JPH10146019A - Driver for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform downsizing and lightening in weight by contemplating the cooling of a device, in a driver for directly transmitting a part of rotational energy to the side of running drive, without changing the whole into power when converting the driving force of an internal combustion engine into power through a generator. SOLUTION: A refrigerant taken in from an suction pipe 120 made at an engine 100 communicates to a through hole 2010 through the space between the first and second gears 2060 and 2070 and through the pipe 2035 of a housing 2030 from the duct 2025 of the housing 2020. Hereby, the refrigerant discharged by the first and second gears 2060 and 2070 flows in the duct 2035 and the through hole 2010, and robs a rotor 1210 of heat when the refrigerant passes this through hole 2010. Then, warmed refrigerant flows to a heat exchanger 2080 through an outlet pipe 2016, and the refrigerant cooled by this heat exchanger 2080 flows again from the suction duct 120 of an engine 100 to the side of the first and second gears 2060 and 2070.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle drive device, and more particularly to a hybrid vehicle drive device that drives a wheel axle with electric power converted from power generated by an internal combustion engine.

[0002]

2. Description of the Related Art Japanese Unexamined Patent Publication No. 7-15805 discloses that an internal combustion engine and an electric machine are hybridized by an electromagnetic coupling for converting the number of revolutions of power generated by the internal combustion engine and an auxiliary electric motor for controlling torque. It achieves low fuel consumption and low pollution.

[0003]

However, this system requires two independent rotating machines, and it is particularly difficult to efficiently cool (such as liquid cooling) a rotor having a rotatable magnetic field of an electromagnetic coupling drive. Therefore, it is necessary to increase the heat capacity and the like, which results in an increase in the size of the rotating machine main body. As a result, the system weight increases, and it is difficult to realize fuel saving. Further, this function should be replaced with a torque converter and a transmission of a conventional vehicle, and it is desirable to mount two rotating machines in this space, but this is practically difficult.

Accordingly, an object of the present invention is to provide a vehicle drive device capable of efficiently cooling a rotor having a rotatable magnetic field of the electromagnetic coupling drive device.

[0005]

According to the present invention, in order to achieve the above object, the first and second rotors are relatively driven to rotate by the driving force of the internal combustion engine.
The second rotor generates a mutual electromagnetic action with the first rotor by the first magnetic circuit, and generates a mutual electromagnetic action with the stator fixed to the housing by the second magnetic circuit. cause. And for the rotational force of the internal combustion engine,
A drive output and a load output are controlled by controlling the drive torque and the number of revolutions generated by these mutual electromagnetic actions so that the first rotary electric machine makes the rotational speed correspond to the required value on the load side by the second rotary electric machine. .

Further, the first rotor, the second rotor,
By supplying the refrigerant to the rotor or the stator, the heat capacity or the like is increased, and the physical size of the entire drive device can be suppressed. According to the second aspect, the shaft that rotatably supports the first rotor receives the rotational force directly from the internal combustion engine, and transmits the refrigerant to the refrigerant passage formed in the shaft along the axial direction. By supplying, the first rotor can be cooled.

According to the third to fifth aspects of the present invention, the first or second rotor is used as the driving force source of the pump, so that the pump output corresponding to the rotation of the rotor is provided. It is possible to perform cooling according to the work amount of the drive device. According to the sixth aspect, the heated refrigerant can be reliably cooled by the heat exchanger.

[0008]

FIG. 1 shows an embodiment of the present invention. 1
Reference numeral 00 denotes an engine such as an internal combustion engine, and 1000 receives an output of the engine 100 as an input, and appropriately adjusts a driving torque and a rotation speed so as to correspond to a load output (driving driving output) including driving wheels for a vehicle. A rotation speed control unit 12 that controls the rotation speed between an input and an output, which is formed by a pair of coils and a field pole, and is a drive device that functions as a torque-rotation speed converter that controls and outputs the load to a load output.
Torque adjusting unit 140 for adjusting the torque between 00 and input / output
0. This torque-speed converter is hereinafter referred to as TS converter 1000 for short.

