CN101883692A - 车辆用驱动装置 - Google Patents
车辆用驱动装置 Download PDFInfo
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—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
- B60K6/36—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 transmission gearings
- B60K6/365—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 transmission gearings with the gears having orbital motion
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- 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
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- 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
- B60K6/445—Differential gearing distribution type
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- 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
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- 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
- B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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- B60—VEHICLES IN GENERAL
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- 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
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
- H02K11/04—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for rectification
- H02K11/049—Rectifiers associated with stationary parts, e.g. stator cores
- H02K11/05—Rectifiers associated with casings, enclosures or brackets
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
- H02K11/30—Structural association with control circuits or drive circuits
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- 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
- H02K7/006—Structural association of a motor or generator with the drive train of a motor vehicle
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
- H02M7/003—Constructional details, e.g. physical layout, assembly, wiring or busbar connections
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- H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
- H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
- H05K7/00—Constructional details common to different types of electric apparatus
- H05K7/20—Modifications to facilitate cooling, ventilating, or heating
- H05K7/2089—Modifications to facilitate cooling, ventilating, or heating for power electronics, e.g. for inverters for controlling motor
- H05K7/20927—Liquid coolant without phase change
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- 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
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
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- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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Abstract
车辆用驱动装置,具备:产生驱动力的电动发电机;和动力控制单元(PCU)(21),其与电动发电机一体地设置,并进行电动发电机的控制。PCU(21)包括:被施加相对较小的电压的低电压电路部(71);高电压电路部(75),其配置在低电压电路部(71)的车辆后方,被施加相对较大的电压;和冷却板(72),其配置在车辆前后方向上低电压电路部(71)与高电压电路部(75)之间,冷却高电压电路部(75)。通过这样的构成,能够提供适当地保护动力控制单元应对来自外部的冲击的车辆用驱动装置。
Description
技术领域
本发明一般而言涉及车辆用驱动装置,更特定的是,涉及一体地设置有旋转电机、和进行旋转电机的控制的动力控制单元(パワ一制御ユニツト)的车辆用驱动装置。
背景技术
关于以往的车辆用驱动装置,例如在日本特开2005-333747号公报中公开了以容易地除去冷却水路内的空气为目的的变换器(インバ一タ)一体型旋转电机(专利文献1)。在专利文献1中,在作为旋转电机的电动发电机上安装有动力控制单元(PCU:Power Control Unit),电动发电机和动力控制单元被一体地形成。
另外,在日本特开2001-119898号公报中公开了以使变换器壳体相对于驱动装置壳体一体化,提高向车辆搭载的性能为目的的驱动装置(专利文献2)。在专利文献2中变换器壳体一体地设置在驱动装置壳体的上方。在变换器壳体内收容有散热片(heat sink)、驱动电机用/发电机电机用变换器、平滑用电容器以及控制基板。
另外,在日本特开2004-343845号公报中,公开了在将多个电动机内置于个别的壳体部分的驱动装置中,以兼顾与各电动机对应的变换器向驱动装置的一体化、和变换器的冷却为目的的电动机内置驱动装置(专利文献3)。在专利文献3中,变换器壳体安装于驱动装置壳体。另外,在日本特开2007-99121号公报中公开了以使变换器一体化、小型化为目的的混合动力车辆的驱动装置(专利文献4)。在专利文献4中,电动发电机、动力分配机构以及动力控制单元被收容于金属制的壳体而一体化。
另外,在日本特开2003-199363号公报中公开了以获得优良的紧凑性、组装性、制造性、耐振性为目的的电动驱动装置控制单元(专利文献5)。在专利文献5中,控制单元以向驱动装置的前方倾斜的姿势安装于驱动装置壳体。构成控制单元的动力模块(パワ一モジユ一ル)被配置为与由壳体的底壁构成的散热片相接。在动力模块的上部配置有变换器的平滑电路用的电容器,进一步在其上方配置控制基板。
另外,在日本特开2002-274201号公报中,公开了以在与发电机的旋转轴和电动机的输出轴垂直的方向上使发电机和电动机的配置空间尽可能窄为目的的动力传递装置(专利文献6)。在专利文献6所公开的动力传递装置中,第一电动发电机的旋转轴和第二电动发电机的旋转轴在其半径方向上偏离。
专利文献1:日本特开2005-333747号公报
专利文献2:日本特开2001-119898号公报
专利文献3:日本特开2004-343845号公报
专利文献4:日本特开2007-99121号公报
专利文献5:日本特开2003-199363号公报
专利文献6:日本特开2002-274201号公报
发明内容
