WO2007091705A1 - ハイブリッド車両の駆動装置 - Google Patents
ハイブリッド車両の駆動装置 Download PDFInfo
- Publication number
- WO2007091705A1 WO2007091705A1 PCT/JP2007/052449 JP2007052449W WO2007091705A1 WO 2007091705 A1 WO2007091705 A1 WO 2007091705A1 JP 2007052449 W JP2007052449 W JP 2007052449W WO 2007091705 A1 WO2007091705 A1 WO 2007091705A1
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- WO
- WIPO (PCT)
- Prior art keywords
- power
- motor generator
- case
- hybrid vehicle
- drive device
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
- B60K6/405—Housings
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- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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- 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
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- 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
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- 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
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- 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
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- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/952—Housing details
Definitions
- the present invention relates to a drive device for a hybrid vehicle, and more particularly to a drive device for a hybrid vehicle in which an inverter and a motor are housed in one case.
- Japanese Laid-Open Patent Publication Nos. 2000-34-3 4 45 and JP-A No. 2000-101 have a drive for a hybrid vehicle in which a motor and an inverter are integrated. An apparatus is disclosed.
- the hybrid vehicle driving device disclosed in Japanese Patent Application Laid-Open Nos. 2000-34-4 384 45 and Japanese Patent Application No. 2000-101 is not provided on the motor. There is room for improvement in the vehicle center position when it is mounted on the vehicle in the height direction. Furthermore, the space saving for installing the hybrid vehicle drive system is not fully considered.
- the inverter and the motor can be arranged within the same outline as the automatic transmission that is arranged adjacent to the engine in a normal vehicle.
- the reactor included in the boost converter is a relatively large component. Can be a factor that hinders space saving.
- An object of the present invention is to provide a drive device for a hybrid vehicle that is miniaturized by integrating an inverter. Disclosure of the invention
- a drive device for a hybrid vehicle includes a damper to which a crankshaft of an internal combustion engine is coupled, a rotating electric machine that is disposed so that the rotating shaft of the damper and the rotating shaft overlap, and an internal combustion engine
- a power transmission mechanism that combines the power generated by the engine with the power generated by the rotating electrical machine and transmits it to the drive shaft, a power control unit that controls the rotating electrical machine, a damper, a rotating electrical machine, a power transmission mechanism, and a power control unit And a case for accommodating the.
- the power control unit accommodates the circuit board on which at least one of the power elements of the inverter and the voltage converter is mounted, and the case damper, the rotating electrical machine, the power split mechanism, and the circuit board when projected from the rotation axis direction. And a reactor disposed in a gap formed inside the horizontal dimension of the partial projection unit when mounted on the vehicle.
- a drive device for a hybrid vehicle includes a rotating electrical machine, a power control unit that controls the rotating electrical machine, and a case that houses the rotating electrical machine and the power control unit.
- the power control unit is mounted with at least one power element of an inverter and a voltage converter.
- the power control unit and the rotating electric machine of the case The projection part of the circuit board housing part is formed inside the vertical dimension when mounted on the vehicle, and is arranged in the gap part with the lower side surface of the circuit board, the outer peripheral side surface of the rotating electrical machine, and the inner side surface of the case as the outline Including rear-actuated rear titles.
- the gap portion includes a first gap portion formed on one side with respect to the rotation center axis of the rotating electric machine, and a second gap portion formed on the other side with respect to the rotation center axis of the rotating electric machine. Including.
- the rear title is arranged in the first gap.
- the reactor includes a core having a shape similar to the first gap portion and a coil wound around the core.
- the reactor includes a core branched from the stator core of the rotating electric machine and disposed in the first gap, and a coin wound around the core.
- the power control unit further includes a capacitor that is arranged between the power element and the inverter and smoothes the voltage-converted DC voltage and inputs the DC voltage to the inverter.
- the capacitor is disposed in the second gap portion.
- the capacitor is a film capacitor having a shape similar to the second gap portion.
- the drive device for the hybrid vehicle further includes a power cable for connecting the voltage converter and the power source.
- the power cable includes a magnetic core that is a core of the power cable, and a conductive wire and a spiral wound around the magnetic core.
- the drive device for the hybrid vehicle further includes first and second power cables for connecting the voltage converter and the power source.
- Each of the first and second power cables includes a magnetic core serving as a core of the cable and a conductive wire spirally attached to the magnetic core.
- the magnetic core of the first power cable and the magnetic core of the second power cable have one end connected and the other end connected to form an annular magnetic path.
- the drive device of the hybrid vehicle further includes a connection member attached to the outside of the case and electrically connecting the voltage converter and the power cable.
- the connecting member includes a conductive wire disposed between the one terminal and the other terminal, and a magnetic core in which the conductive wire is braided in a spiral shape. .
- FIG. 1 is a circuit diagram showing a configuration relating to motor generator control of the hybrid vehicle according to the first embodiment of the present effort.
- FIG. 2 is a schematic diagram for explaining details of the power split mechanism and the speed reducer in FIG.
- FIG. 3 is a perspective view showing an external appearance of the drive device for the hybrid vehicle according to the first embodiment of the present invention.
- FIG. 4 is a plan view of the drive device.
- FIG. 5 is a side view of the drive device viewed from the X1 direction in FIG.
- FIG. 6 is a cross-sectional view taken along the line VI—VI in FIG.
- FIG. 7 is a side view of the drive device viewed from the X2 direction in FIG.
- FIG. 8 is a sectional view taken along line V I I I and V I I I in FIG.
- FIG. 9 is a cross-sectional view showing a cross section taken along line I X—I X in FIG.
- FIG. 10 is a perspective view showing an example of the structure of the reactor.
- FIG. 11 is a cross-sectional view for explaining another example of the structure of the reactor.
- FIG. 12 is a diagram for explaining the connecting portion of the power cable.
- Fig. 13 is a diagram for explaining the structure of the power cable.
- FIG. 14 is a view showing a modification of the structure shown in FIG.
- FIG. 15 is a diagram showing another modification of the configuration shown in FIG.
- FIG. 16 is a plan view of the drive device according to the second embodiment of the present invention.
- FIG. 17 is a side view of the drive device as viewed from the X1 direction in FIG.
