と、を有することを特徴とするハイブリッド車の駆動装置が記載されている（請求項１参照）。
　また、特許文献２には、車両の減速時に当該車両の駆動系に制動力を付与するリターダと、前記車両に搭載されたエンジンの排気ガスを流通させる排気管と、前記排気管に設けられたケーシング内に排気浄化触媒を収容した排気浄化装置と、前記リターダの外周に取り付けられた第１熱交換配管部、前記ケーシングの外周又は当該ケーシングよりも上流側の前記排気管の外周に取り付けられた第２熱交換配管部、前記第１熱交換配管部の出口部と前記第２熱交換配管部の入口部とを接続する第１接続配管部及び、前記第２熱交換配管部の出口部と前記第１熱交換配管部の入口部とを接続する第２接続配管部とを含み、その内部に冷媒が封入された冷媒循環配管と、前記リターダの作動時に駆動して前記冷媒を前記冷媒循環配管内に圧送循環させるポンプと、を備えることを特徴とする昇温装置が記載されている（請求項１参照）。
　また、特許文献３には、自己着火型ガソリンエンジンと、モータジェネレータと、モータジェネレータを駆動するバッテリとを備え、前記エンジンとモータジェネレータの出力トルクが変速機を介して駆動輪に伝達されるハイブリッド車両において、前記エンジンの吸気通路上流に直列に設けられた第１のチャンバ及び第２のチャンバと、前記エンジン、モータジェネレータ及び変速機のうち少なくとも一つの廃熱を吸収する手段と、この吸収された廃熱を前記第１のチャンバに導き、第１のチャンバ内の吸気温度を上昇させる手段と、前記バッテリから供給される電気エネルギを用いて前記第２のチャンバ内の吸気温度を上昇させる手段と、を備えたことを特徴とするハイブリッド車両が記載されている（請求項１参照）。
特開平６－２７６６１４号公報 特開２０１７－２２７１６３号公報 特開２０００－２６５９１０号公報
　前述した従来技術では、エンジンの冷却水を暖機に用いるので、冷却水の温度が低く、６５℃～９０℃程度にしかならず、触媒の温度が十分に上昇せず、暖機及び保温の効果が小さい。このため、より効率的に触媒を暖機及び保温できる駆動システムが望まれている。
　本願において開示される発明の代表的な一例を示せば以下の通りである。すなわち、駆動システムであって、内燃機関と、前記内燃機関の排気を浄化する触媒部と、走行用又は回生用の少なくとも一方に用いられるモータと、前記モータを潤滑する油性媒体を前記触媒部の近傍に流すように形成される流路とを備え、前記油性媒体は、前記モータで加熱され、前記触媒部で熱交換されることによって、前記触媒部を加熱することを特徴とする。
　本発明の一態様によれば、触媒の暖機及び保温のための燃料の消費量を低減できる。前述した以外の課題、構成及び効果は、以下の実施例の説明によって明らかにされる。
本発明の実施例１の車両の駆動システムの構成を示す図である。 本実施例の触媒コンバータの構成を示す図である。 本実施例の触媒コンバータの構成を示す図である。 本実施例の触媒コンバータの構成を示す図である。 本実施例の触媒コンバータの構成を示す図である。 本実施例の駆動システムの制御の例を示すフローチャートである。 本実施例の駆動システムにおける触媒温度の変化を示すグラフである。 本実施例の駆動システムにおける触媒温度の変化を示すグラフである。 本発明の実施例２の車両の駆動システムの構成を示す図である。 本発明の実施例３の車両の駆動システムの構成を示す図である。
　＜実施例１＞　図１は、本発明の実施例１の車両の駆動システムの構成を示す図である。
　本実施例の駆動システムは、モータ１と、モータ１の出力方向に配置されるギアアセンブリ３と、エンジン４と、制御装置５によって構成される。
