CN101496261B - 车辆的驱动装置 - Google Patents
车辆的驱动装置 Download PDFInfo
- Publication number
- CN101496261B CN101496261B CN200680040166XA CN200680040166A CN101496261B CN 101496261 B CN101496261 B CN 101496261B CN 200680040166X A CN200680040166X A CN 200680040166XA CN 200680040166 A CN200680040166 A CN 200680040166A CN 101496261 B CN101496261 B CN 101496261B
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- Prior art keywords
- rotating machine
- power control
- lubricating oil
- dynamotor
- control unit
- Prior art date
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- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
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- F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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Abstract
一种车辆的驱动装置,包括:电动发电机;润滑油循环机构,用于对电动发电机进行润滑和冷却;动力控制单元,用于控制电动发电机,并布置在润滑油循环路径中与润滑油接触以进行热交换;壳体,容纳电动发电机、循环机构和动力控制单元,并设有所述润滑油循环路径。优选地,动力控制单元包括动力控制元件和具有第一主表面的衬底(120),动力控制元件安装在第一主表面上。衬底(120)在其第二主表面侧具有散热鳍片(390、392、394),散热鳍片与润滑油循环路径中的润滑油接触。
Description
技术领域
本发明涉及驱动装置,特别是将逆变器和电动机容纳在一个壳体中的车辆驱动装置。
背景技术
许多现有的混合动力车辆具有这样的结构:逆变器具有固定到地盘的较大盒状壳体,电动机壳体(驱动桥)布置在该壳体下方。可以考虑能够安装在尽可能多种混合动力车辆中的混合动力车辆驱动装置。在此情况下,如果该装置采用了两个壳体,则必须针对每种车辆对这种壳体布置进行优化。因此难以使部件标准化。
在原理上,希望彼此结合工作的各个单元集成为一体并容纳在一个壳体中。日本专利公开No.2004-343845、No.2001-119961和No.2003-199293已经公开了一些混合动力车辆的驱动装置,它们各自具有集成为一体的电动机和逆变器。
但是,在日本专利公开No.2004-343845和No.2001-119961所公开的混合动力车辆驱动装置中,逆变器仅仅是布置在电动机上,这种结构容易受到与装有该装置的车辆的质心垂直位置提高有关的影响。此外,也没有充分考虑到减小该驱动装置安装在混合动力车辆上所需的空间。
为了能够安装在多种车辆上,希望逆变器和电动机布置在与自动变速器大体相同的轮廓内,在普通的车辆中,自动变速器是与发动机相邻的。
在日本专利公开No.2003-199293中,采用水冷***作为逆变器单元的冷却***,并采用油冷兄作为电动机单元的冷却***,因此结构复杂了。
发明内容
本发明的一个目的是提供一种车辆驱动装置,该装置包括集成的逆变 器并具有较小的简单结构。
总的来说,根据本发明的一种车辆驱动装置包括:第一旋转电机;用于润滑油的循环机构,对第一旋转电机进行润滑和冷却;动力控制单元,对第一旋转电机进行控制并通过与润滑油进行热交换而得到冷却;以及壳体,容纳第一旋转电机、循环机构和动力控制单元,并设有所述循环路径。
优选地,动力控制单元包括:动力控制元件和板,板具有第一主表面,动力控制元件安装在第一主表面上。板具有散热器突起,散热器突起布置在板的第二主表面侧以与循环路径中的润滑油接触。
优选地,所述壳体包括油盘,油盘布置在循环路径的下游部分,循环机构包括随着旋转电机的旋转而从油盘抽取润滑油、并将润滑油馈送到动力控制单元上游的润滑路径部分的机构。
优选地,所述车辆包括内燃机,内燃机与第一旋转电机一起使用来使车轮旋转;壳体与内燃机以热传导方式接触。