- FIG. 18 is a cross-sectional view taken along the line X V I I I -X V I I I in FIG.
- FIG. 19 is a partially cutaway perspective view showing an example of the structure of the capacitor according to the second embodiment of the present invention.
- FIG. 1 is a circuit diagram showing a configuration relating to motor generator control of hybrid vehicle 100 according to the first embodiment of the present invention.
- a vehicle 1 0 0 has a battery unit 4 0, a drive device 2 0, a control Includes device 30 and engine and wheels not shown.
- Drive device 20 includes motor generators MG1 and MG2, a power split mechanism PSD, a reduction gear RD, and a power control unit 21 that controls motor generators MG1 and MG2.
- Power split mechanism PSD basically consists of engine and motor generator MG1,
- This mechanism is connected to MG2 and distributes power between them.
- a power split mechanism a planetary gear mechanism having three rotating shafts, a sun gear, a planetary carrier, and a ring gear, can be used.
- the two rotary shafts of power split mechanism PSD are connected to the rotary shafts of engine and motor generator MG1, respectively, and the other rotary shaft is connected to reducer RD.
- the rotation of motor generator MG 2 is decelerated by reduction gear RD integrated with power split mechanism P SD and transmitted to power split mechanism P SD.
- the rotation shaft of the speed reducer is coupled to the wheel by a reduction gear or a differential gear (not shown) as will be described later.
- the battery unit 40 is provided with terminals 41 and 42.
- the drive device 20 is provided with terminals 43 and 44.
- Vehicle 100 further includes a power cable 6 connecting terminal 41 and terminal 43 and a power cable 8 connecting terminal 42 and terminal 44.
- Battery battery 40 is connected to battery B, system main relay SMR 3 connected between the negative terminal of battery B and terminal 42, and system main connected between the positive terminal of battery B and terminal 41.
- Relay SMR 2 and system main relay SMR 1 and limiting resistor R connected in series between the positive electrode of battery B and terminal 41 are included.
- the system main relays SMR 1 to SMR 3 are controlled to be in a conductive / non-conductive state in accordance with a control signal S E given from the control device 30.
- the battery unit 40 further includes a voltage sensor 10 that measures the voltage VB between the terminals of the battery B, and a current sensor 11 that detects the current IB flowing through the battery B.
- a nickel hydride or lithium ion secondary battery or a fuel cell can be used as the battery B.
- a large-capacity capantor such as an electric double layer capacitor can be used as a power storage device instead of the battery B.
- Power control unit 21 includes inverters 22 and 14 provided corresponding to motor generators MG 1 and MG 2 respectively, and boost converter 12 provided in common with inverters 22 and 14.
- Boost converter 12 boosts the voltage between terminals 43 and 44.
- Inverter 14 converts the DC voltage supplied from boost converter 12 into a three-phase AC and outputs the same to motor generator MG2.
- Step-up converter 12 has 108 elements (31, Q2) connected in series between a rear title L 1 whose one end is connected to terminal 43 and the output terminal of boost converter 12 that outputs boosted voltage VH. And diodes D 1 and D 2 connected in parallel to 108 elements 01 and Q 2 respectively, and a smoothing capacitor C 2.
- the smoothing capacitor C2 smoothes the voltage boosted by the boost converter 12. To do.
- the other end of reactor 1 is connected to the emitter of I GBT element Q 1 and to the collector of I & 8 elements (32).
- the force sword of diode D 1 is connected to I &: 6 elements (31 collectors,
- the anode of diode D1 is connected to the emitter of I 8-element ⁇ 31.
- the cathode of diode D2 is connected to the collector of I GBT element Q2, and the anode of diode D2 is the emitter of I GBT element Q2.
- the inverter 14 converts the DC voltage output from the boost converter 12 into a three-phase AC and outputs it to the motor generator MG 2 that drives the wheels.
- the electric power generated in generator MG2 is returned to boost converter 12.
- boost converter 12 is controlled by control device 30 to operate as a step-down circuit.
- Inverter 14 includes a U-phase arm 15, a V-phase arm 16, and a W-phase arm 17.
- U-phase arm 15, V-phase arm 16, and W-phase arm 17 are connected in parallel between the output lines of boost converter 12. .
- U-phase arm 15 consists of I GBT elements Q3 and Q4 connected in series and I GBT element
- diodes D 3 and D 4 connected in parallel with Q 3 and Q 4 respectively.
- the power sword of diode D 3 is connected to the collector of I GB T element Q 3, and the anode of diode D 3 is connected to the emitter of I 08 element 3.
- the cathode of diode D 4 is connected to the collector of I GBT element Q 4 and the anode of diode D 4 is I Connected to GBT element Q 4 emitter.
- V-phase arm 16 includes I GBT elements Q 5 and Q 6 connected in series, and diodes D 5 and D 6 connected in parallel with I GBT elements Q 5 and Q 6, respectively.
- the cathode of diode D 5 is connected to the I 08 element (25 collectors, and the anode of diode D 5 is connected to the emitter of I GBT element Q 5.
- the cathode of diode D 6 is the I GBT element Q. 6 is connected to the collector, and the anode of the diode D 6 is connected to the emitter of the I 08 element 06.
- W-phase arm 17 includes I GBT elements Q 7 and Q 8 connected in series, and diodes D 7 and D 8 connected in parallel with I GBT elements Q 7 and Q 8, respectively.
- the power sword of diode D 7 is connected to the collector of I GBT element Q 7, and the anode of diode D 7 is connected to the emitter of I GBT element Q 7.
- the cathode of diode D8 is connected to the collector of I GBT element Q8, and the anode of diode D8 is connected to the emitter of IGBT element Q8.
- each phase arm is connected to each phase end of each phase coil of motor generator MG2. That is, motor generator MG 2 is a three-phase permanent magnet synchronous motor, and one end of each of three coils of U, V, and W phases is connected to a neutral point.
- the other end of the U-phase coil is connected to the connection node of IGBT elements Q3 and Q4.
- the other end of the V-phase coil is connected to the connection node of IGBT elements Q5 and Q6.
- the other end of the W phase coil is connected to the connection node of I 08 elements 07 and Q 8.
