JPH09322499A - Vehicle driver - Google Patents

Vehicle driver

Info

Publication number
JPH09322499A
JPH09322499A JP14021096A JP14021096A JPH09322499A JP H09322499 A JPH09322499 A JP H09322499A JP 14021096 A JP14021096 A JP 14021096A JP 14021096 A JP14021096 A JP 14021096A JP H09322499 A JPH09322499 A JP H09322499A
Authority
JP
Japan
Prior art keywords
rotor
passage
refrigerant
drive device
torque
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.)
Pending
Application number
JP14021096A
Other languages
Japanese (ja)
Inventor
Masahiro Seguchi
瀬口　　正弘
Hiroaki Kajiura
裕章 梶浦
Keiichiro Tomoari
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 JP14021096A priority Critical patent/JPH09322499A/en
Priority to US08/847,609 priority patent/US5917248A/en
Publication of JPH09322499A publication Critical patent/JPH09322499A/en
Pending legal-status Critical Current

Links

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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • 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
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • 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
    • Y02T10/70—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)
  • Motor Or Generator Cooling System (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

PROBLEM TO BE SOLVED: To reduce the size and weight by a method when the driving force of an internal combustion engine is converted into an electric power by a generator, without converting all the driving force into the electric power, the rotation energy is partially transmitted to the running drive side by a driver and the driver is cooled. SOLUTION: A 1st rotor 1210, a 2nd rotor 1310 and a stator 1410 are provided on a same axis in a torque-revolution converter 1000. Field magnets 1220 and 1420 are provided on the 2nd rotor 1310 so as to face the 1st rotor 1210 and the stator 1410 respectively. Coolant is supplied from a route 1213e in a shaft to the inside of the 1st rotor 1210 to cool it through an oil pipe 1770 which is housed in the hole 1212a of a center core 1212.

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】本発明は車両用駆動装置に関
し、詳しくは内燃機関の発生動力から転換された電力で
車輪軸を駆動するハイブリッド形式の車両用駆動装置に
関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle drive device, and more particularly to a hybrid vehicle drive device that drives a wheel axle with electric power converted from power generated by an internal combustion engine.

【０００２】[0002]

【従来の技術】特開平7-15805 号公報は、内燃機関発生
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電気機械のハイ
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。2. Description of the Related Art Japanese Unexamined Patent Publication No. 7-15805 discloses that an internal combustion engine and an electric machine are hybridized by an electromagnetic coupling for converting the number of revolutions of power generated by the internal combustion engine and an auxiliary electric motor for controlling torque. It achieves low fuel consumption and low pollution.

【０００３】[0003]

【発明が解決しようとする課題】しかしながら、このシ
ステムでは２つの独立した回転機が必要となり、特に電
磁カップリング駆動装置の可回転磁場を有する回転子の
効率の良い冷却（液冷等）が困難となるため、熱容量等
を増加する必要が有り、そのため回転機本体が大きくな
り、結果としてシステム重量が増加し、省燃費化の実現
が困難となる。また、本機能は従来車両のトルクコンバ
ータ及び変速機に置き換えられるべきものであり、この
スペースに２つの回転機を搭載するのが望ましいが、事
実上困難となる。However, this system requires two independent rotating machines, and it is particularly difficult to efficiently cool (such as liquid cooling) a rotor having a rotatable magnetic field of an electromagnetic coupling drive. Therefore, it is necessary to increase the heat capacity and the like, which results in an increase in the size of the rotating machine main body. As a result, the system weight increases, and it is difficult to realize fuel saving. Further, this function should be replaced with a torque converter and a transmission of a conventional vehicle, and it is desirable to mount two rotating machines in this space, but this is practically difficult.

【０００４】そこで、本発明は、この電磁カップリング
駆動装置の可回転磁場を有する回転子の効率良い冷却を
行うことができる車両用駆動装置を提供することを目的
とする。Accordingly, an object of the present invention is to provide a vehicle drive device capable of efficiently cooling a rotor having a rotatable magnetic field of the electromagnetic coupling drive device.

【０００５】[0005]

【課題を解決するための手段】本発明は上記目的を達成
するため請求項１の記載によれば、内燃機関の駆動力に
より、第１及び第２の回転子は相対的に回転駆動され、
第２の回転子は、第１の磁気回路により第１の回転子と
の間で相互電磁作用を発生させるとともにハウジングに
固定された固定子との間で第２の磁気回路により相互電
磁作用を引き起こす。そして内燃機関の回転力に対し、
第１の回転電機で回転数を、第２の回転電機でトルクを
負荷側の要求値に対応させる様これらの相互電磁作用に
より発生する駆動トルク、回転数を制御して負荷出力を
駆動制御する。According to the present invention, in order to achieve the above object, the first and second rotors are relatively driven to rotate by the driving force of the internal combustion engine.
The second rotor generates a mutual electromagnetic action with the first rotor by the first magnetic circuit, and generates a mutual electromagnetic action with the stator fixed to the housing by the second magnetic circuit. cause. And for the rotational force of the internal combustion engine,
A drive output and a load output are controlled by controlling the drive torque and the number of revolutions generated by these mutual electromagnetic actions so that the first rotary electric machine makes the rotational speed correspond to the required value on the load side by the second rotary electric machine. .

【０００６】また、第１の回転子に冷媒を供給する冷媒
の通路を設けることで、第１の回転子の熱容量を大きく
する必要がなくなり、第１の回転子を小型化にでき、し
いては駆動装置全体の体格を押さえることができる。請
求項２の記載によれば、鋼板に穴を形成し、鋼板を積層
することで、容易に冷媒用の通路を形成することができ
る。また、請求項３の記載によれば、鋼板を積層して形
成した通路にパイプを挿入することで、このパイプを冷
媒の通路とすることもできる。Further, by providing the coolant passage for supplying the coolant to the first rotor, it is not necessary to increase the heat capacity of the first rotor, and the first rotor can be miniaturized. Can reduce the size of the entire drive unit. According to the second aspect, by forming the holes in the steel plates and stacking the steel plates, the passage for the refrigerant can be easily formed. Further, according to the third aspect, by inserting the pipe into the passage formed by stacking the steel plates, the pipe can be used as the passage for the refrigerant.

【０００７】請求項４ないし７の記載によれば、冷媒の
通路をコイルの収納のためのスロットに連通すること
で、コイルの更なる冷却を行うことができる。According to the fourth to seventh aspects, the cooling medium can be further cooled by connecting the coolant passage to the slot for accommodating the coil.