更优选地,润滑油的热量被通过壳体传递到内燃机的外壳。
更优选地,内燃机的壳体设有使冷却水循环的水通道,壳体具有突出到水通道中的散热器突起。
优选地,所述车辆包括内燃机。所述车辆驱动装置还包括:第二旋转电机,其包括转子,转子具有与第一旋转电机的转子旋转轴共轴的旋转轴;动力分配机构,其布置成与内燃机的曲轴的旋转轴共轴且位于第一旋转电机与第二旋转电机之间,并具有第一轴、第二轴和第三轴,第一轴接收第一旋转电机的转子旋转,第二轴接收第二旋转电机的转子旋转,第三轴接收曲轴的旋转。动力控制单元控制第一旋转电机和第二旋转电机。壳体还容纳第二旋转电机以及动力分配机构。
更优选地,动力控制单元包括:第一逆变器和第二逆变器,其与第一旋转电机和第二旋转电机分别对应地布置;电压转换器,其布置成第一逆变器和第二逆变器共用。电压转换器包括电抗器和电容器,电抗器和电容器以分开的方式布置,并分别位于第一旋转电机、第二旋转电机和动力分配机构的相反侧。
更优选地,所述壳体包括:第一容纳室,设有第一开口并容纳动力控制单元;第二容纳室,设有第二开口并容纳第二旋转电机;分隔件,将第一容纳室和第二容纳室彼此分开。分隔件设有孔,孔形成循环路径的一部分。
本发明可以实现这样一种车辆驱动装置,它与逆变器集成为一体并具有小而简单的结构。
附图说明
图1的电路图示出了与根据本发明实施例的混合动力车辆100的电动发电机控制有关的结构。
图2的示意图图示了图1中动力分配机构PSD和减速器RD的详细情况。
图3的立体图示出了根据本发明实施例的混合动力车辆的驱动装置20的外观。
图4是驱动装置20的俯视图。
图5是沿图4中的方向X1看去,驱动装置20的侧视图。
图6是沿图4中的方向X2看去,驱动装置20的侧视图。
图7是沿图4中VII-VII线所取的剖视图。
图8是沿图4中VIII-VIII线所取的剖视图。
图9的框图示出了本实施例的混合动力车辆驱动装置的冷却***。
图10示出了电动发电机MG1和气缸座302的连接部分的截面图。
图11是示出了图9中油循环路径340的剖视图。
图12是沿图11中XII-XII线的局部剖视图。
图13示出了图9中油循环路径340的第二示例。
图14是沿图13中XIV-XIV线所取的剖视图。
图15示出了图9中油循环路径340的第三示例。
图16是沿图15中XVI-XVI线所取的剖视图。
具体实施方式
下面将参考附图对本发明的实施例进行说明。相同或相应的部分具有相同的标号,也不对其进行重复说明。
[车辆部件的说明]
图1的电路图示出了与根据本发明实施例的混合动力车辆100的电动发电机控制有关的结构。
参考图1,车辆100包括电池单元40、驱动装置20和控制装置30,以及未示出的发动机和车轮。
驱动装置20包括电动发电机MG1和MG2、动力分配机构PSD、减速器RD以及对电动发电机MG1和MG2进行控制的动力控制单元21。
基本上,动力分配机构PSD连接到发动机4以及电动发电机MG1和MG2,用于在发动机4与电动发电机MG1和MG2之间分配动力。例如,可以使用行星齿轮机构作为动力分配机构,该行星齿轮机构具有三个旋转轴,即太阳轮、行星轮和齿圈。
动力分配机构PSD这些旋转轴中的两个旋转轴连接到发动机4和电动发电机MG1各自的旋转轴,另一个旋转轴连接到减速器RD。减速器RD与动力分配机构PSD集成为一体,使电动发电机MG2的转速降低并将其传送给动力分配机构PSD。
减速器具有旋转轴,该旋转轴通过减速齿轮和差速齿轮(未示出)哦和到车轮。减速器不是必须的,也可以采用这样的结构:该结构将电动发电机MG2的旋转传送给动力分配机构PSD而不降低其转速。
电池单元40具有端子41和42。驱动装置具有端子43和44。车辆100还包括将端子41与43连接在一起的电缆6以及将端子42与44连接在一起的电缆8。
电池单元40包括电池B、***主继电器SMR3和***主继电器SMR2、以及***主继电器SMR1和限流电阻R,其中,***主继电器SMR3连接在电池B的负极与端子42之间,***主继电器SMR2连接在电池B的正极与端子41之间,***主继电器SMR1和限流电阻R串联连接在电池B的正极与端子41之间。根据从控制装置30提供的控制信号SE,使***主继电器SMR1-SMR3开启和关断。
电池单元40包括对电池B各端子之间的电压VB进行测量的电压传感器10、以及对流到电池B的电流IB进行传感的电流传感器11。
二次电池(镍氢电池、锂离子电池等)、燃料电池等可以用作电池B。也可以用大电容的电容器(例如电双层电容器)作为电能储存装置,来代替电池B。
动力控制单元21包括与电动发电机MG1和MG2分别对应地布置的逆变器22和14、以及布置为逆变器22和14共用的升压转换器12。
升压转换器12增大端子43与44之间的电压。逆变器14将从升压转换器12施加的DC电压转换成三相AC电压,并将其供给电动发电机MG2。