- Inverter 22 is connected to boost converter 12 in parallel with inverter 14. Inverter 22 converts the DC voltage output from boost converter 12 to three-phase AC and outputs the same to motor generator MG1. Inverter 22 receives a boosted voltage from boost converter 12 and drives motor generator MG 1 to start the engine, for example.
- the inverter 22 also converts the electric power generated by the motor generator MG 1 by the rotary torque transmitted from the engine crankshaft to the boost converter 12. Return to. At this time, the boost converter 12 is controlled by the control device 3 ° so as to operate as a step-down circuit.
- inverter 22 Although the internal configuration of inverter 22 is not shown, it is similar to inverter 14, and detailed description will not be repeated.
- the control device 30 has torque command values TR1, TR2, motor rotation speed MRNl, MR
- torque command value TR 1 motor speed MRN 1 and motor current value MC RT 1 are related to motor generator MG 1
- torque command value TR 2 motor speed MRN 2 and motor current value MCRT 2 are motors. It relates to generator MG 2.
- the voltage VB is the voltage of the battery B
- the current IB is the current flowing through the battery B.
- Voltage VL is a voltage before boosting of boost converter 12
- voltage VH is a voltage after boosting of boost converter 12.
- control device 30 outputs a control signal P WU for instructing boosting to boost converter 12, a control signal PWD for instructing step-down, and a signal C SDN for instructing prohibition of operation.
- control device 30 generates a drive instruction PWMI 2 for converting the DC voltage, which is the output of boost converter 12 to inverter 14, into an AC voltage for driving motor generator MG 2, and motor generator MG 2 generates electric power.
- the regenerative instruction PWMC 2 that converts the AC voltage into a direct current voltage and returns it to the boost converter 12 side is output.
- the control device 30 converts a drive voltage PWMI 1 for converting a DC voltage into an AC voltage for driving the motor generator MG 1 to the inverter 22 and an AC voltage generated by the motor generator MG 1 into a DC voltage. And output the regeneration instruction PWMC 1 to return to the boost converter 1 2 side.
- FIG. 2 is a schematic diagram for explaining details of the power split mechanism P SD and the reduction gear R D in FIG.
- this vehicle drive device is decelerated by motor generator MG 2, reduction gear RD connected to the rotation shaft of motor generator MG 2, and reduction gear RD.
- An axle that rotates according to the rotation of the rotating shaft, an engine 4, a motor generator MG1, and a power split mechanism PSD that distributes power between the speed reducer RD, the engine 4, and the motor generator MG1.
- Reducer RD has a reduction ratio from motor generator MG 2 to power split device PSD of, for example, twice or more.
- crankshaft 5 0 of the engine 4 and the rotor 3 2 of the motor generator MG 1 and the rotor 3 7 of the motor generator MG 2 rotate about the same axis.
- the power split mechanism PSD is a planetary gear in the example shown in FIG. 2, and can be rotated coaxially with a sun gear 51 connected to a hollow sun gear shaft penetrating the shaft center of the crank shaft 50 and the crankshaft 50.
- the ring gear 5 2 supported by the shaft, the pinion gear 5 3 disposed between the sun gear 51 and the ring gear 52, revolving while rotating on the outer periphery of the sun gear 51, and the end of the crankshaft 50 are coupled to each other.
- a planetary carrier 5 4 that supports the rotation shaft of each pinion gear 5 3.
- the power split mechanism PSD consists of a sun gear shaft coupled to the sun gear 51, a ring gear case coupled to the ring gear 52 and a crankshaft 50 coupled to the planetary carrier 54. Is done. When the power input / output to / from any two of these three axes is determined, the power input / output to / from the remaining one axis is determined based on the power input / output to the other two axes.
- a counter drive gear 70 for taking out the power is provided outside the ring gear case, and rotates integrally with the ring gear 52.
- the counter drive gear 70 is connected to the power transmission reduction gear RG. Power is transmitted between the counter drive gear 70 and the power transmission reduction gear RG.
- the power transmission reduction gear R G drives the differential gear D E F. On the downhill, the wheel rotation is transmitted to the differential gear D E F, and the power transmission reduction gear R G is driven by the differential gear D E F.
- the motor generator MG 1 includes a stator 3 1 that forms a rotating magnetic field, and a stator
- stator 31 includes a stator core 33 and a three-phase coil 34 wound around the stator core 33.
- Rotor 32 is coupled to a sun gear shaft that rotates integrally with sun gear 51 of power split device PSD.
- Stator core 3 3 is a thin magnetic steel sheet It is formed by stacking and is fixed to a case (not shown).
- Motor generator MG 1 operates as an electric motor that rotationally drives rotor 3 2 by the interaction between the magnetic field generated by the permanent magnet embedded in rotor 3 2 and the magnetic field formed by three-phase coil 3 4. Motor generator MG 1 also operates as a generator that generates electromotive force at both ends of three-phase coil 34 due to the interaction between the magnetic field generated by the permanent magnet and the rotation of rotor 32.
- Motor generator MG 2 includes a stator 36 that forms a rotating magnetic field, and a rotor 37 that is placed in the stator 36 and has a plurality of permanent magnets embedded therein.
- the stator 3 6 includes a stator core 3 8 and a three-phase coil 39 wound around the stator core 3 8.
- the rotor 37 is coupled to a ring gear case that rotates integrally with the ring gear 52 of the power split mechanism PSD by a reduction gear R D.
- the stator core 38 is formed, for example, by laminating thin magnetic steel plates, and is fixed to a case (not shown).
- Motor generator MG 2 also operates as a generator that generates an electromotive force at both ends of three-phase coil 39 by the interaction between the magnetic field generated by the permanent magnet and the rotation of rotor 37.
- Motor generator MG 2 operates as an electric motor that rotates rotor 37 by the interaction between the magnetic field generated by the permanent magnet and the magnetic field formed by three-phase coil 39.
- the reduction gear R D reduces speed by a structure in which a planetary carrier 66, which is one of the rotating elements of the planetary gear, is fixed to the case of the vehicle drive device.
- the reduction gear RD is in mesh with the sun gear 6 2 coupled to the shaft of the rotor 3 7, the ring gear 6 8 that rotates integrally with the ring gear 52, the ring gear 6 8, and the sun gear 6 2.
