JP2002218604A - Vehicle drive system - Google Patents

Abstract

(57) [Summary] (Modifications) [Problem] To provide a drive device for a four-wheel drive vehicle, which comprises a four-wheel drive vehicle using an electric motor without using expensive components such as an inverter. I do. An inverter is omitted by directly supplying an AC output of a generator 1 to a motor 2 without rectifying the output. Further, the output voltage of the generator 1 is made variable by adjusting the field current, and the induction motor 2 is used as the electric motor, and the torque speed can be changed by the input voltage, so that the same operation as the inverter is performed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving device for a vehicle, and more particularly to a driving device for a four-wheel (and more) driving vehicle using an electric motor.

[0002]

2. Description of the Related Art As shown in Japanese Unexamined Patent Application Publication No. Hei 11-332019, a conventional driving device connects a motor and a motor to two different shafts of an automobile, respectively.
A method for performing four-wheel drive is disclosed.

[0003]

In the above prior art, as shown in FIG. 3 of Japanese Patent Application Laid-Open No. 11-332019, an inverter for controlling power generation and an inverter for driving an electric motor are provided. is necessary.

An object of the present invention is to provide a drive device for a vehicle constituting a four-wheel drive vehicle using an electric motor without using expensive components such as an inverter.

[0005]

The above object can be achieved by directly supplying an AC output to a motor without rectifying the output of the generator.

Further, the output voltage of the generator can be varied by adjusting the field current, and the induction motor can be used as the motor, and the torque and speed can be varied by the input voltage, thereby performing the same operation as the inverter. it can.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described with reference to FIG. FIG. 1 is a circuit diagram showing a part of an electric system of an automobile. 1 is a generator, which is a three-phase armature winding 1.
1, a field winding 12, which supplies a magnetic flux to the armature winding 11,
It comprises a current detector 13.

Reference numeral 2 denotes an induction motor, which comprises an armature winding 21 for inputting three-phase alternating current from the armature winding 11 of the generator 1 and a rotation detector 23. The rotation detector 23 outputs a pulse according to the rotation of the electric motor 2.

Reference numeral 3 denotes a field current control device having a power MO
S30, a flywheel diode 31, an H-bridge circuit 32, and a control circuit 33.

Reference numeral 4 denotes a battery, reference numeral 6 denotes an accelerator device comprising an accelerator pedal 60 and a variable resistor 61 whose resistance varies according to the accelerator opening, and reference numeral 7 denotes a valve 70 and a DC motor 71, This is a throttle actuator for controlling the fuel supply flow rate.

FIG. 2 is a bird's-eye view of the automobile, and shows the mechanical positional relationship of the components of FIG. The underlined numbers in FIG.
1 represents the same parts as in FIG. Reference numeral 9 in FIG. 2 denotes a prime mover, and the front wheels 51 are driven by the power of the prime mover 9. Further, the rotational force of the prime mover 9 is
1, transmitted to the generator 1 via the pulley 103. The induction motor 2 drives the rear wheels 52 via the differential gear 201. Between the generator 1 and the induction motor 2,
They are connected by three wires.

FIG. 3 is a sectional structural view of the generator 1 shown in FIG. The underlined numbers in FIG. 3 represent the same parts as those in FIG. 11a is a stator for supplying a magnetic flux to the armature winding 11, and 12a and 12b are rotors for exciting the field winding 12.

FIG. 4 is a sectional structural view of the induction motor 2.
The underlined numbers in FIG. 4 represent the same parts as those in FIG.
21a is a stator for supplying a magnetic flux to the armature winding 21;
The rotor is made of a cage-shaped conductor.

The operation of the circuit shown in FIG. 1 in the above configuration will be described. First, the power MOS 30 of FIG. 1 controls a current flowing from the battery 4 through the field winding 12. The current flowing through the field winding 12 increases in proportion to the conduction rate (duty cycle) of the power MOS 30.

The field current If is represented by the following equation: If = VB / Rf · D (1) Here, VB is the voltage (V) of the battery 4 Rf; the resistance value (Ω) of the field winding 12 D is the conduction rate of the power MOS 30.

When the field current increases, the armature winding 11
And the voltage generated in the armature winding 11 increases. The generated voltage is roughly expressed as follows.

VA = C · Na · If · sin (ωa · t) (2) ωa = 2π (Na · Pa) / 60 (3) Na = Ne · Pr (4) where VA: power generation Power generation voltage of generator 1 (V) C; constant Na; rotation speed of generator 1 (/ min) ωa; angular speed of generator 1 (rad / sec) t; time (sec) Pa; number of poles of generator 1 Ne The rotational speed of the prime mover 9 (/ min) Pr; the pulley ratio between the prime mover 9 and the generator 1; On the other hand, the angular velocity ωm of the induction motor 2 is as follows: ωm = 2π (Nm · Pm) / 60 (5) Nm = Nr · Gr (6) where, ωm: angular velocity (rad / sec) of the induction motor 2 Nm; Rotation speed of motor 2 (/ min) Pm; number of poles of induction motor 2 Nr; rotation speed of rear wheel 52 (/ min) Gr; gear ratio of differential gear 201. Further, the relationship between the rotation speed of the prime mover 9 and the rotation speed Nf of the front wheel 51 is as follows: Ne ≧ Nf · Gf (7) Nf; the rotation speed of the front wheel 51 (/ min) Gf; Become. Equation (7) indicates that between the prime mover 9 and the axle of the front wheel 51,
If a torque converter (not shown) is present and is in a state other than the lock-up state, the torque converter is in a slipping state, indicating that the rotation speed of the prime mover 9 is high.