升压转换器12包括:电抗器L1,其一端连接到端子43;功率晶体管元件Q1和Q2,它们串联连接在升压转换器12的各个输出端子之间,提供增大的电压VH;二极管D1和D2,它们分别与功率晶体管元件Q1和Q2并联;以及滤波电容器C2。滤波电容器C2使被升压转换器12增大的电压平滑化。
电抗器L1的另一端连接到功率晶体管元件Q1的发射极和功率晶体管元件Q2的集电极。二极管D1的负极连接到功率晶体管元件Q1的集电极,二极管D1的正极连接到功率晶体管元件Q1的发射极。二极管D2的负极连接到功率晶体管元件Q2的集电极,二极管D2的正极连接到功率晶体管元件Q2的发射极。
逆变器14把从升压转换器12提供的DC电压转换成三相AC电压,并将其供给对车轮进行驱动的电动发电机MG2。在执行再生制动时,逆变器把由电动发电机MG2产生的电功率返回升压转换器12。在该操作中,控制装置30控制升压转换器12作为降压转换器工作。
逆变器14分别包括U相臂15、V相臂16和W相臂17。U相臂15、V相臂16和W相臂17并联连接在升压转换器12的各条输出线之间。
U相臂包括串联连接的功率晶体管元件Q3和Q4、以及分别与功率晶体管元件Q3和Q4并联连接的二极管D3和D4。二极管D3的负极连接到功率晶体管元件Q3的集电极,而正极连接到功率晶体管元件Q3的发射 极。二极管D4的负极连接到功率晶体管元件Q4的集电极,而正极连接到功率晶体管元件Q4的发射极。
V相臂包括串联连接的功率晶体管元件Q5和Q6、以及分别与功率晶体管元件Q5和Q6并联连接的二极管D5和D6。二极管D5的负极连接到功率晶体管元件Q5的集电极,二极管D5的正极连接到功率晶体管元件Q5的发射极。二极管D6的负极连接到功率晶体管元件Q6的集电极,二极管D6的正极连接到功率晶体管元件Q6的发射极。
W相臂包括串联连接的功率晶体管元件Q7和Q8、以及分别与功率晶体管元件Q7和Q8并联连接的二极管D7和D8。二极管D5的负极连接到功率晶体管元件Q7的集电极,二极管D7的正极连接到功率晶体管元件Q7的发射极。二极管D8的负极连接到功率晶体管元件Q8的集电极,二极管D8的正极连接到功率晶体管元件Q8的发射极。
各相臂的中间点连接到电动发电机MG2各相线圈的相端。更具体地说,电动发电机MG2是三相永磁同步电机。三相(即U、V、W相)线圈一侧的末端连接到中性点。U相线圈的另一端连接到功率晶体管元件Q3与Q4的连接节点。V相线圈的另一端连接到功率晶体管元件Q5与Q6的连接节点。W相线圈的另一端连接到功率晶体管元件Q7与Q8的连接节点。
在图1所示的示例中,功率晶体管元件Q1-Q8是绝缘栅场效应双极晶体管(IGBT),但是也可以使用能够在更高温度下工作的SiC金属氧化物半导体场效应管(MOSFET)等。
电流传感器对流经电动发电机MG2的电流进行传感,作为电动机电流值MCRT2,并将其供给控制装置30。
逆变器22连接到与逆变器14并联的升压转换器12。逆变器22把从升压转换器12供给的DC电压转换成三相AC电压,并将其供给电动发电机MG1。逆变器22接收经增大的电压,并驱动电动发电机MG1,例如用于使发动机起动。
被发动机曲轴传送的转矩所驱动的电动机发电机MG1所产生的电能被逆变器22返回升压转换器12。在该操作中,升压转换器12被控制装置 30控制成作为降压电路工作。
尽管未示出,单逆变器22具有与逆变器14大体上相同的内部结构,也不再对其进行重复说明。
控制装置30接收扭矩命令值TR1和TR2、电动机转速MRN1和MRN2、电压VB、VL和VH、电流值IB、电动机电流值MCRT1和MCRT2、以及起动信号IGON。
扭矩命令值TR1、电动机转速MRN1和电动机电流值MCRT1与电动发电机MG1有关,而扭矩命令值R2、电动机转速MRN2和电动机电流值MCRT2与电动发电机MG2有关。
电压VB是电池B的电压,电流IB是流经电池B的电流。电压VL是升压转换器12的尚未经过增大的电压,电压VH是升压转换器12的经增大的电压。
控制装置30向升压转换器12提供指示升压的控制信号PWU、指示降压的控制信号PWD、以及指示关断操作的信号CSDN。
此外,控制装置30还向逆变器14提供驱动指令PWMI2和再生指令PWMC2,驱动指令PWMI2用于将DC电压(即升压转换器12的输出)转换成对电动发电机MG2进行驱动的AC电压,再生指令WMC2用于将电动发电机MG2产生的AC电压转换成AC电压并将其返回升压转换器12。
同样,控制装置30向逆变器22提供驱动指令PWMI1和再生指令PWMC1,驱动指令PWMI1用于将DC电压转换成对电动发电机MG1进行驱动的AC电压,再生指令WMC1用于将电动发电机MG1产生的AC电压转换成DC电压并将其返回升压转换器12。