【０００８】[0008]

【発明の実施の形態】図１に本発明の実施例を示す。１
００は内燃機関等のエンジンであり、１０００はエンジ
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
うに駆動トルク及び回転数を適宜制御して負荷出力に向
けて出力するトルク−回転数コンバータとして機能する
駆動装置であり、内部に一対のコイルと界磁極により構
成される入出力間の回転数を調整する回転数調整部１２
００と入出力間のトルクを調整するトルク調整部１４０
０とを有する。 このトルク−回転数（ｓｐｅｅｄ）コ
ンバータを以下略してＴ−Ｓコンバータ１０００と呼
ぶ。FIG. 1 shows an embodiment of the present invention. 1
Reference numeral 00 denotes an engine such as an internal combustion engine, and 1000 receives an output of the engine 100 as an input, and appropriately adjusts a driving torque and a rotation speed so as to correspond to a load output (driving driving output) including driving wheels for a vehicle. A rotation speed control unit 12 that controls the rotation speed between an input and an output, which is formed by a pair of coils and a field pole, and is a drive device that functions as a torque-rotation speed converter that controls and outputs the load to a load output.
00 and the torque adjustment unit 140 that adjusts the torque between the input and output
0. This torque-speed converter is hereinafter referred to as TS converter 1000 for short.

【０００９】２００はＴ−Ｓコンバータ１０００の回転
数調整部１２００の通電を制御するインバータであり、
本実施例においては、回転数調整部１２００は３相の回
転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、３相の交流電流が回転数調
整部１２００へ向けて通電制御されている。４００は同
じくＴ−Ｓコンバータ１０００のトルク調整部１４００
の通電を制御するインバータであり、回転数調整部１２
００と同様３相交流電流を通電制御している５００はＴ
−Ｓコンバータ１０００に設けられた回転センサ、その
他の内部情報及び外部情報によりインバータ２００及び
４００を制御するＥＣＵである。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 200 controls the energization of the rotation speed adjusting unit 1200 of the TS converter 1000.
In the present embodiment, since the rotation speed adjusting unit 1200 is configured by a three-phase rotating machine,
By the switching operation, the three-phase AC current is controlled to be supplied to the rotation speed adjusting unit 1200. 400 is a torque adjusting unit 1400 of the TS converter 1000
Is an inverter that controls the energization of the motor.
As with 00, the three-phase AC current is controlled to be 500
An ECU that controls the inverters 200 and 400 based on a rotation sensor provided in the -S converter 1000 and other internal information and 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.

【００１０】さらにエンジン１００とＴ−Ｓコンバータ
１０００間には一般の内燃機関駆動型の車両に広く用い
られているジョイント部及び減速機（増速機含む）等が
構成されるが本実施例では図示を省略、またＴ−Ｓコン
バータ１０００と駆動輪７００間にも同様に減速機８０
０，差動ギヤ９００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。[0010] Further, between the engine 100 and the TS converter 1000, a joint, a speed reducer (including a speed increaser) and the like which are widely used in a general internal combustion engine drive type vehicle are formed. The illustration of the reduction gear 80 is omitted between the TS converter 1000 and the drive wheel 700.
0, a differential gear 900 and the like. . Next, TS
The detailed structure of converter 1000 will be described.

【００１１】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
（増速機）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。本実施例においては、出力軸１１０と
入力軸１２１３を同一軸状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 a shaft-like input shaft which is located substantially at the center of the TS converter 1000 via a joint (not shown), a speed reducer (speed increaser), and the like. 1213 and is connected to the input shaft 1213
Communicate directly to In this embodiment, the output shaft 110 and the input shaft 1213 are linearly arranged on the same axis. However, the shaft of the output shaft 110 and the input shaft 1213 is 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 direction.

【００１２】Ｔ−Ｓコンバータ１０００は内部に入力軸
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１３
１０及び固定子に相当するステータ１４１０等が設けら
れている。ステ−タ１４１０は、回転磁界を作る巻線１
４１１及びステ−タコア１４１２より構成されている。The TS converter 1000 is a first rotor which is a first rotor provided integrally with the input shaft 1213 inside.
A rotor 1210 and a second rotor 13 as a second rotor
10 and a stator 1410 corresponding to a stator are provided. The stator 1410 is a winding 1 for generating a rotating magnetic field.
411 and a stator core 1412.

【００１３】又、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１２１１及びロータコア１２１２から構成されてお
り、巻線１２１１はブラシホルダ１６１０、ブラシ１６
２０、スリップリング１６３０及び、シャフト１２１３
内部にモ−ルド等の絶縁部１６５０を介して設けられて
いるリ−ド部１６６０及び端子台１６７０を介して給電
を受けている。スリップリング１６３０からのリ−ド部
１６６０及び端子台１６７０への接続部の断面図は図２
に記載する。The input shaft 1213 has a plurality of outer peripheral portions having different diameters, and includes a first rotor 1210, a bearing,
A slip ring for supplying power, a rotation sensor, and the like are arranged. The first rotor 1210 includes a winding 1211 for forming a rotating magnetic field and a rotor core 1212, and the winding 1211 includes a brush holder 1610, a brush 16
20, slip ring 1630 and shaft 1213
Power is supplied through a lead section 1660 and a terminal block 1670 provided inside through an insulating section 1650 such as a mold. FIG. 2 is a sectional view of a connection portion from the slip ring 1630 to the lead portion 1660 and the terminal block 1670.
It describes in.

【００１４】第１ロータ１２１０の外周には、第１ロー
タと対向して円筒状の第２ロータ１３１０が第１ロータ
１２１０と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、中空のロ
−タヨ−ク１３１１とその内周側にＮ，Ｓ極を作るべく
等間隔に配置された磁石より構成される磁石界磁１２２
０が設けられており、ロ−タコア１２１２及び巻線１２
１１とで回転数調整部１２００を構成する。On the outer periphery of the first rotor 1210, a cylindrical second rotor 1310 is disposed rotatably on the same axis so as to be rotatable relative to the first rotor 1210 so as to face the first rotor. I have. The second rotor 1310 has a magnet field 122 composed of a hollow rotor yoke 1311 and magnets arranged at equal intervals on its inner peripheral side to form N and S poles.
0, the rotor core 1212 and the winding 12
11, the rotation speed adjustment unit 1200 is configured.