- a pinion gear 6 4 that transmits the rotation of 2 to the ring gear 6 8.
- the reduction ratio can be doubled.
- FIG. 3 is a perspective view showing an appearance of drive device 20 for the hybrid vehicle according to Embodiment 1 of the present invention.
- FIG. 4 is a plan view of the driving device 20.
- case of drive device 20 is configured to be divided into case 1 0 4 and case 1 0 2.
- Case 10 04 is a part mainly accommodating motor generator MG 1
- case 10 02 is a part mainly accommodating motor generator MG 2 and power control unit 21.
- the case 1 0 4 is formed with a flange 1 0 6, the case 1 0 2 is formed with a flange 1 0 5, and the flange 1 0 6 and the flange 1 0 5 are fixed with a port / letter etc. Case 1 0 4 and case 1 0 2 are integrated.
- the case 102 is provided with an opening 10.8 for attaching the power control unit 21 to the case.
- a capacitor C 2 Inside the opening 10 8, a capacitor C 2, a power element substrate 1 2 0, and terminal blocks 1 1 6 and 1 1 8 are accommodated.
- Capacitor C 2 is accommodated in an inner left side portion of vehicle opening 10 8 (vehicle traveling direction side).
- the reactor 1 is accommodated in the right side portion below the power element substrate 120 (corresponding to the back of the paper).
- the opening portion 108 is closed by a lid when the vehicle is mounted.
- the capacitor C 2 may be accommodated in the inner right side portion of the opening 10 8, and the reactor 1 may be accommodated in the lower left portion of the power element substrate 120.
- reactor 1 is arranged on the opposite side of the rotation shafts of motor generators MG 1 and MG 2, and capacitor C 2 is arranged on the other side of the rotation shaft.
- a power element substrate 120 is disposed above the motor generator MG2 in a region adjacent to the capacitor C2.
- the present invention further includes the rear tuttle L 1 on one side of the rotation shafts of the motor generators MG 1 and MG 2, and on the lower side surface of the power element substrate 120, and the motor generator MG 2. It is characterized in that it is arranged in a gap formed by being surrounded by the outer peripheral side surface and the inner side surface of the case 102.
- This gap corresponds to a part of an empty space that is inevitably formed in the case by integrating the motor inverter.
- the drive device of the hybrid vehicle can be reduced in size and space. Appear.
- the detailed arrangement structure of reactor L 1 will be described in detail later.
- inverter 22 2 that controls motor generator MG1, inverter 14 that controls motor generator MG2, and arm portion 13 of boost converter 12 are mounted.
- a water passage is provided under the power element substrate 1 2 0 to cool the power element substrate 1 2 0.
- the cooling water inlet 1 1 4 and the cooling water outlet 1 to the water passage 1 2 is provided in the case 1 0 2.
- the inlet and outlet are formed by, for example, driving a nut nut or the like through the flanges 10 06 and 10 5 with respect to the case 102. ⁇
- the voltage applied from the battery unit 40 in FIG. 1 to the terminals 4 3 and 4 4 through the power cables 6 and 8 is reactor and boosted by the boost converter 1 2 including the arm 1 and the arm portion 13 and smoothed by the capacitor C 2 And supplied to the inverters 1 4 and 2 2.
- the battery voltage can be reduced to about 200 V and the motor generator can be driven at a high voltage exceeding 5 V.
- electric loss can be suppressed and high output of the motor can be realized by supplying power with a small current.
- FIG. 5 is a side view of the driving device 20 as viewed from the X1 direction in FIG.
- case 1 0 2 has an opening 1 0 9 for motor generator assembly and maintenance, and this opening 1 0 9 is not mounted in the vehicle. Closed by a lid.
- a motor generator MG 2 is arranged inside the opening 1 0 9.
- a rotor 37 is arranged inside a stator 36 to which U, V, and W-phase bus bars are connected.
- a hollow shaft 60 can be seen in the central part of the rotor 37.
- the motor generator MG 2 since the stator 3 6 of the motor generator MG 2 bites into the housing chamber that houses the power control unit 2 1 of the case 100 2, the motor generator MG 2 has one side A rear tuttle L 1 is arranged, and a capacitor C 2 is arranged on the other side to efficiently accommodate large parts.
- the rear tuttle L 1 is arranged on one side of the motor generator MG 2 on the outer peripheral side surface of the motor generator MG 2 and on the lower side of the power element substrate 1 2 0 disposed above the motor generator MG 2 and the case 1. 0 2 is accommodated in a gap portion 50 0 formed between the inner side surface and the inner side surface.
- This gap portion 500 is formed inside the horizontal dimension when the vehicle drive device is mounted on the vehicle when the case is projected from the rotation axis direction.
- the horizontal dimension is determined by the projection part of the part that accommodates the case damper 1 24, the motor generator MG 2, the power transmission reduction gear RG, the differential gear DEF, and the power element substrate 120.
- the reactor L 1 is placed in the gap portion 50 0 0 formed inside the horizontal dimension when the vehicle is mounted on the projection portion that accommodates the motor generator MG 2 and the power element substrate 1 2 0.
- the reactor L 1 is accommodated in the gap 1 2 4, which is formed in a gap.
- the gap portion 500 has a dimension in the vertical direction when the vehicle is mounted on the projection portion of the portion that houses the power element base 120 and the motor generator MG 2 of the case.
- the power element substrate 1 2 0 has a height of the projection portion of the case that accommodates the power element substrate 1 2 0 when mounted on the vehicle, so that the space of the remaining case, that is, the damper 1 2 4, the motor generator MG 2. It is arranged so that it does not exceed at least the height when the vehicle is installed in the part that houses the reduction gear RD and differential gear DEF.
- the power element board 1 2 0, reactor L 1 and capacitor C 2 that make up one control unit 21 are composed of the outer edge of the case part that accommodates the differential gear DEF and the outer edge of the case part that accommodates the damper 1 2 4. It can be seen that it is placed inside the fixed vertical dimension.