在上述的专利文献1中,与动力控制单元一体地设置的电动发电机被收容于车辆前方的发动机室中。然而,动力控制单元包括在电池和电动发电机之间对直流电压和交流电压进行相互变换的变换器和/或进行电压的升压和降压的转换器(コンバ一タ)等高电压电路部。因此,需要充分考虑从车辆前方向动力控制单元施加的冲击。
于是本发明的目的在于解决上述问题,提供一种适当地保护动力控制单元应对来自外部的冲击的车辆用驱动装置。
按照本发明的车辆用控制装置,具备:产生驱动力的旋转电机;和动力控制单元,其被设置为与旋转电机一体,并进行旋转电机的控制。动力控制单元包括:被施加相对较小的电压的低电压电路部;高电压电路部,其配置在低电压电路部的车辆后方,被施加相对较大的电压;和冷却板,其在车辆前后方向配置在低电压电路部与高电压电路部之间,冷却高电压电路部。
根据如此构成的车辆用驱动装置,在从车辆前方向车辆用驱动装置施加了冲击的情况下,能够由低电压电路部吸收该冲击,并且利用冷却板来提高高电压电路部的车辆前方的强度。由此,能够缓和到达施加高电压的高电压电路部的冲击,适当地保护动力控制单元。
另外,优选的是,车辆用驱动装置还具备收容旋转电机的壳体。冷却板由金属形成,相对于壳体固定。根据如此构成的车辆用驱动装置,利用通过壳体坚固支撑的冷却板,能够提高高电压电路部的车辆前方的强度。
另外,优选的是,车辆用驱动装置还具备收容旋转电机并由金属形成的壳体。壳体包括筒状部,该筒状部在车辆前后方向上以筒状方式延伸,并在其内侧收容动力控制单元。冷却板和高电压电路部配置在相比筒状部向车辆前方开口的开口面的车辆后方侧。根据如此构成的车辆用驱动装置,利用收容动力控制单元的筒状部,能够提高高电压电路部的车辆前方的强度。
另外,优选的是,作为旋转电机,设置由动力控制单元进行相互不同的控制的第一旋转电机和第二旋转电机。第一旋转电机和第二旋转电机被配置为第二旋转电机的旋转轴相比于第一旋转电机的旋转轴偏向车辆后方侧。动力控制单元配置在第二旋转电机的车辆前方侧。根据如此构成的车辆用驱动装置,通过使第二旋转电机的旋转轴相比于第一旋转电机的旋转轴偏向车辆后方侧,从而能够在第二旋转电机的车辆前方侧确保空间。通过在该空间配置动力控制单元,能够紧凑地构成车辆用驱动装置。另外,能够在第一旋转电机上设置吸收来自车辆前方的冲击的部分。
另外,优选的是,车辆用驱动装置还具备:收容第一旋转电机的第一壳体;和收容第二旋转电机和动力控制单元的第二壳体。第二壳体在车辆宽度方向上与第一壳体相邻地配置,与第一壳体相连结。冷却板和高电压电路部配置在车辆前后方向上相比第一壳体的前端的车辆后方侧。根据如此构成的车辆用驱动装置,能够通过第一壳体吸收来自车辆前方的冲击。
另外,优选的是,高电压电路部包括:变换器,其在旋转电机和电池之间对直流电压和交流电压进行相互变换;和转换器,其进行电压的升压和降压。低电压电路部包括控制装置,该控制装置向变换器和转换器发送控制信号。根据如此构成的车辆用驱动装置,能够适当地保护车辆驱动用的高压电流流过的高电压电路部避免受到从车辆外部施加的冲击。
另外,优选的是,旋转电机和动力控制单元搭载于设置在车辆前方的发动机室。根据如此构成的车辆用驱动装置,即使在车辆碰撞时发动机室发生变形的情况下,也能够适当地保护动力控制单元。
如以上说明的那样,根据本发明,能够提供一种适当地保护动力控制单元应对来自外部的冲击的车辆用驱动装置。
附图说明
图1是表示与混合动力汽车的电动发电机控制相关的结构的电路图。
图2是表示混合动力汽车的发动机室的平面图。
图3是表示图2中的动力控制单元的立体图。
图4是沿图2中的IV-IV线上的动力控制单元的断面图。
图5是表示设置于图4中的PCU的各种端子的断面图。
图6是表示设置于图4中的PCU的各种端子的断面图。
符号说明
20车辆用驱动装置;21动力控制单元(PCU);51发动机室;61MG1壳体(ケ一ス,箱体);61f前端;63筒状部;63p开口面;64MG2/变换器壳体;71低电压电路部;72冷却板;75高电压电路部;101、102旋转轴;MG1、MG2电动发电机。
具体实施方式
参照附图说明本发明的实施方式。在以下参照的附图中,对同样或与其相当的部件附以同样的符号。
图1是表示与混合动力汽车的电动发电机控制相关的结构的电路图。混合动力汽车将汽油发动机、柴油发动机等内燃机、和从能够充放电的二次电池(电池)(バツテリ)进行电力供给的电机(モ一タ,电动机)作为动力源。
参照图1,混合动力汽车包括电池单元40、车辆用驱动装置20以及未图示的发动机。车辆用驱动装置20包括:作为电动机或发电机发挥作用的电动发电机MG1、MG2;在未图示的发动机和电动发电机MG1、MG2之间分配动力的动力分配机构26;以及进行电动发电机MG1、MG2的控制的动力控制单元(PCU:Power Control Unit)21。