【００１５】又、第２ロ−タ１３１０には中空ロ−タヨ
−ク１３１１の外周側にＮ，Ｓ極を作るべく等間隔に配
置された磁石より構成される磁石界磁１４２０も設けら
れており、前記ステ−タコア１４１２及び巻線１４１１
と共にトルク調整部１４００を構成する。ここでロ−タ
１３１１の内側或いは、外側に設けられた磁石はそれぞ
れロ−タヨ−ク１３１１内部に空間部を設けその中に挿
入し固定されている。The second rotor 1310 is also provided with a magnet field 1420 formed of magnets arranged at equal intervals on the outer peripheral side of the hollow rotor yoke 1311 to form N and S poles. The stator core 1412 and the winding 1411
Together, they constitute the torque adjusting unit 1400. Here, the magnets provided inside or outside the rotor 1311 each have a space inside the rotor yoke 1311 and are inserted and fixed therein.

【００１６】第２ロ−タ１３１０のロ−タヨ−ク１３１
１はロ−タフレ−ム１３３１、１３３２及びベアリング
１５１０、１５１１を介して外部フレ−ム１７１０、１
７２０に回転可能に設けられている。また、第１ロ−タ
１２１０は、シャフト１２１３及びベアリング１５１
２、１５１３を介して第２ロ−タのロ−タフレ−ム１３
３１、１３３２に回転可能に設けられている。Rotor yoke 131 of second rotor 1310
Reference numeral 1 denotes an outer frame 1710, 1 via rotor frames 1331, 1332 and bearings 1510, 1511.
720 is provided rotatably. The first rotor 1210 includes a shaft 1213 and a bearing 151.
Rotor frame 13 of the second rotor via 2 and 1513
31 and 1332 are provided rotatably.

【００１７】第２ロ−タ１３１０のロ−タフレ−ム１３
３２の端部にはギヤ８４０がボルト８４１等で１３３２
に固定されており、減速部８００の連結ギヤ８４５及び
差動ギヤ部９００を介して車両の駆動輪７００へエンジ
ン、Ｔ−Ｓコンバ−タ１０００の出力を伝達する。。１
９１１、１９１２は回転検出センサであり、それぞれ第
１ロ−タ１２１０、第２ロ−タ１３１０の回転位置を検
出している。１９２０はブラシホルダ１６１０のカバ−
ケ−スである。Rotor frame 13 of second rotor 1310
A gear 840 is attached to the end of the
, And transmits the output of the engine and the TS converter 1000 to the driving wheels 700 of the vehicle via the connection gear 845 of the reduction unit 800 and the differential gear unit 900. . 1
Reference numerals 911 and 1912 denote rotation detection sensors which detect the rotation positions of the first rotor 1210 and the second rotor 1310, respectively. 1920 is a cover of the brush holder 1610.
Case.

【００１８】次に第１ロータ１２１０及び第２ロータ１
３１０、ステータ１４１０の断面構造について図３に基
づいて説明する。図３は磁気回路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、１／４断面のみ
を図示した形で説明する。まず第１ロ−タ１２１０であ
るが、これは入力軸１２１３に圧入されたロータコア１
２１２とその外周側に、断面Ｔ字状の複数のロ−タティ
−ス１２１４が所定の間隔で設けられており、各ロ−タ
ティ−ス１２１４はそれぞれ基部に形成したダブテ−ル
１２１４ａによりロ−タコア１２１２の外周の取り付け
溝内に嵌着固定されている。そして各ロ−タティ−ス１
２１４には３相界磁巻線１２１１が巻装されている。Next, the first rotor 1210 and the second rotor 1
The sectional structure of the stator 310 and the stator 1410 will be described with reference to FIG. FIG. 3 shows a cross section of the magnetic circuit. However, since the internal structure is axially symmetric, only the quarter cross section will be described. First, the first rotor 1210 is a rotor core 1 press-fitted into the input shaft 1213.
A plurality of rotor teeth 1214 having a T-shaped cross section are provided at predetermined intervals on the outer periphery side of the rotor 212 and each rotor tooth 1214 is rotatably formed by a dovetail 1214a formed on the base. It is fitted and fixed in a mounting groove on the outer periphery of the tapor 1212. And each Rotatile 1
A three-phase field winding 1211 is wound around 214.

【００１９】ロータティ−ス１２１４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、円周
方向に等間隔で複数の磁石１２２０が設けられている。
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−
スにはボルト穴１３１１ｂがロ−タヨ−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−タ
ヨ−ク１３１１を両サイドで支持するフレ−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 tooth 1214 via an air gap g1. A plurality of magnets are provided at equal intervals in the circumferential direction inside the inner surface of the rotor yoke 1311. 1220 is provided.
These magnets 1220 have N, S
It is arranged to be a pole. Openings 1311a for preventing leakage of magnetic flux are formed at both ends of each magnet 1220, respectively. Also, the space between each magnet 1220
Bolt holes 1311b are provided at a plurality of positions in the circumferential direction 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.

【００２０】この界磁極１２２０とロータコア１２１
２、ロ−タティ−ス１２１４及び巻線１２１１との間で
磁束が形成されることにより一つの磁気回路を形成し、
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、負荷出力の回転数を調整する
回転数調整部１２００を構成する。また、ロータヨーク
１３１１の外周面側の内側に円周方向に等間隔に複数の
磁石１４２０が配置されており、磁石１４２０の両端部
には、磁束の漏れを防ぐための開口部１３１１ａが磁石
１２２０の場合と同様に形成されている。磁石１４２０
の磁極の配置は磁石１２２０と同様である。The field pole 1220 and the rotor core 121
2. One magnetic circuit is formed by forming a magnetic flux between the rotor 1214 and the winding 1211;
By appropriately controlling the current flowing through the winding 1211 by the inverter 200, a rotation speed adjustment unit 1200 that adjusts the rotation speed of the load output is configured. Further, a plurality of magnets 1420 are arranged at equal intervals in the circumferential direction on the inner side of the outer peripheral surface side of the rotor yoke 1311. Openings 1311 a for preventing leakage of magnetic flux are formed at both ends of the magnet 1420 of the magnet 1220. It is formed as in the case. Magnet 1420
Are the same as those of the magnet 1220.