An inverter 200 controls the energization of the rotation speed adjusting unit 1200 of the TS converter 1000.
In the present embodiment, since the rotation speed adjusting unit 1200 is configured by a three-phase rotating machine,
By the switching operation, the three-phase AC current is controlled to be supplied to the rotation speed adjusting unit 1200. 400 is a torque adjusting unit 1400 of the TS converter 1000
Is an inverter that controls the energization of the motor.
As in the case of 00, energization control of three-phase alternating current is performed.

Reference numeral 500 denotes an ECU for controlling the inverters 200 and 400 based on a rotation sensor provided in the TS converter 1000 and other internal and external information. Reference numeral 600 denotes a DC battery used in a general vehicle or the like. Reference numeral 700 denotes a driving wheel constituted by a vehicle tire or the like as a load output. Further engine 100
A joint portion and a speed reducer (including a speed increaser) which are widely used in a general internal combustion engine drive type vehicle and the like are arranged between the power supply and the TS converter 1000, but are not shown in the present embodiment. Similarly, a speed reducer 800, a differential gear 900 and the like are provided between the −S converter 1000 and the drive wheels 700.

Next, the detailed structure of the TS converter 1000 will be described. An output shaft 110 that transmits and outputs the rotational driving force of the engine 100 includes a joint (not shown),
TS converter 1000 via reduction gear (speed increaser)
Is connected to a shaft-shaped input shaft 1213 located substantially at the center of the
213 directly. In this embodiment, the output shaft 1
The input shaft 1013 and the input shaft 1213 are linearly arranged on the same axis, but are arranged at an angle in the axial direction of the output shaft 110 and the input shaft 1213 via a joint or the like as appropriate in accordance with the mounting space of the vehicle. It is also possible.

The TS converter 1000 is a first rotor which is a first rotor provided integrally with the input shaft 1213 inside.
A rotor 1210 and a second rotor 13 as a second rotor
10 and a stator 1410 corresponding to a stator are provided. The stator 1410 is a winding 1 for generating a rotating magnetic field.
411 and a stator core 1412.

The input shaft 1213 has a plurality of outer peripheral portions having different diameters, and includes a first rotor 1210, a bearing,
A slip ring for supplying power, a rotation sensor, and the like are arranged. The first rotor 1210 includes a winding 1211 for forming a rotating magnetic field and a rotor core 1212, and the winding 1211 includes a brush holder 1610, a brush 16
20, slip ring 1630 and shaft 1213
Power is supplied via a lead portion provided inside via an insulating portion 1650 such as a mold.

On the outer periphery of the first rotor 1210, a cylindrical second rotor 1310 is disposed rotatably on the same axis so as to be rotatable relative to the first rotor 1210 so as to face the first rotor. I have. The second rotor 1310 has a magnet field 122 composed of a hollow rotor yoke 1311 and magnets arranged at equal intervals on its inner peripheral side to form N and S poles.
0, the rotor core 1212 and the winding 12
11, the rotation speed adjustment unit 1200 is configured.

The second rotor 1310 is also provided with a magnet field 1420 composed of magnets arranged at equal intervals on the outer peripheral side of the hollow rotor yoke 1311 to form N and S poles. Together with the stator core 1412 and the winding 1411, a torque adjusting unit 1400 is configured. Here, rotor 1
The magnets provided inside or outside the magnet 311 each have a space inside the rotor yoke 1311 and are inserted and fixed therein.

Rotor yoke 131 of second rotor 1310
Reference numeral 1 denotes an outer frame 1710, 1 via rotor frames 1331, 1332 and bearings 1510, 1511.
720 is provided rotatably. The first rotor 1210 includes a shaft 1213 and a bearing 151.
Rotor frame 13 of the second rotor via 2 and 1513
31 and 1332 are provided rotatably.

Rotor frame 13 of second rotor 1310
A gear 840 is attached to the end of the
, And transmits the output of the engine and the TS converter 1000 to the driving wheels 700 of the vehicle via the connection gear 845 of the reduction unit 800 and the differential gear unit 900. . 1
Reference numerals 911 and 1912 denote rotation detection sensors which detect the rotation positions of the first rotor 1210 and the second rotor 1310, respectively. 1920 is a cover of the brush holder 1610.
Case.