在电池单元40上设置有端子41、42。在PCU21上设置有DC端子43、44。端子41与DC端子43之间和端子42与DC端子44之间分别通过电缆6和电缆8电连接。在PCU21上设置有MG端子46、47。电动发电机MG1的U相、V相、W相与MG端子46之间通过电缆2电连接,电动发电机MG2的U相、V相、W相与MG端子47之间通过电缆4电连接。
电池单元40包括:电池B、连接在电池B的正极与端子41之间的***主继电器SMR2、连接在电池B的负极与端子42之间的***主继电器SMR3、以及串联连接在电池B的正极与端子41之间的***主继电器SMR1和限制电阻R。***主继电器SMR1~SMR3,根据从后述的控制装置30提供的控制信号SE被控制为导通/非导通状态。
电池单元40包括:测量电池B的端子间的电压VB的电压传感器10、和检测流经电池B的电流IB的电流传感器11。作为电池B能够使用镍氢、锂离子等的二次电池和/或燃料电池等。作为代替电池B的蓄电装置也能够使用双电荷层电容器等大容量电容器。
PCU21包括:分别与电动发电机MG1、MG2对应设置的变换器22、14;对变换器22、14共同设置的升压转换器12;以及控制装置30。
升压转换器12对DC端子43、44之间的电压进行升压。升压转换器12包括:一端连接于端子43的电抗器32、升压用IPM(Intelligent PowerModule,智能化动力模块)13、以及平滑用电容器33。升压用IPM13包括:串联连接在输出升压后的电压VH的升压转换器12的输出端子间的IGBT元件Q1、Q2;分别并联连接于IGBT元件Q1、Q2的二极管D1、D2。平滑用电容器33对由升压转换器12升压后的电压进行平滑化。
电抗器32的另一端连接于IGBT元件Q1的发射极和IGBT元件Q2的集电极。二极管D1的阴极与IGBT元件Q1的集电极连接,二极管D1的阳极与IGBT元件Q1的发射极连接。二极管D2的阴极与IGBT元件Q2的集电极连接,二极管D2的阳极与IGBT元件Q2的发射极连接。
变换器14将升压转换器12输出的直流电压变换为三相交流并对驱动车轮的电动发电机MG2输出。变换器14伴随再生制动,将电动发电机MG2中发电产生的电力返回到升压转换器12。此时,升压转换器12由控制装置30进行控制来作为降压电路进行动作。
变换器14包括构成行驶用IPM18的U相臂15、V相臂16、和W相臂17。U相臂15、V相臂16、以及W相臂17并联地连接在升压转换器12的输出线之间。
U相臂15包括:串联连接的IGBT元件Q3、Q4;和分别与IGBT元件Q3、Q4并联地连接的二极管D3、D4。二极管D3的阴极与IGBT元件Q3的集电极连接,二极管D3的阳极与IGBT元件Q3的发射极连接。二极管D4的阴极与IGBT元件Q4的集电极连接,二极管D4的阳极与IGBT元件Q4的发射极连接。
V相臂16包括:串联连接的IGBT元件Q5、Q6;和分别与IGBT元件Q5、Q6并联地连接的二极管D5、D6。二极管D5的阴极与IGBT元件Q5的集电极连接,二极管D5的阳极与IGBT元件Q5的发射极连接。二极管D6的阴极与IGBT元件Q6的集电极连接,二极管D6的阳极与IGBT元件Q6的发射极连接。
W相臂17包括:串联连接的IGBT元件Q7、Q8;和分别与IGBT元件Q7、Q8并联地连接的二极管D7、D8。二极管D7的阴极与IGBT元件Q7的集电极连接,二极管D7的阳极与IGBT元件Q7的发射极连接。二极管D8的阴极与IGBT元件Q8的集电极连接,二极管D8的阳极与IGBT元件Q8的发射极连接。
各相臂的中间点连接于电动发电机MG2的各相线圈的各相端。也即是,电动发电机MG2是三相的永磁体同步电机,U、V、W相的三个线圈各有一端共同地连接到中性点。U相线圈的另一端连接到IGBT元件Q3、Q4的连接节点。V相线圈的另一端连接到IGBT元件Q5、Q6的连接节点。W相线圈的另一端连接到IGBT元件Q7、Q8的连接节点。
电流传感器25将流经电动发电机MG1的电流作为电机电流值MCRT1来检测,将电机电流值MCRT1输出到控制装置30。电流传感器24将流经电动发电机MG2的电流作为电机电流值MCRT2来检测,将电机电流值MCRT2输出到控制装置30。
变换器22相对于升压转换器12与变换器14并联连接。变换器22将升压转换器12输出的直流电压变换成三相交流来对电动发电机MG1输出。变换器22接收从升压转换器12升压后的电压例如为启动发动机来驱动电动发电机MG1。
此外,变换器22将通过从发动机的曲轴传递来的旋转转矩在电动发电机MG1中发电产生的电力返回至升压转换器12。此时升压转换器12由控制装置30控制来作为降压电路工作。变换器22的内部结构与变换器14同样,所以不重复详细的说明。
控制装置30接收转矩指令值TR1、TR2、电机转速MRN1、MRN2、电压VB、VL、VH、电流IB的各值、电机电流值MCRT1、MCRT2以及启动信号IGON。