【００２１】第２ロータ１３１０の外径はｄ２であり、
さらにその外周部に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１４１０の
ステータコア１４１２の内周面側には巻線１４１１が巻
装されるための複数のスロット１４１２ａが形成されて
おり、第２ロータの界磁極１４２０との間で磁束を形成
し、第２の磁気回路を形成する。そして巻線１４１１に
流れる電流をインバータ４００により適宜制御すること
によって負荷出力へ向けてのトルクを調整することが可
能であり、この磁気回路によりトルク調整部１４００を
構成する。The outer diameter of the second rotor 1310 is d2,
Further, a stator 1410 is provided on an outer peripheral portion thereof with a predetermined air gap g2 interposed therebetween. A plurality of slots 1412a for winding the windings 1411 are formed on the inner peripheral surface side of the stator core 1412 of the stator 1410, and a magnetic flux is formed between the plurality of slots 1412a and the field poles 1420 of the second rotor. Is formed. The torque flowing toward the load output can be adjusted by appropriately controlling the current flowing through the winding 1411 by the inverter 400. The torque adjusting unit 1400 is configured by this magnetic circuit.

【００２２】上記の構成に於いて、エンジン１００の出
力を電磁力を介してダイレクトに車両出力側へ伝達し、
モータ出力をアシストするメカニズムを説明する。今エ
ンジン１００の出力の回転数が２ｎ〔ｒｐｍ〕，トルク
がｔ〔Ｎｍ〕である時、これを車両出力（回転数ｎ〔ｒ
ｐｍ〕，トルク２ｔ〔Ｎｍ〕）としたい場合について説
明する。In the above structure, the output of the engine 100 is directly transmitted to the vehicle output side via electromagnetic force,
A mechanism for assisting the motor output will be described. Now, when the rotation speed of the output of the engine 100 is 2n [rpm] and the torque is t [Nm], this is output to the vehicle output (rotation speed n [r
pm] and torque 2t [Nm]).

【００２３】この回転数調整部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〔Ｎｍ〕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。第２ロ−タ１３１０にまずトルクｔ〔Ｎｍ〕、回転
数ｎ〔ｒｐｍ〕の出力を得るためには、回転方向と作用
するトルク方向が逆となる制動状態となり、第２ロータ
１３１０の回転数調整部側の磁石１２２０の位置を回転
センサ１９１１、１９１２の相対角により検出し第１ロ
ータ１２１０の巻線１２１１への通電位置を適当に計
算、制御する事により、制動状態に制御し、第１ロータ
より発電出力が得られこれをバッテリー６００を介して
トルク調整部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から給電器１６
００のブラシホルダ１６１０のブラシ１６２０、スリッ
プリング１６３０、リード部１６６０及び端子台１６７
０を経て行われ、通電タイミングは第１ロータ、第２ロ
ータの回転センサ１９１１、１９１２の相対角によって
計算される。これにより第２ロ−タ１３１０側へトルク
ｔ〔Ｎｍ〕、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。この様に回
転数調整部１２００はエンジン１００の出力トルクｔ
〔Ｎｍ〕を車両出力側である駆動輪７００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
発電出力とする機能を持つ。又逆にエンジン１００側の
回転数が出力回転数より小さいときは、バッテリー６０
０より給電を受け、電動機としての機能を行う。In this rotation speed adjusting unit 1200, an input (first
The torque has a relation of action and reaction between the rotor rotation energy) and the output (second rotor rotation energy), and when the torque is the same torque t [Nm], the rotation speed 2n [rpm] of the engine 100 is changed to the vehicle output rotation speed n [ rpm]. First, in order to obtain the output of the torque t [Nm] and the rotation speed n [rpm] from the second rotor 1310, a braking state in which the rotation direction and the acting torque direction are opposite is performed, and the rotation speed of the second rotor 1310 is changed. The position of the magnet 1220 on the adjustment unit side is detected based on the relative angle between the rotation sensors 1911 and 1912, and the position of energization to the winding 1211 of the first rotor 1210 is appropriately calculated and controlled, whereby the braking state is controlled. A power generation output is obtained from the rotor and sent to the torque adjustment unit 1400 via the battery 600. Power is supplied to the winding 1211 of the first rotor 1210 from the inverter 200 by the power supply 16
00, a brush 1620, a slip ring 1630, a lead 1660, and a terminal block 167 of a brush holder 1610.
0, and the energization timing is calculated based on the relative angles of the rotation sensors 1911 and 1912 of the first and second rotors. As a result, the output of the torque t [Nm] and the rotation speed n [rpm] is obtained to the second rotor 1310 side, and the energy nt is obtained as the power generation output. As described above, the rotation speed adjusting unit 1200 determines the output torque t of the engine 100.
It has a function of transmitting [Nm] as it is to the drive wheels 700 that are the output side of the vehicle, while making the difference between the engine 100 side and the output side rotation speed the generated output. Conversely, when the rotation speed of the engine 100 is smaller than the output rotation speed, the battery 60
It receives power supply from 0 and performs the function as a motor.

【００２４】次に第１ロータ１２１０よりエンジン１０
０の出力トルクｔ〔Ｎｍ〕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（トル
ク２ｔ、回転数ｎ）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部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へ所
望のトルク、回転数となるように、第２ロータ１３１０
のトルク調整部１４００側の磁石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。逆に、エンジン１００側トルクが出力側
トルク以上となった時は、トルク調整部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
送る機能を持つ。Next, the engine 10 is supplied from the first rotor 1210.
In the second rotor 1310 to which the output torque t [Nm] of 0 has been transmitted via the electromagnetic force, in order to set the vehicle output to 2 nt (torque 2 t, rotation speed n), the amount of the insufficient torque and the necessary torque are required. It is necessary to compensate for a large output nt. In this case, the operation of the torque adjusting section 1400 is the same as that of a normal motor, and the second rotor 1310
The position of the magnet 1420 on the side of the torque adjustment unit 1400 is detected by the rotation sensor 1912, and power is supplied while calculating the energization timing. Conversely, when the engine 100 side torque becomes equal to or more than the output side torque, the torque adjusting unit 1400 operates in the power generation mode, and has a function of transmitting excess energy to the battery 600.

