CN115143067B - Vehicle oil pump drive device - Google Patents

Abstract

The invention provides a driving device of a vehicle oil pump, which can unify the oil pump and can restrain the power consumption of a battery. The second motor (21) has: a first rotor (23) having a given plurality of magnetic poles (23 a); a stator (22) that generates a given plurality of armature poles and generates a rotating magnetic field; and a second rotor (24) having a predetermined plurality of soft magnetic bodies (24 a), wherein the ratio of the number of armature poles to the number of soft magnetic bodies is set to 1: m: (1+m)/2 (m.noteq.1.0), the first rotor (23) is connected to the input shaft (6) of the transmission (4) from the first motor (11), and the second rotor (24) is connected to the oil pump (5). A first control for driving the oil pump (5) by the second rotor (24) using the power of the input shaft (6), a second control using the electric power from the battery (32) to the stator (22), and a third control using both the power of the input shaft (6) and the electric power from the battery (32) are selectively executed.

Description

Vehicle oil pump drive device

Technical field

The present invention relates to a vehicle oil pump driving device that drives an oil pump that supplies operating oil pressure to a transmission mounted on a vehicle.

Background technique

As a conventional vehicle oil pump driving device, for example, a device disclosed in Patent Document 1 is known. This vehicle is a hybrid vehicle having an engine and an electric motor as power sources. Power from at least one of the engine and the electric motor is shifted by a transmission and transmitted to drive wheels for propulsion. In addition, in order to supply operating oil pressure to the transmission, a mechanical oil pump and an electric oil pump are provided. When the engine is started, the mechanical oil pump is driven by the power of the engine and supplies working oil pressure to the transmission. On the other hand, when the engine is stopped, the electric oil pump is driven by the power of the pump motor supplied with electric power from the auxiliary machine battery, and supplies operating oil pressure to the transmission.

Prior technical documents]

patent documents

Patent Document 1: Japanese Patent Application Publication No. 2004-67001

Contents of the invention

(The problem to be solved by the invention)

However, in this conventional hybrid vehicle, as the oil pump for the transmission, in addition to the mechanical oil pump driven by the engine, it is necessary to provide a pump motor driven by electric power supplied from the auxiliary battery. The original electric oil pump leads to an increase in the weight of the vehicle, the manufacturing cost of the pump, and the installation space. In addition, when the electric oil pump is operated while the vehicle is running with the engine stopped and using the power of the electric motor, electric power is always supplied from the auxiliary machine battery, so electric power consumption increases.

The present invention was made in order to solve the above problems, and its object is to provide a driving device for a vehicle oil pump that can reduce the weight of the vehicle, the manufacturing cost of the oil pump, and the installation space by simplifying the oil pump, and can Reduce battery power consumption.

(Means used to solve problems)

In order to achieve the above object, the invention according to claim 1 is a driving device for a vehicle oil pump, which has an input shaft 6 to which power from a power source is input and drives the oil pump 5, and is characterized in that it is provided with: a first electric motor 11, It has a freely rotatable rotor 13 connected to the input shaft 6; a second electric motor 21 connected to the oil pump 5; and a control unit (ECU 2 in the embodiment (hereinafter the same in this term)) that controls the second electric motor. 21. The second electric motor 21 has: a stator 22 connected to a battery (driving battery 32); a first rotor 23 radially opposed to the stator 22 and freely rotatable in the circumferential direction, and connected to the input shaft 6 ; and the second rotor 23, which is disposed between the stator 22 and the first rotor 23, is freely rotatable in the circumferential direction, and is connected to the oil pump 5. The first rotor 23 has a magnetic pole row, which is composed of a magnetic pole row arranged in the circumferential direction. The stator 22 is composed of a plurality of given magnetic poles (permanent magnets 23a) and is arranged so that two adjacent magnetic poles have mutually different polarities. The stator 22 has an armature row composed of a plurality of electromagnetic poles arranged in the circumferential direction. The armature (core 22a, U-phase, V-phase and W-phase coils 22c, 22d, 22e) is constituted and is arranged to face the magnetic pole row, and a plurality of electric currents are generated between the armature row and the magnetic pole row. The second rotor 24 has a soft magnetic body array composed of a plurality of given armature poles arranged circumferentially and spaced apart from each other. The ratio of the number of armature magnetic poles to the number of magnetic poles to the number of soft magnetic bodies is set to 1:m: (1+ m)/2 (m≠1.0), the control unit selectively executes the first control, the second control and the third control. The first control uses the power generated by the first rotor 23 and the input shaft 6 to rotate synchronously, so that the The second rotor 24 rotates and drives the oil pump 5 (step 6 in Figure 8). The second control supplies power from the battery to the stator 22 to rotate the second rotor 24 and drives the oil pump 5 (step 3 in Figure 8). The third control uses both the power of the first rotor 23 and the electric power supplied from the battery to the stator 22 to rotate the second rotor 24 and drive the oil pump 5 (step 5 in FIG. 8 ).

Among the above-mentioned components of the present invention, the structure of the second electric motor is the same as that of the electric motor disclosed in, for example, Japanese Patent No. 4747184 (hereinafter referred to as "Patent Application A") applied by the applicant, and its function has been described in Patent Application A. Since it has been explained in detail, it will be briefly described below. As described in Patent Application A, in the second electric motor having the above-mentioned structure, when a rotating magnetic field is generated by supplying electric power to the armature of the stator, the magnetic poles of the first rotor and the soft magnetism of the second rotor are generated. The electric power supplied to the armature is converted into power by the magnetic force generated by the magnetic force lines that connect the body and the armature pole of the stator. The power is transmitted to the first rotor and the second rotor and output.

In this case, the relationship between the electrical angular velocity and the torque expressed by the following equations (1) and (2) is established among the rotating magnetic field of the stator, the first rotor, and the second rotor.