在此,转矩指令值TR1、电机转速MRN1以及电机电流值MCRT1与电动发电机MG1相关,转矩指令值TR2、电机转速MRN2以及电机电流值MCRT2与电动发电机MG2相关。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的升压前电压,电压VH是升压转换器12升压后电压。
控制装置30对升压转换器12输出进行升压指示的控制信号PWU、进行降压指示的控制信号PWD以及指示动作禁止的信号CSDN。
控制装置30对变换器14输出将作为升压转换器12的输出的直流电压变换成用于驱动电动发电机MG2的交流电压的驱动指示PWMI2、和将由电动发电机MG2发电的交流电压变换成直流电压并返回到升压转换器12侧的再生指示PWMC2。控制装置30对变换器22输出将直流电压变换成用于驱动电动发电机MG1的交流电压的驱动指示PWMI1、和将由电动发电机MG1发电的交流电压变换成直流电压并返回到升压转换器12侧的再生指示PWMC1。
接下来,对图1中的车辆用驱动装置20的结构进行详细说明。图2是表示混合动力汽车的发动机室的平面图。
参照图2,在混合动力汽车的车辆前方设置有搭载发动机52的发动机室51。发动机室51形成在前保险杠53与仪表面板54之间。仪表面板54是对发动机室51与车辆室内之间进行区割的面板。
车辆用驱动装置20被收容在发动机室51中。车辆用驱动装置20在车辆宽度方向上与发动机52相邻设置。在与发动机52相邻的位置配置有作为第一旋转电机的电动发电机MG1。在发动机52相对于电动发电机MG1的相反侧配置有作为第二旋转电机的电动发电机MG2。发动机52、电动发电机MG1以及电动发电机MG2在车辆宽度方向上排列。在电动发电机MG1与电动发电机MG2之间配置有动力分配机构26。
作为电动发电机MG1和电动发电机MG2的旋转中心的轴分别表示为旋转轴101和旋转轴102。旋转轴101和旋转轴102相互平行地在车辆宽度方向上延伸。电动发电机MG1被配置为旋转轴101和发动机52的曲轴为同轴。电动发电机MG2,以旋转轴102与旋转轴101相比偏向车辆后方的方式相对于电动发电机MG1而确定位置。
根据这样的构成,在电动发电机MG2的车辆前方形成空间。通过将PCU21配置在该空间,能够实现车辆用驱动装置20的小型化。此外,PCU21以与电动发电机MG2在水平方向上排列的方式进行配置。在该情况下,与将PCU21配置在电动发电机MG2的上方的情况相比,能够降低车辆用驱动装置20的重心。由此,能够改善混合动力汽车的振动特性和/或乘车舒适度。
图3是表示图2中的动力控制单元的立体图。参照图2和图3,车辆用驱动装置20包括收容电动发电机MG1的MG1壳体61和收容电动发电机MG2以及PCU21的MG2/变换器壳体64。MG1壳体61和MG2/变换器壳体64由铝等金属形成。
MG1壳体61具有从发动机52向车辆宽度方向以筒状方式延伸的形状。MG2/变换器壳体64包括收容电动发电机MG2的MG2收容部62和收容PCU21的筒状部63以及盖部65。MG2收容部62具有从MG1壳体61向车辆宽度方向以筒状方式延伸、并在其延伸前端封闭的形状。MG2收容部62被配置为在车辆宽度方向上与MG1壳体61相邻,并连结于MG1壳体61。筒状部63具有从MG2收容部62向车辆前方以筒状方式延伸的形状。筒状部63具有在以筒状方式延伸的前端向车辆前方开口的开口面63p。盖部65以封闭开口面63p的方式安装在筒状部63上。
在本实施方式中,虽然MG2收容部62和筒状部63是一体地形成的,但并不限于此,也可以分别地形成MG2收容部62和筒状部63,并使筒状部63连接于MG2收容部62。
图4是沿图2中的IV-IV线上的动力控制单元的断面图。参照图1至图4,PCU21包括:被施加相对较小的电压的低电压电路部71、和被施加相对较大的电压的高电压电路部75。
低电压电路部71与构成控制装置30的控制基板对应。在混合动力汽车上,与作为第一电池的电池B分开设置有作为具有比电池B小的容量的第二电池的辅机电池(12V)。低电压电路部71通过从该辅机电池供给的电压进行工作。高电压电路部75包括IPM76、平滑用电容器33、和电抗器32。IPM76由分别构成图1中的变换器14、22以及升压转换器12的行驶用IPM18和升压用IPM13构成。在高电压电路部75中,车辆驱动用的电流流动。列举一例,由升压转换器12升压后的电流具有450V以上的电压。由升压转换器12升压后的电流也可以具有650V以上的电压。从电池B向升压转换器12供给的电流具有200V以上的电压。
参照图4,PCU21包括冷却板72、水套74以及连结部件73。冷却板72具有板状形状。冷却板72被配置为在与车辆前后方向垂直的平面内以板状方式延伸。冷却板72、水套74以及连结部件73由铝等金属形成。水套74被配置在从冷却板72向车辆后方隔开了间隔的位置。水套74被固定在MG2/变换器壳体64上。连结部件73在车辆前后方向上延伸并连结冷却板72与水套74之间。通过这样的构成,冷却板72隔着连结部件73和水套74而固定于MG2/变换器壳体64。也可以将冷却板72直接固定在筒状部63上。