图2是对图1中的动力分配机构PSD和减速器RD进行具体图示的示意图。
参考图2,这种车辆驱动装置包括:电动发电机MG2;减速器RD,连接到电动发电机MG2的旋转轴;车轴,随着旋转轴的旋转而以经过减速器RD降低的速度旋转;发动机4;电动发电机MG1;以及动力分配机构PSD,在减速器RD、发动机4与电动发电机MG1之间分配动力。减速 器RD以例如2或更高的减速比将动力从电动发电机MG2传送给动力分配机构PSD。
发动机4的曲轴50、电动发电机MG1的转子32、以及电动发电机MG2的转子37彼此共轴旋转。
在图2所示的示例中,动力分配机构PSD是行星齿轮,包括:太阳轮51,耦合到中空的太阳轮轴,曲轴50穿过太阳轮轴而共轴延伸;齿圈52,由曲轴50以可旋转方式共轴地承载;小齿轮53,布置在太阳轮51与齿圈52之间,并在绕其自身轴线旋转的同时围绕太阳轮51公转;以及行星架54,耦合到曲轴50的一端并承载各个小齿轮53的旋转轴。
动力分配机构PSD具有三个动力输入/输出轴,即耦合到太阳轮51的太阳轮轴、耦合到齿圈52的齿圈壳体、以及耦合到行星架54的曲轴50。在确定了从这三个轴中的两者输入/向这三个轴中的两者输出的动力时,从另一轴输入/向另一轴输出的动力就根据向上述两个轴输出/从上述两个轴输入的动力而得到确定。
用于带走动力的分配轴驱动齿轮(counter drive gear)70布置在齿圈壳体外侧,与齿圈52一体旋转。分配轴驱动齿轮70连接到传动减速齿轮RG,从而在分配轴驱动齿轮70与传动减速齿轮RG之间传送动力。传动减速齿轮RG对差速齿轮DEF进行驱动。在向下的斜坡等情况下,车轮的旋转被传送到差速齿轮DEF,差速齿轮DEF接着对传动减速齿轮RG进行驱动。
电动发电机MG1包括定子31和转子32,定子31形成旋转磁场,转子32布置在定子31内侧并具有嵌入其中的多个永久磁铁。定子31包括定子铁心33和围绕定子铁心33缠绕的三相线圈34。转子32耦合到太阳轮轴,太阳轮轴与动力分配机构PSD的太阳轮51一起旋转。定子铁心33由堆叠的薄电磁钢板形成,并固定到壳体(未示出)。
电动发电机MG1作为电动机工作,该电动机通过由转子32中嵌入的永久磁铁形成的磁场与由三相线圈34形成的磁场之间的相互操作来驱动转子32使之旋转。电动发电机MG1还作为发电机工作,该发电机通过由永久磁铁所形成的磁场与转子32的旋转之间的相互操作来在三相线圈34 的相反端产生电动力。
电动发电机MG2包括形成旋转磁场的定子36,还包括转子37,转子37布置在定子31内侧并具有嵌入其中的多个永久磁铁。定子36具有定子铁心38和围绕定子铁心38缠绕的三相线圈39。
转子37通过减速器RD耦合到齿圈壳体,该齿圈壳体与动力分配机构PSD的齿圈52一起旋转。定子铁心38由堆叠的薄电磁钢板形成,并固定到壳体(未示出)。
电动发电机MG2作为发电机工作,该发电机通过由永久磁铁所形成的磁场与转子37的旋转之间的相互操作来在三相线圈39的相反端产生电动力。电动发电机MG2还作为电动机工作,该电动机通过由永久磁铁形成的磁场与由三相线圈39形成的磁场之间的相互操作来驱动转子37使之旋转。
减速器RD通过下述结构执行减速:在该结构中,行星架66(即行星齿轮的旋转元件之一)固定到车辆驱动装置的壳体。更具体地说,减速器RD具有太阳轮62、齿圈68和小齿轮64,其中太阳轮62耦合到转子37的轴,齿圈68与齿圈62一起旋转,小齿轮64与齿圈68和太阳轮62啮合并将太阳轮62的旋转传送给齿圈68。
例如,齿圈68的齿数是太阳轮62的两倍或更多,从而减速板可以是2或更高。
[元件布置的说明]
图3的立体图示出了根据本发明实施例的混合动力车辆的驱动装置20的外观。
图4是驱动装置20的俯视图。
参考图3和图4,驱动装置20的壳体可以划分为壳体104和102。壳体104主要容纳电动发电机MG1,壳体102主要容纳电动发电机MG2和动力控制单元。
壳体104和102分别设有凸缘104和105,这些凸缘由螺钉等固定在一起以结合成壳体104和102。
壳体102设有开口108,用于安装动力控制单元。电容器C2容纳在开 口108的左侧部分(在车辆行驶方向上的前部),功率元件板120和端子基座116、118容纳在中间部分,电抗器L1容纳在右侧部分。在该装置安装于车辆上的状态下,开口108被盖子封闭。电容器C2和电抗器L1也可以相反地分别容纳在右侧部分和左侧部分。
这样,电抗器L1被布置在电动发电机MG1和MG2旋转轴的相反两侧之一,电容器C2被布置在所述旋转轴的另一侧。功率元件板120布置在电容器C2与电抗器L1之间的区域。电动发电机MG2布置在功率元件板120下方。
对各个电动发电机MG1和MG2进行控制的逆变器22和14以及升压转换器的臂单元13布置在功率元件板120上。
