JP3055444B2 - Vehicle drive system - Google Patents

Vehicle drive system

Info

Publication number
JP3055444B2
JP3055444B2 JP7283775A JP28377595A JP3055444B2 JP 3055444 B2 JP3055444 B2 JP 3055444B2 JP 7283775 A JP7283775 A JP 7283775A JP 28377595 A JP28377595 A JP 28377595A JP 3055444 B2 JP3055444 B2 JP 3055444B2
Authority
JP
Japan
Prior art keywords
rotor
electric machine
rotation
rotation sensor
housing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP7283775A
Other languages
Japanese (ja)
Other versions
JPH09130916A (en
Inventor
瀬口　　正弘
慶一郎 伴在
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Priority to JP7283775A priority Critical patent/JP3055444B2/en
Priority to US08/675,129 priority patent/US5744895A/en
Publication of JPH09130916A publication Critical patent/JPH09130916A/en
Application granted granted Critical
Publication of JP3055444B2 publication Critical patent/JP3055444B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • 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
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/21—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having the same nominal voltage
    • 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
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • 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
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—Torque
    • 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
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • 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
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【発明の属する技術分野】本発明は車両を駆動する駆動
装置、特に内燃機関とバッテリ等の蓄電手段の両方を駆
動源として車両を駆動する、いわゆるハイブリッドタイ
プの電気自動車の駆動装置に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving apparatus for driving a vehicle, and more particularly to a driving apparatus for a so-called hybrid type electric vehicle which drives a vehicle using both an internal combustion engine and a power storage means such as a battery as driving sources. .

【０００２】[0002]

【従来の技術】従来、特開平７−１５８０５号公報に示
されるように内燃機関から発生される動力の回転数を変
換する電磁カップリングと、トルクを制御する補助電動
機によって内燃機関と回転電機のハイブリッド化を行
い、動力機関の省燃費、低公害化を実現しているものが
ある。2. Description of the Related Art Conventionally, as disclosed in Japanese Patent Application Laid-Open No. Hei 7-15805, an electromagnetic coupling for converting the rotational speed of power generated from an internal combustion engine and an auxiliary motor for controlling torque are used to control the internal combustion engine and the rotating electric machine. Some of them have been hybridized to achieve low fuel consumption and low pollution of power engines.

【０００３】[0003]

【発明が解決しようとする課題】しかしながら、このよ
うなシステムでは電磁カップリングと補助電動機という
２つの独立した回転電機が必要であるため、結果として
システム全体の重量が増加し、省燃費化の実現が困難と
なる。また、上記両回転電機の機能は従来の車両ではト
ルクコンバータと変速機構によりなされているが、これ
らに代えてその設置スペースに２つの回転電機を搭載す
ることは困難であった。However, such a system requires two independent rotating electric machines, an electromagnetic coupling and an auxiliary motor, so that the weight of the entire system is increased and fuel saving is realized. Becomes difficult. Further, the functions of the two rotating electric machines are performed by a torque converter and a speed change mechanism in a conventional vehicle, but it is difficult to mount two rotating electric machines in the installation space instead of these.

【０００４】そこで、本発明は内燃機関と回転電機のハ
イブリッド化をコンパクトに実現して上記課題を解決す
るとともに、このコンパクト化に伴って生じる回転電機
制御用の回転センサの構造簡易化をも併せて実現した車
両用駆動装置を提供することを目的とする。Therefore, the present invention solves the above-mentioned problems by realizing the hybridization of the internal combustion engine and the rotating electric machine in a compact manner, and also simplifies the structure of the rotation sensor for controlling the rotating electric machine that accompanies the compactness. It is an object of the present invention to provide a vehicle drive device realized by the above.

【０００５】[0005]

【課題を解決するための手段】上記目的を達成するた
め、請求項１に記載の発明では、第１の回転子（１２１
０）とこれに同心状に配された固定子（１４１０）との
間にさらに同心状に第２の回転子（１３１０）を設け、
第２の回転子（１３１０）の内周部の磁極（１２２０）
と第１の回転子（１２１０）とで第１の回転電機（１２
００）を構成するとともに、外周部の磁極（１４２０）
と固定子（１４１０）とで第２の回転電機（１４００）
を構成している。In order to achieve the above object, according to the first aspect of the present invention, a first rotor (121) is provided.
0) and a second rotor (1310) further concentrically provided between the stator (1410) concentrically disposed therewith,
Magnetic pole (1220) on the inner circumference of the second rotor (1310)
And the first rotating electric machine (1210)
00) and a magnetic pole (1420) in the outer peripheral portion.
And the stator (1410), the second rotary electric machine (1400)
Is composed.

【０００６】このような構成によれば、２つの回転電機
が同心状に位置するから、内燃機関と回転電機のハイブ
リッド化をコンパクトに実現することができる。また、
ハウジング（１７１０）に対する第１の回転子（１２１
０）の回転位置を検出する第１の回転センサ（１９１
１）と、ハウジング（１７１０）に対する第２の回転子
（１３１０）の回転位置を検出する第２の回転センサ
（１９１２）を設け、通電制御手段（２００、５００）
は、第１の界磁巻線（１２１１）への蓄電手段（６０
０）からの通電を、第１の回転センサ（１９１１）と第
２の回転センサ（１９１２）の回転位置信号の差に応じ
て制御する。According to such a configuration, since the two rotating electric machines are positioned concentrically, the hybridization of the internal combustion engine and the rotating electric machine can be realized compactly. Also,
The first rotor (121) relative to the housing (1710)
0) of the first rotation sensor (191) for detecting the rotation position.
1) and a second rotation sensor (1912) for detecting a rotation position of the second rotor (1310) with respect to the housing (1710), and an energization control means (200, 500).
Is a power storage means (60) for the first field winding (1211).
0) is controlled according to the difference between the rotation position signals of the first rotation sensor (1911) and the second rotation sensor (1912).

【０００７】このような構成によれば、第１の回転子と
第２の回転子の相対回転を直接検出する回転センサを設
けるのに較べて、回転センサからの信号引き出しや給電
にスリップリングやブラシを使用する必要がなく、回転
センサの構造が大幅に簡素化される。また、機械的接触
部が無いことにより信号ノイズ環境も改善される。請求
項２に記載の発明では、第１の回転センサ（１９１１）
および第２の回転センサ（１９１２）として、ハウジン
グに対する第１の回転子（１２１０）および第２の回転
子（１３１０）の絶対位置をそれぞれ検出するものを使
用するから、各回転子の位置が確実に検出される。[0007] According to such a configuration, as compared with the case where a rotation sensor for directly detecting the relative rotation between the first rotor and the second rotor is provided, a slip ring or a power supply is used for signal extraction and power supply from the rotation sensor. There is no need to use a brush, and the structure of the rotation sensor is greatly simplified. The absence of mechanical contacts also improves the signal noise environment. In the invention described in claim 2, the first rotation sensor (1911)
And a second rotation sensor (1912), Haujin
Because to use a detecting first for grayed rotor (1210) and a second absolute position of the rotor (1310) respectively, the position of each rotor is reliably detected.

【０００８】このような回転センサとしてはレゾルバを
使用することができ、あるいは他の磁気式、光学式エン
コーダ等を使用することができる。As such a rotation sensor, a resolver can be used, or another magnetic or optical encoder can be used.

【０００９】[0009]

【発明の実施の形態】以下、本発明を図に示す実施形態
について説明する。１００は内燃機関たるエンジンであ
る。１０００はトルク−回転数（Ｔ−Ｓ）コンバータで
あり、エンジン１００の出力を入力として受け、車両用
の駆動輪等から構成される負荷出力（走行駆動出力）に
対応できるよう駆動トルク及び回転数を適宜制御して負
荷出力へ向けて出力する。BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing a first embodiment of the present invention. An engine 100 is an internal combustion engine. Reference numeral 1000 denotes a torque-rotational speed (TS) converter which receives an output of the engine 100 as an input, and drives and rotates the driving torque and the rotational speed so as to correspond to a load output (driving driving output) including driving wheels for a vehicle. Is appropriately controlled and output to the load output.