在冷却板72的车辆前方侧配置有低电压电路部71。低电压电路部71以被收容于筒状部63以及盖部65的内部的方式进行配置。在冷却板72的车辆后方侧配置有高电压电路部75。具体而言,以与冷却板72相接触的方式设置IPM76。在冷却板72相对于IPM76的相反侧设置有平滑用电容器33。IPM76和平滑用电容器33被配置在冷却板72和水套74之间的空间。在车辆前后方向上与水套74重叠地设置电抗器32。IPM76、平滑用电容器33以及电抗器32,以在车辆前后方向上投影到冷却板72的表面上的方式进行配置。低电压电路部71、冷却板72、IPM76、平滑用电容器33以及电抗器32被配置为在水平方向上排列。低电压电路部71、冷却板72、IPM76、平滑用电容器33以及电抗器32被配置为在车辆前后方向上排列。
冷却板72和高电压电路部75被配置在作为壳体的MG2/变换器壳体64的开口面63p的车辆后方侧。收容于作为第二壳体的MG2/变换器壳体64的冷却板72以及高电压电路部75被配置在作为第一壳体的MG1壳体61的前端61f的车辆后方侧(参照图1)。
在冷却板72、水套74以及连结部件73的内部形成冷却水路,冷却水在各部件的内部循环。通过这样的构成,冷却板72起到冷却高电压电路部75的作用,水套74起到在电动发电机MG2与PCU21之间隔热的作用。
图5以及图6是表示设置于图4中的PCU的各种端子的断面图。图6是与图4对应的图,图5是从图6中的箭头V所示的方向观察的图。参照图1、图5以及图6,高电压电路部75包括:用于电连接电池单元40和PCU21之间的DC端子43、44;用于电连接电动发电机MG1和PCU21之间的MG端子46;以及用于电连接电动发电机MG2和PCU21之间的MG端子47。DC端子43、44、MG端子46以及MG端子47被配置在冷却板72的车辆后方侧。
若假定混合动力汽车发生了碰撞的情况,则在该情况下,来自车辆前方的冲击被施加到发动机室51。与此相对,在本实施方式中,从车辆前方向后方依次配置低电压电路部71、冷却板72和高电压电路部75。通过这样的构成,能够首先由低电压电路部71吸收冲击,并且通过冷却板72使高电压电路部75的车辆前方的强度提高。
在本实施方式中,冷却板72相对于作为收容电动发电机MG2的壳体的MG2/变换器壳体64而固定。因此,冷却板72作为被稳固支撑的刚体而设置,能够显著地提高高电压电路部75的车辆前方的强度。此外,冷却板72被配置在比MG2/变换器壳体64的开口面63p更靠后方的车辆后方侧。通过这样的构成,得到高电压电路部75的周围是由冷却板72、MG2/变换器壳体64的筒状部63围绕的构造。从车辆前方施加的冲击在到达冷却板72之前到达筒状部63的前端,所以能够通过筒状部63的变形来吸收冲击。此外,冷却板72被配置在比MG1壳体61的前端61f更靠后方的车辆后方侧。因此,能够同样地通过MG1壳体61的变形来吸收冲击。
本发明的实施方式中的车辆用驱动装置20包括:作为产生驱动力的旋转电机的电动发电机MG1、MG2;和与电动发电机MG1、MG2一体地设置,并进行电动发电机MG1、MG2的控制的动力控制单元(PCU)21。PCU21包括:被施加相对较小的电压的低电压电路部71;配置在比低电压电路部更靠后方的车辆后方,并被施加相对较大的电压的高电压电路部75;以及配置在车辆前后方向上低电压电路部71与高电压电路部75之间,冷却高电压电路部75的冷却板72。
根据如此构成的本发明的实施方式中的车辆用驱动装置20,在混合动力汽车碰撞时,能够缓和到达施加高电压的高电压电路部75的冲击。由此,能够适当地保护PCU21。
在本实施方式中,在将内燃机和电池作为动力源的混合动力汽车中应用了本发明,但并不限于此,也能够在将燃料电池和蓄电池作为动力源的燃料电池混合动力汽车(FCHV:Fuel Cell Hybrid Vehicle)、或者电动汽车(EV:Electric Vehicle)中应用本发明。在本实施方式中的混合动力汽车中,在燃料经济性最佳动作点驱动内燃机,与此相对,在燃料电池混合动力汽车中,在发电效率最佳动作点驱动燃料电池。此外,关于电池的使用,在双方的混合动力汽车中基本没有变化。
应该认为,本次所公开的实施方式在所有的方面都是例示而不是限制性的内容。本发明的范围不是由上述的说明而是由权利要求表示,包括与权利要求等同的意思以及范围内的所有的变更。
本发明主要适用于以下车辆:将汽油发动机、柴油发动机等内燃机和从能够充放电的二次电池供给电力的电机作为动力源的混合动力汽车;将燃料电池和蓄电池作为动力源的燃料电池混合动力汽车;电动汽车等。
Claims (7)
1.一种车辆用驱动装置,具备:
产生驱动力的旋转电机(MG1、MG2);和
动力控制单元(21),其与所述旋转电机(MG1、MG2)一体地设置,并进行所述旋转电机(MG1、MG2)的控制,
所述动力控制单元(21)包括:
被施加相对较小的电压的低电压电路部(71);
高电压电路部(75),其配置在比所述低电压电路部(71)靠车辆后方,被施加相对较大的电压;和
冷却板(72),其在车辆前后方向上配置在所述低电压电路部(71)与所述高电压电路部(75)之间,冷却所述高电压电路部(75)。
2.根据权利要求1所述的车辆用驱动装置,其中,
还具备***述旋转电机(MG1、MG2)的壳体(61、64),
所述冷却板(72)由金属形成,固定于所述壳体(61、64)。
3.根据权利要求1所述的车辆用驱动装置,其中,
还具备壳体(61、64),该壳体***述旋转电机(MG1、MG2)并由金属形成,
所述壳体(61、64)包括筒状部(63),该筒状部在车辆前后方向上筒状地延伸,并在其内侧***述动力控制单元(21),
所述冷却板(72)和所述高电压电路部(75)配置在相比所述筒状部(63)向车辆前方开口的开口面(63p)靠车辆后方侧。
4.根据权利要求1所述的车辆用驱动装置,其中,
作为所述旋转电机(MG1、MG2),设置由所述动力控制单元(21)进行相互不同的控制的第一旋转电机(MG1)和第二旋转电机(MG2),
所述第一旋转电机(MG1)和所述第二旋转电机(MG2)被配置为所述第二旋转电机(MG2)的旋转轴(102)相比于所述第一旋转电机(MG1)的旋转轴(101)偏向车辆后方侧,
所述动力控制单元(21)配置在所述第二旋转电机(MG2)的车辆前方侧。
5.根据权利要求4所述的车辆用驱动装置,其中,还具备:
***述第一旋转电机(MG1)的第一壳体(61);和
第二壳体(64),其***述第二旋转电机(MG2)和所述动力控制单元(21),在车辆宽度方向上与所述第一壳体(61)相邻地配置,与所述第一壳体(61)相连结,
所述冷却板(72)和所述高电压电路部(75)配置在车辆前后方向上相比所述第一壳体(61)的前端(61f)靠车辆后方侧。
6.根据权利要求1所述的车辆用驱动装置,其中,
所述高电压电路部(75)包括:变换器(14、22),其在所述旋转电机(MG1、MG2)和电池之间对直流电压和交流电压进行相互变换;和转换器(12),其进行电压的升压和降压,
所述低电压电路部(71)包括控制装置(30),该控制装置向所述变换器(14、22)和所述转换器(12)发送控制信号。
7.根据权利要求1所述的车辆用驱动装置,其中,
所述旋转电机(MG1、MG2)和所述动力控制单元(21)搭载于被设置在车辆前方的发动机室(51)。
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PCT/JP2008/071880 WO2009072491A1 (ja) | 2007-12-05 | 2008-12-02 | 車両用駆動装置 |
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JP5862606B2 (ja) * | 2013-05-17 | 2016-02-16 | 株式会社デンソー | 電力変換装置 |
JP5904235B2 (ja) * | 2014-05-30 | 2016-04-13 | トヨタ自動車株式会社 | 電動車両用の電力変換器 |
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JP6709179B2 (ja) * | 2017-02-02 | 2020-06-10 | 株式会社ケーヒン | 電力変換装置 |
JP6893840B2 (ja) * | 2017-07-13 | 2021-06-23 | 本田技研工業株式会社 | 駆動ユニット |
JP7155925B2 (ja) * | 2018-11-16 | 2022-10-19 | トヨタ自動車株式会社 | 車両用駆動装置 |
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AU2008332424B2 (en) | 2012-07-26 |
WO2009072491A1 (ja) | 2009-06-11 |
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US20100283337A1 (en) | 2010-11-11 |
AU2008332424A1 (en) | 2009-06-11 |
JP2009137404A (ja) | 2009-06-25 |
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