ωmf＝(α+1)·ωe2-α·ωe1···(1)

Here, ωmf is the magnetic field electrical angular velocity (the electrical angular velocity of the rotating magnetic field), ωe1 is the first rotor electrical angular velocity (the value obtained by converting the angular velocity of the first rotor relative to the stator into the electrical angular velocity), and ωe2 is the second rotor electrical angular velocity. (A value obtained by converting the angular velocity of the second rotor relative to the stator into an electrical angular velocity). In addition, α is the ratio (=a/c) of the pole pair number a of the magnetic poles of the first rotor to the pole pair number c of the armature magnetic poles of the stator (hereinafter referred to as "pole pair number ratio α").

Tmf＝Te1/α＝－Te2/(α+1)···(2)

Here, Tmf is the driving equivalent torque (torque equivalent to the electric power supplied to the armature and the magnetic field electrical angular velocity ωmf), Te1 is the first rotor transmission torque transmitted to the first rotor, and Te2 is the first rotor transmission torque transmitted to the first rotor. The second rotor of the second rotor transmits torque.

Furthermore, in the second electric motor, if power is input to at least one of the first and second rotors to rotate relative to the armature in a state where power is not supplied to the armature, rotation occurs in the armature. magnetic field to generate electricity. In this case, magnetic lines of force are generated that connect the magnetic poles, the soft magnetic body, and the armature magnetic poles. Due to the action of the magnetic force generated by these magnetic lines of force, the relationship between the electrical angular velocity of the above-mentioned equation (1) and the rotational speed of the equation (2) are The moment relationship is established. That is, if the torque equivalent to the generated electric power and the magnetic field electrical angular velocity ωmf is regarded as the equivalent torque for power generation, the first and second rotor transmission torques T1 and T2 are used in the equivalent torque for power generation. among them, the relationship like equation (2) also holds. Hereinafter, the equivalent torque for driving and the equivalent torque for power generation are collectively referred to as "magnetic field equivalent torque Tmf".

The relationship between the electrical angular velocity and torque expressed by the above equations (1) and (2) is related to the sun gear, ring gear, and planetary gear carrier of the planetary gear device in which the gear ratio between the sun gear and the ring gear is 1:α. The relationship between rotational speed and torque is exactly the same. As can be seen from the above, the second electric motor of the present invention has the same function as a device that combines a single pinion type planetary gear device and a general single rotor type electric motor. In addition, compared with the planetary gear device, the second electric motor has the following characteristics: the number of components and the number of shafts of the rotating body are smaller, and the power transmission between the rotating bodies (or between the rotating body and the rotating magnetic field) is Conducted in a non-contact state.

Furthermore, the vehicle oil pump driving device of the present invention includes a first electric motor that is different from the second electric motor. The rotor of the first electric motor is connected to an input shaft to which power from the power source is input. The first rotor of the second electric motor is connected to the input shaft. , the second rotor is connected with the oil pump. Furthermore, based on the above structure, according to the present invention, as the drive control of the oil pump, the first control (control of rotating the second rotor and driving the oil pump using the power generated by the synchronous rotation of the first rotor and the input shaft) is selectively executed ), second control (control that rotates the second rotor and drives the oil pump by supplying electric power from the battery to the stator), and third control (control that uses the power of the first rotor and the electric power supplied from the battery to the stator). Both, make the second rotor rotate and drive the oil pump control).

In this way, the first control using the power of the input shaft, the second control using the power from the battery, and the third control using both these powers and the power to drive the oil pump are selectively performed, thus being compatible with the existing device Differently, the oil pump can be simplified, thereby reducing the weight of the vehicle, the manufacturing cost of the oil pump, and the installation space. For example, the interior space of the vehicle can be expanded. In addition, compared with the case where the oil pump is always driven by an electric motor connected to the battery, the power consumption of the battery can be suppressed.

In addition, the second electric motor can reduce the number of components and the number of axes of the rotating body compared with a device that combines a planetary gear device and a single-rotor type electric motor having equivalent functions. In addition, since there is no contact between the rotating bodies (or between the rotating magnetic field and the rotating body), friction and shaking caused by the meshing of the gears in the planetary gear device, and the dynamic force between the rotating bodies caused by these can be eliminated. Transmission loss, gear lubrication operations, etc. Furthermore, unlike the rotor of a normal motor, the rotating magnetic field of the stator does not have an inertial mass. Therefore, there is no response delay caused by inertia that changes with the rotation of the power of the internal combustion engine, for example, and the responsiveness of driving the oil pump can be improved.

The invention according to claim 2 is characterized in that, in the vehicle oil pump drive device according to claim 1, the first electric motor 11 is connected to the internal combustion engine 3 via a clutch (first clutch CL1), and the drive device further includes: a clutch status acquisition unit (ECU2) that acquires the connected/disconnected status of the clutch; and an input shaft rotational speed detection unit (input shaft rotation angle sensor 41) that detects the rotational speed of the input shaft 6 (input shaft rotational speed) Nin, and the control unit When the disconnected state of the clutch is detected and the rotation speed Nin of the input shaft 6 is less than the given first threshold NREF1, the second control is executed.

According to this structure, the first electric motor is connected to the internal combustion engine via the clutch, and when the disconnected state of the clutch is detected and the detected rotation speed of the input shaft is less than a given first threshold, the second control is executed. In this way, when the transmission of power from the internal combustion engine to the transmission is cut off and the actual rotation speed of the input shaft is low and the power is insufficient, the oil pump can be driven using electric power from the battery by executing the second control. For example, by driving the oil pump through the second control and starting the transmission in advance before driving the vehicle with the first electric motor, subsequent driving of the vehicle by the first electric motor can be smoothly performed.

In addition, when a planetary gear device is used to drive the oil pump in a low-speed state of the vehicle in which the rotational speed of the input shaft is low, especially when switching between the first control and the second control, gear backlash is likely to occur. The resulting sibilant sound is transmitted to the driver, which may worsen the marketability. On the other hand, in the present invention, by using a gearless, non-contact type second motor, chattering can be prevented and marketability can be improved.

The invention according to claim 3 is characterized in that, in the vehicle oil pump driving device according to claim 2, the control unit detects when the rotation speed Nin of the input shaft 6 becomes the first threshold value NREF1 or more during execution of the second control. , perform third control.