　モータ１はステータ１０の内周側にロータ１１が配置され、ステータ１０には巻線１２が巻装される。モータ１の種類は、永久磁石を有する永久磁石電動機、界磁巻線を有する同期電動機、かご形導体を有する誘導電動機、回転子コアだけで形成されるリラクタンスモータなどでもよく、回転子から磁界を発生させるための構成部品やその形状は限定されない。ステータ１０はフレーム１６の内周側に焼嵌めなどによって固定される。フレーム１６は低圧鋳造やダイカストなどで形成され、軸受を支えるブラケットを含め、その形状や寸法は限定されない。巻線１２は分布巻や集中巻で構成され、巻線１２は角線又は丸線どちらで構成してもよく、巻線の巻き方や種類は限定されない。
　モータ１は、インバータ２から出力された電流、電圧によって、巻線１２に電流が流れるとともに回転磁界が発生し、ロータ１１を回転させてトルクを発生する。ロータ１１はシャフト１７を通じてギアアセンブリ３に接続されており、ギアアセンブリ３内部のギア出力軸２３が車軸と接続されることによって、車両が駆動する。また、モータ１は、電気エネルギーから車両の運動エネルギーに変換する走行用ではなく、車両の運動エネルギーから電気エネルギーを生成する回生用でもよく、走行用と回生用を兼ねてもよい。また、モータ１は水などの冷媒によって冷却されてもよい。このとき、潤滑油３０は、冷媒より高温に加熱されるとよい。
　ギアアセンブリ３は、ギアボックス２１の内部に複数の歯車２２が配置されて構成されており、モータ１の回転速度を減速するように歯車２２のギア比が構成されている。図１では歯車２２は平行軸の平歯車で構成されているが、歯車２２は遊星歯車単体又は遊星歯車と平歯車の組み合わせでもよく、並行軸か一軸かの構成やギア比は限定されない。また、図中への記載は省略するが、通常はギアアセンブリ３と車軸との間にデファレンシャルギヤが配置される。
　図１に灰色で示すように、ギアアセンブリ３内の下部には潤滑油３０が滞留しており、モータ１とギアアセンブリ３との間で潤滑油３０が連通して、モータ１及び歯車２２を潤滑及び冷却するように構成されている。ギアアセンブリ３内の歯車２２の一部は潤滑油３０に浸漬され、歯車２２の回転に伴ってギアアセンブリ３内に潤滑油３０が拡散して、歯車２２が潤滑される。
　エンジン４は、シリンダー内にピストンを有する内燃機関であって、走行用のトルクを発生し、及び／又は発電機を駆動する。排気管４３には触媒コンバータ４４が設けられる。触媒コンバータ４４内の三元触媒は、低温では排気ガス浄化性能を発揮できず、触媒温度が５００℃を超える必要がある。一方、エンジン４の排気温度は、アイドリング時において約２００℃から、全負荷運転時において約８００℃と幅広く、冷寒始動時に触媒が浄化性能を発揮できない。
　このため、本実施例の駆動システムでは、ギアアセンブリ３内と触媒コンバータ４４との間で潤滑油３０を循環させる油路を設ける。
　本実施例の油路は、ギアアセンブリ３から触媒コンバータ４４に潤滑油３０を導入する油路５１と、触媒コンバータ４４からモータ１に潤滑油３０を帰還させる油路５２とで構成される。油路５２は、触媒コンバータ４４から下方向に延伸するように設けて、触媒コンバータ４４内の潤滑油３０が重力によって抜けるようにするとよい。油路５２には、潤滑油３０を循環させるためのポンプ５９が設けられる。ポンプ５９の動作条件の詳細は後述するが、触媒コンバータ４４の温度が油温より低い場合に動作するとよい。ポンプ５９は、触媒コンバータ４４の下流側に設けて、触媒コンバータ４４内に滞留する潤滑油３０を吸引するとよい。また、触媒コンバータ４４で冷却された潤滑油３０がポンプ５９に流れるので、高温の潤滑油３０がポンプ５９に流れず、温度負荷が少ない状態でポンプ５９を駆動できる。油路５２からモータ１に帰還した潤滑油３０は、モータ１の巻線１２に直接かかるように構成されてもよいし、油路５２から吐出される潤滑油３０をモータ１の内部に溜めて巻線１２を冷却してもよい。また、潤滑油３０と接触する巻線１２は、ステータ１０の外径から出た位置（コイルエンド）へ向かうように構成するとよい。モータ１を冷却した潤滑油３０は、巻線１２で暖められた後、モータ１とギアアセンブリ３との間の連通路を通じて、ギアアセンブリ３内の下部に滞留する。