垂直堆叠在一起用于供电的母线布置在逆变器14与22之间。一条母线从逆变器14的U相臂15、V相臂16和W相臂17中每一者向电动发电机MG2的定子铁心延伸。同样,三条母线从逆变器22向与电动发电机MG1的定子铁心连接的端子基座118延伸。
由于功率元件板120容易发热,所以在功率元件板120下方布置了下文将要说明的油路以对其进行冷却。
从图1中的电池单元40经电缆向端子43和44供应的电压由包括电抗器L1和臂单元13在内的升压转换器12增大,由电容器C2平滑化,并被供给逆变器14和22。
如上所述,升压转换器12用于增大要用的电池电压。因此,电池电压可以较低并处于约200V,此外,电动发电机可以受到超过500V的高电压驱动。这样,可以用较小的电流执行供电,从而可以抑制电功率损耗,还可以实现电动机的高输出。
驱动装置20可以具有这样的结构:除了逆变器14和22以及电动发电机MG1和MG2之外,还一体地包括升压转换器12。在此情况下,电抗器L1和电容器C2是较大的零件,可能造成与布置位置有关的问题。
图5是沿图4中方向X1看去的驱动装置20侧视图。
参考图5,壳体102设有开口109,用于安装和维护电动发电机。在该装置安装于车辆上的状态下,开口109由盖子封闭。
电动发电机MG2布置在开口109内侧。转子38布置在与U、V、W相母线相连的定子36内侧。在转子37的中间部分可以看到中空轴60。
这种混合动力车辆的驱动装置包括:电动发电机Mg2;电动发电机MG1,具有与电动发电机MG2的转子共轴的转子并位于电动发电机MG2后方;动力分配机构,与曲轴共轴布置并位于电动发电机MG1与MG2之间;以及图1中对电动发电机MG1和MG2进行控制的动力控制单元21。
在图1所示的动力控制单元21中,电抗器L1和滤波电容器C2分别布置在电动发电机MG2旋转轴相反的两侧,因此处于图5所示的分开方式。电动发电机MG1和MG2、动力分配机构以及动力控制单元21被容纳在金属壳体中并集成为一体。
这样,电动发电机MG2的定子36突出到壳体102的容纳室中较大程度,所述容纳室容纳了动力控制单元21。因此,电抗器L1和电容器C2分别布置在电动发电机MG2的两侧,从而高效地容纳了这些较大的部件。因此实现了紧凑的混合动力车辆驱动装置。
图6的侧视图示出了沿图4中的方向X2看去的驱动装置20。在图6中,对功率元件进行控制的控制板121布置在功率元件板上方。
图7是沿图4中的VII-VII线所取的截面图。
参考图6和图7,发动机的曲轴50连接到阻尼器124,阻尼器14的输出轴连接到动力分配机构PSD。
阻尼器124、电动发电机MG1、动力分配机构PSD、减速器RD和电动发电机MG2沿着从发动机那侧到另一侧的方向按这种顺序共轴布置。电动发电机MG1的转子23具有中空轴,阻尼器124的输出轴穿过该中空轴延伸。
电动发电机MG1的转子32的轴在动力分配机构PSD那侧与太阳轮51花键连接。阻尼器124的轴耦合到行星架54。行星架54承载小齿轮53的旋转轴向以围绕阻尼器124的轴公转。在图2中,小齿轮53与太阳轮51和齿圈52啮合,齿圈52形成于齿圈壳体的内周边。
在靠近减速器RD那侧,电动发电机MG2的转子轴60与太阳轮62花键连接。减速器RD的行星架66固定到壳体102的分隔件202。行星架66 承载小齿轮64的旋转轴。在图2中,小齿轮64与太阳轮62和齿圈68啮合,齿圈68形成于齿圈壳体的内周边。
由图7可见,电动发电机MG1和阻尼器124可以被安装成穿过壳体104的位于图7中右侧的开口111而组装,电动发电机MG2可以穿过壳体102左侧的开口109安装。减速器RD和动力分配机构PSD可以从凸缘105与106之间的分界板安装。
壳体102的开口109由盖子71液体垫圈等密封封闭以防止润滑油泄漏。盖子72相对于壳体104的开口111布置于内侧,容纳电动发电机MG1的空间由液体垫圈、油密封件81等密封封闭以防止润滑油泄漏。
电动发电机MG1的转子32的轴由球轴承78和77以可旋转方式承载,球轴承78和77分别由盖子72和分隔件203保持。转子具有中空轴,阻尼器124的轴穿过该中空轴延伸。球轴承79和80布置在转子32与阻尼器124二者的轴之间。
电动发电机MG2的转子37的轴由球轴承73和74以可旋转方式承载,球轴承73和74分别由盖子71和分隔件202保持。
齿圈壳体在其内周边处设有减速器RD的齿圈以及动力分配机构PSD,齿圈壳体以可旋转方式由球轴承75和76承载,球轴承75和76分别由分隔件202和203保持。