According to this configuration, when the rotation speed of the input shaft becomes equal to or greater than the first threshold during execution of the second control, the third control is executed. In this way, when the rotation speed of the input shaft increases and its power increases sufficiently, the second control is switched to the third control. Therefore, the power of the input shaft can be effectively used to drive the oil pump, and the power consumption of the battery can be reduced.

The invention according to claim 4 is characterized in that, in the vehicle oil pump drive device according to claim 3, the control unit controls the rotation speed Nin of the input shaft 6 to reach a predetermined second threshold value NREF2 that is larger than the first threshold value NREF1. In the above case, the magnetic field rotation speed of the second electric motor 21 is maintained at a negative value, and the first control is executed.

According to this configuration, when the rotation speed of the input shaft becomes or exceeds the predetermined second threshold value which is larger than the first threshold value, the first control of the second electric motor is executed. In this way, when the rotation speed of the input shaft increases significantly, by executing the first control of the second electric motor, the rotation speed of the second rotor can be reduced and the load on the oil pump can be reduced. In addition, by charging the battery with the electric power generated by the first control, it can be used as electric power for the second control and driving electric power for other auxiliary machines.

In order to achieve the above object, the invention according to claim 5 is a driving device for a vehicle oil pump, which has an input shaft 6 to which power from a power source is input and drives the oil pump 5, and is characterized in that it is provided with: a first electric motor. 11. It has a freely rotatable rotor 13 connected to the input shaft 6; a second electric motor 21 connected to the oil pump 5; and a control unit (ECU 2 in the embodiment (hereinafter the same in this section)) that controls The second electric motor 21 has a stator 22 connected to a battery (driving battery 32 ), a first rotor 23 radially opposed to the stator 22 , freely rotatable in the circumferential direction, and connected to the oil pump. 5 is connected; and the second rotor 23 is arranged between the stator 22 and the first rotor 23 and is freely rotatable in the circumferential direction and is connected to the input shaft 6. The first rotor 23 has a magnetic pole row formed along the circumferential direction. The stator 22 is composed of a plurality of given magnetic poles (permanent magnets 23a) arranged in the circumferential direction, and is arranged so that two adjacent magnetic poles have mutually different polarities. It is composed of a plurality of armatures (iron core 22a, U-phase, V-phase and W-phase coils 22c, 22d, 22e) and is arranged to face the magnetic pole row, and multiple passages are generated between the armature row and the magnetic pole row. The second rotor 24 has a soft magnetic body array composed of a given plurality of armature magnetic poles arranged circumferentially and spaced apart from each other. It consists of a plurality of soft magnetic bodies (magnetic cores 24a) and is arranged between the magnetic pole row and the armature row. The ratio of the number of armature magnetic poles to the number of magnetic poles to the number of soft magnetic bodies is set to 1:m: ( 1+m)/2(m≠1.0), the control unit selectively executes the first control, the second control and the third control. The first control uses the power generated by the second rotor 24 rotating synchronously with the input shaft 6, The first rotor 23 is rotated and the oil pump 5 is driven (step 6 in FIG. 8 ). The second control is to supply electric power from the battery to the stator 22 to rotate the first rotor 23 and drive the oil pump 5 (step 3 in FIG. 8 ). The third control uses both the power of the second rotor 24 and the electric power supplied from the battery to the stator 22 to rotate the first rotor 23 and drive the oil pump 5 (step 5 in FIG. 8 ).

In claim 1, the first rotor of the second electric motor is connected to the input shaft (power source), and the second rotor is connected to the oil pump. On the other hand, in claim 5, these connection relationships are reversed, the second rotor is connected to the input shaft (power source), the first rotor is connected to the oil pump, and the other structures are the same as claim 1. Therefore, according to claim 5, compared with claim 1, only the positions of the input shaft and the oil pump are exchanged with each other in the collinear diagram shown in FIG. 6, and the effects of claim 1 can be obtained in the same manner.

Technical means 6 to 8 are subordinate to technical means 5, and each have the same contents as technical means 2 to 4 subordinate to technical means 1. Therefore, according to claims 6 to 8, the effects of claims 2 to 4 described above can be obtained in the same manner.

Description of the drawings

FIG. 1 is a diagram schematically showing a driving device for a vehicle oil pump according to an embodiment of the present invention together with other structures of the vehicle.

FIG. 2 is a block diagram showing an ECU and the like of a vehicle oil pump driving device.

3 is a block diagram showing the electrical connection relationship between the first electric motor and the second electric motor of the vehicle oil pump driving device.

Fig. 4 is an enlarged cross-sectional view of the second electric motor.

FIG. 5 is a diagram schematically showing the stator, the first rotor, and the second rotor of the second electric motor developed in the circumferential direction.

FIG. 6 is a velocity collinear diagram showing an example of the relationship between the magnetic field electrical angular velocity in the second motor and the electrical angular velocity of the first rotor and the second rotor.

7 is a diagram for explaining an operation when electric power is supplied to the stator while the first rotor of the second electric motor is held in a non-rotatable state.

FIG. 8 is a flowchart showing the drive control process of the oil pump.

9 is a diagram showing the relationship between the input shaft rotation speed, the pump rotation speed, the magnetic field rotation speed and the control mode of the second electric motor.

FIG. 10 is a flowchart showing magnetic field equivalent torque calculation processing.

FIG. 11 is a speed collinear diagram showing an example of the relationship between rotational speeds among various rotation elements obtained by the second control of FIG. 8 together with the relationship of torque.

FIG. 12 is a speed collinear diagram showing an example of the relationship between rotational speeds among various rotation elements obtained by the third control of FIG. 8 together with the relationship of torque.

FIG. 13 is a speed collinear diagram showing an example of the relationship between rotational speeds among various rotation elements obtained by the first control of FIG. 8 together with the relationship of torque.