　本実施例では、潤滑油３０は、モータ１のコイルを冷却した後に歯車２２を潤滑し、触媒コンバータ４４に導かれるため、高温の（すなわち粘度が低い）潤滑油３０によって歯車２２を潤滑する。その後、高温の潤滑油３０は、触媒へ熱を供給する。
　本実施例の駆動システムには、三つの温度センサ６１～６３が設けられる。温度センサ６１は、モータ１に設けられ、巻線１２の温度を測定する。温度センサ６２は、ギアアセンブリ３に設けられ、潤滑油３０の温度（油温）を測定する。温度センサ６３は、触媒コンバータ４４に設けられ、触媒の温度を測定する。本実施例では、センサ６１～６３が測定した各部の温度によって、ポンプ５９のオン・オフを切り替えて運転する。また後述する他の実施例では、ポンプ５９のオン・オフの他に、センサ６１～６３が測定した各部の温度によって、バルブの開閉が制御される。
　制御装置５は、演算装置、メモリ及び入出力装置を含む計算機（マイコン）で構成される。制御装置５は、インバータ２と別に設けられても、モータ１を制御するインバータ２内に設けられてもよい。
　演算装置は、プロセッサを含み、メモリに格納されたプログラムを実行する。演算装置がプログラムを実行して行う処理の一部を、他の演算装置（例えば、ＦＰＧＡ（Field Programable Gate Array）やＡＳＩＣ（Application Specific Integrated Circuit）などのハードウェア）で実行してもよい。
　メモリは、不揮発性の記憶素子であるＲＯＭ及びＲＡＭを含む。ＲＯＭは、不変のプログラム（例えば、ＢＩＯＳ）などを格納する。ＲＡＭは、ＤＲＡＭ（Dynamic Random Access Memory）のような高速かつ揮発性の記憶素子、及びＳＲＡＭ（Static Random Access
 Memory）のような不揮発性の記憶素子であり、演算装置が実行するプログラム及びプログラムの実行時に使用されるデータを格納する。演算装置が実行するプログラムは、制御装置５の非一時的記憶媒体である不揮発性の記憶装置に格納される。
　入出力装置は、所定のプロトコルに従って、処理内容を外部に送信したり、外部からデータ受信するインターフェースである。
　図２から図５は、本実施例の触媒コンバータ４４の構成を示す図である。
　図２に示す触媒コンバータ４４は、触媒４４２を収容し、排気ガスを通すケース４４１の側壁が二重構造となっており、ケース４４１内に潤滑油３０の油通路４４３が設けられる。油通路４４３には、排気ガスの流入方向（矢印４４０で示す）から潤滑油３０が流入する流入口４４５と、排気ガスの流出方向へ潤滑油３０が流出する流出口４４６が設けられる。ケース４４１と触媒４４２の間には空気層４４４が設けられる。空気層４４４は、高温の潤滑油３０によって触媒４４２の温度が急激に上昇したり、高温の排気ガスによって潤滑油３０の温度が高温にならないように、断熱材として機能する。
　図３に示す触媒コンバータ４４は、触媒４４２を収容し、排気ガスを通すケース４４１の側壁が二重構造となっており、ケース４４１内に潤滑油３０の油通路４４３が設けられる。なお、図中の矢印４４０は、排気ガスの流れる方向を示す。ケース４４１には、径方向から潤滑油３０が流入する流入口４４５と、径方向へ潤滑油３０が流出する流出口４４６とが設けられる。ケース４４１と触媒４４２の間には空気層４４４が設けられる。空気層４４４は、高温の潤滑油３０によって触媒４４２の温度が急激に上昇したり、高温の排気ガスによって潤滑油３０の温度が高温にならないように、断熱材として機能する。