- the gap portion 500 is defined by the outer side of the lower side surface of the flat element substrate 120 having a flat surface, a part of the outer peripheral side surface of the motor generator MG 2 having an arc shape, and the inner side surface of the case 102. It is formed and has a substantially triangular shape.
- the reat / re L 1 is configured to have a substantially triangular core similar to the gap portion 50 0. With such a configuration, the rear title L 1 can be efficiently accommodated in the gap portion 50.
- the position of the projection portion of the case housing the power control unit 21 is the space of the remaining case, that is, damper 1 2 4, motor generator MG 2, power transmission deceleration
- the case is configured and the power control mute 21 is disposed so as to be located inside the projection portion of the portion that accommodates the gear RG and the differential gear DEF.
- FIG. 6 is a cross-sectional view taken along the line VI—VI of FIG.
- FIG. 6 a cross section of motor generator MG 2 and a cross section of a storage chamber for storing power control unit 2 1 are shown.
- This hybrid vehicle drive system includes a motor generator MG 2 and a motor generator MG 1 disposed behind the MG 2 on the same axis as the rotation center axis of each rotor, and the rotation center axis of the crankshaft.
- a power split mechanism arranged between motor generators MG 1 and MG 2 and a power control unit 21 for controlling motor generators MG 1 and MG 2 are provided.
- Power control unit 21 has a rear tuttle L 1 arranged at least on one side and a smoothing capacitor C 2 arranged separately on the other side with respect to the rotation center axis of motor generator MG 2.
- the rear tuttle L 1 has a gap portion 50 formed between the lower side surface of the power element substrate 120, the outer peripheral side surface of the motor generator MG 2 and the inner side surface of the case 102. It is arranged at 0 and has a substantially triangular shape.
- Motor generators MG 1, MG 2, power split device PSD, and power control unit 21 are housed and integrated in a metal case.
- the case 1002 is provided with a partition wall portion 200 that partitions the two spaces so that the lubricating oil of the motor generator MG2 does not leak to the power element substrate 120.
- a water channel 1 2 2 for cooling the power element substrate 1 2 20 is provided on the upper surface portion of the partition wall 2 200, and this water channel 1 2 2 is provided with the cooling water inlet 1 1 4 and the cooling water described above. It communicates with the water outlet 1 1 2.
- the power supply potential on the negative side is transmitted from the terminal 44 to the power element substrate 120 via the bus bar 1 2 8. Further, although not shown in the figure, the terminal 43 is reacted by another bus bar to transmit a positive power supply potential to 1. '
- the cross section of the motor generator MG 2 will be described.
- a port 37, a case partition 202, and a rotor hollow shaft 60 are arranged on the inner periphery of the stator 36.
- FIG. 7 is a side view of the driving device 20 viewed from the X2 direction in FIG.
- a control board 1 2 1 for controlling the power element is arranged on the power element board.
- FIG. 8 is a cross-sectional view taken along the line V I I I—V I I I in FIG.
- engine crankshaft 50 is connected to damper 1 2 4, and the output shaft of damper 1 2 4 is connected to power split mechanism P S D.
- damper 1 2 4 From the side where the engine is placed, damper 1 2 4, motor generator MG 1, power split mechanism PSD, reduction gear RD and motor generator MG 2 are arranged side by side on the same rotating shaft. .
- the shaft of the rotor 3 2 of the motor generator MG 1 is hollow, and the output shaft from the damper 1 2 4 passes through this hollow part. is doing.
- the shaft of rotor 3 2 of motor generator MG 1 is spline-fitted with sun gear 51 on the power split mechanism P S D side.
- the shaft of damper 1 2 4 is connected to planetary carrier 5 4.
- the planetary carrier 5 4 rotatably supports the rotation shaft of the pinion gear 5 3 around the shaft of the damper 1 2 4.
- the pinion gear 5 3 meshes with the sun gear 51 and the ring gear 52 of FIG. 2 formed on the inner periphery of the ring gear case.
- the reduction gear RD side of the shaft 60 of the motor generator MG 2 is spline-fitted with the sun gear 62.
- the planetary carrier 66 of the reduction gear R D is fixed to the partition wall 20 2 of the case 1 0 2.
- the planetary carrier 6 6 supports the rotation shaft of the pinion gear 6 4.
- the pinion gear 6 4 meshes with the sun gear 6 2 and the ring gear 6 8 of FIG. 2 formed on the inner periphery of the ring gear case.
- the motor generator MG 1 and the damper 1 2 4 can be assembled from the opening 1 1 1 in the right direction of the case 1 0 4 in the figure, and the motor generator MG 2 is attached to the case 1 0 2
- the reduction gear RD and the power split mechanism PSD can be assembled from the mating surfaces of the flanges 10 5 and 10 6.
- the opening 1 0 9 of the case 1 0 2 is sealed with a lid 7 1 and a liquid gasket so that the lubricating oil does not leak.
- a cover 7 2 is provided at the back of the opening 1 1 1 of the case 1 0 4, and the space for housing the motor generator MG 1 is liquid gasket or other oil seal 8 1 so that the lubricating oil does not leak. Sealed.
- the shaft of the rotor 3 2 of the motor generator MG 1 is rotatably supported by ball bearings 7 8 provided between the lid 7 2 and pole bearings 7 7 provided between the partition walls 20 3. ing.
- the shaft of the rotor 3 2 is hollow, and the shaft of the damper 1 2 4 passes through the inside thereof. Needle bearings 79 and 80 are provided between the shaft of the rotor 3 2 and the shaft of the damper 1 2 4.
- the shaft of the rotor 37 of the motor generator MG 2 is rotatably supported by a ball bearing 7 3 provided between the lid 7 1 and a pole bearing 7 4 provided between the partition 20 2. ing.
- the ring gear case in which the ring gear of the reduction gear RD and the ring gear of the power split mechanism PSD are both engraved on the inner periphery is provided between the ball bearing 75 and the partition 20 3 provided between the partition 20
- the pole bearing 7 6 is supported by the rotation itself.
- the storage chamber for storing the power control unit 2 1 and the storage chamber for storing the motor generator MG 2 are separated by a partition wall 20 2 of the case 100 2, but a part of the terminal block 1 1 6 is inserted in part of the storage chamber Connected through through holes.
- the terminal block 1 1 6 is connected to the bus bar of the stator coil of the motor generator MG 2 on one side, and the bus bar of the inverter 14 is connected to the other side.
- a conductive member is passed through the terminal block 1 16 so that these bus bars can be electrically connected.
- the terminal block 1 1 6 is configured to pass electricity without passing through the lubricating oil from the motor generator MG 2 side.
- terminal block 1 1 8 connects the space in which the power control unit 2 1 is accommodated and the space in which the motor generator MG 1 is accommodated in a state where electricity is passed and lubricant is not passed. . ''
- FIG. 9 is a cross-sectional view showing a cross section taken along line I X—I X in FIG.
- the cross section of reactor L 1 is shown in the storage chamber for storing power control unit 21.
- the reactor L 1 has a structure in which a coil 2 1 2 is wound around a core 2 1 ′ 0 in which electromagnetic steel sheets are laminated.
- the rear tuttle L 1 is formed in a substantially triangular gap formed between the lower side surface of the power element substrate 120 and the outer peripheral side surface of the motor generator MG 2 (not shown) disposed at the back of the paper surface. Is contained. Therefore, the core 2 10 has a substantially triangular shape in accordance with the shape of the gap.
- FIG. 10 is a perspective view showing an example of the structure of the rear title L 1.
- the rear tuttle L 1 is composed of a gore 2 10 having a substantially triangular shape and a coil 2 1 2 wound around three straight portions of the core 2 1 0.
- the core 2 10 is formed by punching out a substantially triangular plate-like body set based on the shape of the gap portion 500 shown in FIGS. It is formed by stacking.
- reactor 1 is such that reactor L 1 is efficiently accommodated in a gap portion 50 0 formed between the lower side surface of power element substrate 120 and the outer peripheral side surface of motor generator MG 2.
- the core 2 1 0 has been described as an example of a substantially triangular shape that is similar to the gap portion 5 0 0, but it is obvious that the shape is not necessarily limited to a substantially triangular shape as long as it fits in the gap portion 5 0 0. is there.
- the reactor L 1 can be efficiently accommodated in the gap portion 50 0 by applying the structure described in the following modification example to the rear tower L 1.
- FIG. 11 is a cross-sectional view for explaining another example of the structure of the rear tuttle L 1.
- Fig. 11 is an enlarged view of the changed part of the present modified example 1 in the cross-sectional view shown in Fig. 6.
- the reactor L 1 according to the first modification is characterized in that the core 2 10 is formed by extending a part of the stator core 3 8 of the motor generator MG 2.
- the stator 36 of the motor generator MG 2 is arranged on the outer peripheral side of the rotor 37, and has a stator core 3 8 and a three-phase coil 39 wound around the stator core 3.8. Including.
- a part of the stator core 38 is branched to form a gap between the lower side surface of the power element substrate 120, the outer peripheral side surface of the motor generator MG 2, and the inner side surface of the case 102. By placing it at 500, the part
- the stator core 38 has a cross section in which a normal annular portion protrudes in the direction of the rotation axis, and the same shape of the steel sheet is laminated. Can be easily formed.
- the reactor L 1 By forming the reactor L 1 with such a structure, as in the first embodiment, it is possible to efficiently use the empty space formed in the case to accommodate the reactor L 1 with a good rate. I can do it. As a result, the hybrid vehicle drive device can be reduced in size and space.
- a compact hybrid vehicle drive device can be realized by arranging the reactor L1 using the empty space formed inside the case.
- a rear tuttle function is added to the power cables 6 and 8 disposed between the driving device 20 and the battery unit 40, and a part of the reactance of the rear tuttle L 1 is added to the power cable. 6 and 8 are characterized by the burden.
- the substantial reactor of the boost converter 12 is constituted by the rear tuttle L 1 included in the drive device 20 and the rear tuttle components of the power cables 6 and 8. Therefore, the rear tuttle L 1 can be configured with a lower reactance than when the reactor function is not added to the power cables 6 and 8. As a result, the reactor L 1 is further reduced in size, so that the drive device 20 can be further reduced in size and space.
- FIG. 12 is a diagram for explaining the connecting portions of the power cables 6 and 8.
- FIG. 13 is a diagram for explaining the structure of the power cables 6 and 8.
- the motor drive system receives a battery unit 40, a boost converter that boosts a DC voltage from battery B, and a boosted voltage from the boost converter. And an inverter for driving the motor, and power cables 6 and 8 for connecting the battery unit 40 and the boost converter.
- Power cable 6 connected between terminal 4 1 and terminal 4 3 is a power cable Magnetic core 3 0 2, conductive wire 3 0 4 spirally attached to magnetic core 3 0 2, and coating 3 1 0 covering magnetic body 3 0 2 and conductive wire 3 0 4 Including.
- the conductive wire 30 4 is a covered conductive wire, and is obtained by applying an insulating film 3 06 such as enamel to the conductive core wire 30 8. Further, as the magnetic core 300, for example, an iron wire can be used.
- the power cable 8 connected between the terminal 4 2 and the terminal 4 4 has the same configuration as that of the power cable 6.
- the reactor of the boost converter is composed of the rear tuttle components of the power cables 6 and 8 and the rear tuttle L 1 A inside the drive unit 20.
- the rear tuttle L 1 A can be configured with a lower / J, type of reactance than when the power cables 6 and 8 in FIG. 13 are not used.
- the reactance of the rear tuttle component of power cables 6 and 8 can be set to the desired value by adjusting the wiring length of the part to which the structure shown in Fig. 13 is applied.
- the parts of the power cables 6 and 8 where the structure shown in Fig. 13 is not applied are the same as those of ordinary power cables.
- FIG. 14 is a diagram showing a modification example of the structure shown in FIG.
- a reactor function is added to the connector 3 12 for connecting the terminal 4 3 (or 4 4) and the power cable 6 (or 8).
- the power cables 6 and 8 are different from the structure shown in Fig. 13 and have the same structure as a normal power cable.
- the connector 3 1 2 is a conductive wire 3 for conducting the terminal 4 3 (or 4 4) and the power cable 6 (or 8) when the power cable 6 (or 8) is coupled. 0 4 and a magnetic core 3 0 2.
- the conductive wire 30 4 is spirally wound around the magnetic core 30 2.
- the drive device 2 0 The internal reactor can be configured with a small reactor with low reactance. Furthermore, since the reactor function is added to the connector 3 1 2, the reactor provided outside the housing is assembled integrally with the drive device 20, so that the parts can be shared.
- FIG. 15 is a diagram showing another modification of the configuration shown in FIG.
- the configuration shown in FIG. 15 includes a power cable 3 1 8 instead of the power cable 8 in the configuration shown in FIG.
- the single cable 3 1 8 has the same configuration as the single cable 6 shown in FIG.
- one end of the battery unit 40 side is connected to the magnetic core of the power cable 6 and the magnetic core of the power cap 3 1 8, so that the force driving device 2
- the other ends on the 0 side are connected to each other, thereby forming an annular magnetic path 3 2 2.
- the inductance of the reactor by the power cable is further increased, and the reactor of the boost converter can be configured with a smaller reactor.
- the power control is performed by arranging the reactor of the boost converter using the empty space formed between the power element substrate and the motor generator. It can be placed compactly while suppressing the height of the unit part. As a result, it is possible to save space in the engine room.
- the center of gravity can be kept low, and the running performance of the vehicle can be improved compared to the conventional case.
- a reactor function to the power cable that connects the drive unit and the battery unit, a part of the booster converter's rear tuttle can be taken out of the housing.
- the reactor can be downsized. As a result, the space occupied by the rear titlel that occupies the inside of the housing can be reduced, and the drive device can be further reduced in size and space.
- the rectifier L 1 is formed inside the case that houses the drive unit.
- a compact hybrid vehicle drive system was realized by placing it in the empty space created.
- the capacitor C 2 occupying a large occupied space as in the case of the rear tuttle L 1 is further arranged by utilizing an empty space inside the case, thereby further reducing the size of the capacitor C 2.
- FIG. 16 is a plan view of the driving device 20 A according to the second embodiment of the present invention.
- the case of drive device 2 O A is configured to be divided into case 1 0 4 and case 1 0 2 A.
- Case 10 04 is a part mainly accommodating motor generator MG 1
- case 10 0 2 A is a part mainly accommodating motor generator MG 2 and the power control unit.
- Case 1 0 2 A has an opening 10 8 A for assembling the power control unit.
- the power element substrate 1 2 0 and the terminal blocks 1 1 6 and 1 1 8 are accommodated.
- the left side (vehicle traveling direction side) contains a capacitor C2
- the right side contains a rear tuttle L1 (both not shown). )
- the opening 10 8 A is closed by a lid when the vehicle is mounted. Further, the capacitor C 2 may be exchanged so that the right side is accommodated and the fact L 1 is accommodated on the left side.
- the reactor 1 is arranged on one side of the rotating shafts of the motor generators MG 1 and MG 2, and the capacitor C 2 is arranged on the other side of the rotating shaft. And the capacitor C 2 and the reactor 1 A power element substrate 120 is disposed above.
- reactor L 1 force is on one side of the rotation shafts of motor generators MG 1 and MG 2, and the lower side surface of power element substrate 120 and the outer periphery of motor generator MG 2
- the capacitor C 2 is disposed on the other side of the rotating shaft of the motor generators MG 1 and MG 2 and below the power element substrate 120.
- Side and motor energy It is characterized by being arranged in a gap formed between the outer peripheral side surface of the lator MG2.
- reactor L 1 The arrangement structure of reactor L 1 is the same as that described in the first embodiment.
- the detailed arrangement structure of the capacitor C2 will be described below.
- FIG. 17 is a side view of the driving device 2 O A viewed from the X 1 direction of FIG.
- case 1 0 2 A is provided with an opening 1 0 9 for motor generator assembly and maintenance, and this opening 1 0 9 is a lid when mounted on the vehicle. Closed by
- a motor generator MG 2 is arranged inside the opening 1 0 9.
- a rotor 37 is arranged inside a stator 36 to which bus bars of U, V, and W phases are connected.
- a hollow shaft 60 can be seen in the central part of the rotor 37.
- stator 36 of the motor generator MG 2 is greatly cut into the housing chamber that houses the power control unit 2 1 of the case 10 2, the rear unit is placed on one side of the motor generator MG 2.
- Tol L 1 is arranged and capacitor C 2 is arranged on the other side to accommodate large parts efficiently. .
- rear tuttle L 1 is formed on one side of motor generator MG 2 between the outer peripheral side surface of motor generator MG 2 and the lower side surface of power element substrate 1 2 0 arranged above motor generator MG 2. It is accommodated in the gap portion 500. '
- the capacitor C 2 is located on the other side of the motor generator MG 2 between the outer peripheral side surface of the motor generator MG 2 and the lower ffijj surface of the power element substrate 120 positioned above the motor generator MG 2. It is accommodated in the formed gap portion 51.
- the gaps 5 0 0 and 5 0 1 formed on both sides with respect to the rotation axis of the motor generator MG 2 correspond to the case 1 0 2 A when the case 1 0 2 A is projected from the rotation axis direction.
- the gaps 5 0 0 and 5 0 1 are the same as the case 1 when the case 1 0 2 A is projected from the rotation axis direction.
- 0 2 A power element substrate 120 and motor generator MG 2 are formed on the inner side of the vertical dimension when the vehicle is mounted on the projection unit.
- the gaps 5 0 0 and 5 0 1 are respectively a lower side surface of the planar power element substrate 120, a part of the outer peripheral side surface of the motor generator MG 2 having an arc shape, and an inner side of the case 1 0 2 A
- the outer side is formed as an outer shell and has a substantially triangular shape.
- the capacitor C 2 is configured to have a substantially triangular shape similar to the gap: portion 51, similar to the reactor L 1. To do.
- the power transmission reduction gear RG and the differential gear DEF are arranged and the surrounding free space is used.
- the power element substrate 120, the reactor L1, and the capacitor C2, which are components of the power control unit 21, are arranged.
- the power element substrate 120, the reactor L1, and the capacitor C2, which are components of the power control unit 21, are arranged.
- the reactor 1 and the capacitor C 2 are arranged efficiently in the free space on both sides, so that the motor generator MG
- the weight balance with respect to 2 is improved, and further space saving can be achieved.
- FIG. 18 is a cross-sectional view taken along the line X V I I I -X V I I I in FIG.
- FIG. 18 a cross section of motor generator MG 2 and a cross section of a storage chamber for storing power control unit 21 are shown.
- the configuration shown in FIG. 18 differs from the configuration shown in FIG. 6 only in the arrangement structure of the capacitor C2. Therefore, detailed description of common parts is omitted.
- the capacitor C 2 is disposed in the storage section 2 0 1 newly provided in the partition wall section 2 0 0 for partitioning the motor generator MG 2 and the power element substrate 1 2 0. Is done.
- Accommodating portion 20 1 is provided on the opposite side of reactor L 1 with respect to the rotation center axis of motor generator MG 2.
- the storage chamber 2 0 1 is the lower side of the power element substrate 1 2 0 And an empty space formed between the outer peripheral side surface of motor generator MG 2.
- the storage chamber 201 has a substantially triangular shape similar to the shape of the empty space. '
- FIG. 19 is a partially cutaway perspective view showing an example of the structure of capacitor C 2 according to the second embodiment of the present invention.
- capacitor C 2 is composed of an aluminum electrolytic capacitor, for example, an aluminum oxide film dielectric.
- the aluminum electrolytic capacitor has a large capacitance even though it is small due to the increased electrode area due to the roughening of the surface compared to a film capacitor using an organic polymer as a dielectric. It is characterized by this. Therefore, it is suitable for a smoothing capacitor C 2 that requires a relatively large capacity so as to be able to absorb a voltage surge generated on the output side of the boost converter 12 in a horse ward motor.
- the capacitor C 2 has a casing 40 8 formed in a substantially triangular shape as an exterior member, and a single product of an aluminum anode foil 40 2, electrolytic paper 4 0 4, and aluminum cathode foil 4 0 6. As a layer unit, the laminated unit is wound.
- the aluminum anode foil 402 is formed by roughening a high-purity aluminum foil by etching to increase the surface area, and then forming an aluminum oxide film by anodizing (chemical conversion treatment).
- the aluminum cathode foil 4 06 is formed by roughening an aluminum foil.
- the aluminum cathode foil 4 0 6 serves to make electrical contact between the external terminal and the electrolyte.
- the electrolytic paper 40 4 plays a role of 'preventing contact between the bipolar foils and holding the impregnated electrolytic solution'.
- the external terminals 4 1 0, 4 1 2 have one end connected to the corresponding electrode, and the other end pulled out to the outside of the housing 4 0 8.
- the capacitor C 2 is formed.
- the shape in which the lamination unit is wound may be a shape that fits in the gap portion 5 0 1 formed between the power element substrate '1 2 0 and the motor generator MG 2, and is not necessarily substantially Obviously, the shape is not limited to a triangular shape.
- the capacitor C 2 applied to the second embodiment of the present invention is not limited to the aluminum electrolytic capacitor, and can be applied as long as its shape can be freely changed according to the shape of the gap. .
- the capacitor for smoothing the reactor of the boost converter is formed inside the case that houses the drive device.
- the drive device can be further reduced in size and space.
- the center of gravity can be kept low when a drive device for a hybrid vehicle is mounted on the vehicle, and the running performance of the vehicle can be improved as compared with the prior art.
- further space saving in the engine room can be achieved.
- the present invention is not limited thereto, and can be applied to, for example, an electric vehicle, a fuel cell vehicle, and the like.
- the present invention can be applied to a drive device for a hybrid vehicle. .
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Power Engineering (AREA)
- Sustainable Energy (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Automation & Control Theory (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
- Arrangement Of Transmissions (AREA)
- Motor Or Generator Frames (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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CN2007800049853A CN101378928B (zh) | 2006-02-08 | 2007-02-06 | 混合动力车辆的驱动设备 |
US12/160,286 US7896116B2 (en) | 2006-02-08 | 2007-02-06 | Drive device of hybrid vehicle |
DE112007000227T DE112007000227B4 (de) | 2006-02-08 | 2007-02-06 | Antriebsvorrichtung für ein Hybridfahrzeug |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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JP2006031378A JP4274188B2 (ja) | 2006-02-08 | 2006-02-08 | ハイブリッド車両の駆動装置 |
JP2006-031378 | 2006-02-08 |
Publications (1)
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WO2007091705A1 true WO2007091705A1 (ja) | 2007-08-16 |
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PCT/JP2007/052449 WO2007091705A1 (ja) | 2006-02-08 | 2007-02-06 | ハイブリッド車両の駆動装置 |
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US (1) | US7896116B2 (ja) |
JP (1) | JP4274188B2 (ja) |
CN (1) | CN101378928B (ja) |
DE (1) | DE112007000227B4 (ja) |
WO (1) | WO2007091705A1 (ja) |
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- 2007-02-06 CN CN2007800049853A patent/CN101378928B/zh not_active Expired - Fee Related
- 2007-02-06 DE DE112007000227T patent/DE112007000227B4/de not_active Expired - Fee Related
- 2007-02-06 US US12/160,286 patent/US7896116B2/en not_active Expired - Fee Related
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WO2021111809A1 (ja) * | 2019-12-06 | 2021-06-10 | 三菱自動車工業株式会社 | 車両の駆動ユニット |
JPWO2021111809A1 (ja) * | 2019-12-06 | 2021-06-10 | ||
JP7295504B2 (ja) | 2019-12-06 | 2023-06-21 | 三菱自動車工業株式会社 | 車両の駆動ユニット |
US11912133B2 (en) | 2019-12-06 | 2024-02-27 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Vehicle drive unit |
Also Published As
Publication number | Publication date |
---|---|
CN101378928A (zh) | 2009-03-04 |
JP4274188B2 (ja) | 2009-06-03 |
CN101378928B (zh) | 2012-08-22 |
DE112007000227B4 (de) | 2012-08-09 |
US20090014222A1 (en) | 2009-01-15 |
DE112007000227T5 (de) | 2009-01-08 |
JP2007210416A (ja) | 2007-08-23 |
US7896116B2 (en) | 2011-03-01 |
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