Detailed ways

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows an oil pump driving device according to an embodiment of the present invention together with other related structures of a vehicle. This vehicle V is equipped with: an internal combustion engine 3 and a first electric motor 11 as a power source; a second electric motor 21; a hydraulic transmission 4; an oil pump 5 that supplies operating oil pressure to the transmission 4; ECU (Electronic Control Unit) 2 for the two electric motors 11, 21, etc. In addition, for the sake of convenience, hatching is omitted for portions showing cross sections in the drawings.

The internal combustion engine (hereinafter referred to as "engine") 3 is, for example, a gasoline engine, and has a crankshaft 3a for outputting power, a fuel injection valve 3b, a spark plug 3c, and the like. The operations of the fuel injection valve 3b and the spark plug 3c are controlled by the ECU 2 (see FIG. 2). Furthermore, the crankshaft 3a is coaxially connected to the input shaft 6 via the first clutch CL1.

The first electric motor 11 is constituted by, for example, a brushless DC motor and has a fixed stator 12 and a rotatable rotor 13 . The stator 12 is composed of three-phase coils and the like, and is fixed to the casing CA. The rotor 13 is composed of a plurality of magnets and the like, is disposed inside the stator 12 in the radial direction, and is coaxially and integrally connected to the input shaft 6 .

As shown in FIG. 3 , the stator 12 is electrically connected to a chargeable and dischargeable driving battery 32 via a first PDU (power drive unit) 31 . The first PDU 31 is composed of a circuit such as an inverter, and the ECU 2 controls the first PDU 31 to thereby control the operation of the first electric motor 11 . Specifically, when electric power is supplied from the driving battery 32 to the stator 12 under the control of the ECU 2 on the first PDU 31 , the electric power is converted into motive power, and the rotor 13 rotates (power operation). Furthermore, when the rotor 13 rotates while the supply of electric power to the stator 12 is stopped, the power is converted into electric power and power generation (regeneration) is performed. The generated electric power is charged into the driving battery 32 and the like.

The second electric motor 21 is a two-rotor type electric motor configured as will be described later, and includes a fixed stator 22 , a rotatable first rotor 23 provided on the radially inner side of the stator 22 , and two rotors 22 and 23 provided on both sides. The second rotor 24 can rotate freely between them. The stator 22 , the first rotor 23 and the second rotor 24 are arranged concentrically with the input shaft 6 , and the first rotor 23 and the input shaft 6 are integrally connected. Furthermore, an output gear G1 is integrally provided with the second rotor 24 , and the output gear G1 meshes with an input gear G2 integrated with the input shaft 5 a of the oil pump 5 . The structure and operation of the second electric motor 21 will be described later.

The oil pump 5 is driven by the power of the second rotor 24 and supplies the operating oil pressure generated thereby to the transmission 4 via the oil pressure supply path 7 . The transmission 4 is composed of, for example, a belt-type continuously variable transmission having a drive pulley and a driven pulley driven by operating oil pressure, and a belt wound between the two pulleys (neither is shown in the figure). ). The transmission 4 changes the speed of the engine 3 and/or the power of the first electric motor 11 input from the input shaft 6 via the second clutch CL2. The shifted power is transmitted to the left and right drive wheels DW, DW via the differential device 8 and the left and right output shafts 9, 9.

Next, the structure and operation of the second electric motor 21 will be described. In addition, the second electric motor 21 is basically the same as the electric motor disclosed in the applicant's patent application A, so its structure and operation will be briefly described below.

The stator 22 of the second electric motor 21 generates a rotating magnetic field and has an iron core 22a and U-phase, V-phase and W-phase coils 22c, 22d and 22e provided on the iron core 22a as shown in FIGS. 4 and 5 . The iron core 22a is a cylindrical iron core formed by laminating a plurality of steel plates, extends in the axial direction of the input shaft 6 (hereinafter simply referred to as the “axial direction”), and is attached to the inner peripheral surface of the casing CA. In addition, for example, twelve grooves 22b are formed on the inner peripheral surface of the iron core 22a. These grooves 22b extend in the axial direction and are arranged at equal intervals in the circumferential direction of the input shaft 6 (hereinafter simply referred to as the "circumferential direction"). . The above-described U-phase to W-phase coils 22c to 22e are wound around the slot 22b in a distributed winding (waveform winding) manner.

Furthermore, as shown in FIG. 3 , the stator 22 including the U-phase to W-phase coils 22c to 22e is connected in parallel to the DC/DC converter 34 and the driving battery 32 and the auxiliary machine battery 35 via the second PDU 33 . Like the first PDU 31 , the second PDU 33 is composed of a circuit such as an inverter. Under the control of the ECU 2 , the DC power supplied from the driving battery 32 is converted into three-phase AC power and output to the stator 22 . The DC/DC converter 34 outputs the power from the driving battery 32 to the second PDU 33 in a boosted state, and outputs the power from the second PDU 33 to the driving battery 32 in a stepped-down state.

In the stator 22 having the above structure, when electric power is supplied from the driving battery 32 via the second PDU 33 or when power generation is performed as will be described later, the ends of the iron core 22 a on the side of the first rotor 23 are equally spaced in the circumferential direction. Four magnetic poles are generated on the ground (see FIG. 7 ), and a rotating magnetic field formed by these magnetic poles rotates in the circumferential direction. Hereinafter, the magnetic pole generated in the iron core 22a will be called an "armature magnetic pole." In addition, as shown in FIG. 7 , the polarities of two adjacent armature magnetic poles in the circumferential direction are different from each other. In addition, in FIG. 7 , the armature magnetic poles on the iron core 22a and the U-phase to W-phase coils 22c to 22e are denoted by (N) and (S).

As shown in FIG. 5 , the first rotor 23 has a magnetic pole row composed of, for example, eight permanent magnets 23 a. These permanent magnets 23a are arranged at equal intervals in the circumferential direction, and this magnetic pole row faces the iron core 22a of the stator 22. Each permanent magnet 23a extends in the axial direction, and the length in the axial direction is set to be the same as the length of the iron core 22a of the stator 22.