【００１０】Ｔ−Ｓコンバータ１０００は一対のコイル
と磁石により構成され、入出力間の回転数を調整するた
めの回転数調整用回転電機１２００と、入出力間のトル
クを調整するためのトルク調整用回転電機１４００とを
有する。インバータ２００が設けられ、これはＴ−Ｓコ
ンバータ１０００の回転数調整用回転電機１２００の通
電を制御する。本実施形態においては、回転数調整用回
転電機１２００は三相の回転電機により構成されている
ことから、インバータ２００のスイッチング動作によ
り、三相の交流電流が回転数調整用回転電機１２００へ
向けて通電制御されている。The TS converter 1000 includes a pair of coils and a magnet, and a rotating electric machine 1200 for adjusting the number of revolutions between input and output, and a torque adjusting machine for adjusting torque between input and output. Rotating electric machine 1400. An inverter 200 is provided, which controls energization of the rotating electric machine 1200 for adjusting the rotation speed of the TS converter 1000. In the present embodiment, since the rotating speed adjusting rotating electric machine 1200 is formed of a three-phase rotating electric machine, the three-phase AC current is directed to the rotating speed adjusting rotating electric machine 1200 by the switching operation of the inverter 200. Energization is controlled.

【００１１】インバータ４００が設けられ、これは同じ
くＴ−Ｓコンバータ１０００のトルク調整用回転電機１
４００の通電を制御する。インバータ４００は上記イン
バータ２００と同様に三相の交流電流を通電制御してい
る。５００はＥＣＵであり、Ｔ−Ｓコンバータ１０００
に設けられた回転センサ、その他の内部情報または外部
情報等により上記インバータ２００及び４００を制御す
る。６００は一般の車両等に用いられている直流のバッ
テリーである。７００は負荷出力として車両のタイヤ等
により構成される駆動輪である。An inverter 400 is provided, which is also the rotary electric machine 1 for torque adjustment of the TS converter 1000.
400 energization is controlled. The inverter 400 controls the conduction of three-phase alternating current similarly to the inverter 200 described above. Reference numeral 500 denotes an ECU, and a TS converter 1000
The inverters 200 and 400 are controlled by a rotation sensor provided in the controller and other internal information or external information. Reference numeral 600 denotes a DC battery used in a general vehicle or the like. Reference numeral 700 denotes a driving wheel constituted by a vehicle tire or the like as a load output.

【００１２】なお、図示は省略されているが、エンジン
１００とＴ−Ｓコンバータ１０００間には、一般の内燃
機関駆動式の車両に広く用いられているジョイント部及
び減速機等が設けられ、またＴ−Ｓコンバータ１０００
と駆動輪７００間にも同様にジョイント，差動ギヤ等が
設けられている。次にＴ−Ｓコンバータ１０００の詳細
な構造について説明する。Although not shown, between the engine 100 and the TS converter 1000, there are provided a joint portion, a reduction gear, and the like which are widely used in a general vehicle driven by an internal combustion engine. TS converter 1000
Similarly, a joint, a differential gear and the like are provided between the drive wheel 700 and the drive wheel 700. Next, a detailed structure of the TS converter 1000 will be described.

【００１３】エンジン１００の回転駆動力を伝達出力す
る出力軸１１０は、図示しないジョイント部、減速機等
を介してＴ−Ｓコンバータ１０００のほぼ中心に位置す
るシャフト状の入力軸１２１３と連結されており、エン
ジン１００の回転駆動力を入力軸１２１３へ直接伝達す
る。なお、本実施形態においては、出力軸１１０と入力
軸１２１３を同一軸上に直線的に配置するようにした
が、車両の搭載スペースに合わせ、適宜ジョイント等を
介して出力軸１１０と入力軸１２１３の軸方向に角度を
もたせて配置させることも可能である。An output shaft 110 for transmitting and outputting the rotational driving force of the engine 100 is connected to a shaft-like input shaft 1213 located at substantially the center of the TS converter 1000 via a joint, a speed reducer, and the like (not shown). Thus, the rotational driving force of the engine 100 is directly transmitted to the input shaft 1213. In this embodiment, the output shaft 110 and the input shaft 1213 are linearly arranged on the same axis. However, the output shaft 110 and the input shaft 1213 are appropriately connected via a joint or the like according to the mounting space of the vehicle. It is also possible to arrange them at an angle in the axial direction.

【００１４】Ｔ−Ｓコンバータ１０００は３つのハウジ
ング１７１０、１７２０、１７３０を連結することによ
り、一つのハウジングを構成しており、各ハウジング１
７１０、１７２０、１７３０同士の接合部はその位置決
めが容易となるように、互いに円筒状のはめ合い部を有
していて、複数のボルトにより結合されている。そし
て、ハウジング１７１０、１７２０、１７３０により形
成された内部空間には、本駆動装置の主要な回転電機部
を構成するべく入力軸１２１３に一体的に設けられた第
１の回転子である第１ロータ１２１０と、第２の回転子
である第２ロータ１３１０及び固定子に相当するステー
タ１４１０等が設けられている。The TS converter 1000 forms one housing by connecting three housings 1710, 1720, 1730, and each housing 1
The joints 710, 1720, and 1730 have cylindrical fitting parts so as to facilitate positioning thereof, and are joined by a plurality of bolts. In the internal space formed by the housings 1710, 1720, and 1730, a first rotor, which is a first rotor integrally provided on the input shaft 1213 so as to constitute a main rotating electric machine portion of the present driving device, is provided. 1210, a second rotor 1310 as a second rotor, a stator 1410 corresponding to a stator, and the like are provided.

【００１５】入力軸１２１３は複数の異なる径の外周部
を有しており、第１ロータ１２１０、ベアリング、電源
供給の為のスリップリング、回転センサ等が配置されて
いる。第１ロータ１２１０は回転磁界を形成する巻線１
２１１及びロータコア１２１２から構成されており、入
力軸１２１３の外周面のうち、最も径の大きい外周面に
ロータコア１２１２が圧入固定されている。The input shaft 1213 has a plurality of outer peripheral portions having different diameters, and is provided with a first rotor 1210, a bearing, a slip ring for supplying power, a rotation sensor, and the like. The first rotor 1210 has a winding 1 for forming a rotating magnetic field.
The rotor core 1212 is fixed to the outer peripheral surface of the input shaft 1213 having the largest diameter by press-fitting.

【００１６】入力軸１２１３は、ロータコア１２１２が
圧入される外周面からエンジン１００側へ向けてその径
が序々に小さくなるように成形されており、その最もエ
ンジン側に近い入力軸の外周にはベアリング１５１４が
配置されている。そして、ベアリング１５１４の外輪を
ハウジング１７３０に支持固定することにより、入力軸
１２１３の一端をハウジング１７３０に対し回転自在に
支持している。The input shaft 1213 is formed such that its diameter gradually decreases from the outer peripheral surface into which the rotor core 1212 is press-fitted toward the engine 100, and a bearing is provided on the outer periphery of the input shaft closest to the engine. 1514 are arranged. By supporting and fixing the outer ring of the bearing 1514 to the housing 1730, one end of the input shaft 1213 is rotatably supported with respect to the housing 1730.

【００１７】第１ロータ１２１０の外周には、これと対
向して円筒状の第２ロータ１３１０が相対的に回転可能
なように同一軸上に回転自在に配置されている。第２ロ
ータ１３１０は、その内周面、外周面に複数の磁石を内
装したロータヨーク１３１１と、これを支持するフレー
ム１３３１、１３３２からなり、第２ロータ１３１０に
貫通挿入される複数のボルト１３３３により、第２ロー
タ１３１０を、フレーム１３３１、１３３２で挟みこむ
ようにして、締結固定する。On the outer periphery of the first rotor 1210, a cylindrical second rotor 1310 is disposed so as to be rotatable on the same axis so as to be relatively rotatable. The second rotor 1310 includes a rotor yoke 1311 having a plurality of magnets mounted on its inner and outer peripheral surfaces, and frames 1331 and 1332 that support the rotor yoke 1311. A plurality of bolts 1333 penetratingly inserted into the second rotor 1310 are used. The second rotor 1310 is fastened and fixed so as to be sandwiched between the frames 1331 and 1332.