Next, the first rotor 1210 and the second rotor 1
FIG. 3 shows a sectional structure of the stator 310 and the stator 1410.
It will be described based on. FIG. 3 shows a cross section of the magnetic circuit. However, since the internal structure is axially symmetric, only the quarter cross section will be described. First, the first rotor 1210
The rotor core 1212 is press-fitted into the input shaft 1213 and a plurality of rotor teeth 1214 having a T-shaped cross section are provided at predetermined intervals on the outer peripheral side thereof. Numerals 1214 are fitted and fixed in mounting grooves on the outer periphery of the rotor core 1212 by dovetails 1214a formed at the bases. And each Rotati
The three-phase field winding 1211 is wound around the switch 1214.

A cylindrical rotor yoke 1311 is rotatably provided on the outer periphery of the rotor tooth 1214 via an air gap g1. A plurality of magnets are provided at equal intervals in the circumferential direction inside the inner surface of the rotor yoke 1311. 1220 is provided.
These magnets 1220 have N, S
It is arranged to be a pole. Openings 1311a for preventing leakage of magnetic flux are formed at both ends of each magnet 1220, respectively. Also, the space between each magnet 1220
Bolt holes 1311b are provided at a plurality of positions in the circumferential direction so as to penetrate the rotor yoke 1311. The frame 133 supports the rotor yoke 1311 on both sides.
Bolts 1333 for connecting 1, 1332 (FIG. 1)
Are inserted into the bolt holes 1311b.

The field pole 1220 and the rotor core 121
2. One magnetic circuit is formed by forming a magnetic flux between the rotor 1214 and the winding 1211;
By appropriately controlling the current flowing through the winding 1211 by the inverter 200, a rotation speed adjustment unit 1200 that adjusts the rotation speed of the load output is configured. Further, a plurality of magnets 1420 are arranged at equal intervals in the circumferential direction inside the outer peripheral surface side of the rotor yoke 1311, and openings 1311 a for preventing leakage of magnetic flux are provided at both ends of the magnet 1420. It is formed as in the case. Magnet 1420
Are the same as those of the magnet 1220.

The outer diameter of the second rotor 1310 is d2,
Further, a stator 1410 is provided on an outer peripheral portion thereof with a predetermined air gap g2 interposed therebetween. A plurality of slots 1412a for winding the windings 1411 are formed on the inner peripheral surface side of the stator core 1412 of the stator 1410, and a magnetic flux is formed between the plurality of slots 1412a and the field poles 1420 of the second rotor. Is formed. The torque flowing toward the load output can be adjusted by appropriately controlling the current flowing through the winding 1411 by the inverter 400. The torque adjusting unit 1400 is configured by this magnetic circuit.

In the above configuration, the output of the engine 100 is transmitted directly to the vehicle output side via electromagnetic force.
A mechanism for assisting the motor output will be described. Now, when the rotation speed of the output of the engine 100 is 2n [rpm] and the torque is t [Nm], this is output to the vehicle output (rotation speed n [r
pm] and torque 2t [Nm]).

In this rotation speed adjusting unit 1200, an input (first
The torque has a relation of action and reaction between the rotor rotation energy) and the output (second rotor rotation energy), and when the torque is the same torque t [Nm], the rotation speed 2n [rpm] of the engine 100 is changed to the vehicle output rotation speed n [ rpm]. First, in order to obtain the output of the torque t [Nm] and the rotation speed n [rpm] from the second rotor 1310, a braking state in which the rotation direction and the acting torque direction are opposite is performed, and the rotation speed of the second rotor 1310 is changed. The position of the magnet 1220 on the adjustment unit side is detected based on the relative angle between the rotation sensors 1911 and 1912, and the position of energization to the winding 1211 of the first rotor 1210 is appropriately calculated and controlled, whereby the braking state is controlled. A power generation output is obtained from the rotor and sent to the torque adjustment unit 1400 via the battery 600. Power is supplied to the winding 1211 of the first rotor 1210 from the inverter 200 to the power supply 16.
00, a brush 1620, a slip ring 1630, a lead 1660, and a terminal block 167 of a brush holder 1610.
0, and the energization timing is calculated based on the relative angles of the rotation sensors 1911 and 1912 of the first and second rotors. As a result, the output of the torque t [Nm] and the rotation speed n [rpm] is obtained to the second rotor 1310 side, and the energy nt is obtained as the power generation output. As described above, the rotation speed adjusting unit 1200 determines the output torque t of the engine 100.
[Nm] is transmitted to the drive wheels 700 on the output side of the vehicle as it is, and the difference between the rotational speeds of the engine 100 and the output side is used as the power generation output. Conversely, when the rotation speed of the engine 100 is smaller than the output rotation speed, the battery 60
It receives power supply from 0 and performs the function as a motor.