　図４に示す触媒コンバータ４４は、触媒４４２を収容し、排気ガスを通すケース４４１の側壁の内面に沿って潤滑油３０の油通路４４３が設けられる。油通路４４３には、排気ガスの流入方向（矢印４４０で示す）から潤滑油３０が流入する流入口４４５と、排気ガスの流出方向へ潤滑油３０が流出する流出口４４６が設けられる。図４に示す触媒コンバータ４４は空気層を有さないが、十分な量の潤滑油３０が流れるように制御することによって、空気層を設けなくても潤滑油３０の高温化を避けることができる。
　図５に示す触媒コンバータ４４は、らせん構造の油通路４４３がケース４４１内に設けられる。油通路４４３は、ケース４４１の内側面又は外側面に設けられてもよい。油通路４４３の端部には潤滑油３０が流入する流入口４４５と、潤滑油３０が流出する流出口４４６とが設けられる。図５に示す触媒コンバータ４４は、空気層を有しても、有さなくてもよい。なお、図中の矢印４４０は、排気ガスの流れる方向を示す。
　図６は、本実施例の駆動システムの制御の例を示すフローチャートである。
　イグニッションスイッチのＯＮを検出すると、本フローチャートによる駆動システムの制御が開始する（１０１）。
　その後、制御装置５は、エンジン４が停止中かを判定する（１０２）。なお、ステップ１０２では、直近のエンジン４の始動から触媒４４２が十分に暖まるまでの経過時間を判定してもよい。エンジン４が動作中であれば、排気ガスによって触媒４４２が暖まっていると推定されるので、この処理を終了する。
　一方、エンジン４が停止中であれば、触媒４４２が冷えていると推定されるので、触媒４４２の温度が所定の閾値以下（例えば５５０℃）であるかを判定する（１０３）。触媒４４２の温度が所定の閾値より高ければ、触媒４４２を暖める必要がないので、この処理を終了する。
　一方、触媒４４２の温度が所定の閾値以下であれば、触媒４４２を暖める必要があるので、潤滑油３０の温度が所定の閾値以上であるかを判定する（１０４）。潤滑油３０の温度が所定の閾値より低ければ、潤滑油３０を暖められないので、この処理を終了する。なお、ステップ１０３及び１０４における触媒４４２の温度と油温の判定を、各々を所定の閾値を比較するのではなく、潤滑油３０の温度が触媒４４２の温度より高いかを判定して、潤滑油３０の温度が触媒４４２の温度より高い場合にステップ１０５に進んでもよい。
　一方、潤滑油３０の温度が所定の閾値より高ければ、触媒４４２を暖められるので、巻線１２の温度が所定の閾値以上であるかを判定する（１０５）。巻線１２の温度が所定の閾値より低ければ、潤滑油３０を暖められず、触媒４４２を暖められないので、この処理を終了する。
　一方、巻線１２の温度が所定の閾値以上であれば、潤滑油３０を暖められるので、ポンプ５９を動作して、潤滑油３０が油路を循環するようにして（１０６）、触媒コンバータ４４で冷却された潤滑油３０でモータ１を冷却し（１０７）、モータ１で暖められた潤滑油３０で歯車２２を潤滑し（１０８）、モータ１で暖められた潤滑油３０を触媒コンバータ４４に循環させ、触媒４４２を加熱して温度を上昇させる（１０９）。
　すなわち、触媒４４２の暖まっていない状態ではポンプ５９が動作するように制御され、触媒４４２の暖機後は、コイル温度が触媒４４２の暖機に十分であれば、ポンプ５９が動作するように制御される。なお、触媒４４２が昇温した後に、冷却が不十分な高温の潤滑油３０を循環させると巻線１２が高温になり、巻線１２を焼損する可能性がある。このため、潤滑油３０の温度が高い場合には、多くの潤滑油３０循環させて、潤滑油３０と巻線１２が低下するように制御する必要がある。
　図７、図８は、本実施例の駆動システムにおける触媒４４２の温度変化を示すグラフである。