【００２５】以上のように、エンジン１００からの入力
（トルクｔ，回転数２ｎ）をまず回転数調整部１２００
により、エンジン１００のトルクｔは、そのまま第２ロ
ータ１３１０へ伝達し、エンジン１００の回転数２ｎを
所望の出力回転数ｎに合わせるが、その時に生ずる回転
数差ｎ×トルクｔのエネルギーを電力に変換し、インバ
ータ２００、バッテリ６００を介してトルク調整部１４
００へ送る。トルク調整部１４００側では、回転数調整
部１２００或いはバッテリ６００の出力を受け、そのト
ルクｔの車両出力トルクに対する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、１４００は電
動機として、過剰であれば発電機として機能する。As described above, the input (torque t, rotation speed 2n) from the engine 100 is first converted to the rotation speed adjustment unit 1200.
As a result, the torque t of the engine 100 is transmitted to the second rotor 1310 as it is, and the rotation speed 2n of the engine 100 is adjusted to a desired output rotation speed n. After the conversion, the torque adjustment unit 14
Send to 00. The torque adjuster 1400 receives the output of the rotational speed adjuster 1200 or the battery 600 and corrects the shortage or excess of the torque t with respect to the vehicle output torque. At this time, if insufficient, 1400 functions as an electric motor, and if excessive, functions as a generator.

【００２６】又、回転数調整部１２００もエンジン１０
０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。又、逆に前記システムを車両の制動時に利用する
場合は、エンジン１００をコンプレッサー（或いはエン
ジン１００によるブレーキ）として前記回転数調整部１
２００の第１ロータの回転抵抗体として利用でき、車両
の制動エネルギーの内、前記回転数調整部１２００で制
動エネルギーの一部を吸収するので、トルク調整部１４
００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事ができる。The engine speed adjusting unit 1200 also controls the engine 10
Depending on the setting of the input of 0, it is necessary to function as a motor. On the contrary, when the system is used for braking the vehicle, the engine 100 is used as a compressor (or a brake by the engine 100) and the rotation speed adjusting unit 1 is used.
200, a part of the braking energy of the vehicle is absorbed by the rotational speed adjusting unit 1200, so that the torque adjusting unit 14
Thus, the braking energy borne by 00 is reduced, and the capacity required for braking can be reduced.

【００２７】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
駆動側へ伝達することで、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つの回転機を複合化
し内外配置としたので大幅に小型化が可能となった。
又、一部回転エネルギーを電力に、又電力から回転エネ
ルギーに変換する工程が省けるので、その分効率ＵＰも
期待できる。With the above configuration, the rotational energy of the engine 100 is directly transmitted to the traveling drive side partially through electromagnetic force, so that the capacity of the power system and the rotating machine can be reduced. Since the two rotating machines are combined and arranged inside and outside, the size can be greatly reduced.
In addition, since the step of partially converting rotational energy into electric power and converting the electric power into rotational energy can be omitted, the efficiency can be expected to increase accordingly.

【００２８】一般に回転機は多極化することで必要磁路
断面積が減少する。本考案では磁石１２２０、１４２０
を複数に分割して多極化することで、第２ロータの厚み
を極端に薄くすることが出来、従って２つの回転機（回
転数調整部１２００、トルク調整部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 of the rotating machine. In the present invention, magnets 1220 and 1420 are used.
Is divided into a plurality of poles and the number of poles is increased, so that the thickness of the second rotor can be extremely thinned. Therefore, two rotating machines (a rotation speed adjusting unit 1200 and a torque adjusting unit 1400) are arranged concentrically and integrated. In this case, it is possible to further reduce the maximum in the radial direction, and to further improve the miniaturization.

【００２９】次に、本回転機のハウジング１７１０と第
１ロ−タ１２１０との間での冷媒を授受する装置につい
て説明する。第１ロ−タ１２１０を冷却する冷媒は、図
１における冷媒導入管１７５２よりＴ−Ｓコンバ−タ内
に入る。この導入管１７５２はオイルハウジング１７５
０の冷媒取り入れ口１７５０ａに繋がれており、冷媒は
ここからオイルハウジング１７５０に設けられた溝１７
５０ｂ及びハウジング１７１０の端面との間の空間部分
を流れてシャフト１２１３の円周溝１２１３ｄへ到達す
る。この時冷媒は前記オイルハウジング１７５０とシャ
フト１２１３及びその間に設けられたオイルシ−ル１７
６０とハウジング１７１０とシャフト１２１３との間の
オイルシール１７６１によって外部への漏れを防止して
いる。これにより、外部から導入された冷媒はシャフト
１２１３の溝１２１３ｄ及びシャフト内往路１２１３ｅ
を通過し、シャフト１２１３と第１ロ−タ１２１０のセ
ンタ−コア１２１２内のオイルパイプ１７７０に繋がる
ジョイントハウジング１７７５を介してセンターコア１
２１２内のオイルパイプ１７７０に導入される。センタ
ーコア１２１２のオイルパイプ１７７０の往路１７７０
ａに入った冷媒は第１ロ−タ１２１０より熱を奪い、オ
イルパイプ１７７０の復路１７７０ｂを介し再びジョイ
ントハウジング１７７５の復路１７７５ｂを通ってシャ
フト１２１３内復路１２１３ｆ，シャフト１２１３の円
周溝１２１３ｇを介してハウジング１７１０の外部側に
移る。Next, an apparatus for transferring the refrigerant between the housing 1710 and the first rotor 1210 of this rotating machine will be described. The refrigerant for cooling the first rotor 1210 enters the TS converter through the refrigerant introduction pipe 1752 shown in FIG. The introduction pipe 1752 is connected to the oil housing 175.
0 is connected to the refrigerant intake port 1750a, and the refrigerant flows from here to the groove 17 provided in the oil housing 1750.
It flows through the space between 50b and the end surface of the housing 1710 and reaches the circumferential groove 1213d of the shaft 1213. At this time, the refrigerant is the oil housing 1750, the shaft 1213 and the oil seal 17 provided between them.
An oil seal 1761 between the housing 60, the housing 1710, and the shaft 1213 prevents leakage to the outside. As a result, the refrigerant introduced from the outside is allowed to flow into the groove 1213d of the shaft 1213 and the forward path 1213e in the shaft.
Through the joint housing 1775 which passes through the shaft 1213 and the oil pipe 1770 in the center core 1212 of the first rotor 1210.
It is introduced into the oil pipe 1770 in 212. Forward path 1770 of oil pipe 1770 of center core 1212
The refrigerant entering a takes heat from the first rotor 1210, passes through the return path 1770b of the oil pipe 1770 and again through the return path 1775b of the joint housing 1775, and then through the return path 1213f inside the shaft 1213 and the circumferential groove 1213g of the shaft 1213. Move to the outside of the housing 1710.