As shown in FIG. 4 , the permanent magnet 23a is attached to the outer peripheral surface of the annular attachment portion 23b. The mounting portion 23b is made of a soft magnetic material, such as iron or a plurality of laminated steel plates, and is integrally connected to the aforementioned input shaft 6 via a disc-shaped connecting portion 23c at its inner peripheral portion. Thereby, the first rotor 23 including the permanent magnet 23a rotates integrally with the input shaft 6 . Furthermore, since the permanent magnet 23a is mounted on the outer peripheral surface of the mounting portion 23b made of a soft magnetic material as described above, one magnetic pole of (N) or (S) appears at the end of each permanent magnet 23a on the stator 22 side. . In addition, in FIG. 7 , the magnetic poles of the permanent magnet 23a are represented by (N) and (S). In addition, the polarities of two permanent magnets 23 a adjacent to each other in the circumferential direction are different from each other.

The second rotor 24 has a single soft magnetic body array composed of, for example, six magnetic cores 24a. These magnetic cores 24a are fixed to a disc-shaped flange (not shown) in a state arranged at equal intervals in the circumferential direction, and are rotatably supported via the flange or the like. The soft magnetic material rows are arranged at predetermined intervals between the iron core 22 a of the stator 22 and the magnetic pole rows of the first rotor 23 . Each magnetic core 24a is formed by laminating a soft magnetic material, such as a plurality of steel plates, and extends in the axial direction. In addition, the length of the magnetic core 24a in the axial direction is set to be the same as the length of the iron core 22a of the stator 22, similarly to the permanent magnet 23a. Furthermore, the input gear G1 for driving the oil pump 5 is integrally provided with the magnetic core 24a.

Next, the operation of the second electric motor 21 having the above structure will be described. As mentioned above, in the second electric motor 21, the number of armature magnetic poles is four, the number of magnetic poles of the permanent magnet 23a (hereinafter referred to as "magnet poles") is eight, and the number of magnetic cores 24a is six. That is, the ratio of the number of armature magnetic poles to the number of magnet poles and the number of magnetic cores 24a (hereinafter referred to as "pole number ratio") is 1:m: (1+m)/2=1:2.0: (1+ 2.0)/2, m=2.0. In addition, the number of pole pairs of the magnet poles is a=4, the number of soft magnetic bodies is b=6, and the number of pole pairs of the armature magnetic poles is c=2, and the pole pair number ratio α=a/c=2.0.

In the second motor 21 having the above structure, for example, as shown in FIG. 7 , when the first rotor 23 is fixed and a rotating magnetic field is generated by supplying electric power to the stator 22 , the magnet poles and the magnetic core are separated. The electric power supplied to the stator 22 is converted into motive power by the magnetic force of the magnetic flux lines ML connected to the armature magnetic poles 24a, and the motive power is output from the second rotor 24. In this case, the relationship of the above-mentioned equation (1) holds between the magnetic field electrical angular velocity ωmf and the first and second rotor electrical angular velocities ωe1 and ωe2, and in this example, the pole pair ratio α of the equation (1) =2.0, so the following equation (3) holds.

ωmf＝3·ωe2-2·ωe1···(3)

Therefore, if the relationship between the magnetic field electrical angular velocity ωmf, the first rotor electrical angular velocity ωe1, and the second rotor electrical angular velocity ωe2 is represented by a velocity collinear diagram, it will be as shown in FIG. 6 , for example.

In addition, the relationship between the magnetic field equivalent torque Tmf and the first and second rotor transmission torques Te1 and Te2 in the above equation (2) is obtained by substituting the pole pair ratio α = 2.0 into the equation (2). The following formula (4).

Tmf＝Te1/2＝－Te2/3···(4)

In addition, when power is not supplied to the stator 22 and power is input to at least one of the first and second rotors 23 and 24 to rotate relative to the stator 22, power is generated in the stator 22 and an electric power is generated. rotating magnetic field. In this case, magnetic force lines ML are generated that connect the magnet poles, the soft magnetic body, and the armature magnetic poles. By the action of the magnetic force of this magnetic force lines ML, the relationship between the electrical angular velocity shown in equation (3) and equation (4) The torque relationships shown hold.

As can be seen from the above, the second electric motor 21 has the same function as a device that combines a single pinion type planetary gear device and a general single rotor type electric motor.

In addition, an input shaft rotation angle sensor 41 and a pump rotation angle sensor 42 are provided on the input shaft 6 and the input shaft 5 a of the oil pump 5 respectively. The input shaft rotation angle sensor 41 detects the rotation angle of the input shaft 6 as the input shaft rotation angle θR1, and the pump rotation angle sensor 42 detects the rotation angle of the input shaft 5a of the oil pump 5 as the pump rotation angle θR2. These detection signals are output to ECU2.

The ECU 2 is composed of a microcomputer, and the microcomputer is composed of an I/O interface, a CPU, a RAM, a ROM, and the like. The ECU 2 calculates (detects) the rotational speed Nin of the input shaft 6 and the first rotor 23 that are integrated with each other based on the detected input shaft rotation angle θR1 (hereinafter referred to as “input shaft rotational speed”), and calculates (detects) the rotational speed Nin based on the detected pump rotation. The angle θR2 is used to calculate (detect) the rotational speed Nop of the input shaft 5a of the oil pump 5 (hereinafter referred to as "pump rotational speed"). The ECU 2 controls the rotating magnetic field of the stator 22 based on the detected input shaft rotation speed Nin, pump rotation speed Nop, etc., thereby controlling the operation of the second electric motor 21 to drive the oil pump 5 .

Next, the drive control process of the oil pump 5 executed by the ECU 2 will be described with reference to FIG. 8 . This process is repeatedly executed in a given cycle. In this process, first, in step 1 (shown as "S1" in the figure. The same applies below), it is determined whether the first clutch flag F_CL1 is "1". This first clutch flag F_CL1 is set to “1” when the first clutch CL1 disposed between the engine 3 and the first electric motor 11 is in a connected state.