Next, the engine 10 is supplied from the first rotor 1210.
In the second rotor 1310 to which the output torque t [Nm] of 0 has been transmitted via the electromagnetic force, in order to set the vehicle output to 2 nt (torque 2 t, rotation speed n), the amount of the insufficient torque and the necessary torque are required. It is necessary to compensate for a large output nt. In this case, the operation of the torque adjusting section 1400 is the same as that of a normal motor, and the second rotor 1310
The position of the magnet 1420 on the side of the torque adjustment unit 1400 is detected by the rotation sensor 1912, and power is supplied while calculating the energization timing. Conversely, when the engine 100 side torque becomes equal to or more than the output side torque, the torque adjusting unit 1400 operates in the power generation mode, and has a function of transmitting excess energy to the battery 600.

As described above, the input (torque t, rotation speed 2n) from the engine 100 is first converted to the rotation speed adjustment unit 1200.
As a result, the torque t of the engine 100 is transmitted to the second rotor 1310 as it is, and the rotation speed 2n of the engine 100 is adjusted to a desired output rotation speed n. After the conversion, the torque adjustment unit 14
Send to 00. The torque adjuster 1400 receives the output of the rotational speed adjuster 1200 or the battery 600 and corrects the shortage or excess of the torque t with respect to the vehicle output torque. At this time, if insufficient, 1400 functions as an electric motor, and if excessive, functions as a generator.

The engine speed adjusting unit 1200 also controls the engine 10
Depending on the setting of the input of 0, it is necessary to function as a motor. Conversely, when the system is used for braking a vehicle, the engine 100 is used as a compressor (or a brake by the engine 100) and the rotation speed adjusting unit 12 is used.
00, the rotational speed adjusting unit 1200 absorbs a part of the braking energy of the vehicle braking energy.
The braking energy that 0 bears can be reduced, and the capacity required for braking can be reduced.

With the above configuration, the rotational energy of the engine 100 is directly transmitted to the traveling drive side partially through electromagnetic force, so that the capacity of the power system and the rotating machine can be reduced. Since the two rotating machines are combined and arranged inside and outside, the size can be greatly reduced.
In addition, since the step of partially converting rotational energy into electric power and converting the electric power into rotational energy can be omitted, the efficiency can be expected to increase accordingly.

Input shaft 121 of TS converter 1000
3 is provided with a through-hole 2010 for injecting a refrigerant into the input shaft 12.
A stopper 2015 is press-fitted into one end of 13 so that the refrigerant does not leak. Also, a part of the stopper 2015 may be used for the outlet pipe 20.
16 are protruding. At the other end of the input shaft 1213 and on the inner periphery of an intermediate frame 2005 provided between the engine 100 and the outer frame 1710, housings 2020,
030 is provided, and a first gear 2060 is provided in the space between the housings so as to be sandwiched between the oil seals 2040 and 2050. This gear 2060
The first gear 206 is fixed to the outer periphery of the input shaft 1213 of the S-converter 1000 and rotates with the input shaft 1213.
0 rotates. A second gear 2070 meshing with the first gear 2060 is rotatably provided between the two housings 2020 and 2030 to constitute a two-rotor gear pump 2000 arranged as shown in FIG.