【００３０】なお、オイルパイプ１７７０は、図３に示
す如く、センターコア１２１２の鋼板に穴部１２１２ａ
を形成し、これら鋼板を積層することで形成された貫通
孔に挿入されている。また、冷媒は往路と同じようにオ
イルハウジング１７５０とオイルシ−ル１７６１とによ
り外部への漏れを防止している。又、ハウジング１７１
０に設けられた溝１７１０ｂ及びオイルハウジング１７
５０との間の空間を通じて、冷媒の出口１７５０ｃに繋
がっており、ここから冷媒導出管１７５３を通って図示
しない熱交換機に通じている。熱を貰った高温の冷媒は
該熱交換機で冷却され再度導入管１７５２に送られる。The oil pipe 1770 has a hole 1212a in the steel plate of the center core 1212 as shown in FIG.
And is inserted into a through hole formed by stacking these steel plates. Further, the refrigerant is prevented from leaking to the outside by the oil housing 1750 and the oil seal 1761 as in the outward path. Also, the housing 171
Groove 1710b and oil housing 17
The refrigerant outlet 1750c is connected to the heat exchanger through a space between the heat exchanger 50 and the heat exchanger 50, and the refrigerant outlet pipe 1753 leads to a heat exchanger (not shown). The high-temperature refrigerant that has received heat is cooled by the heat exchanger and sent to the introduction pipe 1752 again.

【００３１】図４に図１の一点鎖線の断面をＢ側から見
た構造を示す。全体的にはオイルハウジング１７５０の
内部形状とシャフト１２１３の断面からなるが、冷媒の
通路に沿って説明すると、１７５０ａが冷媒取り入れ口
であり、１７５０ｂが冷媒通路となる溝部であり、１７
６０がオイルシ−ルであり、これとシャフト１２１３及
びハウジング１７１０、オイルハウジング１７５０の空
間部を介してハウジング１７１０側から第２ロ−タ１２
１０側へ冷媒を送る。FIG. 4 shows a structure of the cross section taken along one-dot chain line in FIG. 1 as seen from the B side. The entire structure includes the internal shape of the oil housing 1750 and the cross section of the shaft 1213. However, when described along the passage of the refrigerant, 1750a is a refrigerant intake, 1750b is a groove that serves as a refrigerant passage, and 17
Numeral 60 denotes an oil seal, which is inserted into the second rotor 12 from the housing 1710 side through the space of the shaft 1213, the housing 1710, and the oil housing 1750.
Send refrigerant to 10 side.

【００３２】冷媒はシャフト１２１３の円周溝部１２１
３ｄからシャフト１２１３内往路１２１３ｅに連絡する
溝１２１３ｈを介して往路１２１３ｅに入り、第１ロ−
タ１２１０のコア１２１２内を通り、シャフト内復路１
２１３ｆへ戻ってくる。復路１２１３ｆは図５に示す
が、これは図１の一点鎖線の断面をＡ側から見たもので
ある。復路１２１３ｆへ戻ってきた冷媒はシャフト１２
１３の円周溝１２１３ｇと復路１２１３ｆを連絡する溝
１２１３ｉを通じて第１ロ−タ１２１０からハウジング
１７１０側に移る。ハウジング１７１０側では、ハウジ
ング１７１０とオイルシ−ル１７６１、オイルハウジン
グ１７５０及びシャフト１２１３で構成される空間に冷
媒を受け、ハウジング１７１０の溝１７１０ｂとオイル
ハウジング１７５０で構成される空間を通じて冷媒出口
１７５０ｃに至る。The coolant is the circumferential groove 121 of the shaft 1213.
From 3d, the vehicle enters the outward path 1213e via the groove 1213h communicating with the outward path 1213e in the shaft 1213, and the first row
Return path 1 through the core 1212 of the
Return to 213f. The return path 1213f is shown in FIG. 5, which is a cross-sectional view taken along a dashed line in FIG. The refrigerant returning to the return path 1213f is the shaft 12
The groove moves from the first rotor 1210 to the housing 1710 through a groove 1213i connecting the circumferential groove 1213g and the return path 1213f. On the housing 1710 side, the refrigerant is received in the space defined by the housing 1710, the oil seal 1761, the oil housing 1750 and the shaft 1213, and reaches the refrigerant outlet 1750c through the space defined by the groove 1710b of the housing 1710 and the oil housing 1750.

【００３３】上記の構成により外部ハウジング１７１０
側から回転子である第１ロ−タ１２１０へ冷媒を漏れな
く送る事ができるので効率良く冷却出来るとともに、回
転力も殆ど損なう事がないので、回転機の効率を向上さ
せる事ができる。また、冷媒授受装置を軸受けと給電器
の間に設けたので給電器のシ−ル（ブラシ粉等）を兼ね
る事も出来、給電器の冷却を兼ねる事もできる。さら
に、冷媒授受装置はシャフトに設けられた円周溝とオイ
ルシ−ルおよびハウジングより構成されるので低コスト
で、軸方向のスペ−スも取らないので小型化となる。ま
た、冷媒授受装置は２つのハウジングの合わせ面を溝加
工することで構成出来るので非常に製造が容易である。The outer housing 1710 having the above structure
Since the refrigerant can be sent from the side to the first rotor 1210, which is a rotor, without leakage, cooling can be performed efficiently, and the rotational force is hardly lost, so that the efficiency of the rotating machine can be improved. Further, since the refrigerant transfer device is provided between the bearing and the power feeder, it can also serve as the seal (brush powder or the like) of the power feeder, and can also cool the power feeder. Further, since the refrigerant transfer device is composed of the circumferential groove provided on the shaft, the oil seal and the housing, the cost is low and the space in the axial direction is not taken, so that the size is reduced. Further, the refrigerant transfer device can be constructed by machining the mating surfaces of the two housings, and therefore is extremely easy to manufacture.

【００３４】また、穴を形成した鋼板を積層することに
より、貫通路を簡単に構成することができると共に、こ
の貫通路にパイプを収納することで機密性の良い冷媒通
路を提供することができる。図６に本発明の第２実施例
を示す。この第２実施例は第１実施例に対し、ティース
１２１４とセンターコア１２１２を一体的に構成すると
共に、パイプ１７７０を省略し、穴１２１２ａにて形成
された貫通路を冷媒の通路とするものである。そして、
ティース１２１４とセンターコア１２１２を一体とする
ことで、ティース根元部のダブテール１２１４ａ構造の
強度を考慮する必要がないので冷媒通路を更に大きく出
来るメリットがある。Further, by stacking steel plates having holes formed therein, the through passage can be simply constructed, and by accommodating a pipe in the through passage, a coolant passage with good airtightness can be provided. . FIG. 6 shows a second embodiment of the present invention. The second embodiment differs from the first embodiment in that the teeth 1214 and the center core 1212 are integrally formed, the pipe 1770 is omitted, and the through passage formed by the hole 1212a is used as a refrigerant passage. is there. And
By integrally forming the teeth 1214 and the center core 1212, it is not necessary to consider the strength of the dovetail 1214a structure at the root of the teeth, which is advantageous in that the refrigerant passage can be further enlarged.