【００１８】フレーム１３３２には、一体的に出力軸１
３４０が形成されており、この出力軸１３４０がハウジ
ング１７２０にベアリング１５１３を介して回転自在に
支持されている。出力軸１３４０の一端は、ハウジング
１７２０より外部へ突出しており、図示しないデファレ
ンシャルギヤ等を介して駆動輪７００に連結されてい
る。The output shaft 1 is integrally formed with the frame 1332.
The output shaft 1340 is rotatably supported on the housing 1720 via a bearing 1513. One end of the output shaft 1340 protrudes from the housing 1720 to the outside, and is connected to the drive wheels 700 via a differential gear (not shown) or the like.

【００１９】フレーム１３３２は、ハウジング１７２０
内において、その回転軸心付近が一部第１ロータ１２１
０側へ向けて突出しており、その内部に入力軸１２１３
の一端が挿入されて、ベアリング１５１１を介して入力
軸１２１３をフレーム１３３２に回転自在に支持してい
る。このときロータコア１２１２に巻装されている巻線
１２１１のコイルエンドはロータコア１２１２の軸方向
端面より突出している。この巻線１２１１のコイルエン
ドの突出部内方で、ロータコア１２１２の端面側方には
空間が形成され、この空間部分に第１ロータ１２１０の
軸に対し第２ロータ１３１０のフレーム１３３２を回転
支持するベアリング１５１１が収まるように配置されて
いる。これにより、第２ロータ１３１０の回転支持部を
軸方向外方へ突出させることなく、装置全体の軸方向長
さを極力小さくする構成を実現している。The frame 1332 includes a housing 1720
Inside the first rotor 121 partially around the rotation axis.
The input shaft 1213 protrudes toward the zero side.
Is inserted, and the input shaft 1213 is rotatably supported by the frame 1332 via the bearing 1511. At this time, the coil end of the winding 1211 wound around the rotor core 1212 protrudes from the axial end face of the rotor core 1212. A space is formed inside the projecting portion of the coil end of the winding 1211 and on the side of the end face of the rotor core 1212, and a bearing for rotatably supporting the frame 1332 of the second rotor 1310 with respect to the axis of the first rotor 1210 in this space. 1511 are accommodated. This realizes a configuration in which the axial length of the entire apparatus is minimized without protruding the rotation support portion of the second rotor 1310 outward in the axial direction.

【００２０】ロータヨーク１３１１の軸方向端面は、第
１ロータ１２１０のロータコア１２１２の軸方向端面と
ほぼ同一の位置になっており、そのためロータヨーク１
３１１の端面に連結されるフレーム１３３２は、ロータ
コア１２１２の端面より突出する巻線１２１１のコイル
エンドを回避するよう、その軸中心部よりカップ型形状
を成して第２ロータ１３１０の端面へ向けて延設される
形状となっている。The axial end face of the rotor yoke 1311 is located at substantially the same position as the axial end face of the rotor core 1212 of the first rotor 1210.
The frame 1332 connected to the end face of the 311 has a cup-shaped shape from the center of its axis toward the end face of the second rotor 1310 so as to avoid the coil end of the winding 1211 protruding from the end face of the rotor core 1212. The shape is extended.

【００２１】ロータヨーク１３１１を支持するもう一方
のフレーム１３３１は、径の異なる円筒状の外周面を複
数有しており、エンジン１００側へ向けてその径が徐々
に小さくなっている。最も小径な部分は入力軸１２１３
の外周面に対し微小の隙間を介して配置されており、そ
の小径部の外周面にはベアリング１５１０が嵌め込まれ
ている。The other frame 1331 supporting the rotor yoke 1311 has a plurality of cylindrical outer peripheral surfaces having different diameters, and the diameter thereof gradually decreases toward the engine 100 side. The smallest part is the input shaft 1213
The bearing 1510 is fitted on the outer peripheral surface of the small-diameter portion with a small gap therebetween.

【００２２】ベアリング１５１０の外輪はハウジング１
７１０内壁より延設されているプレート部１７１０ａに
固定されている。これにより、第２ロータ１３１０はそ
のフレーム１３３１、１３３２が、ベアリング１５１
０、１５１３によりそれぞれハウジング１７１０、１７
２０に回転自在に支持されている。ここで、各ベアリン
グ１５１０、１５１３が入力軸１２１３に対して同軸上
に配置されてことにより、第２ロータ１３１０も入力軸
１２１３に対して同軸上に回転自在に支持されている。The outer ring of the bearing 1510 is the housing 1
710 is fixed to a plate portion 1710a extending from the inner wall. As a result, the second rotor 1310 has its frames 1331 and 1332
0 and 1513, the housings 1710 and 17 respectively
20 rotatably supported. Here, since the bearings 1510 and 1513 are arranged coaxially with respect to the input shaft 1213, the second rotor 1310 is also rotatably supported coaxially with respect to the input shaft 1213.

【００２３】フレーム１３３１とプレート部１７１０ａ
との間の軸方向空間部には回転センサたるレゾルバ１９
１２が設けられており、レゾルバ１９１２はレゾルバロ
ータ１９１２ａがフレーム１３３１に固定され、本体１
９１２ｂはプレート部１７１０ａに固定されて、静止し
たハウジング１７１０に対する第２ロータ１３１０の回
転数を検出できる構成となっている。このレゾルバ１９
１２からの検出信号はＥＣＵ５００へ向けて送られ、第
２ロータ１３１０の回転制御に用いられる。The frame 1331 and the plate portion 1710a
A resolver 19 serving as a rotation sensor is provided in an axial space between
The resolver 1912 has a resolver rotor 1912a fixed to the frame 1331 and the main body 1
Reference numeral 912b is fixed to the plate portion 1710a, and is configured to detect the rotation speed of the second rotor 1310 with respect to the stationary housing 1710. This resolver 19
The detection signal from 12 is sent to ECU 500 and used for rotation control of second rotor 1310.

【００２４】フレーム１３３１は、ベアリング１５１０
よりも第１ロータ１２１０側に近い位置で、入力軸１２
１３に対し、ベアリング１５１２を介して回転自在に支
持されている。ロータヨーク１３１１の円筒状の外周面
に対向するようにしてステータ１４１０が配置されてい
る。ステータ１４１０はステータコア１４１２及び巻線
１４１１から構成されており、ステータコア１４１２は
ハウジング１７２０の円筒状の内周面に直接固定される
ように配設されており、回転磁界を形成する巻線１４１
１がステータコア１４１２に巻装されている。The frame 1331 includes a bearing 1510
At a position closer to the first rotor 1210 side than the input shaft 12
13 is rotatably supported via a bearing 1512. The stator 1410 is arranged so as to face the cylindrical outer peripheral surface of the rotor yoke 1311. The stator 1410 includes a stator core 1412 and a winding 1411. The stator core 1412 is disposed so as to be directly fixed to a cylindrical inner peripheral surface of the housing 1720, and has a winding 141 that forms a rotating magnetic field.
1 is wound around the stator core 1412.

【００２５】このような構成からステータ１４１０は、
第１ロータ１２１０と第２ロータ１３１０が互いに同軸
上に配置されるのと同様に、同軸上に配置される構成と
なっているものである。ステータ１４１０の配線はハウ
ジング１７１０より内部に突出形成されているプレート
部１７１０ａを貫通し、さらにハウジング１７１０の外
周円筒部に固定された配線固定プラグ１７１１内を貫通
して外部へ配線され、インバータ４００へ向けて電気的
に接続されている。With such a configuration, the stator 1410
This is a configuration in which the first rotor 1210 and the second rotor 1310 are coaxially arranged in the same manner as the coaxial arrangement. The wiring of the stator 1410 penetrates the plate portion 1710 a formed to protrude from the housing 1710 and further passes through the inside of a wiring fixing plug 1711 fixed to the outer peripheral cylindrical portion of the housing 1710, and is wired to the outside. It is electrically connected to.

【００２６】第１ロータ１２１０においては、ロータコ
ア１２１２のエンジン側端面から三相の各相ごとの配線
となるリード部１６６０が入力軸１２１３に埋め込まれ
た形で、入力軸の軸方向に並列的に配置された３つのス
リップリング１６３０にそれぞれ接続されている。各ス
リップリング１６３０はそれぞれ互いに導通しないよう
に、これらの間にモールド等の絶縁部１６５０を介して
設けられており、さらにリード部１６６０の周囲も同様
にしてモールド等の絶縁部により覆われており、入力軸
１２１３等との絶縁を図っている。In the first rotor 1210, lead portions 1660 serving as wirings for each of the three phases are embedded in the input shaft 1213 from the end face of the rotor core 1212 on the engine side, and are arranged in parallel in the axial direction of the input shaft. Each of the three slip rings 1630 is connected. Each slip ring 1630 is provided with an insulating portion 1650 such as a mold between them so as not to be electrically connected to each other, and the periphery of the lead portion 1660 is similarly covered with an insulating portion such as a mold. , The input shaft 1213 and the like.