When the determination result in step 1 is "no" and the first clutch CL1 is in the disconnected state, proceed to step 2 to determine whether the detected input shaft rotation speed Nin is less than a given first threshold NREF1 close to zero. If the determination result is "Yes" and the input shaft rotation speed Nin is a low value near 0, the process proceeds to step 3 to execute the second control of the second electric motor 21 (see FIG. 9 ), and ends this process.

FIG. 10 shows the calculation process of the magnetic field equivalent torque. In this process, first in step 11, the basic value Te2b of the second rotor transmission torque Te2 is calculated. This calculation is performed based on the target pump rotation speed Nopt, which is a target value of the pump rotation speed, for example.

Next, in step 12, the correction term ΔTe2 of the second rotor transmission torque Te2 is calculated based on the target pump rotation speed Nopt and the detected actual pump rotation speed Nop. The correction term ΔTe2 is calculated by feedback control so that the pump rotation speed Nop becomes the target pump rotation speed Nopt (the difference ΔNop between the two converges to a value of 0).

Next, in step 13, the second rotor transmission torque Te2 is calculated by adding the correction term ΔTe2 to the basic value Nopt according to the following equation (5).

Te2 = Te2b+ΔTe2 ··· (5)

Next, in step 14, the second rotor transmission torque Te2 is used to calculate the magnetic field equivalent torque Tmf according to the above equation (4). Then, in step 15, a drive signal based on the calculated magnetic field equivalent torque Tmf is output to the stator 22 of the second electric motor 21, and this process ends.

FIG. 11 shows an example of the relationship between the rotational speeds among the various rotation elements obtained by the second control described above, together with the relationship between the torques. First, since the first rotor 23 and the input shaft 6 are directly connected, the rotation speeds of both 23 and 6 are equal to the input shaft rotation speed Nin. In addition, the second rotor 24 is connected to the input shaft 5a of the oil pump 5 through the output gear G1 and the input gear G2. Therefore, if the speed change caused by the two gears G1 and G2 is ignored, the rotation speed of the second rotor 24 and the input shaft 5a of the oil pump 5 It is equal to the pump speed Nop. Based on these relationships and the aforementioned function of the second electric motor 21 similar to that of the planetary gear device, in the second control, the input shaft rotation speed Nin, the pump rotation speed Nop, and the magnetic field rotation speed (the rotation speed of the rotating magnetic field) Nef are as shown in FIG. 11 A collinear relationship is expressed, and the input shaft rotation speed Nin shows a value of 0 or a value near it.

Therefore, in the second control, the second rotor transmission torque Te2 corresponds to the load of the oil pump 5. Since the input shaft 6 transmitting the vehicle driving force is connected to the first rotor 23, the reaction force Te1 of Te2 acts. In this state, electric power is supplied to the stator 22 based on the magnetic field equivalent torque Tmf, causing the rotating magnetic field to rotate forward and functioning as a driving equivalent torque. As a result, the pump rotation speed Nop increases. In addition, as described above, the magnetic field equivalent torque Tmf is calculated by feedback control so that the pump rotation speed Nop becomes the target pump rotation speed Nopt. Therefore, the pump rotation speed Nop is maintained at the target pump rotation speed Nopt. Therefore, the oil pump 5 can be driven satisfactorily. . As described above, in the second control, the oil pump 5 is driven using only the power of the second electric motor 21 .

Returning to FIG. 8 , when the determination result in step 1 is "yes" and the first clutch CL1 is in the connected state, or when the determination result in step 2 is "no" and the input shaft rotation speed Nin is above the first threshold NREF1, Proceeding to step 4, it is determined whether the input shaft rotation speed Nin is equal to or higher than a given second threshold value NREF2 which is larger than the first threshold value NREF1. When the determination result is "NO", NREF1 ≤ Nin < NREF2 holds, and the input shaft rotation speed Nin rises to the vicinity of the target pump rotation speed Nopt, the process proceeds to step 5 to execute the third control of the second electric motor 21 (see FIG. 9 ). , end this processing.

This third control is executed for the purpose of causing the pump rotation speed Nop to converge to the target pump rotation speed Nopt. Therefore, its content is basically the same as the already described second control in FIG. 10 . That is, the basic value Te2b of the second rotor transmission torque Te2 is calculated, the correction term ΔTe2 is calculated through feedback control so that the pump rotation speed Nop becomes the target pump rotation speed Nopt, and the sum of both Te2 and ΔTe2 is set as the second rotor transmission rotation speed Nop. moment Te2, and based on the second rotor transmission torque Te2, the magnetic field equivalent torque Tmf is calculated by the above equation (4).

In the third control, since the input shaft rotation speed Nin increases to a certain extent, the first rotor transmission torque Te1 acts as a driving torque in a direction to increase the pump rotation speed Nop. On the other hand, the magnetic field equivalent torque Tmf is calculated so that the pump rotation speed Nop becomes the target pump rotation speed Nopt, and functions as a driving equivalent torque or a power generation equivalent torque, thereby adjusting the pump rotation speed Nop. . Thereby, as shown in FIG. 12 , the pump rotation speed Nop is maintained at the target pump rotation speed Nopt regardless of the input shaft rotation speed Nin, so that the oil pump 5 can be driven satisfactorily. As described above, in the third control, the oil pump 5 is driven mainly by using the power of the engine 3 and/or the first electric motor 11 .

Returning to FIG. 8 , when the determination result in step 4 is “yes” and the input shaft rotation speed Nin is above the second threshold NREF2, it is deemed that the input rotation speed Nin has increased significantly, and the process proceeds to step 6 to execute the second operation of the second electric motor 21 . 1 control (refer to Figure 9), this process ends.

In this first control, the rotating magnetic field is reversed by causing the magnetic field equivalent torque Tmf to function as the equivalent torque for power generation, and the magnetic field rotation speed Nef is maintained at a negative value, using the input through the first rotor 23 The power generated by the synchronous rotation of the shaft 6 causes the second rotor 24 to rotate and drive the oil pump 5 . As a result, the stator 22 uses the power of the input shaft 6 to generate electricity. As shown in FIG. 13 , the input shaft rotation speed Nin decreases and the pump rotation speed Nop decreases accordingly. Therefore, the load on the oil pump 5 can be reduced. In addition, by charging the driving battery 32 with the generated electric power, it can be used as the electric power for the second control and the driving electric power of other auxiliary machines.