Then, the refrigerant introduced from the intake pipe 120 formed in the engine 100 is supplied to the housing 2020.
Of the first and second gears 2060, 20
It communicates with the through hole 2010 through the conduit 2035 of the housing 2030 through the space between the housings 70. Reference numeral 2080 denotes a heat exchanger which cools the refrigerant heated from the input shaft 1213 of the TS converter 1000.

This pump has a TS converter 1000
When rotates at a constant rotation, it rotates in a fixed direction.
Therefore, a constant amount of refrigerant can be supplied, and the refrigerant does not flow back into the pump. Further, when the rotation speed of the engine 100 changes according to the load, the rotation speed of the gear also changes according to the increase or decrease of the load, so that the refrigerant amount can be mechanically adjusted. As a result, the refrigerant protruded by the first and second gears 2060 and 2070 flows through the pipeline 2035 and the through-hole 2010, and when the refrigerant passes through the through-hole 2010, removes the heat of the rotor 1210 and cools. I do. Thereafter, the warmed refrigerant is supplied to the heat exchanger 2080 through the outlet pipe 2016.
The refrigerant cooled by the heat exchanger 2080 flows from the suction pipe 120 of the engine 100 to the first and second gears 2060 and 2070 again.

With this configuration, the TS converter 1000
Since there is no need to dispose a pump outside the vehicle, the number of components can be reduced, and the space at the time of mounting on a vehicle can be reduced by using the space of the connecting portion between the engine 100 and the TS converter 1000. . 4 and 5 show a second embodiment of the present invention. In the second embodiment, the housing 2110, 2120 is provided on the input shaft 1213 of the TS converter 1000, and the pump rotor 2150 is provided so as to be sandwiched by the oil seals 2130, 2140 inside the housing.
0. In this configuration, the TS converter 1
When the input shaft 1213 rotates, the vane 2160 incorporated in the pump rotor 2150 rotates by being pressed against the inner wall of the cam ring 2170 by centrifugal force due to the rotation of the input shaft 1213, and the suction pipe 120 formed in the engine 100 and The refrigerant introduced from the pipe 2115 of the housing 2110 is supplied to the pipe 212 of the housing 2120.
5 through the through-hole 2010. This allows
As in the first embodiment described above, when the refrigerant passes through the through-hole 2010, the heat of the rotor 1210 is taken away, and after cooling, the heated refrigerant flows from the outlet pipe 2016 through the heat exchanger 2080 through the heat exchanger 2080. Will be cooled and circulated.

Next, FIG. 6 shows a third embodiment of the present invention.
In the third embodiment, a gear 2205 that meshes with a gear 840 provided at the end of the rotor frame 1332 of the second rotor 1310 is provided on the inner periphery of the intermediate frame 2005. One end of a support pin 2210 that rotatably supports the gear 2205 is attached to the intermediate frame 2005 by the bearing 2.
It is rotatably supported via 280. Further, a housing 222 housed in the inner periphery of the intermediate frame 2005
0, 2230 and an oil seal 22 therein.
The vane pump 2200 is configured by providing the pump rotor 2250 so as to be sandwiched by 40. In this configuration, when the rotor frame 1332 of the second rotor 1310 rotates, the vane 2260 incorporated in the pump rotor 2250 fixed to the support pin 2210 rotates while being pressed against the inner wall of the cam ring 2270 by centrifugal force. , Intake line 1 formed in engine 100
20 and the refrigerant introduced from the first line 2225 of the housing 2220 are removed by the second line 22 of the housing 2220.
26 and protrudes into the through hole 2010. Thereby, similarly to the above-described embodiment, when the cooling is performed by removing the heat of the rotor 1210 when the refrigerant passes through the through hole 2010,
The heated refrigerant is supplied from the outlet pipe 2016 to the heat exchanger 20.
It will be cooled and circulated through 80.

In the fourth embodiment shown in FIG. 7, the gear pump of the first embodiment and the vane pump of the third embodiment are combined, and the suction line 120 is connected to the vane pump 2200 (the first line of the housing 2220). 22
25) and the gear pump 2000 side (the pipe 2025 side of the housing 2020).
The second embodiment is basically the same as the second embodiment except that the second suction pipe 122 is connected to the second suction pipe 122, and the description is omitted. With the above-described configuration, by driving one of the two pumps having a higher rotation speed, a pump having a high cooling effect can be used while being appropriately switched according to the state of the load.