　図７に示すように、エンジン４の動作時は、触媒４４２はエンジン４の排気ガスで５５０℃以上に暖機されているが、エンジン４が停止すると触媒４４２の温度が低下する。その後、エンジン４が始動、停止を繰り返すと、触媒４４２の温度は上下に変化する。しかし、本実施例では、エンジン４の停止中でもモータ１が動作していれば、巻線１２が発生する熱によって触媒４４２が暖機されるので、触媒４４２の温度は１００℃程度で維持される。このため、破線で示す従来の触媒温度の制御より、エンジン４の始動時に触媒４４２の温度が上がるまでの時間を短縮できる。
　また、図８に示すように、エンジン４が停止して触媒４４２の温度が所定の閾値（循環判定温度）まで低下すると、ポンプ５９を動作し触媒４４２を暖機してもよい。このように触媒４４２の温度が常温まで低下しないように暖機して、触媒４４２の温度を１００℃程度に維持することによって、エンジン４の始動時に触媒４４２の温度が上がるまでの時間を短縮できる。
　以上に説明したように、実施例１では、長時間のＥＶ走行時（エンジン４の停止時）には、モータ１で加熱されたギアアセンブリ３の潤滑油３０を触媒コンバータ４４に流して、触媒４４２を暖機し、保温できる。このため、触媒４４２の温度と潤滑油３０の温度と巻線１２の温度に基づいて、ポンプ５９の動作を切り替えて、潤滑油３０を循環させる。
また、モータ１で加熱された潤滑油３０を冷却する熱交換器を設けることなく、モータ１を冷却できる。
　また、触媒４４２の温度が上昇するまでの時間を短縮できるため、触媒コンバータ４４の暖機が不要となり、燃料消費量や電力消費量を低減できる。特に、ＰＨＥＶ等の内燃機関を搭載した電動車両では、内燃機関の停止時間が長いと排気ガスによる触媒４４２の昇温効果が得られず、触媒４４２の温度が低下する。しかし、本実施例では、エンジン４の停止時間や停止回数が多くても、触媒４４２を常温より高い温度で維持できる。
　＜実施例２＞　図９は、本発明の実施例２の車両の駆動システムの構成を示す図である。
　実施例２の駆動システムは、油路内に迂回油路５３及びラジエータ５５を設けている。
実施例２では、前述した実施例１と異なる構成について主に説明し、実施例１と同じ機能を有する構成の説明は省略する。
　本実施例の駆動システムは、モータ１と、ギアアセンブリ３と、エンジン４と、制御装置５によって構成される。
　本実施例の油路は、ギアアセンブリ３から触媒コンバータ４４に潤滑油３０を導入する油路５１と、触媒コンバータ４４からモータ１に潤滑油３０を帰還させる油路５２と、触媒コンバータ４４をバイパスして油路５１と油路５２とを繋ぐ迂回油路５３とで構成される。油路５１から迂回油路５３への分岐点にはバルブ５６が設けられる。バルブ５６が開状態ではギアアセンブリ３からの潤滑油３０が触媒コンバータ４４に流入し、バルブ５６が閉状態ではギアアセンブリ３からの潤滑油３０が迂回油路５３に流入し、触媒コンバータ４４に流入しない。
　油路５２は、触媒コンバータ４４から下方向に延伸するように設けて、触媒コンバータ４４内の潤滑油３０が重力によって抜けるようにするとよい。油路５２には、モータ１で加熱された潤滑油３０を冷却するラジエータ５５が設けられる。また、油路５２のラジエータ５５の下流側には、潤滑油３０を循環させるためのポンプ５９が設けられる。ポンプ５９は、実施例１で前述したように、触媒コンバータ４４の温度が油温より低い場合に動作するとよい。ポンプ５９は、触媒コンバータ４４の下流側に設けて、触媒コンバータ４４内に滞留する潤滑油３０を吸引するとよい。油路５２からモータ１に帰還した潤滑油３０はモータ１の巻線１２に直接かかるように構成されてもよいし、油路５２から吐出される潤滑油３０をモータ１の内部に溜めて巻線１２を冷却してもよい。また、潤滑油３０と接触する巻線１２は、ステータ１０の外径から出た位置（コイルエンド）へ向かうように構成するとよい。モータ１を冷却した潤滑油３０は、巻線１２で暖められた後、モータ１とギアアセンブリ３との間の連通路を通じて、ギアアセンブリ３内の下部に滞留する。