【００２７】各スリップリング１６３０には、その先端
をスリップリング１６３０に摺動するようにして、ブラ
シ１６２０がそれぞれ当接されており、各ブラシ１６２
０はその後方よりスプリング１６４０によって、スリッ
プリング１６３０へ向けて押圧されている。これら３つ
のブラシ１６２０はブラシホルダ１６１０により保持さ
れており、ブラシホルダ１６１０は、ハウジング１７１
０のプレート部１７１０ａに固定されている。各ブラシ
１６２０からは、それぞれインバータ２００へ向けて配
線が延びており、インバータ２００からの電力を第１ロ
ータ１２１０に対し、授受可能なように電気的に接続さ
れる構成となっている。Brushes 1620 are respectively in contact with the respective slip rings 1630 such that the tips thereof slide on the slip rings 1630.
0 is pressed toward the slip ring 1630 from behind by the spring 1640. These three brushes 1620 are held by a brush holder 1610, and the brush holder 1610 is
0 plate portion 1710a. Wiring extends from each brush 1620 toward the inverter 200, and is electrically connected to the first rotor 1210 so that power from the inverter 200 can be transferred to and from the first rotor 1210.

【００２８】スリップリング１６３０とベアリング１５
１４との間の入力軸１２１３外周面には、第１ロータ１
２１０の回転を検出する回転センサたるレゾルバ１９１
１が設けられている。このレゾルバ１９１１の本体１９
１１ｂは、上記プレート部１７１０ａの一部に固定さ
れ、一方、レゾルバロータ１９１１ａは入力軸１２１３
の外周に固定されている。これにより、静止したハウジ
ング１７１０に対する入力軸１２１３、すなわち第１ロ
ータ１２１０の回転数を検出できる構成となっている。
このレゾルバ１９１１からの信号はＥＣＵ５００へ向け
て出力され、第１ロータ１２１０の回転制御に用いられ
る。Slip ring 1630 and bearing 15
14 is provided on the outer peripheral surface of the input shaft 1213 between the first rotor 1
Resolver 191 as a rotation sensor for detecting rotation of 210
1 is provided. The main body 19 of the resolver 1911
11b is fixed to a part of the plate portion 1710a, while the resolver rotor 1911a is connected to the input shaft 1213.
Is fixed to the outer periphery of. Thus, the input shaft 1213 with respect to the stationary housing 1710, that is, the rotation speed of the first rotor 1210 can be detected.
The signal from the resolver 1911 is output to the ECU 500 and used for controlling the rotation of the first rotor 1210.

【００２９】図２には、第１ロータ１２１０及び第２ロ
ータ１３１０、ステータ１４１０の断面構造を示す。図
２は図１のI −I 線断面を示すものであるが、内部の構
造は、軸対称であるため、片側半分のみを図示する。入
力軸１２１３に圧入されたロータコア１２１２は外径ｄ
１を有し、その外周に径方向へ延びる複数のスロット１
２１２ａが形成されて、これらスロット１２１２ａの内
部に巻線１２１１が巻装されている。FIG. 2 shows a sectional structure of the first rotor 1210, the second rotor 1310, and the stator 1410. FIG. 2 shows a cross section taken along the line II of FIG. 1. However, since the internal structure is axially symmetric, only one half is shown. The rotor core 1212 pressed into the input shaft 1213 has an outer diameter d.
1 and a plurality of slots 1 extending radially on the outer periphery thereof.
212a are formed, and a winding 1211 is wound inside these slots 1212a.

【００３０】ロータコア１２１２の外周にはエアギャッ
プｇ１を介して円筒状のロータヨーク１３１１が回転自
在に設けられており、その内周面側の内部には、周方向
へ等間隔で複数の磁石１２２０が設けられており、これ
ら磁石１２２０は内周面側の磁極が、交互にＮ、Ｓ極と
なるように配置されている。各磁石１２２０の両端に
は、磁束の漏れを防ぐための開口部１３１１ａがそれぞ
れ形成されている。また、各磁石１２２０間のスペース
にはボルト穴１３３１ｂがロータヨーク１３１１を貫通
するように周方向の複数位置に設けられており、ロータ
ヨーク１３１１を両サイドで支持するフレーム１３３
１、１３３２を結合するためのボルト１３３３（図１）
が上記各ボルト穴１３１１ｂ内に挿入される。A cylindrical rotor yoke 1311 is rotatably provided on the outer periphery of the rotor core 1212 via an air gap g1, and a plurality of magnets 1220 are arranged at equal intervals in the circumferential direction inside the inner surface of the rotor yoke 1311. These magnets 1220 are arranged such that the magnetic poles on the inner peripheral surface side are alternately N and S poles. Openings 1311a for preventing leakage of magnetic flux are formed at both ends of each magnet 1220, respectively. Bolt holes 1331b are provided at a plurality of positions in the circumferential direction in the space between the magnets 1220 so as to penetrate the rotor yoke 1311. The frame 133 supports the rotor yoke 1311 on both sides.
Bolts 1333 for connecting 1, 1332 (FIG. 1)
Are inserted into the bolt holes 1311b.

【００３１】これら磁石１２２０とロータコア１２１２
及び巻線１２１１との間で磁束が生じることにより一つ
の回転電機を形成し、巻線１２１１に流れる電流をイン
バータ２００により適宜制御することによって、出力軸
１３４０（図１）の回転数を調整することができる。ロ
ータヨーク１３１１の外周面側内部には、周方向に等間
隔に複数の磁石１４２０が配置されており、磁石１４２
０の両端部には、磁束の漏れを防ぐための開口部１３１
１ａが形成されている。磁極の配置は磁石１２２０と同
様である。The magnet 1220 and the rotor core 1212
A single rotating electric machine is formed by generating a magnetic flux with the winding 1211 and the current flowing through the winding 1211 is appropriately controlled by the inverter 200 to adjust the rotation speed of the output shaft 1340 (FIG. 1). be able to. A plurality of magnets 1420 are arranged at equal intervals in the circumferential direction inside the outer peripheral surface side of the rotor yoke 1311.
0 at both ends, openings 131 for preventing leakage of magnetic flux.
1a is formed. The arrangement of the magnetic poles is similar to that of the magnet 1220.

【００３２】第２ロータのロータヨーク１３１１の外径
はｄ２であり、その周囲には所定のエアギャップｇ２を
介してステータ１４１０が設けられている。ステータ１
４１０のステータコア１４１２の内周面側には複数のス
ロット１４１２ａ形成されて巻線１４１１が巻装されて
おり、第２ロータの磁石１４２０との間で磁束を形成し
て、他の一つの回転電機を構成する。The outer diameter of a rotor yoke 1311 of the second rotor is d2, and a stator 1410 is provided around the rotor yoke 13 via a predetermined air gap g2. Stator 1
A plurality of slots 1412a are formed on the inner peripheral surface side of the stator core 1412 of 410, and a winding 1411 is wound therearound, and forms a magnetic flux with the magnet 1420 of the second rotor to form another rotating electric machine. Is configured.

【００３３】そして、巻線１４１１に流れる電流をイン
バータ４００で適宜制御することによって、出力軸１３
４０（図１）のトルクを調整することができる。次に、
駆動装置の作動を説明する。例として、エンジン１００
の出力の回転数が２ｎ［ｒｐｍ］、トルクがｔ［Ｎ・
ｍ］である時、これを回転数ｎ［ｒｐｍ］、トルク２ｔ
［Ｎ・ｍ］の車両出力としたい場合について説明する。By appropriately controlling the current flowing through the winding 1411 by the inverter 400, the output shaft 13
40 (FIG. 1) can be adjusted. next,
The operation of the driving device will be described. As an example, the engine 100
Output speed is 2n [rpm] and torque is t [N ·
m], the rotation speed n [rpm], the torque 2t
A case where the vehicle output is desired to be [N · m] will be described.