In the fifth embodiment shown in FIG.
A pump 2310 for circulating a refrigerant outside converter 1000 is provided. The suction side of the pump 2310 is connected to the outlet pipe 2016 at the end of the through hole 2010, and the protruding side of the pump 2310 is connected to the through hole 2010.
Are connected to an inlet pipe 2300 connected to the inlet pipe 2300. Also, housings 2330, 2340 are provided on the input shaft 1213.
Is provided, and a seal between the through hole 2010 and the inlet pipe 2300 is secured by interposing the oil seals 2250 and 2260 therein. In this one, Engine 1
The inlet pipe 2300 can be provided by utilizing the space at the connection between the 00 and the TS converter 1000.

[Brief description of the drawings]

FIG. 1 is a longitudinal sectional view of an entire configuration and a main part according to a first embodiment of the present invention.

FIG. 2 is a schematic view showing a pump in the first embodiment.

FIG. 3 is a cross-sectional view of a main part of the driving device according to the first embodiment.

FIG. 4 is a longitudinal sectional view showing a main part of a state in which a pump according to a second embodiment of the present invention is mounted.

FIG. 5 is a schematic view showing a pump according to a second embodiment.

FIG. 6 is a longitudinal sectional view showing a main part of a state where a pump according to a third embodiment of the present invention is mounted.

FIG. 7 is a longitudinal sectional view showing a main part in a state where a pump according to a fourth embodiment of the present invention is mounted.

FIG. 8 is a longitudinal sectional view of the overall configuration and main parts according to a fifth embodiment of the present invention.

[Explanation of symbols]

 Reference Signs List 100 engine (E / G) 200, 400 inverter 500 ECU 600 battery 1000 torque-rotation speed converter 1200 rotation speed adjustment unit 1210 first rotor 1211 winding 1213 input shaft 1310 second rotor 1400 torque adjustment unit 1410 stator 1710 housing 2010 penetration Hole 2000 Gear pump 2100 Vane pump 2200 Vane pump

Claims (6)

[Claims] 1. A drive device that receives an output of an internal combustion engine as an input and controls output of a predetermined drive torque and rotation speed with respect to a load output to be connected, wherein the drive device is housed in the housing, A first rotor and a second rotor that can rotate relative to each other to transmit torque from an internal combustion engine to a load output; and a stator fixed to the housing, wherein the second rotor is provided inside the stator. The first rotor is disposed concentrically inside the second rotor, the first rotor has a first coil, the stator has a second coil, The second rotor has a first magnetic field for performing mutual electromagnetic action with the first coil via the first rotor and a first air gap, and the first air Forming the first rotating electric machine together with the gap, The second rotor, first performs mutual electromagnetic action with said second coil through an air gap of the stator and the second 2
And a second rotary electric machine configured with the second air gap and supplying a refrigerant for cooling the first rotor, the second rotor, or the stator. A vehicle drive device comprising: 2. A shaft for rotatably supporting the first rotor, which receives a rotational force directly from the internal combustion engine and forms a refrigerant passage formed in the shaft along the axial direction. The vehicle drive device according to claim 1, wherein the refrigerant is supplied to a passage. 3. The vehicle drive device according to claim 1, wherein the pump is driven by a shaft of the first rotor. 4. The pump according to claim 1, wherein the pump is driven by rotation of the second rotor.
4. The vehicle drive device according to claim 1. 5. The pump according to claim 1, wherein the pump includes a first pump driven by rotation of the first rotor, and a second pump driven by rotation of the second rotor. The vehicle drive device according to claim 1 or 2, wherein 6. A heat exchanger for supplying a refrigerant from an inlet side to an outlet side of a refrigerant passage of the shaft and for cooling the refrigerant in a passage returning the refrigerant from the outlet side to the inlet side. The vehicle drive device according to any one of claims 1 to 5, further comprising: