CN111867906A - 混合动力驱动装置 - Google Patents

混合动力驱动装置 Download PDF

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Publication number
CN111867906A
CN111867906A CN201980019046.9A CN201980019046A CN111867906A CN 111867906 A CN111867906 A CN 111867906A CN 201980019046 A CN201980019046 A CN 201980019046A CN 111867906 A CN111867906 A CN 111867906A
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drive motor
vehicle
sub
internal combustion
combustion engine
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CN201980019046.9A
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CN111867906B (zh
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任田功
平野晴洋
佐内英树
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Mazda Motor Corp
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Mazda Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
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    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
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    • 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
    • B60K6/26—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 motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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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    • B60K6/00—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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Abstract

提供一种混合动力驱动装置，能够充分地享受由内燃机驱动的车辆的驾驶感觉。本发明的混合动力驱动装置(10)的特征在于，具有：对主驱动轮(2a)进行驱动的内燃机(12)；将驱动力传递到主驱动轮的动力传递机构(14)；对主驱动轮进行驱动的主驱动电动机(16)；蓄电器(18)；向车辆的副驱动轮(2b)传递动力的副驱动电动机(20)；以及执行电动机行驶模式及内燃机行驶模式的控制装置(24)，在内燃机行驶模式中，控制装置使内燃机产生驱动力，并且使主驱动电动机及副驱动电动机不产生用于驱动车辆的驱动力，内燃机是无飞轮发动机，在内燃机行驶模式中，控制装置使主驱动电动机产生用于维持内燃机的空转的转矩。

Description

混合动力驱动装置
技术领域
本发明涉及一种混合动力驱动装置，尤其涉及一种用于驱动车辆的混合动力驱动装置。
背景技术
近年来，在世界各国中，对车辆的排气限制被强化，对车辆的燃油经济性、与行驶距离相应的二氧化碳排放量等的要求也变得严格。另外，还存在限制通过内燃机行驶的车辆进入市区的城市。为了满足这些要求，开发并广泛普及了具备内燃机及电动机的混合动力驱动的车辆、仅通过电动机进行驱动的电动汽车。
在日本专利第5280961号公报(专利文献1)中，记载了车辆的驱动控制装置。在该驱动控制装置中，在车辆的后轮侧设置驱动装置，该驱动装置所具备的两个电动机分别对车辆的后轮进行驱动。另外，在与该驱动装置不同，车辆的前部设置有内燃机与电动机串联连接的驱动单元。驱动单元的动力经由变速器及主驱动轴传递到前轮，且驱动装置的动力传递到车辆的后轮。另外，在该驱动控制装置中，在车辆起步时，驱动装置的两个电动机被驱动，且该驱动力分别传递到车辆的后轮。进而，在车辆加速时，驱动单元也产生驱动力，从而成为由驱动单元及驱动装置的两个电动机进行的四轮驱动。像这样，在专利文献1记载的驱动控制装置中，主要由分别设置于车辆的后轮用的两个电动机产生驱动力。
现有技术文献
专利文献
专利文献1：日本专利第5280961号
发明所要解决的技术问题
由于基于电动机的车辆的驱动在行驶中不排出二氧化碳，因此对于通过逐年强化的排气限制是有利的，但是，电池能够储存的电力存在界限，难以确保足够长的续航距离。因此，作为车辆用驱动装置，将内燃机和电动机一起搭载的混合动力驱动装置广泛地普及。另外，在这样的混合动力驱动装置中，为了减少行驶中的二氧化碳排放量，像专利文献1所记载的车辆那样的主要利用来自电动机的驱动力的车辆增加。
像这样，在以电动机的驱动力为主体的混合动力驱动装置中，为了确保足够的行驶性能，需要搭载大容量的电池。另外，为了通过电动机得到足够的驱动力，需要以较高的电压使电动机工作。因此，在以电动机的驱动力为主体的混合动力驱动装置中，需要大容量的电池，并且需要使向电动机供给高电压的电气***充分地电绝缘，这些都增加了车辆整体的重量，使车辆的燃料经济性恶化。并且，为了用电动机驱动重量大的车辆，需要更大容量的电池、高电压，从而存在由此进一步导致重量的增加而陷入恶性循环的问题。
另一方面，由内燃机驱动的车辆在行驶具有独特的感觉，许多忠实的爱好者更喜欢驾驶内燃机驱动的车辆。但是，由于逐年强化的排气限制，可以预想到难以继续使用由内燃机驱动的车辆。虽然在具备混合动力驱动装置的车辆中也具备内燃机，但是为了充分地降低燃油消耗，在多数情况下，共同使用来自内燃机的驱动力和来自电动机的驱动力。因此，在混合动力驱动装置中，即使使内燃机工作，也存在驾驶者无法感受到由内燃机驱动的车辆的感觉，无法得到驾驶内燃机驱动的车辆的乐趣这一问题。
发明内容
因此，本发明的目的在于提供一种混合动力驱动装置，能够充分地享受由内燃机驱动的车辆的驾驶感觉，而不会陷入电动机的驱动的强化与车辆重量增加的恶性循环。
用于解决技术问题的手段
为了解决上述技术问题，本发明的混合动力驱动装置用于对车辆进行驱动，其中，具有：内燃机，该内燃机用于产生对于车辆的主驱动轮的驱动力；动力传递机构，该动力传递机构用于将该内燃机所产生的驱动力传递到主驱动轮；主驱动电动机，该主驱动电动机是用于产生对于主驱动轮的驱动力的永磁电动机；蓄电器，该蓄电器用于积蓄使该主驱动电动机工作的电力；副驱动电动机，该副驱动电动机是与车辆的副驱动轮连接并能够对该车辆的副驱动轮传递动力的感应电动机；以及控制装置，该控制装置对内燃机、主驱动电动机及副驱动电动机进行控制，并执行电动机行驶模式及内燃机行驶模式，主驱动电动机所产生的驱动力经由动力传递机构的至少一部分而传递到主驱动轮，在电动机行驶模式中的车辆的起步时及稳定行驶时，控制装置仅使主驱动电动机产生驱动力，并且在车辆的减速时，控制装置使副驱动电动机对电力进行再生，在内燃机行驶模式中，控制装置使内燃机产生驱动力，并且使主驱动电动机及副驱动电动机不产生用于驱动车辆的驱动力，内燃机是不具备飞轮的无飞轮发动机，在内燃机行驶模式中，控制装置使主驱动电动机产生用于维持内燃机的空转的转矩。
在像这样构成的本发明中，内燃机所产生的驱动力经由动力传递机构传递到主驱动轮，并且主驱动电动机通过从蓄电器供给的电力而产生的驱动力也经由动力传递机构的至少一部分而传递到主驱动轮。另一方面，副驱动电动机与副驱动轮连接，并且能够副驱动轮传递动力。控制装置对内燃机、主驱动电动机以及副驱动电动机进行控制，并且执行电动机行驶模式及内燃机行驶模式。在电动机行驶模式中，在车辆的起步时及稳定行驶时，仅使主驱动电动机产生驱动力，并且在车辆的减速时使副驱动电动机对电力进行再生。另外，在内燃机行驶模式中，使内燃机产生驱动力，并且使主驱动电动机及副驱动电动机不产生用于驱动车辆的驱动力。在内燃机行驶模式中，控制装置使主驱动电机产生用于维持作为无飞轮发动机的内燃机的空转的转矩。
根据像这样构成的本发明，由于在内燃机行驶模式中，内燃机产生驱动力，并且主驱动电动机及副驱动电动机不产生对车辆进行驱动的驱动力，因此驾驶者能够在使用混合动力驱动装置的同时，充分地享受由内燃机驱动的车辆的驾驶感觉。另外，由于在车辆的起步时及稳定行驶时，即使在低转速的区域中也能够获得较大的转矩的作为主驱动电动的永磁电动机产生驱动力，因此能够有效地驱动车辆。另一方面，由于在车辆的减速时，设置于副驱动轮的作为副驱动电动机的感应电动机对电力进行再生，因此能够通过较轻量的感应电动机来对电力进行再生，从而能够抑制车辆的重量增加，并且提高能量效率。
进而，通过采用无飞轮发动机作为内燃机，即使是混合动力驱动装置也能够实现轻量化，并且提高了内燃机行驶模式中的内燃机的响应，因此，能够享受更好的驾驶感觉。另外，在内燃机行驶模式中，由于主驱动电动机产生用于内燃机的空转的转矩，因此，即使采用无飞轮发动机，也能够进行振动少的稳定的空转。
在本发明中，优选的是，还具有多级变速器，该多级变速器设置于向主驱动轮传递动力的动力传递机构的中途，在内燃机行驶模式中，控制装置对副驱动电动进行控制，以降低多级变速器的变速时的转矩冲击，并使副驱动轮产生驱动力或制动力。
在像这样构成的本发明中，副驱动轮产生驱动力或制动力，以降低设置于用于驱动主驱动轮的动力传递机构的多级变速器的变速时的转矩冲击。因此，副驱动轮所产生的驱动力或制动力能够不受动力传递机构所具有的动特性的影响，而直接向车辆施加驱动力或制动力，从而能够有效地降低转矩冲击。
在本发明中，优选的是，还具有电容器，该电容器用于积蓄由副驱动电动机再生的电力，副驱动电动机仅被经由电容器供给的电力驱动。
一般地，与通常的电池相比，电容器能够供给瞬时的大电流。根据上述那样构成的本发明，由于副驱动电动机仅通过经由电容器供给的电力驱动，因此副驱动电动机能够瞬时产生高转矩，从而能够更有效地降低转矩冲击。另外，由于从电容器供给所需的电力的一部分，因此能够使蓄电器进一步小型化。
在本发明中，优选的是，电容器与蓄电器串联地连接，并且在由副驱动电动机再生的电力积蓄到电容器之后，积蓄的电荷的一部分经由电压转换器向蓄电器充电。
根据像这样构成的本发明，由副驱动电动机再生的电力的一部分经由电压转换器从电容器向蓄电器充电，能够将副驱动电动机所再生的电力也用于主驱动电动机的驱动。由此，能够有效地将车辆的动能作为电能回收。
发明的效果
根据本发明的混合动力驱动装置，能够充分地享受由内燃机驱动的车辆的驾驶感觉，而不会陷入电动机的驱动的强化与车辆重量增加的恶性循环。
附图说明
图1是搭载了本发明的实施方式的混合动力驱动装置的车辆的布局图。
图2是从上方看搭载了本发明的实施方式的混合动力驱动装置的车辆的前部的透视图。
图3是从侧面看搭载了本发明的实施方式的混合动力驱动装置的车辆的前部的透视图。
图4是沿图2的iv-iv线的剖视图。
图5是表示本发明的实施方式的混合动力驱动装置的电源结构的框图。
图6是示意性地表示在本发明的实施方式的混合动力驱动装置中，在电容器再生电力时的电压的变化的一例的图。
图7是表示在本发明的实施方式的混合动力驱动装置中使用的各电机的输出与车速的关系的图。
图8是示意性地表示本发明的实施方式的混合动力驱动装置所采用的副驱动电机的结构的剖视图。
图9是本发明的实施方式的混合动力驱动装置中的控制装置的控制的流程图。
图10是表示本发明的实施方式的混合动力驱动装置的各模式中的工作的一例的曲线图。
图11是示意性地表示在本发明的实施方式的混合动力驱动装置中，使变速器降档或升档的情况下作用于车辆的加速度的变化的图。
具体实施方式
接着，参照附图，对本发明的优选实施方式进行说明。
图1是搭载了本发明的实施方式的混合动力驱动装置的车辆的布局图。图2是从上方看搭载了本实施方式的混合动力驱动装置的车辆的前部的透视图、图3是从侧面看车辆的前部的透视图。图4是沿图2的iv-iv线的剖视图。
如图1所示，搭载了本发明的实施方式的混合动力驱动装置的车辆1是在与驾驶座相比的前方的车辆的前部搭载有作为内燃机的发动机12，并驱动作为主驱动轮的左右一对后轮2a的所谓FR(Front engine,Rear drive：前引擎，后驱动)车。另外，如后所述，后轮2a也被作为主驱动电动机的主驱动电机驱动，作为副驱动轮的左右一对前轮2b被作为副驱动电动机的副驱动电机驱动。
车辆1所搭载的本发明的实施方式的混合动力驱动装置10具有：对后轮2a进行驱动的发动机12、向后轮2a传递驱动力的动力传递机构14、对后轮2a进行驱动的主驱动电机16、作为蓄电器的电池18、对前轮2b进行驱动的副驱动电机20、电容器22以及控制装置24。
发动机12是用于产生作为车辆1的主驱动轮的后轮2a的驱动力的内燃机。如图2至4所示，在本实施方式中，作为发动机12采用了串联四缸发动机，配置于车辆1的前部的发动机12经由动力传递机构14驱动后轮2a。另外，如图4所示，在本实施方式中，发动机12是不具备飞轮的无飞轮发动机，并在车辆1的副框架4a经由发动机支架6a而安装。并且，副框架4a在前侧框架4b的下部及其后端的前围板4c下部紧固而固定。
动力传递机构14构成为，将发动机12所产生的驱动力传递到作为主驱动轮的后轮2a。如图1至图3所示，动力传递机构14具备：与发动机12连接的传动轴14a、离合器14b以及作为多级变速器的变速器14c。传动轴14a在传动轴通道4d(图2)中从配置于车辆1的前部的发动机12朝向车辆1的后方延伸。传动轴14a的后端经由离合器14b与变速器14c连接。变速器14c的输出轴与后轮2a的车轴(未图示)连接，并驱动后轮2a。
此外，在本实施方式中，变速器14c是所谓变速驱动桥。由此，在发动机12的正后方的位置不存在外径大的变速器的主体，因此，能够缩小底部通道(传动轴通道4d)的宽度，从而能够确保乘员的中央侧脚部空间，使乘员能够采用正对正前方的左右对称的下半身姿势。进而，在确保该乘员的姿势的同时，容易根据输出使主驱动电机16的外径、长度足够大。
主驱动电机16是用于对主驱动轮产生驱动力的电动机，并且在发动机12的后侧，与发动机12相邻地配置。另外，逆变器(INV)16a与主驱动电机16相邻地配置，通过该逆变器16a，来自电池18的电流被转换为交流电而向主驱动电机16供给。并且，如图2及图3所示，主驱动电机16与发动机12串联地连接，主驱动电机16所产生的驱动力也经由动力传递机构14向后轮2a传递。或者，本发明也能够构成为，将主驱动电机16连接至动力传递机构14的中途，并经由动力传递机构14的一部分将驱动力向后轮2a传递。另外，在本实施方式中，作为主驱动电机16，采用了以48V驱动的25kW的永磁电动机(永磁同步电动机)。
电池18是主要用于积蓄使主驱动电机16工作的电力的蓄电器。另外，如图2所示，在本实施方式中，电池18以环绕覆盖传动轴14a的扭力管14d的方式配置于传动轴通道4d的内部。并且，在本实施方式中，作为电池18，使用了48V、3.5kWh的锂离子电池(LIB)。
此外，如上所述，在本实施方式中，采用了变速驱动桥配置，因此，能够朝向由此产生的底部通道(传动轴通道4d)前方的空间，扩大收容电池18的容积。由此，能够确保、扩大电池18容量，而不增大底部通道的宽度且不缩小乘员的中央侧空间。
如图4所示，副驱动电机20在车辆1的弹簧下设置于前轮2b各轮，以产生作为副驱动轮的前轮2b的驱动力。在本实施方式中，前轮2b各轮被双叉臂式的悬挂件支承，并通过上臂8a、下臂8b、弹簧8c以及减振器8d而被悬架。另外，副驱动电机20是轮内电机，分别被收容于前轮2b各轮的车轮内。因此，副驱动电机20构成，设置于车辆1的所谓“弹簧下”，并分别驱动前轮2b。另外，如图1所示，来自电容器(CAP)22的电流被各逆变器20a分别转换为交流而供给到各副驱动电机20。并且，在本实施方式中，在副驱动电机20未设置减速器，副驱动电机20的驱动力直接传递到前轮2b。另外，在本实施方式中，作为各副驱动电机20，分别采用了17kW的感应电动机。
电容器(CAP)22设置为，积蓄通过副驱动电机20再生的电力。如图2及图3所示，电容器22配置于发动机12的正前方，并且向设置于车辆1的前轮2b各轮的副驱动电机20供给电力。如图4所示，从电容器22的两侧的侧面突出的支架22a经由电容器用支架6b而被支承于前侧框架4b。另外，从副驱动电机20向电容器22延伸的线束22b通过轮罩壁面的侧部上端而通向发动机室内。并且，电容器22构成为以比电池18高的电压积蓄电荷，并且配置于作为副驱动轮的左右的前轮2b之间的区域内。主要通过积蓄于电容器22的电力驱动的副驱动电机20以比主驱动电机16高的电压被驱动。
控制装置24构成为对发动机12、主驱动电机16以及副驱动电机20进行控制，以执行电动机行驶模式及内燃机行驶模式。具体而言，控制装置24能够由微处理器、存储器、接口电路以及使这些工作的程序(以上，未图示)等构成。在之后详细描述基于控制装置24的控制。
另外，如图1所示，在电容器22的附近分别配置有作为电压转换器的高压DC/DC转换器26a及低压DC/DC转换器26b。这些高压DC/DC转换器26a、低压DC/DC转换器26b、电容器22及两个逆变器20a被单元化，并构成统合单元。
接着，参照图5至图7，对本发明的实施方式的混合动力驱动装置10的电源结构以及各电机对车辆1的驱动进行说明。
图5是表示本发明的实施方式的混合动力驱动装置10的电源结构的框图。图6是示意性地表示在本实施方式的混合动力驱动装置10中，在电容器22再生电力时的电压的变化的一例的图。图7是表示在本实施方式的混合动力驱动装置10中使用的各电机的输出与车速的关系的图。
首先，对本发明的实施方式的混合动力驱动装置10的电源结构进行说明。如图5所示，混合动力驱动装置10所具备的电池18与电容器22串联地连接。主驱动电机16被作为电池18的基准输出电压的约48V驱动，副驱动电机20被比48V高且最大120V的将电池18的输出电压与电容器22的端子间电压的合计的电压驱动。因此，副驱动电机20总是被经由电容器22供给的电力驱动。
另外，在主驱动电机16安装有逆变器16a，在将电池18的输出转换为交流的前提下，驱动作为永磁电动机主驱动电机16。同样地，在各副驱动电机20分别安装有逆变器20a，在将电池18及电容器22的输出转换为交流的前提下，驱动作为感应电动机的副驱动电机20。此外，由于副驱动电机20被比主驱动电机16高的电压驱动，因此向副驱动电机20供给电力的线束(电线)22b需要高绝缘性。但是，由于电容器22靠近各副驱动电机20配置，因此能够将因提高线束22b的绝缘性而导致的重量的增加抑制在最小限度。
并且，在车辆1减速时等，主驱动电机16及各副驱动电机20作为发电机发挥功能，将车辆1的动能再生而产生电力。通过主驱动电机16再生的电力积蓄在电池18，通过各副驱动电机20再生的电力主要积蓄在电容器22。
另外，在电池18与电容器22之间连接有作为电压转换器的高压DC/DC转换器26a，该高压DC/DC转换器26a在电容器22所积蓄的电荷不足时(电容器22的端子间电压降低时)，将电池18的电压升压而向电容器22充电。另一方面，通过基于各副驱动电机20的能量的再生，在电容器22的端子间电压上升到规定电压以上的情况下，将电容器22所积蓄的电荷降压而施加到电池18，从而进行电池18的充电。即，通过副驱动电机20再生的电力在积蓄到电容器22之后，积蓄的电荷的一部分经由高压DC/DC转换器26a向电池18充电。
并且，在电池18与车辆1的12V电装部件之间连接有低压DC/DC转换器26b。混合动力驱动装置10的控制装置24、车辆1的电装部件大多以12V的电压工作，因此将电池18所积蓄的电荷通过低压DC/DC转换器26b降压到12V，并向这些设备供给。
接着，参照图6，对向电容器22的充电及放电进行说明。
如图6所示，电容器22的电压是电池18的基本电压与电容器22自身的端子间电压的合计。在车辆1减速时等，通过各副驱动电机20进行电力的再生，再生的电力向电容器22充电。当进行向电容器22的充电时，端子间电压较快地上升。当电容器22的电压因充电而上升到规定电压以上时，通过高压DC/DC转换器26a将电容器22的电压降压，从而进行对电池18的充电。如图6所示，从该电容器22向电池18的充电与向电容器22的充电相比进行地较平稳，电容器22的电压较平稳地降低至适当的电压。
即，通过各副驱动电机20再生的电力暂时积蓄于电容器22，之后，平稳地向电池18充电。此外，根据进行再生的期间不同，存在通过各副驱动电机20进行电力的再生和从电容器22向电池18的充电交替进行的情况。
另一方面，通过主驱动电机16再生的电力直接向电池18充电。
接着，参照图7，对本发明的实施方式的混合动力驱动装置10中的车速与各电机的输出的关系进行说明。图7是表示在本实施方式的混合动力驱动装置10中，车辆1的速度与各速度下的各电机的输出的关系的曲线图。在图7中，用虚线表示主驱动电机16的输出，用单点划线表示一个副驱动电机20的输出，用双点划线表示两个副驱动电机20的输出的合计，用实线表示全部电机的输出的合计。
在本实施方式中，如图7的虚线所示，由于在主驱动电机16采用永磁电动机，因此在电机转速低的低车速区域，主驱动电机16的输出大，且随着车速变快，能够输出的电机输出减少。即，在本实施方式中，主驱动电机16被以约48V驱动，该主驱动电机16在到1000rpm程度为止输出作为最大转矩的约200Nm的转矩，并且在约1000rpm以上时，转矩随着转速的增加而降低。另外，在本实施方式中，主驱动电机16构成为，在最低速区域中能够获得约20kW程度的连续输出，且能够获得约25kW的最大输出。
与此相对，如图7的单点划线及双点划线所示，由于副驱动电机20采用了感应电动机，因此在低的低车速区域中，副驱动电机20的输出极小，且输出随着车速变快而增大，在车速约130km/h附近获得最大输出之后，电机输出减少。在本实施方式中，副驱动电机20构成为，被以约120V驱动，且在车速约130km/h附近能够获得每一台约17kW、两台合计约34kW的输出。即，在本实施方式中，副驱动电机20在约600至800rpm下，其转矩曲线处于峰值，且获得约200Nm的最大转矩。
图7的实线表示这些主驱动电机16及两台副驱动电机20的输出的合计。从该曲线图可以明确得知，在本实施方式中，在车速约130km/h附近获得约53kW的最大输出，在该车速下，能够以该最大输出来满足WLTP试验中所要求的行驶条件。此外，在图7的实线中，即使在低车速区域也将两台副驱动电机20的输出值进行了合计，但如后所述，实际上在低车速区域中，各副驱动电机20没有被驱动。即，在起步时及低车速区域中，仅通过主驱动电机16来驱动车辆，并且仅在高车速区域中需要大输出时(在高车速区域中使车辆1加速时等)使两台副驱动电机20产生输出。这样，通过仅在高速区域使用能够在高旋转区域产生大的输出的感应电动机(副驱动电机20)，从而能够将车辆重量的增加抑制地较低，并且在必要时(在规定速度以上进行加速时等)获得足够的输出。
接着，参照图8，对本发明的实施方式的混合动力驱动装置10所采用的副驱动电机20的结构进行说明。图8是示意性地表示副驱动电机20的结构的剖视图。
如图8所示，副驱动电机20是由定子28和在该定子的周围旋转的转子30构成的外转子型感应电动机。
定子28具有：大致圆板状的定子底座28；从该定子底座28a的中心延伸的定子轴28b；以及安装于该定子轴28b的周围的定子线圈28c。另外，定子线圈28c收容于电绝缘液室32，并浸泡于电绝缘液室32中所充满的电绝缘液32a，由此被沸腾冷却。
转子30构成为包围定子28的周围的大致圆筒状，并具有转子主体30a和转子线圈30b，该转子主体30a构成为一端闭塞的大致圆筒形，该转子线圈30b配置于转子主体30a的内周壁面。转子线圈30b配置为与定子线圈28c相对，以通过定子线圈28c所生成的旋转磁场产生感应电流。另外，转子30以在定子28的周围平稳地旋转的方式被安装于定子轴28b的顶端的轴承34支承。
定子底座28a被将车辆1的前轮悬架的上臂8a及下臂8b(图4)支承。另一方面，转子主体30a直接固定于前轮2b的车轮(未图示)。被逆变器20a转换为交流的交流电流流经定子线圈28c，从而产生旋转磁场。通过该旋转磁场而使感应电流流经转子线圈30b，从而产生使转子主体30a旋转的驱动力。这样，通过各副驱动电机20生成的驱动力直接对各前轮2b的车轮(未图示)进行旋转驱动。
接着，参照图9及图10，对由控制装置24执行的电动机行驶模式及内燃机行驶模式的工作进行说明。图9是基于控制装置24的控制的流程图，图10是表示各模式中的工作的一例的曲线图。此外，图9所示的流程图在车辆1的工作中以规定的时间间隔反复执行。
图10所示的曲线图，从上段起依次表示，车辆的速度、发动机12所产生的转矩、主驱动电机16所产生的转矩、副驱动电机20所产生的转矩、电容器22的电压、电容器22电流以及电池18电流。此外，在表示主驱动电机16的转矩及副驱动电机20的转矩的曲线中，正值代表各电机产生转矩的状态，负值代表各电机将车辆1的动能再生的状态。另外，在表示电容器22电流及电池18电流的曲线中，负值代表向各电机供给电力(放电)的状态，正值代表通过在各电机中再生的电力充电的状态。
首先，在图9的步骤S1中，判断车辆1是否被设定为内燃机行驶模式(ENG模式)。即，车辆1具备的对内燃机行驶模式或电动机行驶模式(EV模式)中的任一个进行选择的开关(未图示)，在步骤S1中，判断被设定为哪个模式。在图10的时刻t1，由于被设定为电动机行驶模式，因此图9的流程图中的处理向步骤S2转移。
接着，在步骤S2中，判断车辆1是否在规定车速以上，并且在规定车速以上的情况下进入步骤S6，在小于规定车速的情况下进入步骤S3。在图10的时刻t1，由于驾驶者使车辆1起步，车速低，因此流程图中的处理向步骤S3转移。
进而，在步骤S3中，判断车辆1是否被减速(是否操作了车辆1的制动踏板(未图示))，并且在被减速的情况下进入步骤S5，在加速或恒定速度行驶中(制动踏板(未图示)未***作)的情况下进入步骤S4。在图10的时刻t1，驾驶者使车辆1起步，并进行加速(车辆1的油门踏板(未图示)***作规定量以上)，因此流程图中的处理向步骤S4转移，从而结束图9的流程图的一次处理。在步骤S4中，主驱动电机16产生转矩，从而车速上升(图10的时刻t1～t2)。此时，从向主驱动电机16供给电力的电池18流出放电电流，并且副驱动电机20不产生转矩，因此，来自电容器22的放电电流保持为零，且电容器22的电压也不发生变化。另外，在图10的时刻t1～t2中，由于被设定为电动机行驶模式，因此发动机12不进行驱动(不向发动机12供给燃料，发动机12不产生转矩)。
在图10所示的例中，在时刻t1～t2之间使车辆1加速后，车辆1到时刻t3为止以恒定速度行驶。在此期间，图9的流程图的处理反复执行步骤S1→S2→S3→S4的处理。该低速行驶中，主驱动电机16所产生的转矩比加速中小，因此从电池18放电的电流也小。
接着，在图10的时刻t3，当驾驶者操作车辆1的制动踏板(未图示)时，图9的流程图中的处理从步骤S3向步骤S5转移。在步骤S5中，主驱动电机16的驱动停止(不产生转矩)，并且通过副驱动电机20将车辆1的动能作为电力而再生。通过动能的再生而使车辆1减速，来自电池18的放电电流成为零，并且通过副驱动电机20的电力的再生，充电电流流向电容器22，从而电容器22的电压上升。