　本実施例では、潤滑油３０は、モータ１のコイルを冷却した後に歯車２２を潤滑し、触媒コンバータ４４に導かれるため、高温の（すなわち粘度が低い）潤滑油３０によって歯車２２を潤滑する。その後、高温の潤滑油３０は、触媒へ熱を供給する。また、触媒コンバータ４４が高温になった際にバルブ５６を閉じることによって、ギアアセンブリ３からの潤滑油３０が触媒コンバータ４４をバイパスして、迂回油路５３に流す。これによって、潤滑油３０を高温の触媒４４２に接触させることなく、潤滑油３０の劣化を抑制できる。
　また、触媒コンバータ４４の下流にラジエータ５５を設けるので、モータ１で高温になった潤滑油３０は、ラジエータ５５で熱を放出する前に、触媒コンバータ４４に熱を渡すことができる。さらに、触媒コンバータ４４で冷却された潤滑油３０をラジエータ５５でさらに冷却して、モータ１の冷却効率を向上できる。
　また、ラジエータ５５の下流にポンプ５９を設けるので、ラジエータ５５で冷却された潤滑油３０がポンプ５９に流れ、高温の潤滑油３０がポンプ５９に流れず、温度負荷が少ない状態でポンプ５９を駆動できる。
　＜実施例３＞　図１０は、本発明の実施例３の車両の駆動システムの構成を示す図である。
　実施例３の駆動システムは、油路内に循環油路５４及びラジエータ５５を設けている。実施例３では、前述した実施例１、２と異なる構成について主に説明し、実施例１、２と同じ機能を有する構成の説明は省略する。
　本実施例の油路は、ギアアセンブリ３から触媒コンバータ４４に潤滑油３０を導入する油路５１と、触媒コンバータ４４からモータ１に潤滑油３０を帰還させる油路５２と、潤滑油３０をラジエータ５５に循環させる循環油路５４とで構成される。触媒コンバータ４４の上流側にはバルブ５７が設けられる。バルブ５７が開状態ではギアアセンブリ３からの潤滑油３０が触媒コンバータ４４に流入し、バルブ５７が閉状態ではギアアセンブリ３からの潤滑油３０が触媒コンバータ４４に流入しない。
　油路５２は、触媒コンバータ４４から下方向に延伸するように設けて、触媒コンバータ４４内の潤滑油３０が重力によって抜けるようにするとよい。油路５２には、モータ１で加熱された潤滑油３０を冷却するラジエータ５５が設けられる。また、油路５２のラジエータ５５の下流側には、潤滑油３０を循環させるためのポンプ５９が設けられる。ポンプ５９は、実施例１で前述したように、触媒コンバータ４４の温度が油温より低い場合に動作するとよい。ポンプ５９は、触媒コンバータ４４の下流側に設けて、触媒コンバータ４４内に滞留する潤滑油３０を吸引するとよい。油路５２からモータ１に帰還した潤滑油３０がモータ１の巻線１２に直接かかるように構成されてもよいし、油路５２から吐出される潤滑油３０をモータ１の内部に溜めて巻線１２を冷却してもよい。また、潤滑油３０と接触する巻線１２は、ステータ１０の外径から出た位置（コイルエンド）へ向かうように構成するとよい。モータ１に帰還した潤滑油３０は、巻線１２で暖められた後、モータ１とギアアセンブリ３との間の連通路を通じて、ギアアセンブリ３内の下部に滞留する。
　循環油路５４は、触媒コンバータ４４の潤滑油３０の出口付近の油路５２と、ラジエータ５５の潤滑油３０の出口とを連通するように設けられる。循環油路５４の途中にはバルブ５８が設けられる。循環油路５４の途中に循環用のポンプを設けられてもよい。通常に潤滑油３０を循環させる際には、バルブ５８を閉じた状態にする。一方、触媒コンバータ４４が高温になり、潤滑油３０が高温になった際に、バルブ５７を閉じて、バルブ５８を開くことによって、高温になった潤滑油３０をラジエータ５５で効率的に冷却できる。一方、潤滑油３０の温度が低下すると、バルブ５７を開き、バルブ５８を閉じることによって、潤滑油３０を触媒コンバータ４４とラジエータ５５に循環させ、モータ１で温められた潤滑油３０を冷却する。