容纳了动力控制单元21的容纳室与容纳了电动发电机MG2的容纳室由壳体102的分隔件202彼此隔开,但是通过通孔而部分地连接在一起,端子基座116***所述通孔中。电动发电机MG2的定子铁心的母线连接到端子基座116的一侧,逆变器14的母线连接到其另一侧。导电材料穿过端子基座116的内侧延伸以使这些母线电连接。这样,端子基座116被构造成防止了从电动发电机MG2流出的润滑油成分通过,但允许电能通过。
同样,端子基座118将容纳了动力控制单元的空间与容纳了电动发电机MG1的空间连接在一起,从而可以使电能通过单不会使润滑油成分通过。
图8是沿图4的VIII-VIII线所取的截面图。
参考图8,在容纳了动力控制单元21的容纳室中示出了电抗器L1的截面。例如,电抗器L1具有由堆叠在一起的电磁钢板形成的铁心以及围绕铁心缠绕的线圈。
图2所示减速齿轮RG的旋转轴130布置在电抗器L1附近,减速齿轮RG的分配轴驱动齿轮132布置在中心部分。分配轴驱动齿轮132与图2中的分配轴驱动齿轮70啮合。最终驱动齿轮133与分配轴驱动齿轮132共轴布置,并与最终驱动齿轮(即所示位于其下方的差速齿轮DEF)啮合。
如上所述,利用电动发电机MG1和MG2、减速器RD、动力分配机构PSD以及减速齿轮RG和差速齿轮DEF周围的空间,布置了动力控制单元的元件(即功率元件板120、电抗器L1和电容器C2)。因此,可以在保持高度较小的同时实现紧凑的混合动力车辆驱动装置。
[冷却***的说明]
图9的框图示出本实施例的混合动力车辆驱动装置的冷却***。
参考图9,水泵304向气缸座302和气缸体盖300馈送冷却水。在发动机尚未充分暖机时候,恒温阀门306选择旁路通道而不选择从散热器延伸的通道,使得从水泵304排放的冷却水流经气缸座302和气缸体盖300,并经过旁路通道326返回水泵304。
在特别冷的时候,从气缸体盖的热水通道328流动的热水进入形成于节气门主体310中的热水通道,并经过热水通道330返回水泵304。因流经气缸体盖而被加热的冷却水也由热水通道328和330通向加热器312。由此,发动机的热量也被用来对车辆的驾驶室(cabin)进行加热。
在发动机得到充分暖机时,恒温阀门306将入口从旁路通道326切换到从散热器308延伸的通道322。由此,从水泵304馈送的冷却水依次流经气缸座302、气缸体盖300、通道320、散热器308和通道322,并返回水泵304。
如上所述,气缸座302内部设有冷却水通道,冷却水经过围绕四个气缸如图9中箭头所示从进入侧向排放侧流动。这样,发动机的气缸座302被冷却水的循环保持在适当温度。
在包括逆变器以及电动发电机MG1和MG2的动力控制单元中,热传递主要是由经过循环路径340循环的润滑油执行的。因此,动力控制单元21包括通过与润滑油直接进行热交换而得到冷却的智能功率模块(IPM),而无需加入使用其他液体介质(例如冷却水)的冷却***。电动发电机MG1的壳体由螺钉等固定到气缸座302,由经过金属部分的接触部分进行的热传导来执行热传递。
在现有技术中,动力控制单元21一般由水冷***来冷却。但是,可能在高温下工作的元件(例如SiC-MOS)可以用作功率晶体管元件,因而该单元可能在与电动发电机的耐热温度大体相等的温度下工作。因此,可以消除专用于功率控制单元21的水冷***,并利用还用于电动发电机的油冷***,从而可以使整个结构紧凑。
在采用上述结构的实施例中,动力控制单元21包括逆变器以及电动发电机MG1和MG2,并主要通过与润滑油进行热交换来得到冷却,但是也可以通过辐射等方式部分地散热。
因此,动力控制单元21以及电动发电机MG1和MG2中产生的热量由润滑油传递到电动发电机MG1的壳体,并进一步从该壳体传递到气缸座302。由于气缸座302受到冷却水的冷却,所以其温度升高得到抑制。因此,动力控制单元以及电动发电机MG1和MG2的温度升高也得到抑制。
图10示出了图9中电动发电机MG1和气缸座302的连接部分的截面图。
参考图10,气缸座302和气缸体盖300形成了燃烧室。火花塞360布置在燃烧室上部。活塞358在气缸中垂直往复运动,连杆356将活塞的垂直运动传递到曲轴354以使之变成旋转运动。曲轴354具有耦合到阻尼器124的端部。
水套350布置于活塞358垂直运动所在的气缸旁边。冷却水经过水套350流动,以使形成燃烧室的气缸冷却,活塞在所述气缸中垂直运动。
鳍片351-353布置在电动发电机MG1的壳体104与气缸座302连接的部分,并穿过气缸座302的外壁突出到水套350中。因此,传递到壳体104的热量由水套350中流动的冷却水通过鳍片351-353适当地除去。密 封元件(例如O形环、液体垫圈等)布置在鳍片351-353的配装部分周围,以防止冷却水泄漏。
图11是示出图9中的油循环路径340的截面图。
图11示出了容纳室壳体的分界部分的截面,这些容纳室分别容纳电动发电机MG2和动力控制单元21,还示出了容纳减速齿轮RG和差速齿轮DEF的部分的截面。
图12是沿图11中XII-XII线所取的局部剖视图。