【００３５】図７に本発明の第３実施例を示す。この第
３実施例は第１実施例に対して、その積層鋼板の穴１２
１２ａに外周面に通ずる連通路をなすスリット部１２１
２ｂを設け、冷媒を冷媒通路から放出させ、ロータティ
ース１２１４、ロータ巻線１２１１等に直接接触させる
事により、冷却効率をアップさせるものである。ロータ
より放出された冷媒は、回転機の地方向に重力等で収集
され、図示しない冷媒取り出し口等より回転機外の熱交
換機に導かれる。FIG. 7 shows a third embodiment of the present invention. This third embodiment differs from the first embodiment in that the holes 12 in the laminated steel plate are
Slit portion 121 forming a communication passage communicating with the outer peripheral surface of 12a
The cooling efficiency is increased by providing 2b, discharging the refrigerant from the refrigerant passage, and directly contacting the rotor teeth 1214, the rotor winding 1211 and the like. The refrigerant discharged from the rotor is collected by gravity or the like toward the ground of the rotating machine, and is guided to a heat exchanger outside the rotating machine through a refrigerant outlet (not shown) or the like.

【００３６】図８および図９に本発明の第４実施例を示
す。この第４実施例では第３実施例に対し、その積層鋼
板の穴部１２１２ａの外周面に通ずるスリット１２１２
ｂを１つ置きに設けたもので、これによりティース根元
部の磁束密度を下げる事が出来、又同時にティース根元
部の強度をアップする事が出来る。8 and 9 show a fourth embodiment of the present invention. The fourth embodiment is different from the third embodiment in that the slit 1212 communicating with the outer peripheral surface of the hole 1212a of the laminated steel plate.
By providing every other b, it is possible to reduce the magnetic flux density at the tooth root portion, and at the same time, to increase the strength of the tooth root portion.

【００３７】また、前記積層鋼板を前記スリット１２１
２ｂのある位置と無い位置を、ある一定の積厚で交互に
積層する事により強度及び磁束の均一化を更に改善する
事が出来る。さらに、図１０に第５実施例を示す。この
第５実施例では積層鋼板の穴部１２１２ａにパイプ１７
７０を通す構成のものであるが、パイプ１７７０から外
に冷媒を放出する穴１７７０ａを図１１に示す如く設け
ており、これによりパイプ１７７０からの放出量及びパ
イプ１７７０内の流量、圧力を適切な値に設定するよう
にしている。また、１２１２ｃはパイプ１７７０の穴１
７７０ａからの外部への流路を構成する逃げ部である。In addition, the laminated steel plate is provided with the slit 121.
It is possible to further improve the homogeneity of strength and magnetic flux by alternately laminating a position with 2b and a position without 2b with a certain constant laminated thickness. Furthermore, FIG. 10 shows a fifth embodiment. In this fifth embodiment, the pipe 17 is inserted in the hole 1212a of the laminated steel plate.
70, the hole 1770a for discharging the refrigerant from the pipe 1770 to the outside is provided as shown in FIG. I am trying to set it to a value. Also, 1212c is the hole 1 of the pipe 1770.
It is an escape portion that constitutes a flow path from 770a to the outside.

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

【図１】本発明の第１実施例における全体構成及び主要
部の縦断面図である。FIG. 1 is a longitudinal sectional view of an entire configuration and a main part according to a first embodiment of the present invention.

【図２】本発明の実施例における要部を拡大して示す縦
断面図である。FIG. 2 is an enlarged longitudinal sectional view showing a main part in the embodiment of the present invention.

【図３】本発明の実施例における駆動装置の主要部の横
断面図である。FIG. 3 is a cross-sectional view of a main part of the driving device according to the embodiment of the present invention.

【図４】本発明の図１における一点鎖線に沿う横断面図
である。FIG. 4 is a cross-sectional view taken along the alternate long and short dash line in FIG. 1 of the present invention.

【図５】本発明の図１における一点鎖線に沿う横断面図
である。5 is a transverse sectional view taken along the alternate long and short dash line in FIG. 1 of the present invention.

【図６】本発明の第２実施例における主要部の横断面図
である。FIG. 6 is a transverse cross-sectional view of the main part in the second embodiment of the present invention.

【図７】本発明の第３実施例における主要部の横断面図
である。FIG. 7 is a cross-sectional view of the main part of the third embodiment of the present invention.

【図８】本発明の第４実施例における全体構成及び主要
部の縦断面図である。FIG. 8 is a vertical cross-sectional view of the entire structure and main parts in a fourth embodiment of the present invention.

【図９】第４実施例における主要部の横断面図である。FIG. 9 is a cross-sectional view of the main part in the fourth embodiment.

【図１０】本発明の第５実施例における主要部の横断面
図である。FIG. 10 is a transverse cross-sectional view of the main part in the fifth embodiment of the present invention.

【図１１】第５実施例におけるパイプの一部を示す斜視
図である。FIG. 11 is a perspective view showing a part of a pipe in the fifth embodiment.

【符号の説明】[Explanation of symbols]

１００ エンジン（Ｅ／Ｇ） ２００、４００ インバータ ５００ ＥＣＵ ６００ バッテリ １０００ トルク−回転数コンバータ １２００ 回転数調整部 １２１０ 第１ロータ １２１１ 巻線 １２１２ センターコア １２１２ａ 穴 １２１２ｂ スリット部 １３１０ 第２ロータ １４００ トルク調整部 １４１０ ステータ １７１０ ハウジング １７５２ 冷媒導入管 １７７０ オイルパイプ 100 engine (E / G) 200, 400 inverter 500 ECU 600 battery 1000 torque-rotation speed converter 1200 rotation speed adjustment unit 1210 first rotor 1211, winding 1212 center core 1212a hole 1212b slit portion 1310 second rotor 1400 torque adjustment unit 1410 Stator 1710 Housing 1752 Refrigerant introduction pipe 1770 Oil pipe

Claims (7)

【特許請求の範囲】[Claims] 【請求項１】 内燃機関の出力を入力とし、連結される
負荷出力に対し所定の駆動トルク及び回転数を出力制御
する駆動装置において、 前記駆動装置は、ハウジングと、 前記ハウジングに収容され、前記内燃機関から負荷出力
に回転力を伝える相対回転可能な第１及び第２の回転子
と、 前記ハウジングに固定される固定子とを備えるととも
に、 前記第２の回転子は前記固定子の内側に、前記第１の回
転子は前記第２の回転子の内側に同心円状に配置され、 前記第１の回転子は、第１のコイルを有し、前記固定子
は第２のコイルを有すると共に前記第２の回転子には、
前記第１の回転子と第１のエアギャップを介して前記第
１のコイルと相互電磁作用を行う第１の界磁を有し、前
記第１のエアギャップと共に第１の回転電機を構成し、 前記第２の回転子には、前記固定子と第２のエアギャッ
プを介して前記第２のコイルと相互電磁作用を行う第２
の界磁を有し前記第２のエアギャップと共に第２の回転
電機を構成するとともに、 前記第１の回転子の内部に冷媒を供給する通路を設けた
事を特徴とする車両用駆動装置。1. A drive device that receives an output of an internal combustion engine as an input and controls output of a predetermined drive torque and rotation speed with respect to a load output to be connected, wherein the drive device is housed in the housing, A first rotor and a second rotor that can rotate relative to each other to transmit torque from an internal combustion engine to a load output; and a stator fixed to the housing, wherein the second rotor is provided inside the stator. The first rotor is disposed concentrically inside the second rotor, the first rotor has a first coil, the stator has a second coil, In the second rotor,
A first magnetic field that interacts with the first coil via the first rotor and the first air gap to form a first rotating electric machine together with the first air gap; The second rotor performs a mutual electromagnetic action with the second coil via the stator and a second air gap.
And a second rotary electric machine with the second air gap, and a passage for supplying a refrigerant is provided inside the first rotor. 【請求項２】 前記第１の回転子は複数の鋼板を積層し
てなり、前記鋼板に穴を形成し鋼板を積層することで、
前記冷媒の通路を構成することを特徴とする請求項１記
載の車両用駆動装置。2. The first rotor is formed by stacking a plurality of steel plates, and holes are formed in the steel plates to stack the steel plates,
The vehicle drive device according to claim 1, wherein the coolant passage is formed. 【請求項３】 前記冷媒の通路は、前記積層された鋼板
の穴によって形成された通路に収納されたパイプである
ことを特徴とする請求項２記載の車両用駆動装置。3. The vehicle drive device according to claim 2, wherein the refrigerant passage is a pipe housed in a passage formed by the holes of the laminated steel plates. 【請求項４】 前記冷媒の通路の一部が、前記第１のコ
イル側に連通する連通路を有していることを特徴とする
請求項１ないし３のいずれかに記載の車両用駆動装置。4. The vehicle drive device according to claim 1, wherein a part of the refrigerant passage has a communication passage communicating with the first coil side. . 【請求項５】 前記第１の回転子は、第１のコイルを収
納する複数のスロットを有し、前記冷媒の通路の数は前
記スロットの数と一致していることを特徴とする請求項
１ないし３のいずれかに記載の車両用駆動装置。5. The first rotor has a plurality of slots for accommodating a first coil, and the number of passages of the refrigerant matches the number of the slots. The vehicle drive device according to any one of 1 to 3. 【請求項６】 前記冷媒の通路と前記第１のコイル側と
を連通する連通路は、前記冷媒の通路の１つ置き、ある
いはそれ以上の間隔で設けられていることを特徴とする
請求項５に記載の車両用駆動装置。6. The communication passage for communicating the passage of the refrigerant with the side of the first coil is provided every other passage of the refrigerant or at intervals thereof. 5. The vehicle drive device according to item 5. 【請求項７】 前記連通路と連結している前記冷媒の通
路と、前記連通路と連結していない前記冷媒の通路とを
周方向に交互に設けたことを特徴とする請求項４ないし
６のいずれかに記載の車両用駆動装置。7. The refrigerant passage connected to the communication passage and the refrigerant passage not connected to the communication passage are alternately provided in the circumferential direction. 5. The vehicle drive device according to any one of 1.
JP14021096A 1995-01-31 1996-06-03 Vehicle driver Pending JPH09322499A (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP14021096A JPH09322499A (en) 1996-06-03 1996-06-03 Vehicle driver
US08/847,609 US5917248A (en) 1995-01-31 1997-04-25 System and method for driving electric vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP14021096A JPH09322499A (en) 1996-06-03 1996-06-03 Vehicle driver

Publications (1)

Publication Number Publication Date
JPH09322499A true JPH09322499A (en) 1997-12-12

Family

ID=15263487

Family Applications (1)

Application Number Title Priority Date Filing Date
JP14021096A Pending JPH09322499A (en) 1995-01-31 1996-06-03 Vehicle driver

Country Status (1)

Country Link
JP (1) JPH09322499A (en)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN100386956C (en) * 2005-03-03 2008-05-07 广州汽车工业集团有限公司 Electromagnetic coupling variable-speed drive system
JP2009012523A (en) * 2007-07-02 2009-01-22 Toyota Motor Corp Wheel drive
JP2014096902A (en) * 2012-11-08 2014-05-22 Toyota Motor Corp Hollow rotor
US9673689B2 (en) 2011-09-13 2017-06-06 Toyota Jidosha Kabushiki Kaisha Rotating electric machine and power transmission device including rotors and electric power unit
WO2020049830A1 (en) * 2018-09-05 2020-03-12 株式会社明電舎 Cooling structure of rotor including field winding
GR1010690B (en) * 2023-05-19 2024-05-20 Γεωργιος Ιωαννη Ραπτης Hydraulic and magnetic motor mechanism

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN100386956C (en) * 2005-03-03 2008-05-07 广州汽车工业集团有限公司 Electromagnetic coupling variable-speed drive system
JP2009012523A (en) * 2007-07-02 2009-01-22 Toyota Motor Corp Wheel drive
US9673689B2 (en) 2011-09-13 2017-06-06 Toyota Jidosha Kabushiki Kaisha Rotating electric machine and power transmission device including rotors and electric power unit
JP2014096902A (en) * 2012-11-08 2014-05-22 Toyota Motor Corp Hollow rotor
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