　本実施例では、潤滑油３０は、モータ１のコイルを冷却した後に歯車２２を潤滑し、触媒コンバータ４４に導かれるため、高温の（すなわち粘度が低い）潤滑油３０によって歯車２２を潤滑する。その後、高温の潤滑油３０は、触媒へ熱を供給する。また、触媒コンバータ４４が高温になった際に、循環油路５４によってラジエータ５５に潤滑油３０を循環させ、潤滑油３０を効率的に冷却して、潤滑油３０の劣化を抑制できる。
　また、触媒コンバータ４４の下流にラジエータ５５を設けるので、モータ１で高温になった潤滑油３０は、ラジエータ５５で熱を放出する前に、触媒コンバータ４４に熱を渡すことができる。さらに、触媒コンバータ４４で冷却された潤滑油３０をラジエータ５５でさらに冷却して、モータ１の冷却効率を向上できる。
　また、ラジエータ５５の下流にポンプ５９を設けるので、ラジエータ５５で冷却された潤滑油３０がポンプ５９に流れ、高温の潤滑油３０がポンプ５９に流れず、温度負荷が少ない状態でポンプ５９を駆動できる。
　以上に説明したように、本発明の実施例の駆動システムは、内燃機関（エンジン４）と、内燃機関の排気を浄化する触媒部（触媒コンバータ４４）と、走行用又は回生用の少なくとも一方に用いられるモータ１と、モータ１を潤滑する油性媒体（潤滑油３０）を触媒部（触媒４４２）の近傍に流すように形成される流路（油路５０、５１、５２）とを備え、油性媒体３０は、モータ１で加熱され、触媒コンバータ４４で熱交換されることによって、触媒４４２を加熱するので、水より高温となる油性媒体３０を使用することによって、水冷の冷媒で暖機する場合の６５℃～９０℃以下の暖機、保温と比べ、触媒コンバータ４４の暖機の効率を向上し、触媒コンバータ４４を早く高温に暖機し保温できる。触媒コンバータ４４の暖機及び保温のための燃料の消費量を低減できる。
　また、モータ１の出力を歯車２２を用いて伝達するギアアセンブリ３を備え、歯車２２を潤滑する潤滑油３０を油性媒体として用いる。すなわち、トランスミッションオイルを触媒コンバータ４４へ循環させることによって、触媒コンバータ４４を暖機し昇温する。潤滑油３０は、モータ１の巻線１２を冷却した後にトランスミッションに供給され、触媒コンバータ４４へ導入されるので、潤滑油３０の高温を維持して、触媒コンバータ４４を暖機できる。モータ１から触媒コンバータ４４へ直接導入するより、高温で粘度が低い潤滑油３０でギアアセンブリ３を潤滑でき、ギアアセンブリ３の潤滑抵抗を低減できる。
　また、油性媒体３０は、モータ１の巻線１２と接触して、巻線１２を冷却することによって加熱されるので、油性媒体３０を昇温することによって、ギアアセンブリ３の潤滑抵抗を減らした後に、触媒４４２の暖機に熱を利用できる。
　また、モータ１は冷媒によって冷却されており、油性媒体３０は前記冷媒より高温に加熱されるので、水冷の冷媒で触媒コンバータ４４を暖機する場合と比べ、油性媒体３０を用いることによって触媒コンバータ４４を高温に暖機し保温できる。
　また、触媒４４２の温度が所定の閾値より高い場合、油性媒体３０を触媒４４２の近傍に流さないように制御するバルブ５６、５７を備えるので、暖機が不要な場合に潤滑油３０を高温にすることなく、潤滑油３０の劣化を抑制できる。
　また、油性媒体３０を循環させるポンプ５９を備え、ポンプ５９は、モータ１の温度が所定の閾値より低い場合、油性媒体３０を触媒４４２の近傍に流さないように制御されるので、暖機が不可能な場合のポンプ５９によるエナルギー消費を低減できる。
　なお、本発明は前述した実施例に限定されるものではなく、添付した特許請求の範囲の趣旨内における様々な変形例及び同等の構成が含まれる。例えば、前述した実施例は本発明を分かりやすく説明するために詳細に説明したものであり、必ずしも説明した全ての構成を備えるものに本発明は限定されない。また、ある実施例の構成の一部を他の実施例の構成に置き換えてもよい。また、ある実施例の構成に他の実施例の構成を加えてもよい。また、各実施例の構成の一部について、他の構成の追加・削除・置換をしてもよい。
　また、前述した各構成、機能、処理部、処理手段等は、それらの一部又は全部を、例えば集積回路で設計する等により、ハードウェアで実現してもよく、プロセッサがそれぞれの機能を実現するプログラムを解釈し実行することにより、ソフトウェアで実現してもよい。
　各機能を実現するプログラム、テーブル、ファイル等の情報は、メモリ、ハードディスク、ＳＳＤ（Ｓｏｌｉｄ　Ｓｔａｔｅ　Ｄｒｉｖｅ）等の記憶装置、又は、ＩＣカード、ＳＤカード、ＤＶＤ等の記録媒体に格納することができる。
　また、制御線や情報線は説明上必要と考えられるものを示しており、実装上必要な全ての制御線や情報線を示しているとは限らない。実際には、ほとんど全ての構成が相互に接続されていると考えてよい。
１…モータ
３…ギアアセンブリ
４…エンジン
５…制御装置
１０…ステータ
１１…ロータ
１２…巻線
１６…フレーム
１７…シャフト
２１…ギアボックス
２２…歯車
２３…ギア出力軸
３０…潤滑油
４３…排気管
４４…触媒コンバータ
５０、５１、５２…油路
５３…迂回油路
５４…循環油路
５５…ラジエータ
５６、５７、５８…バルブ
５９…ポンプ
６１、６２、６３…温度センサ

Claims (6)

  1. 　駆動システムであって、
    　内燃機関と、
    　前記内燃機関の排気を浄化する触媒部と、
    　走行用又は回生用の少なくとも一方に用いられるモータと、
    　前記モータを潤滑する油性媒体を前記触媒部の近傍に流すように形成される流路とを備え、
    　前記油性媒体は、前記モータで加熱され、前記触媒部で熱交換されることによって、前記触媒部を加熱することを特徴とする駆動システム。
  2. 　請求項１に記載の駆動システムであって、
    　前記モータの出力を歯車を用いて伝達するギアアセンブリを備え、
    　前記油性媒体は、前記歯車を潤滑する潤滑油であることを特徴とする駆動システム。
  3. 　請求項１に記載の駆動システムであって、
    　前記油性媒体は、前記モータの巻線と接触して、前記巻線を冷却することによって加熱されることを特徴とする駆動システム。
  4. 　請求項１に記載の駆動システムであって、
    　前記モータは冷媒によって冷却されており、
    　前記油性媒体は、前記冷媒より高温に加熱されることを特徴とする駆動システム。
  5. 　請求項１に記載の駆動システムであって、
    　前記触媒部の温度が所定の閾値より高い場合、前記油性媒体を前記触媒部の近傍に流さないように制御するバルブを備えることを特徴とする駆動システム。
  6. 　請求項１に記載の駆動システムであって、
    　前記油性媒体を前記流路で循環させるポンプを備え、
    　前記ポンプは、前記モータの温度が所定の閾値より低い場合、前記油性媒体を触媒部の近傍に流さないように制御されることを特徴とする駆動システム。
PCT/JP2020/033880 2019-10-07 2020-09-08 駆動システム WO2021070535A1 (ja)

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