在图10的时刻t4，当车辆1停止时，向电容器22的充电电流成为零，电容器22的电压也成为恒定。接着，在时刻t5再次使车辆1起步，在到达低速行驶(时刻t6)后，直到使车辆1开始减速(时刻t7)为止，在图9的流程图中，反复执行步骤S1→S2→S3→S4的处理。在时刻t7，当使车辆开始减速时，在图9的流程图中，反复执行步骤S1→S2→S3→S5的处理，并通过副驱动电机20进行电力的再生。这样，在市区中等以较低速起步，且反复停止的期间，设定为电动机行驶模式，从而使车辆1纯粹作为电动汽车(EV)发挥功能，发动机12不产生转矩。
进而，在图10的时刻t8，当车辆1起步时，在图9的流程图中，反复执行步骤S1→S2→S3→S4的处理，从而车辆1被加速。接着，在时刻t9，当车辆1的速度超过规定的车速时，流程图中的处理从步骤S2向步骤S6转移。在步骤S6中，判断车辆1是否在减速(是否在操作制动踏板)。由于在时刻t9车辆1未减速，因此流程图中的处理进入步骤S7。在步骤S7中，判断车辆1是否被加速规定值以上(车辆1的油门踏板是否***作规定量以上)。
在图10所示的例中，由于在时刻t9车辆1被加速规定值以上，因此进入步骤S8，在这里，主驱动电机16进行驱动，并且副驱动电机20也进行驱动。这样，在电动机行驶模式中，当在规定值以上的车速下进行规定值以上的加速时，为了获得所需的动力而向主驱动电机16及副驱动电机20供给电力，并通过这些来驱动车辆1。此时，从电池18向主驱动电机16供给电力，并且从电容器22向副驱动电机20供给电力。通过像这样从电容器22供给电力，从而电容器22的电压降低。在通过主驱动电机16及副驱动电机20驱动车辆1的期间(时刻t9～t10)，在流程图中，反复执行步骤S1→S2→S6→S7→S8的处理。
在图10的时刻t10，当车辆1向恒定速度行驶转移(油门踏板的操作成为小于规定量)时，在流程图中，成为反复执行步骤S1→S2→S6→S7→S9的处理。在步骤S9中，副驱动电机20的驱动被停止(成为不产生转矩)，仅通过主驱动电机16来驱动车辆1。这样，不论是在车辆1在规定车速以上行驶的状态下，还是在不进行规定量以上的加速的状态下，都仅通过主驱动电机16来驱动车辆1。
另外，由于电容器22的电压因时刻t9～t10之间的副驱动电机20的驱动而降低到规定值以下，因此在时刻t10控制装置24向高压DC/DC转换器26a发送信号，从而进行向电容器22的充电。即，高压DC/DC转换器26a将电池18所积蓄的电荷升压而进行向电容器22充电。由此，在图10的时刻t10～t11中，从电池18放出用于驱动主驱动电机16的电流及用于向电容器22充电的电流。此外，在通过副驱动电机20再生了大量电力，从而电容器22的电压上升到规定值以上的情况下，控制装置24向高压DC/DC转换器26a发送信号，从而将电容器22的电压降压而进行向电池18的充电。这样，通过副驱动电机20再生的电力被副驱动电机20消耗，或者暂时积蓄于电容器22后，经由高压DC/DC转换器26a向电池18充电。
在图10的时刻t11，当车辆1减速(制动踏板***作)时，在流程图中，反复执行步骤S1→S2→S6→S10的处理。在步骤S10中，由主驱动电机16及副驱动电机20这两方将车辆1的动能作为电力再生。通过主驱动电机16再生的电力向电池18积蓄，通过副驱动电机20再生的电力积蓄于电容器22。这样，当在规定车速以上操作制动踏板时，由主驱动电机16及副驱动电机20这两方进行电力的再生，并将电荷积蓄于电池18及电容器22。
接着，在图10的时刻t12，由驾驶者对开关(未图示)进行操作，车辆1从电动机行驶模式切换到内燃机行驶模式，并且油门踏板(未图示)被踩下。当车辆1切换为内燃机行驶模式时，控制装置24中的图9的流程图的处理从步骤S1向步骤S11转移，步骤S11以下的处理被执行。
首先，在步骤S11中，判断车辆1是否停车，在没有停车的情况下(行驶中的情况)，在步骤S12中，判断车辆1是否在减速中(制动踏板(未图示)是否***作)。在图10的时刻t12，车辆1处于行驶中，且驾驶者操作了油门踏板，因此，图9的流程图中的处理向步骤S13转移。
在步骤S13中，开始向发动机12供给燃料，从而发动机12开始产生转矩。即，在本实施方式中，由于发动机12的输出轴(未图示)与主驱动电机16的输出轴(未图示)直接连结，因此发动机12的输出轴总是与主驱动电机16的驱动一起旋转。但是，在电动机行驶模式中，由于不进行向发动机12的燃料供给，因此发动机12不产生转矩，而在内燃机行驶模式中，通过开始燃料供给，从而发动机12开始产生转矩。
另外，在刚从电动机行驶模式切换到内燃机行驶模式后，控制装置24使主驱动电机16产生发动机起动用的转矩(图10的时刻t12～t13)。在向发动机12的燃料供给开始之后，到发动机12实际开始产生转矩为止的期间，产生该发动机启动用的转矩，使车辆1行驶，并且用于抑制发动机12产生转矩前后的转矩不均。另外，在本实施方式中，在切换到内燃机行驶模式的时刻下的发动机12的转速小于规定转速的情况下，不开始向发动机12的燃料供给，并且在通过发动机启动用的转矩使发动机12成为规定转速以上的时刻开始燃料供给。在本实施方式中，在发动机12的转速上升到2000rpm以上时，开始燃料供给。
在发动机12起动之后，车辆1加速或恒定速度行驶的期间，在图9的流程图中，反复执行步骤S1→S11→S12→S13的处理(图10的时刻t13～t14)。这样，在内燃机行驶模式中，仅从发动机12输出用于驱动车辆1的动力，主驱动电机16及副驱动电机20不输出用于驱动车辆1的动力。因此，驾驶者能够享受由内燃机驱动的车辆1的驾驶感觉。
接着，在图10的时刻t14，当驾驶者操作制动踏板(未图示)时，图9的流程图中的处理从步骤S12向步骤S14转移。在步骤S14中，向发动机12的燃料供给停止，从而抑制燃料的消耗。进而，在步骤S15中，通过主驱动电机16及副驱动电机20，使车辆1的动能作为电能再生，从而使充电电流分别流向电池18及电容器22。这样，在车辆1的减速中，反复执行步骤S1→S11→S12→S14→S15的处理(图10的时刻t14～t15)。
此外，在内燃机行驶模式中的车辆1的减速中，在作为多级变速器的变速器14c的切换时(变速时)，控制装置24驱动副驱动电机20而执行降档转矩调整。通过该转矩调整而产生的转矩瞬时补足了转矩损失等，且不对应于驱动车辆1的转矩。在之后对转矩调整进行详细描述。
另一方面，在图10的时刻t15，当车辆1停止时，图9的流程图中的处理从步骤S11向步骤S16转移。在步骤S16中，控制装置24供给用于维持发动机12的空转所需的最小限度的燃料。另外，控制装置24为了能够维持发动机12以低转速空转，而通过主驱动电机16产生辅助转矩。这样，在车辆1的停车中，反复执行步骤S1→S11→S16的处理(图10的时刻t15～t16)。
在本实施方式中，虽然发动机12是无飞轮发动机，但是主驱动电机16所产生的辅助转矩作为模拟飞轮而作用，从而发动机12能够以低转速维持平稳地空转。另外，通过采用无飞轮发动机，在内燃机行驶模式的行驶中，能够得到发动机12的高响应性，从而能够享受优良感觉的驾驶。
另外，当在内燃机行驶模式中车辆1从停车的状态起步时，控制装置24向主驱动电机16发送信号，从而使主驱动电机16的转速(＝发动机12的转速)上升到规定转速。在发动机转速上升到规定转速之后，控制装置24向发动机12供给发动机驱动用的燃料，从而通过发动机12产生驱动，而通过内燃机行驶模式进行行驶。
接着，参照图11，对变速器14c的切换时(变速时)的转矩调整进行说明。
图11是示意性地表示在使变速器14c降档或升档的情况下，作用于车辆的加速度的变化的图，从上段起依次分别表示，降档转矩下降、降档转矩辅助、升档转矩辅助的一例。
本发明的实施方式中的混合动力驱动装置10构成为，在内燃机行驶模式中，在设定为自动变速模式的情况下，控制装置24根据车速、发动机转速自动地切换离合器14b及变速器14c。如图11的上段所示，在减速时负的加速度作用于车辆1的状态下，在进行变速器14c的降档(向低速侧变速)时(图11的时刻t101)，控制装置24分离离合器14b，从而发动机12的输出轴与主驱动轮(后轮2a)分离。这样，当发动机12从主驱动轮离开时，发动机12的旋转阻力不作用于主驱动轮，因此，如图12上段的虚线所示，作用于车辆1的加速度瞬时向正侧变化。接着，当在降档结束时的时刻t102，控制装置24将离合器14b连接时，加速度再次向负侧变化。一般地，从降档开始到结束为止的期间(时刻t101～t102)是300～1000msec，但是，由于作用于车辆的转矩瞬时变化的所谓转矩冲击，会给乘员带来空走感、不快感。
在本实施方式的混合动力驱动装置10中，控制装置24在降档时向副驱动电机20发送控制信号来进行转矩调整，从而抑制车辆1的空走感。具体而言，在控制装置24向离合器14b及变速器14c发送信号而进行降档时，对车辆1产生的加速度的变化进行预测，并使副驱动电机20执行能量的再生。由此，如图11上段的实线所示，抑制了由转矩冲击引起的车辆1的加速度的瞬时上升(向正侧的变化)，从而能够抑制空走感。另外，在本实施方式中，通过副驱动电机20以副驱动轮(前轮2b)来补足伴随降档的主驱动轮(后轮2a)中的转矩冲击。因此，能够不受动力传递机构14的动特性的影响而进行转矩调整，该动力传递机构14从发动机12向主驱动轮传递动力。
另外，如图11中段的虚线所示，在加速时正的加速度作用于车辆1的状态下，当在时刻t103开始降档时，发动机12的输出轴与主驱动轮(后轮2a)分离。由此，发动机12的驱动转矩不作用于后轮2a，从而产生转矩冲击，因此，在到时刻t104降档结束为止的期间可能给乘员带来失速感。即，车辆1的加速度在降档开始的时刻t103瞬时向负侧变化，并且加速度在降档结束的时刻t104向正侧变化。
在本实施方式的混合动力驱动装置10中，在控制装置24进行降档时，对车辆1所产生的加速度的变化进行预测，并使副驱动电机20产生驱动力。由此，如图11中段的实线所示，抑制了因转矩冲击而引起的车辆1的加速度的瞬时下降(向负侧的变化)，从而抑制了失速感。
进而，如图11下段的虚线所示，在加速时正的加速度作用于车辆1的状态(正的加速度随着时间而降低)下，当在时刻t105开始升档时，发动机12的输出轴与主驱动轮(后轮2a)分离。由此，发动机12的驱动转矩不作用于后轮2a，从而产生转矩冲击，因此，在到时刻t106升档结束为止的期间可能给乘员带来失速感。即，车辆1的加速度在升档开始的时刻t105瞬时向负侧变化，并且加速度在升档结束的时刻t106向正侧变化。
在本实施方式中，在控制装置24进行升档时，对车辆1所产生的加速度的变化进行预测，并使副驱动电机20产生驱动力。由此，如图11下段的实线所示，抑制了因转矩冲击而引起的车辆1的加速度的瞬时下降(向负侧的变化)，从而抑制了失速感。
如上所述，变速器14c的降档或升档时的基于副驱动电机20的驱动转矩的调整是在极短的时间进行的，实质上不对车辆1进行驱动。因此，副驱动电机20所产生的动力能够通过由副驱动电机20再生并积蓄于电容器22的电荷来产生。另外，基于副驱动电机20的驱动转矩的调整能够应用于带转矩转换器的自动变速器、无转矩转换器的自动变速器、自动化的手动变速器等。
根据本发明的实施方式的混合动力驱动装置10，在内燃机行驶模式(图10的时刻t12～)中，发动机12产生驱动力，并且主驱动电机16及副驱动电机20不产生驱动车辆1的驱动力，因此，驾驶者能够在使用混合动力驱动装置10的同时充分地享受驾驶由内燃机驱动的车辆1的驾驶感觉。另外，在车辆1的起步时及稳定行驶时(图10的时刻t1～t3、t5～t7)，使即使在低转速的区域也能够得到较大的转矩的作为主驱动电机16的永磁电动机产生驱动力(图7)，因此能够有效地驱动车辆1。另一方面，在车辆1的减速时(图10的时刻t3～t4、t7～等)，设置于前轮2b(副驱动轮)的作为副驱动电机20的感应电动机进行电力的再生，因此能够通过较轻量的感应电动机对电力进行再生，从而能够抑制车辆1的重量增加，并且提高能够效率。
进而，根据本实施方式的混合动力驱动装置10，通过采用无飞轮发送机作为发动机12，即使是混合动力驱动装置也能够实现轻量化，并且提高了内燃机行驶模式中的发动机12的响应，因此，能够享受更好的驾驶感觉。另外，由于在内燃机行驶模式中，主驱动电机16产生用于维持内燃机的空转的转矩(图10的时刻t15～t16)，因此即使采用无飞轮发动机，也能够进行振动少的稳定的空转。
另外，在本实施方式的混合动力驱动装置10中，前轮2b(副驱动轮)产生驱动力或制动力(图11)，以降低设置于用于驱动后轮2a(主驱动轮)的动力传递机构14的变速器14c的变速时的转矩冲击。因此，前轮2b所产生的驱动力或制动力能够不受动力传递机构14所具有的动特性的影响，而直接对车辆1施加驱动力或制动力，从而能够有效地降低转矩冲击。
进而，根据本实施方式的混合动力驱动装置10，由于副驱动电机20仅通过经由电容器22供给的电力驱动(图5)，因此副驱动电机20能够瞬时产生高转矩，从而能够更有效地降低转矩冲击。另外，由于从电容器22供给所需的电力的一部分，因此能够使电池18进一步小型化。
另外，根据本实施方式的混合动力驱动装置10，由副驱动电机20再生的电力的一部分经由高压DC/DC转换器26a从电容器22向电池18充电，因此，能够将副驱动电机20所再生的电力也用于主驱动电机16的驱动。由此，能够有效地将车辆1的动能作为电能回收。
以上，虽然对本发明的优选实施方式进行了说明，但是能够对上述的实施方式施加各种变更。特别是，在上述的实施方式中，将本发明的混合动力驱动装置应用于FR车，但是，能够将本发明应用于在车辆的前方部分配置发动机并以前轮为主驱动轮的所谓FF车、在车辆的后方部分配置发动机并以后轮为主驱动轮的所谓RR车等各种形式的车辆。
符号说明
1 车辆
2a 后轮(主驱动轮)
2b 前轮(副驱动轮)
4a 副框架
4b 前侧框架
4c 前围板
4d 传动轴通道
6a 发动机支架
6b 电容器用支架
8a 上臂
8b 下臂
8c 弹簧
8d 减振器
10 混合动力驱动装置
12 发动机(内燃机)
14 动力传递机构
14a 传动轴
14b 离合器
14c 变速器(多级变速器)
14d 扭力管
16 主驱动电机(主驱动电动机)
16a 逆变器
18 电池(蓄电器)
20 副驱动电机(副驱动电动机)
20a 逆变器
22 电容器
22a 支架
22b 线束
24 控制装置
26a 高压DC/DC转换器(电压转换器)
26b 低压DC/DC转换器
28 定子
28a 定子底座
28b 定子轴
28c 定子线圈
30 转子
30a 转子主体
30b 转子线圈
32 电绝缘液室
32a 电绝缘液
34 轴承

Claims (4)

1.一种混合动力驱动装置，用于对车辆进行驱动，该混合动力驱动装置的特征在于，具有：
内燃机，该内燃机用于产生对于车辆的主驱动轮的驱动力；
动力传递机构，该动力传递机构用于将该内燃机所产生的驱动力传递到所述主驱动轮；
主驱动电动机，该主驱动电动机是用于产生对于所述主驱动轮的驱动力的永磁电动机；
蓄电器，该蓄电器用于积蓄使该主驱动电动机工作的电力；
副驱动电动机，该副驱动电动机是与车辆的副驱动轮连接并能够对该车辆的副驱动轮传递动力的感应电动机；以及
控制装置，该控制装置对所述内燃机、所述主驱动电动机及所述副驱动电动机进行控制，并执行电动机行驶模式及内燃机行驶模式，
所述主驱动电动机所产生的驱动力经由所述动力传递机构的至少一部分而传递到所述主驱动轮，
在所述电动机行驶模式中的车辆的起步时及稳定行驶时，所述控制装置仅使所述主驱动电动机产生驱动力，并且在车辆的减速时，所述控制装置使所述副驱动电动机对电力进行再生，
在所述内燃机行驶模式中，所述控制装置使所述内燃机产生驱动力，并且使所述主驱动电动机及所述副驱动电动机不产生用于驱动车辆的驱动力，
所述内燃机是不具备飞轮的无飞轮发动机，在所述内燃机行驶模式中，所述控制装置使所述主驱动电动机产生用于维持所述内燃机的空转的转矩。
2.根据权利要求1所述的混合动力驱动装置，其特征在于，
还具有多级变速器，该多级变速器设置于向所述主驱动轮传递动力的所述动力传递机构的中途，在所述内燃机行驶模式中，所述控制装置对所述副驱动电动进行控制，以降低通过所述多级变速器变速时的转矩冲击，并使所述副驱动轮产生驱动力或制动力。
3.根据权利要求1或2所述的混合动力驱动装置，其特征在于，
还具有电容器，该电容器用于积蓄由所述副驱动电动机再生的电力，所述副驱动电动机仅被经由所述电容器供给的电力驱动。
4.根据权利要求3所述的混合动力驱动装置，其特征在于，
所述电容器与所述蓄电器串联地连接，并且在由所述副驱动电动机再生的电力积蓄到所述电容器之后，积蓄的电荷的一部分经由电压转换器向所述蓄电器充电。
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