参考图11和图12,壳体102具有分隔件200,分隔件200将其内部分隔成分别容纳动力控制单元21和电动发电机MG2的两个容纳室。用于对功率元件板120进行冷却的油路122布置在分隔件200的上表面上,并与油储存器370以及电动发电机MG2的容纳室连通。液体垫圈等密封了功率元件板120与分隔件200之间的空间,以防止电动发电机MG2中的润滑油向板120泄漏。
润滑油储存在壳体底部,处于油水平(oil level)OL。该壳体底部部分相当于油盘。也可以采用另一种的结构,在该结构中,独立的油盘安装到壳体底部。转子37等的旋转使图2中的分配轴驱动齿轮70旋转。分配轴驱动齿轮70使分配轴驱动齿轮132旋转,分配轴驱动齿轮132接着使差速齿轮DEF旋转。
由此,差速齿轮DEF使润滑油如图11中的箭头所示飞溅。油收集盘(oil catch plate)386布置在壳体的上部,差速齿轮DEF飞溅的油被储存在油储存器370中。在润滑油的循环路径中,油储存器370位于包括了板120的动力控制单元的上游。油储存器370具有油出口372,如图12所示,油出口372与板120下方空间的油入口374、376和378连通。
用于向油散热的鳍片390、392和394布置在板120的后表面上,该表面与带有功率元件的表面相反,功率元件的热量通过这些鳍片而散发到润滑油。随后,润滑油通过布置在分隔件200中的油出口380、382和384排放到定子36的上部。润滑油沿着定子36的外周边流动,并返回壳体的底部。
在图11和图12所示的修改形式中,车辆的驱动装置包括:电动发电 机MG2;用于润滑油的润滑机构,润滑油对电动发电机MG2进行润滑和冷却;动力控制单元21,对电动发电机MG2进行控制,布置在润滑油的循环路径上并由润滑油冷却;以及壳体,容纳了电动发电机MG2、循环机构和动力控制单元,并设有润滑油的循环路径。
差速齿轮DEF和油收集盘386对应于“润滑油的润滑机构”,油储存器370和油路122对应于“润滑油的循环路径”的一部分。
“润滑油的循环机构”中的差速齿轮DEF对应于“随着旋转电机的旋转而从油盘抽取润滑油、并将润滑油馈送到动力控制单元上游的润滑路径部分的机构”。
动力控制单元21包括板120,板120具有第一主表面,第一主表面带有动力控制元件、电容器C2和电抗器L1,其位置如图5所示。板120在其第二主表面上设有散热器鳍片390、392和394,这些散热器鳍片与循环路径中的润滑油接触。
如上所述,电动发电机的润滑油被用来冷却功率晶体管元件部分,该部分可能在电动发电机受到驱动时发热。例如,在工作过程中,各个部分达到下列温度。定子铁心达到约160℃,润滑油达到120℃,功率晶体管元件是高温工作元件(例如SiC-MOS)时候达到200℃。相反,发动机外壳被冷却水冷却到100℃或更低。
因此,在电动发电机内侧循环的润滑油的热量被释放到外壳侧,从而执行冷却而不必在集成电动机和逆变器的部分中布置冷却水路径。因此,可以降低质心,减少所需的空间,并改善设计和布置的灵活性。
图13示出了图9中油循环路径340的第二示例。
图14是沿图13中XIV-XIV线所取的剖视图。
如图13和图14所示,由差速齿轮DEF舀起的油对分配轴驱动齿轮132进行润滑。部分润滑油被分配轴驱动齿轮132飞溅,由油收集盘386A接收,并保持在油储存器370A中。油储存器370A布置在润滑油的润滑路径中,特别是位于包括板120的动力控制单元的上游。
在图13和图14所示的修改形式中,差速齿轮DEF、分配轴驱动齿轮132和油收集盘386A对应于“润滑油的润滑机构”,油储存器370A和油 路122对应于“润滑油的循环路径”的一部分。
“润滑油的循环机构”中的差速齿轮DEF和分配轴驱动齿轮123对应于“随着旋转电机的旋转而从油盘抽取润滑油、并将润滑油馈送到动力控制单元上游的润滑路径部分的机构”。
图13和图14所示的修改形式可以实现与图11和图12所示示例大体上相同的效果。
图15示出了图9中油循环路径40的第三示例。
图16是沿图15中XVI-XVI线所取的截面图。
参考图15和图16,油润滑路径的这种第三示例采用了次摆线(trochoid)油泵400,泵400从壳体底部的油储存器抽取润滑油,并将其馈送到油路407。油路407的出口在润滑油的润滑路径中位于包括板120的动力控制单元的上游。
油泵400包括:驱动齿轮402,与差速齿轮DEF啮合;内部转子404,具有耦合到驱动齿轮402以与之一起旋转的轴;以及外部转子406,具有与内部转子404啮合的内部齿。
如图16所示,油路的输出口407与油入口374、376、378连通,布置在板120底部的鳍片390、392和394向润滑油释放热量。然后,润滑油经过油出口380、382和384流到定子36的上部上,并穿过定子36的外壁返回到壳体底部的油储存器。