【００３４】回転数調整用回転電機１２００では、入力
（第１ロータ回転エネルギー）と出力（第２ロータ回転
エネルギー）でトルクは作用、反作用の関係にあり、ト
ルクを同一トルクｔ［Ｎ・ｍ］として、エンジン１００
の回転数２ｎ［ｒｐｍ］を車両出力回転数ｎ［ｒｐｍ］
に調整する。トルクｔ［Ｎ・ｍ］、回転数ｎ［ｒｐｍ］
の出力を得ることは、回転方向と作用するトルク方向と
が逆になる制動状態であり、第２ロータ１３１０の回転
数調整用回転電機１２００の磁石１２２０の位置を、後
に詳述するように回転センサ１９１１、１９１２の相対
角により検出して、第１ロータ１２１０の巻線１２１１
への通電位置を適当に計算、制御する。In the rotating electric machine 1200 for adjusting the number of revolutions, the input (first rotor rotation energy) and the output (second rotor rotation energy) have a relationship between the action and the reaction, and the torque is the same torque t [N · m]. As the engine 100
2n [rpm] of the vehicle output rotational speed n [rpm]
Adjust to Torque t [N · m], rotation speed n [rpm]
Is a braking state in which the rotating direction and the acting torque direction are reversed, and the position of the magnet 1220 of the rotating speed adjusting rotary electric machine 1200 of the second rotor 1310 is rotated as described in detail later. Detected by the relative angle between the sensors 1911 and 1912, the winding 1211 of the first rotor 1210 is detected.
Appropriately calculates and controls the current supply position.

【００３５】このように制動状態に制御すると、第１ロ
ータ１２１０より発電出力が得られ、これをバッテリー
６００を介してトルク調整用回転電機１４００へ送る。
第１ロータ１２１０の巻線１２１１への通電はインバー
タ２００からブラシホルダ１６１０、ブラシ１６２０、
スリップリング１６３０及びリード部１６６０を経て行
われ、通電タイミングは第１ロータ１２１０、第２ロー
タ１３１０の回転センサ１９１１、１９１２の相対角に
よって計算される。When the braking state is controlled in this manner, a power generation output is obtained from the first rotor 1210 and sent to the torque adjusting rotary electric machine 1400 via the battery 600.
Power is supplied to the winding 1211 of the first rotor 1210 from the inverter 200 to the brush holder 1610, the brush 1620,
This is performed through the slip ring 1630 and the lead portion 1660, and the energization timing is calculated based on the relative angles of the rotation sensors 1911 and 1912 of the first rotor 1210 and the second rotor 1310.

【００３６】これによりトルクｔ［Ｎ・ｍ］、回転数ｎ
［ｒｐｍ］の出力を得るとともにエネルギーｎｔが発電
出力として得られる。このように回転電機１２００はエ
ンジン１００の出力トルクを負荷出力側である駆動輪７
００へそのまま伝達しながら、エンジン１００側と出力
側の回転数の差を発電機出力とする機能を持つ。逆にエ
ンジン１００側の回転数が出力側回転数より小さい時
は、Ｔ−Ｓコンバータ１０００はバッテリー６００より
給電を受け、電動機としての機能を行う。Thus, the torque t [N · m] and the rotation speed n
The output of [rpm] is obtained and the energy nt is obtained as the power generation output. As described above, the rotating electric machine 1200 outputs the output torque of the engine 100 to the drive wheels 7 on the load output side.
The function is to output the generator output based on the difference between the rotation speeds of the engine 100 and the output while directly transmitting the rotation to the engine 100. Conversely, when the rotation speed on the engine 100 side is smaller than the output rotation speed, the TS converter 1000 receives power supply from the battery 600 and performs a function as an electric motor.

【００３７】第１ロータ１２１０よりエンジン１００の
出力トルクｔ［Ｎ・ｍ］を電磁力を介して伝えられた第
２ロータ１３１０においては、車両出力を２ｎｔとする
ために、不足となっているトルク分及びそれに必要な出
力ｎｔを補う必要がある。この場合のトルク調整用回転
電機１４００の働きは通常のモータと同様で、インバー
タ４００からステータ巻線１４１１ヘ所望のトルク、回
転数となる様に、第２ロータ１３１０の回転電機１４０
０を構成する磁石１４２０の位置を回転センサ１９１２
で検出し、通電タイミングを計算しながら給電を行う。In the second rotor 1310 to which the output torque t [N · m] of the engine 100 is transmitted from the first rotor 1210 via an electromagnetic force, the torque is insufficient in order to reduce the vehicle output to 2 nt. It is necessary to supplement the minute and the output nt required for it. In this case, the operation of the rotating electric machine 1400 for torque adjustment is the same as that of a normal motor, and the rotating electric machine 140 of the second rotor 1310 is controlled so that the desired torque and the number of revolutions are supplied from the inverter 400 to the stator winding 1411.
The position of the magnet 1420 constituting the rotation sensor 1912
The power is supplied while calculating the power supply timing.

【００３８】エンジン１００側のトルクが出力側トルク
以上となった時は、トルク調整用回転電機１４００は、
発電モードで働き、過剰なエネルギーをバッテリ６００
に送る。このようにして、回転数調整用回転電機１２０
０は、エンジン１００のトルクｔをそのまま第２ロータ
１３１０へ伝達するとともに、エンジン１００の回転数
２ｎを所望の出力回転数ｎに合わせる。そして、この時
に生ずる回転数差ｎ×トルクｔのエネルギーを電力に変
換して、インバータ２００、バッテリ６００を介してト
ルク調整用回転電機１４００へ送る。When the torque on the engine 100 side is equal to or higher than the output torque, the rotating electric machine 1400 for torque adjustment
Works in power generation mode and transfers excess energy to battery 600
Send to In this way, the rotating electric machine 120
A value of 0 transmits the torque t of the engine 100 to the second rotor 1310 as it is, and adjusts the rotation speed 2n of the engine 100 to a desired output rotation speed n. Then, the energy of the rotational speed difference n × torque t generated at this time is converted into electric power and transmitted to the rotary electric machine 1400 for torque adjustment via the inverter 200 and the battery 600.

【００３９】トルク調整用回転電機１４００側では、回
転数調整用回転電機１２００あるいはバッテリ６００の
出力を受けて、必要な車両出力トルクに対するトルクの
不足分或いは過剰分をここで補正する。この時、不足の
場合は、回転電機１４００は電動機として、過剰であれ
ば発電機として機能する。なお、回転数調整用回転電機
１２００もエンジン１００の入力の設定によっては電動
機として機能する必要がある。The torque adjusting rotating electric machine 1400 receives the output of the rotating speed adjusting rotating electric machine 1200 or the battery 600, and corrects the shortage or excess of the required vehicle output torque. At this time, if insufficient, the rotating electric machine 1400 functions as an electric motor, and if excessive, functions as a generator. The rotating electric machine 1200 for adjusting the number of revolutions also needs to function as an electric motor depending on the setting of the input of the engine 100.

【００４０】このような駆動装置を車両の制動に利用す
る場合は、エンジン１００はコンプレッサー（或いはエ
ンジン１００によるブレーキ）として機能し、回転数調
整用回転電機１２００の第１ロータ１２１２の回転抵抗
体として利用できる。これにより、車両の制動エネルギ
ーの内、回転数調整用回転電機１２００で制動エネルギ
ーの一部を吸収するので、トルク調整用回転電機１４０
０が負担する制動エネルギーは減少し、制動時に必要な
容量も小さくすることができる。When such a drive device is used for braking a vehicle, the engine 100 functions as a compressor (or a brake by the engine 100) and serves as a rotating resistor of the first rotor 1212 of the rotating electric machine 1200 for adjusting the rotational speed. Available. As a result, a portion of the braking energy out of the braking energy of the vehicle is absorbed by the rotational speed adjusting rotary electric machine 1200, so that the torque adjusting rotary electric
The braking energy that 0 bears is reduced, and the capacity required for braking can be reduced.

【００４１】以上のような構成により、エンジン１００
の回転エネルギーを一部電磁力を介してダイレクトに走
行駆動側へ伝達する事で、電力系統及び回転機の容量を
小さくすることができ、さらには２つの回転電機を複合
化して内外に配置したので、非常な小型化が実現され
た。また、回転エネルギーを電力に、さらに電力から回
転エネルギーに変換する工程が省けるので、その分、効
率向上も期待出来る。With the above configuration, the engine 100
By transmitting part of the rotational energy directly to the traveling drive side via electromagnetic force, the capacity of the power system and the rotating machine can be reduced, and two rotating electric machines are combined and arranged inside and outside Therefore, a very small size was realized. Further, since a step of converting rotational energy into electric power and further from electric power into rotational energy can be omitted, an improvement in efficiency can be expected.

【００４２】一般に回転電機は多極化することで必要磁
路断面積が減少する。そこで、本実施形態のように、磁
石１２２０、１４２０を複数に分割して多極化すること
で、第２ロータ１３１０の厚みを極端に薄くすることが
でき、２つの回転電機１２００、１４００を同心円状に
配置し一体化した際の径方向への極大化をさらに軽減さ
せ、小型化を一層向上させている。Generally, the required cross section of the magnetic path is reduced by increasing the number of poles in the rotating electric machine. Thus, as in the present embodiment, by dividing the magnets 1220 and 1420 into a plurality of pieces and making them multipolar, the thickness of the second rotor 1310 can be made extremely thin, and the two rotating electric machines 1200 and 1400 can be concentrically formed. Radial maximization in arrangement and integration in the radial direction is further reduced, and downsizing is further improved.

【００４３】一般に回転電機の性能（ｗ／ｋｇ）は磁気
回路上のエアギャプ（図２のｇ１、ｇ２）を小さくし、
有効磁束量を増加することにより向上する。したがっ
て、エアギャップは出来るだけ小さくするのが望ましい
が、現実には遠心力によるロータ外径の拡がり、ハウジ
ング等各部品の単体精度、組付け精度により制約され
る。これらの中で組付け精度は各部品の公差の累積が出
来るだけ無くなるように設計する必要がある。In general, the performance (w / kg) of the rotating electric machine is reduced by reducing the air gap (g1, g2 in FIG. 2) on the magnetic circuit.
It is improved by increasing the effective magnetic flux amount. Therefore, it is desirable to make the air gap as small as possible. However, in reality, the outer diameter of the rotor expands due to the centrifugal force, and the accuracy is limited by the unit accuracy and assembly accuracy of each component such as the housing. Among them, it is necessary to design the assembling accuracy so that the accumulation of the tolerance of each part is minimized.

【００４４】エアギャップｇ１についていえば、第２ロ
ータ１３１０と第１ロータ１２１０の正確な位置決めが
必要である。そのため、本実施形態では、これらロータ
１２１０、１３１０の間にベアリング１５１２、１５１
１を設けて、高精度な位置決めを可能としている。同様
にエアギャップｇ２では、第２ロータ１３１０と固定子
１４１０の正確な位置関係が必要であるため、第２ロー
タ１３１０と固定子１４１０を固定したハウジング１７
１０、１７２０の間にベアリング１５１０、１５１３を
設けて高精度に位置決めを可能としている。Regarding the air gap g1, it is necessary to accurately position the second rotor 1310 and the first rotor 1210. Therefore, in the present embodiment, bearings 1512, 151 are provided between these rotors 1210, 1310.
1 is provided to enable highly accurate positioning. Similarly, in the air gap g2, since the accurate positional relationship between the second rotor 1310 and the stator 1410 is required, the housing 17 in which the second rotor 1310 and the stator 1410 are fixed is used.
Bearings 1510 and 1513 are provided between 10, 1720 to enable highly accurate positioning.

【００４５】これによりエアギャップｇ１、ｇ２をさら
に小さくでき、回転機の性能（ｗ／ｋｇ）が向上すると
ともに一層の小型化が可能である。また第１ロータ及び
第２ロータを組み付ける際には、最初に第１ロータ１２
１０を第２ロータ１３１０に組み込み、その後フレーム
１３３１を組付けたロータアッシーをステータ１４１０
が組付けられたハウジング１７２０等に組み込むので、
上述のベアリング配置とすることによって組付け性が著
しく向上する。As a result, the air gaps g1 and g2 can be further reduced, the performance (w / kg) of the rotating machine can be improved, and the size can be further reduced. When assembling the first rotor and the second rotor, first, the first rotor 12
10 is assembled into the second rotor 1310, and then the rotor assembly with the frame 1331 is attached to the stator 1410.
Is installed in the housing 1720 etc.
By adopting the above-described bearing arrangement, the assemblability is significantly improved.

【００４６】ここで以下に、図３を参照しつつ、上記レ
ゾルバ１９１１、１９１２を使用して回転数調整用回転
電機１２００の通電制御を行う場合について説明する。
図３（ａ）において、第１ロータ１２１０の巻線１２１
１のうち、紙面向こう側から手前側へ電流が流れるＵ相
巻線１２１１ａと、第２ロータ１３１０の磁石１２２０
のＮ極の中心が合致している状態で、各レゾルバ１９１
１、１９１２の検出角度θ1 、θ2 は数式１、２のよう
になる。Here, a case in which energization control of the rotating speed adjusting rotary electric machine 1200 is performed using the resolvers 1911 and 1912 will be described with reference to FIG.
In FIG. 3A, the winding 121 of the first rotor 1210
1, a U-phase winding 1211 a through which a current flows from the other side of the drawing to the near side, and a magnet 1220 of the second rotor 1310.
Of each resolver 191 with the center of the N pole of
The detection angles θ 1 and θ 2 of 1 , 1912 are as shown in Expressions 1 and 2.

【００４７】[0047]

【数１】θ1 ＝α1 ＋( 360 ／P ) ×ｍ（０≦α1 ＜36
0 ／P ，ｍ＝0,1.…，P-1 ）[Equation 1] θ 1 = α 1 + (360 / P) × m (0 ≦ α 1 <36
0 / P, m = 0, 1 ...., P-1)

【００４８】[0048]

【数２】θ2 ＝α2 ＋( 360 ／P ) ×ｎ（０≦α2 ＜36
0 ／P ，ｎ＝0,1.…，P-1 ） 上記数式１、２において、P は極対数であり、従って36
0 ／P は１極対数分の機械角度である。（360 ／P ) ×
ｍ、（360 ／P ）×ｎはそれぞれ図３（ａ）のＸ、Ｙで
示すレゾルバ１９１１、１９１２本体の角度位置であ
る。また、α1 、α2 はそれぞれ第１ロータ１２１０、
第２ロータ１３１０の１極対数内での変位角で、これの
極対数倍は電機角となる。## EQU2 ## θ 2 = α 2 + (360 / P) × n (0 ≦ α 2 <36
0 / P, n = 0, 1,..., P-1) In the above equations (1) and (2), P is the number of pole pairs.
0 / P is the mechanical angle of one pole log. (360 / P) ×
m and (360 / P) × n are the angular positions of the resolvers 1911 and 1912 shown by X and Y in FIG. Α 1 and α 2 are the first rotor 1210,
The displacement angle within one pole pair of the second rotor 1310, and a pole pair multiple of this is the armature angle.

【００４９】ここで、第１ロータ１２１０と第２ロータ
１３１０の回転に伴って、α1 、α 2 、θ1 、θ2 の値
は変化するが、図３（ｂ）に示すように、第１ロータ１
２１０、第２ロータ１３１０がいずれも同一角度ωだけ
変位すれば、両レゾルバ１９１１、１９１２の検出角度
の差（θ2 ′−θ1 ′）は数式３で示すように、常に一
定となる。Here, the first rotor 1210 and the second rotor 1210
With rotation of 1310, α1, Α Two, Θ1, ΘTwoThe value of the
Changes, but as shown in FIG. 3B, the first rotor 1
210 and the second rotor 1310 are the same angle ω
If displaced, the detection angle of both resolvers 1911 and 1912
Difference (θTwo'-Θ1') Is always one, as shown in Equation 3.
It will be fixed.

【００５０】[0050]

【数３】 θ2 ′−θ1 ′＝｛α2 ＋ω＋( 360 ／P ) ×ｎ｝ −｛α1 ＋ω＋( 360 ／P ) ×ｍ｝ ＝（α2 −α1 ）＋( 360 ／P ) ×ｋ ＝θ2 −θ1 但し ｋ＝0,1.…，P-1 したがって、このように第２ロータ１３１０を第１ロー
タ１２１０に追従して回転させる場合には、通電位相角
（θ2 −θ1 ）は一定で、第１ロータ１２１０の巻線電
流として数式４に示すＩU を与えれば良い。## EQU3 ## θ 2 ′ −θ 1 ′ = {α 2 + ω + (360 / P) × n} − {α 1 + ω + (360 / P) × m} = (α 2 −α 1 ) + (360 / P ) × k = θ 2 −θ 1 where k = 0, 1,..., P−1 Therefore, when the second rotor 1310 is rotated following the first rotor 1210 in this manner, the energization phase angle (θ 2 −θ 1 ) is constant, and I U shown in Expression 4 may be given as the winding current of the first rotor 1210.

【００５１】[0051]

【数４】 ＩU ＝ＩO cos P ｛（θ2 −θ1 ）−（α2 −α1 ）｝ このようにして、第１ロータ１２１０と第２ロータ１３
１０の相対回転角をレゾルバで直接検出しなくとも、静
止したハウジング１７１０に対する第１ロータ１２１０
および第２ロータ１３１０の回転角θ1 、θ2 を検出し
てこれらの差（θ2 −θ1 ）より両者の相対回転角を
得、これに基づいて回転数調整用回転電機１２００を構
成する第１ロータ１２１０の巻線電流を制御することが
できる。Equation 4] I U = I O cos P { (θ 2 -θ 1) - (α 2 -α 1)} In this manner, the first rotor 1210 second rotor 13
The first rotor 1210 with respect to the stationary housing 1710 does not need to directly detect the relative rotation angle of the
And the rotation angles θ 1 and θ 2 of the second rotor 1310 are detected, and the relative rotation angle between them is obtained from the difference (θ 2 −θ 1 ). The winding current of the first rotor 1210 can be controlled.

【００５２】このことは、第１ロータ１２１０の角速度
ω1 に対して第２ロータ１３１０の角速度ω2 が小さい
（ω2 ＝ω1 ／２）場合についても同様であり、以下に
これを説明する。図３（ａ）に示す位置よりΔｔ時間経
た場合の各ロータ１２１０、１３１０の位置は図４に示
すようになる。図より明らかなように、両ロータ１２１
０、１３１０の相対角度はずれてきており、第１ロータ
１２１０の同じ線（Ｐ位置）に電流Ｉを流すと、電流と
磁界の関係が反対となって、図３（ａ）と同じ方向に力
が作用しない。[0052] The same applies for the first angular velocity omega 2 of the second rotor 1310 is smaller than the angular velocity omega 1 of the rotor 1210 (ω 2 = ω 1/ 2) case, explain this below . FIG. 4 shows the positions of the rotors 1210 and 1310 when Δt time has elapsed from the position shown in FIG. As is clear from FIG.
The relative angles of 0 and 1310 are deviated, and when the current I flows through the same line (P position) of the first rotor 1210, the relationship between the current and the magnetic field is reversed, and the force is applied in the same direction as in FIG. Does not work.

【００５３】そこで、同じ回転力で第２ロータ１３１０
が回転するためには図４のｇ位置に電流Ｉが流れる必要
があり、回転方向に対して、第１ロータ１２１０と第２
ロータ１３１０の相対回転角度差（ω2 −ω1 ）Δｔだ
け通電位置を変える必要がある。この場合、入力側たる
第１ロータ１２１０に対して出力側たる第２ロータ１３
１０が低い回転数なので発電モードであり、第１ロータ
１２１０と第２ロータ１３１０間の作用トルクを一定に
するためには、第１ロータ１２１０の通電位相角と巻線
電流を制御しなければならない。Therefore, the second rotor 1310 has the same rotational force.
In order for the first rotor 1210 and the second rotor 1210 to rotate in the rotation direction, the current I needs to flow to the position g in FIG.
The energization position needs to be changed by the relative rotation angle difference (ω 2 −ω 1 ) Δt of the rotor 1310. In this case, the first rotor 1210 serving as an input side and the second rotor 13 serving as an output side
Since 10 is a low rotation speed, it is in the power generation mode, and in order to keep the applied torque between the first rotor 1210 and the second rotor 1310 constant, the energization phase angle and the winding current of the first rotor 1210 must be controlled. .

【００５４】この場合の通電位相角（θ2 ′′−
θ1 ′′）は数式５のようになる。In this case, the conduction phase angle (θ 2 ″ −
θ 1 ″) is as shown in Expression 5.

【００５５】[0055]

【数５】 θ2 ′′−θ1 ′′＝｛α2 ＋ω2 Δｔ＋( 360 ／P ) ×ｎ｝ −｛α1 ＋ω1 Δｔ＋( 360 ／P ) ×ｍ｝ ＝（α2 −α1 ）−（ω2 −ω1 ）Δｔ＋( 360 ／P ) ×ｋ 数式５を数式３と比較すると、（ω2 −ω1 ）Δｔだけ
通電位置が変わっていることがわかる。Θ 2 ″ −θ 1 ″ = {α 2 + ω 2 Δt + (360 / P) × n} − {α 1 + ω 1 Δt + (360 / P) × m} = (α 2 −α 1 ) − (Ω 2 −ω 1 ) Δt + (360 / P) × k Comparing Equation 5 with Equation 3, it can be seen that the energization position has changed by (ω 2 −ω 1 ) Δt.

【００５６】したがって、この場合も、第１ロータ１２
１０の巻線電流としては、両ロータ１２１０、１３１０
の検出回転角θ1 、θ2 の差（θ2 −θ1 ）に応じた数
式４に示す電流ＩU を流せば良い。ちなみに、第１ロー
タ１２１０と第２ロータ１３１０の相対回転角をレゾル
バで直接検出しようとすると、例えば図５に示すよう
に、フレーム１３３１の内周にレゾルバ１９９１の本体
１９９１ｂを設け、これに対向させて入力軸１２１３の
外周にレゾルバロータ１９９１ａを設ける。Therefore, also in this case, the first rotor 12
10, the winding current of both rotors 1210, 1310
Detected rotation angle theta 1 of may be allowed to flow current I U shown in Equation 4 according to the difference between θ 2 (θ 2 -θ 1) . Incidentally, when it is intended to directly detect the relative rotation angle between the first rotor 1210 and the second rotor 1310 with a resolver, for example, as shown in FIG. 5, a main body 1991b of a resolver 1991 is provided on the inner periphery of a frame 1331 and is opposed to this. A resolver rotor 1991a is provided on the outer periphery of the input shaft 1213.

【００５７】しかし、これによると、レゾルバ本体１９
９１ｂがフレーム１３３１（すなわち第２ロータ）と一
体に回転するため、信号引き出し用と給電用に、フレー
ム１３３１外周にモールド材で５本のスリップリング１
９５０を固定するとともに、ハウジング１７１０内壁の
樹脂ホルダ１９６２内に背後をスプリング１９６４で付
勢して同じく５本のブラシ１９６０を設ける必要が有
り、構造の複雑化を招くとともに、信号ノイズ環境の悪
化が避けられない。However, according to this, the resolver body 19
Since 91b rotates integrally with the frame 1331 (that is, the second rotor), five slip rings 1 made of a molding material are provided around the frame 1331 for signal extraction and power supply.
In addition, it is necessary to fix 950 and also provide five brushes 1960 in the resin holder 1962 on the inner wall of the housing 1710 by urging the back with a spring 1964, thereby complicating the structure and deteriorating the signal noise environment. Unavoidable.

【００５８】なお、回転センサとしてはレゾルバに限ら
れず、磁気式、光学式エンコーダ等を使用することがで
きる。また、上記実施形態では第１ロータにエンジン
を、第２ロータに駆動輪を連結したが、この逆としても
良い。The rotation sensor is not limited to a resolver, but may be a magnetic or optical encoder. In the above embodiment, the engine is connected to the first rotor, and the drive wheels are connected to the second rotor.

【図面の簡単な説明】[Brief description of the drawings]

【図１】本発明の一実施形態における、車両用駆動装置
の全体縦断面図である。FIG. 1 is an overall longitudinal sectional view of a vehicle drive device according to an embodiment of the present invention.

【図２】本発明の一実施形態における、車両用駆動装置
の半断面図で、図１のＩ−I 線に沿った断面図である。FIG. 2 is a half sectional view of the vehicle drive device according to one embodiment of the present invention, which is a sectional view taken along line II of FIG. 1;

【図３】本発明の一実施形態における、レゾルバによる
角度検出を説明する回転数調整用回転電機の半部断面図
である。FIG. 3 is a half cross-sectional view of a rotation speed adjusting rotating electric machine illustrating angle detection by a resolver in one embodiment of the present invention.

【図４】本発明の一実施形態における、レゾルバによる
角度検出を説明する回転数調整用回転電機の半部断面図
である。FIG. 4 is a half cross-sectional view of a rotating speed adjusting rotating electric machine illustrating angle detection by a resolver in one embodiment of the present invention.

【図５】本発明構造と比較される車両用駆動装置の全体
縦断面図である。FIG. 5 is an overall longitudinal sectional view of a vehicle drive device to be compared with the structure of the present invention.

【符号の説明】[Explanation of symbols]

１００…エンジン、２００、４００…インバータ、５０
０…ＥＣＵ、６００…バッテリ、１２００…回転数調整
用回転電機、１２１０…第１ロータ、１２１１…界磁巻
線、１２１３…入力軸、１２２０…磁石、１３１０…第
２ロータ、１３３２…フレーム、１３４０…出力軸、１
４００…トルク調整用回転電機、１４１０…固定子、１
４１１…界磁巻線、１４２０…磁石、１７１０…ハウジ
ング、１９１１、１９１２…レゾルバ。100 ... engine, 200, 400 ... inverter, 50
0 ... ECU, 600 ... Battery, 1200 ... Rotating electric machine for rotation speed adjustment, 1210 ... First rotor, 1211 ... Field winding, 1213 ... Input shaft, 1220 ... Magnet, 1310 ... Second rotor, 1332 ... Frame, 1340 … Output shaft, 1
400 ... rotating electric machine for torque adjustment, 1410 ... stator, 1
411: field winding, 1420: magnet, 1710: housing, 1911, 1912: resolver.

───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 昭58−130704（ＪＰ，Ａ) 特開 平９−42122（ＪＰ，Ａ) 特開 平９−46965（ＪＰ，Ａ) 特開 平９−46819（ＪＰ，Ａ) (58)調査した分野(Int.Cl.7，ＤＢ名) B60L 11/00 - 11/18 B60K 6/02 H02K 16/02 H02P 6/04 ──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-58-130704 (JP, A) JP-A-9-42122 (JP, A) JP-A-9-46965 (JP, A) 46819 (JP, A) (58) Fields investigated (Int. Cl. 7 , DB name) B60L 11/00-11/18 B60K 6/02 H02K 16/02 H02P 6/04

Claims (2)

(57)【特許請求の範囲】(57) [Claims] 【請求項１】 内燃機関（１００）と蓄電手段（６０
０）とを動力源として備える車両用駆動装置において、 前記内燃機関に連結された回転軸（１２１３）を支持す
るハウジング（１７１０）と、 第１の界磁巻線（１２１１）を内蔵した第１の回転子
（１２１０）と、 前記ハウジングの内壁に固定され、前記第１の回転子と
同心状にその外周全周に間隔をおいて対向して、第２の
界磁巻線（１４１１）を内蔵した固定子（１４１０）
と、 前記第１の回転子と前記固定子との間に同心状に配設さ
れ、内周部と外周部にそれぞれ周方向へ一定間隔で磁極
が形成されて、内周部の磁極（１２２０）と前記第１の
回転子とで第１の回転電機（１２００）を構成するとと
もに、外周部の磁極（１４２０）と前記固定子とで第２
の回転電機（１４００）を構成する第２の回転子（１３
１０）とを備えて、 前記第１の回転子および前記第２の回転子の一方を前記
回転軸に固定するとともに、他方を車輪駆動軸（１３４
０）に連結し、 かつ、前記ハウジングに対する前記第１の回転子の回転
位置を検出する第１の回転センサ（１９１１）と、 前記ハウジングに対する前記第２の回転子の回転位置を
検出する第２の回転センサ（１９１２）と、 前記第１の界磁巻線への前記蓄電手段からの通電を、前
記第１の回転センサと前記第２の回転センサの回転位置
信号の差に応じて制御する通電制御手段（２００、５０
０）と、 前記第２の界磁巻線への前記蓄電手段からの通電を、前
記第２の回転センサからの回転位置信号に応じて制御す
る通電制御手段（４００、５００）とを備えることを特
徴とする車両用駆動装置。An internal combustion engine (100) and a power storage means (60)
0) as a power source, comprising: a housing (1710) supporting a rotating shaft (1213) connected to the internal combustion engine; and a first field winding (1211) having a built-in first field winding (1211). And a second field winding (1411) fixed to the inner wall of the housing and concentrically opposed to the first rotor at an entire circumference thereof. Built-in stator (1410)
A magnetic pole is formed concentrically between the first rotor and the stator, and magnetic poles are formed at regular intervals in the circumferential direction on the inner circumferential portion and the outer circumferential portion, respectively. ) And the first rotor constitute a first rotating electric machine (1200), and a magnetic pole (1420) on the outer peripheral portion and the stator constitute a second rotating electric machine (1200).
The second rotor (13) constituting the rotating electric machine (1400)
10), one of the first rotor and the second rotor is fixed to the rotating shaft, and the other is a wheel driving shaft (134).
0), and a first rotation sensor (1911) for detecting a rotation position of the first rotor with respect to the housing, and a second rotation sensor for detecting a rotation position of the second rotor with respect to the housing. And the power supply to the first field winding from the power storage means is controlled according to the difference between the rotation position signals of the first rotation sensor and the second rotation sensor. Energization control means (200, 50
0), and energization control means (400, 500) for controlling energization of the second field winding from the power storage means in accordance with a rotation position signal from the second rotation sensor. A vehicle drive device characterized by the above-mentioned. 【請求項２】 前記第１の回転センサ（１９１１）およ
び前記第２の回転センサ（１９１２）は、前記ハウジン
グに対する前記第１の回転子（１２１０）および前記第
２の回転子（１３１０）の絶対位置をそれぞれ検出する
ものであることを特徴とする請求項１に記載の車両用駆
動装置。2. The first rotation sensor (1911) and the second rotation sensor (1912) are connected to the housing.
The vehicle drive device according to claim 1, wherein the relative grayed first rotor (1210) and the absolute position of the second rotor (1310) is used to detect respectively.
JP7283775A 1995-01-31 1995-10-31 Vehicle drive system Expired - Fee Related JP3055444B2 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP7283775A JP3055444B2 (en) 1995-10-31 1995-10-31 Vehicle drive system
US08/675,129 US5744895A (en) 1995-01-31 1996-07-03 System for driving electric vehicles

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP7283775A JP3055444B2 (en) 1995-10-31 1995-10-31 Vehicle drive system

Publications (2)

Publication Number Publication Date
JPH09130916A JPH09130916A (en) 1997-05-16
JP3055444B2 true JP3055444B2 (en) 2000-06-26

Family

ID=17669970

Family Applications (1)

Application Number Title Priority Date Filing Date
JP7283775A Expired - Fee Related JP3055444B2 (en) 1995-01-31 1995-10-31 Vehicle drive system

Country Status (1)

Country Link
JP (1) JP3055444B2 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7378767B2 (en) 2002-03-04 2008-05-27 Mitsubishi Denki Kabushiki Kaisha AC dynamo electric machine with magnetic reluctance portion linking rotational position detector to AC dynamo electric machine body

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WO1999032322A1 (en) * 1997-12-19 1999-07-01 Denso Corporation Driving unit for vehicles
JP4269544B2 (en) * 2000-09-14 2009-05-27 株式会社デンソー Multi-rotor synchronous machine
JP2002359953A (en) * 2001-05-31 2002-12-13 Denso Corp Synchronous machine for vehicle
JP3571677B2 (en) * 2001-09-03 2004-09-29 本田技研工業株式会社 Wiring structure of motor for hybrid vehicle
JP3868974B2 (en) * 2005-03-30 2007-01-17 本田技研工業株式会社 Hybrid vehicle drive device and method of manufacturing hybrid vehicle drive device

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7378767B2 (en) 2002-03-04 2008-05-27 Mitsubishi Denki Kabushiki Kaisha AC dynamo electric machine with magnetic reluctance portion linking rotational position detector to AC dynamo electric machine body

Also Published As

Publication number Publication date
JPH09130916A (en) 1997-05-16

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