As described above, according to the present embodiment, the second electric motor 21 is configured as described above, has the same function as a device in which a planetary gear device is combined with a general single-rotor type electric motor, and is configured as described above with the engine 3 and the second electric motor 21 . An electric motor 11, an oil pump 5, etc. are connected. Furthermore, a first control using the power of the input shaft 6 connected to the transmission 4, a second control using the power from the drive battery 32, and a second control using the power of the input shaft 6 and the power from the drive battery 32 are selectively executed. The two third controls drive the oil pump 5. Therefore, unlike conventional devices, the oil pump can be simplified, thereby reducing the weight of the vehicle, the manufacturing cost of the oil pump, and the installation space. For example, the interior space of the vehicle can be expanded. In addition, compared with the case where the oil pump is always driven by an electric motor connected to the battery, the power consumption of the battery can be suppressed.

In addition, the second electric motor 21 can reduce the number of components and the number of axes of the rotating body compared to a device that combines a planetary gear device having equivalent functions and a single-rotor electric motor. In addition, since there is no contact between the rotating bodies (or between the rotating magnetic field and the rotating body), friction and shaking caused by the meshing of the gears in the planetary gear device, and the dynamic force between the rotating bodies caused by these can be eliminated. Transmission loss, gear lubrication operations, etc. Furthermore, unlike the rotor of a normal motor, the rotating magnetic field of the stator 22 has no inertial mass. Therefore, there is no response delay caused by inertia when the rotation of the input shaft 6 fluctuates, and the responsiveness of driving the oil pump 5 can be improved.

In addition, when the first clutch CL1 provided between the first electric motor 11 and the engine 3 is in a disconnected state and the detected input shaft rotation speed Nin is smaller than the first threshold NREF1, the second control is executed. Accordingly, when the transmission of power from the engine 3 to the transmission 4 is cut off and the actual rotation speed of the input shaft 6 is low and the power is insufficient, the oil pump 5 can be driven using electric power from the driving battery 32 . For example, before the vehicle V is driven by the first electric motor 11 , the oil pump 5 is driven through the second control and the transmission 4 is started in advance, so that the subsequent driving of the vehicle V by the first electric motor 11 can be performed smoothly.

In addition, when the planetary gear device is used to drive the oil pump in a low-speed state of the vehicle V in which the rotational speed of the input shaft 6 is low, especially when switching between the third control and the second control, gear shifting is likely to occur. The sibilant sound caused by the backlash is transmitted to the driver, so the marketability may be deteriorated. On the other hand, in the embodiment, by using the non-contact second motor 21 without gears, chattering can be prevented and marketability can be improved.

In addition, when the input shaft rotation speed Nin becomes the first threshold value NREF1 or more during execution of the second control, the control is switched to the third control. Thereby, when the rotation speed of the input shaft 6 increases and its power increases sufficiently, the power of the input shaft 6 can be effectively used to drive the oil pump 5 and the power consumption of the driving battery 32 can be reduced.

Furthermore, when the input shaft rotation speed Nin is equal to or higher than the second threshold value NREF2, the first control is performed while maintaining the magnetic field rotation speed of the second electric motor 21 at a negative value. In this way, when the rotation speed of the input shaft 6 increases significantly, the first control is executed, thereby reducing the rotation speed of the first rotor 23 and the second rotor 24 of the second electric motor 21 and reducing the load on the oil pump 5 . In addition, by charging the driving battery 32 and the like with the electric power generated by the first control, it can be used as electric power for the second control and driving electric power for other auxiliary machines.

In addition, the present invention is not limited to the embodiments described and can be implemented in various forms. For example, in the above-described embodiment, the first rotor 23 of the second electric motor 21 is connected to the input shaft 6 (power source), and the second rotor 24 is connected to the oil pump 5 . These connection relationships may be reversed, and the second rotor 24 may be connected to the input shaft 6 (power source), and the first rotor 23 may be connected to the oil pump 5 . If connected in this way, for example, in the collinear diagram of FIG. 6 , only the positions of the input shaft and the oil pump are exchanged with each other, and other operations and effects of the above-described embodiment can be obtained in the same manner.

In addition, the structure of the oil pump driving device shown in FIG. 1 is just an example, and the connection relationship and layout between components can be changed appropriately. For example, in the embodiment, the second electric motor 21 and the oil pump 5 are configured separately, and the second rotor 24 of the second electric motor 21 and the input shaft 5a of the oil pump 5 are connected via the output gear G1 and the input gear G2. However, the second electric motor 21 may be connected to the input shaft 5a of the oil pump 5 via the output gear G1 and the input gear G2. The two electric motors 21 are integrally formed with the oil pump 5, and the second rotor 24 and the input shaft 5a are directly connected coaxially. In addition, in the embodiment, the rotor 13 of the first electric motor 11 and the first rotor 23 of the second electric motor 21 are directly connected to the input shaft 6 in a coaxial manner. However, these rotors 13, the second rotor 23 and the input shaft 6 may also be connected. The shaft 6 is connected via a drive gear and a sprocket.

Furthermore, in the embodiment, the input shaft rotation angle sensor 41 is provided on the input shaft 6 and the pump rotation angle sensor 42 is provided on the input shaft 5a of the oil pump 5. However, between the input shaft rotation speed Nin and the pump rotation speed Nop, Since a certain relationship shown in (3) etc. is established, one of the two sensors 41 and 42 may be omitted.

In addition, the number of armatures of the stator 22 of the second electric motor 21 , the number of magnetic poles of the first rotor 23 , and the number of soft magnetic bodies of the second rotor 24 in the embodiment are merely examples. Any number of combinations of the recorded conditions can be used. In addition, the detailed structure can be appropriately changed within the scope of the gist of the present invention.

Symbol Description

V vehicle

2 ECU (control unit, clutch status acquisition unit)

3 Engine (internal combustion engine)

4 transmission

5 oil pump

11 First electric motor

13 rotor

21 Second electric motor

22 stator

22a iron core (armature)

22c U-phase coil (armature)

22d V-phase coil (armature)

22e W phase coil (armature)

23 first rotor

23a Permanent magnet (magnetic pole)

24 second rotor

24a magnetic core (soft magnetic body)

32 Drive battery (battery)

41 Input shaft rotation angle sensor (input shaft speed detection unit)

CL1 first clutch (clutch)

Nin input shaft speed (input shaft speed)

NREF1 first threshold

NREF2 second threshold.

Claims (8)

1. A driving device for a vehicle oil pump, which has an input shaft to which power from a power source is input and drives the oil pump, and is characterized by having: A first electric motor having a freely rotatable rotor connected to the input shaft; a second electric motor coupled to the oil pump; and a control unit that controls the second electric motor, The second electric motor has: a stator connected to a battery; a first rotor radially opposed to the stator, rotatable in the circumferential direction, and connected to the input shaft; and a second rotor configured between the stator and the first rotor, freely rotatable in the circumferential direction, and connected to the oil pump, The first rotor has a magnetic pole row, the magnetic pole row is composed of a plurality of given magnetic poles arranged along the circumferential direction, and is configured such that two adjacent magnetic poles have mutually different polarities, The stator has an armature row, which is composed of a plurality of armatures arranged along the circumferential direction, and is arranged to face the magnetic pole row and between the armature row and the magnetic pole row. generating a rotating magnetic field that rotates in the circumferential direction by a given plurality of armature magnetic poles generated in the plurality of armatures, The second rotor has a soft magnetic body array, which is composed of a plurality of predetermined soft magnetic bodies arranged at intervals in the circumferential direction, and is arranged between the magnetic pole array and the electric pole array. between the pivots, The ratio between the number of armature magnetic poles and the number of magnetic poles and the number of soft magnetic bodies is set to 1:m: (1+m)/2, where m≠1.0, The control unit selectively executes first control, second control and third control. The first control uses power generated by the first rotor rotating synchronously with the input shaft to cause the second rotor to rotate. rotates and drives the oil pump, the second control supplies power from the battery to the stator, thereby causing the second rotor to rotate and drives the oil pump, and the third control uses the Both the power of one rotor and the electric power supplied from the battery to the stator rotate the second rotor and drive the oil pump. 2. The vehicle oil pump driving device according to claim 1, characterized in that: The first electric motor is connected to the internal combustion engine via a clutch, The driving device also has: a clutch state acquisition unit that acquires the connected/disconnected state of the clutch; and an input shaft speed detection unit, which detects the speed of the input shaft, The control unit executes the second control when the disconnected state of the clutch is detected and the rotation speed of the input shaft is less than a given first threshold. 3. The vehicle oil pump driving device according to claim 2, characterized in that: The control unit executes the third control when the rotation speed of the input shaft becomes equal to or greater than the first threshold during execution of the second control. 4. The vehicle oil pump driving device according to claim 3, characterized in that: The control unit maintains the magnetic field rotation speed of the second motor at a negative value and executes the first control when the rotation speed of the input shaft becomes or exceeds a predetermined second threshold value that is larger than the first threshold value. . 5. A driving device for a vehicle oil pump, which has an input shaft to which power from a power source is input and drives the oil pump, characterized in that it has: A first electric motor having a freely rotatable rotor connected to the input shaft; a second electric motor coupled to the oil pump; and a control unit that controls the second electric motor, The second electric motor has: a stator connected to a battery; a first rotor radially opposed to the stator, freely rotatable in the circumferential direction, and connected to the oil pump; and a second rotor disposed on between the stator and the first rotor, freely rotatable in the circumferential direction, and connected to the input shaft, The first rotor has a magnetic pole row, the magnetic pole row is composed of a plurality of given magnetic poles arranged along the circumferential direction, and is configured such that two adjacent magnetic poles have mutually different polarities, The stator has an armature row, which is composed of a plurality of armatures arranged along the circumferential direction, and is arranged to face the magnetic pole row and between the armature row and the magnetic pole row. generating a rotating magnetic field that rotates in the circumferential direction by a given plurality of armature magnetic poles generated in the plurality of armatures, The second rotor has a soft magnetic body array, which is composed of a plurality of predetermined soft magnetic bodies arranged at intervals in the circumferential direction, and is arranged between the magnetic pole array and the electric pole array. between the pivots, The ratio between the number of armature magnetic poles and the number of magnetic poles and the number of soft magnetic bodies is set to 1:m: (1+m)/2, where m≠1.0, The control unit selectively executes first control, second control and third control, the first control uses power generated by the second rotor rotating synchronously with the input shaft to cause the first rotor to rotates and drives the oil pump, the second control supplies power from the battery to the stator, thereby causing the first rotor to rotate and drives the oil pump, and the third control uses the third Both the power of the second rotor and the electric power supplied from the battery to the stator rotate the first rotor and drive the oil pump. 6. The vehicle oil pump driving device according to claim 5, characterized in that: The first electric motor is connected to the internal combustion engine via a clutch, The driving device also has: a clutch state acquisition unit that acquires the connected/disconnected state of the clutch; and an input shaft speed detection unit, which detects the speed of the input shaft, The control unit executes the second control when the disconnected state of the clutch is detected and the rotation speed of the input shaft is less than a given first threshold. 7. The vehicle oil pump driving device according to claim 6, characterized in that: The control unit executes the third control when the rotation speed of the input shaft becomes equal to or greater than the first threshold during execution of the second control. 8. The vehicle oil pump driving device according to claim 7, characterized in that: The control unit maintains the magnetic field rotation speed of the second motor at a negative value and executes the first control when the rotation speed of the input shaft becomes or exceeds a predetermined second threshold value that is larger than the first threshold value. .