在图15和图16所示的修改形式中,油泵400对应于“润滑油的循环机构”中“随着旋转电机的旋转而从油盘抽取润滑油、并将润滑油馈送到动力控制单元上游的润滑路径部分的机构”,油路407和122对应于“润滑油的循环路径”的一部分。
图15和图16所示的修改形式可以实现与图11和图12所示示例大体上相同的效果。
根据本实施例,如上所述,与传统结构中相反,不必在电动机与逆变器之间布置水冷装置,因而可以减小尺寸和所需空间。此外,还可以减小安装在车辆上的装置在大致垂直方向上的尺寸,因此可以降低质心。
上文已经结合不采用动力控制单元水冷***的示例说明了一些实施 例。但是,油冷***也可以用作动力控制单元的冷却***的一部分,从而使水冷***可以简化并减小尺寸。已经结合将本发明应用于混合动力车辆的示例说明了上述实施例。但是,本发明不限于这种结构,也可以应用到电动汽车、燃料电池汽车等。
尽管已经详细说明和图示了本发明,但是显然,这仅仅是示例方式而不应认为是限制方式,本发明的范围由权利要求项来解释。
Claims (5)
1.一种车辆驱动装置,包括:
第一旋转电机;
用于对所述第一旋转电机进行润滑和冷却的润滑油的循环机构;
动力控制单元,其对所述第一旋转电机进行控制并通过与所述润滑油进行热交换而得到冷却;以及
壳体,其容纳所述第一旋转电机、所述循环机构和所述动力控制单元,并设有循环路径,其中,
所述动力控制单元包括:
动力控制元件,和
板,其具有第一主表面,所述动力控制元件安装在所述第一主表面上;并且
所述板具有散热器突起,所述散热器突起布置在所述板的第二主表面侧以与所述循环路径中的所述润滑油接触,
所述车辆包括内燃机,所述内燃机与所述第一旋转电机一起使用来使车轮旋转;
所述壳体与所述内燃机以热传导方式接触,
所述润滑油的热量通过所述壳体被传递到所述内燃机的外壳,
所述内燃机的所述外壳设有使冷却水循环的水通道,并且
所述壳体具有突出到所述水通道中的散热器突起。
2.根据权利要求1所述的车辆驱动装置,其中,
所述壳体包括油盘,所述油盘布置在所述循环路径的下游部分,并且
所述循环机构包括随着所述旋转电机的旋转而从所述油盘抽取所述润滑油、并将所述润滑油馈送到所述循环路径位于所述动力控制单元上游的部分的机构。
3.根据权利要求1所述的车辆驱动装置,其中,
所述车辆包括内燃机;
所述车辆驱动装置还包括:
第二旋转电机,其包括转子,所述转子具有与所述第一旋转电机的转子旋转轴共轴的旋转轴;和
动力分配机构,其布置成与所述内燃机的曲轴的旋转轴共轴且位于所述第一旋转电机与所述第二旋转电机之间,并具有第一轴、第二轴和第三轴,所述第一轴接收所述第一旋转电机的所述转子的旋转,所述第二轴接收所述第二旋转电机的所述转子的旋转,所述第三轴接收所述曲轴的旋转;
所述动力控制单元控制所述第一旋转电机和所述第二旋转电机;并且
所述壳体还容纳所述第二旋转电机以及所述动力分配机构。
4.根据权利要求3所述的车辆驱动装置,其中,
所述动力控制单元包括:
第一逆变器和第二逆变器,其与所述第一旋转电机和所述第二旋转电机分别对应地布置,以及
电压转换器,其布置成所述第一逆变器和所述第二逆变器共用;并且
所述电压转换器包括电抗器和电容器,所述电抗器和所述电容器以分开的方式布置,并分别位于所述第一旋转电机、所述第二旋转电机和所述动力分配机构其中一者的相反侧。
5.根据权利要求3所述的车辆驱动装置,其中,
所述壳体包括:
第一容纳室,其设有第一开口并容纳所述动力控制单元;
第二容纳室,其设有第二开口并容纳所述第二旋转电机;和
分隔件,其将所述第一容纳室与所述第二容纳室彼此分开;并且
所述分隔件设有孔,所述孔形成所述循环路径的一部分。
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JP4539531B2 (ja) | 2010-09-08 |
CN101496261A (zh) | 2009-07-29 |
RU2390432C2 (ru) | 2010-05-27 |
US8074753B2 (en) | 2011-12-13 |
KR20080068855A (ko) | 2008-07-24 |
WO2007049799A1 (ja) | 2007-05-03 |
EP1947756A1 (en) | 2008-07-23 |
RU2008120645A (ru) | 2009-12-10 |
JP2007124764A (ja) | 2007-05-17 |
US20090114462A1 (en) | 2009-05-07 |
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