Equations (3), (4), (5), (6),
From (7), ωa / ωm ≧ (Nf · Gf · Pr · Pa) / (Nr · Gr · Pm) (8) Further, the driving force of the prime mover 9 for driving the front wheels and the induction motor 2 driving the rear wheels. Assuming that the driving force is larger than
The front wheels are more likely to slip and have the relationship of Nf ≧ Nr (9), and ωa / ωm ≧ (Gf · Pr · Pa) / (Gr · Pm) (10) The condition under which the induction motor 1 generates torque is that an AC input is performed at a frequency higher than the rotation frequency of the induction motor, and is obtained by substituting ωa / ωm ≧ 1 (11) into Expression (10). It is understood that it is sufficient to satisfy Gf · Pr · Pa ≧ Gr · Pm (12).

As long as the expression (12) is satisfied, the induction motor 2 generates a rotational force, and the power can be controlled by the voltage of the generator 1.

The operation of the control circuit 33 will be described with reference to the block diagram of FIG. The accelerator opening is input in block 301 of FIG. 5, and the rear wheel driving torque and the throttle opening are calculated in block 304 from the information on the motor rotation speed 302 and the rear wheel rotation speed 303. This distributes the torque required by the driver to the rear wheels within a range where the front wheels do not slip.

In block 305, the output current of the generator 1 is detected, and the required rear wheel drive torque value and the actual torque (current of the generator 1 = current of the induction motor 2 and the rotational speed of the rear wheels)
The field current of the generator is controlled from the difference. The control of the field current is performed by adjusting the conduction rate of the power MOS 30 as described above. In addition, the value of the field current is 1/10 or less compared to the value of the armature current, and without using a high power element,
It is possible to easily control the torque.

In this embodiment, the AC motor can be controlled without using a large power element such as an inverter, and a four-wheel drive vehicle can be supplied at low cost. In addition, since the AC motor is used as a rear-wheel drive actuator, wear components such as a commutator of a DC motor can be eliminated, so that the durability is high.

Another embodiment of the present invention will be described with reference to FIG. FIG. 6 corresponds to a part of the generator 1 and the field current control device 3 of FIG.
a, 30b, P-channel type power MOS 30c, 30
d, diodes 31a, 31b, 31c and 31d. In the embodiment of FIG. 1, the field winding 12 is energized only by the power MOS 30 and current flows only in one direction. However, in the circuit of FIG.
When 0b is energized, a current flows in the forward direction (the same direction as the circuit of FIG. 1), and when the power MOSs 30d and 30a are energized, a current flows in the reverse direction (the opposite direction to the circuit of FIG. 1).

When a current flows in the field winding 12 in the forward direction and when a current flows in the reverse direction, the phase of the AC voltage generated in the armature winding 11 is inverted. The direction of rotation can be changed.

If the circuit shown in FIG. 6 is adopted, the rotation of the rear wheels can be turned in the reverse direction, and the effect of four-wheel drive can be obtained even when the vehicle is going to retreat. Since the idle rotation of the front wheels can sometimes be prevented, the safety of the vehicle can be enhanced.

A third embodiment of the present invention will be described with reference to FIG. FIG. 7 shows an embodiment in which a diode bridge 33 and a diode 34 are added to the embodiment of FIG. According to the circuit of FIG. 7, the higher voltage of the DC power output of the armature winding 11 of the generator 1 and the battery 4 is applied to the field winding 12. In this circuit, when the generated voltage increases, the voltage applied to the field winding 12 also increases, and the generated voltage further increases, so that higher power can be extracted. As a result, the torque transmitted to the rear wheels can be increased, so that safety is further improved.

FIG. 8 is a detailed system configuration diagram showing the overall configuration of a four-wheel drive vehicle to which the present invention is applied.

The four-wheel drive vehicle 1010 has an engine 100
9 and an AC motor 1002. Engine 10
09 is driven by the transmission 1022 and the first
Through the axles 1024A and 1024B of the front wheel 1051
A, 1051B and transmitted to the front wheels 1051A, 1051
Drive B. The driving force of AC motor 1002 is applied to rear wheel 1052 via clutch 1032, differential gear 1201 and second axles 1034A and 1034B.
A, 1052B and the rear wheels 1052A, 1052
Drive B. When the differential gear 1201 and the clutch 1032 are connected, the rotational force of the AC motor 1002 is reduced by the clutch 1032 and the differential gear 1202.
1 to the rear wheel axles 1034A and 1034B,
The rear wheels 1052A and 1052B are driven. Clutch 10
32 comes off, the AC motor 1002 turns the rear wheel 1052
A, 1052B side mechanically separated from the rear wheel 1052
A and 1052B do not transmit the driving force to the road surface.
It is desirable that the outer dimensions of AC motor 1002 be equal to or less than the outer diameter of differential gear 1201. The differential gear 1201 has a speed reduction mechanism integrally assembled.

In the above description, the front wheels 1051A,
1051B is driven by an engine 1009, and rear wheels 1052B are driven.
A and 1052B are described as a four-wheel drive vehicle driven by an AC motor 1002. However, the front wheels may be driven by an AC motor and the rear wheels may be driven by an engine. The invention is also applicable to towing vehicles such as vehicles having six or more wheels and trailers.

In the engine room, an auxiliary generator (ALT1) 1040 and an auxiliary battery 1042 for performing a normal charging and power generation system are arranged, and the output of the auxiliary generator 1040, which is belt-driven by the engine 1009, is output. It is stored in the auxiliary battery 1042. In addition, a driving high-power generator (ALT2) 1001 that is driven by a belt by the engine 1009 is disposed near the accessory generator 1040. High-power generator for driving (ALT2) 100
1 is a two-wire wiring path PL with the high-power generator 1001.
Connected by High power generator 1001 for driving
Drives the AC motor 1002. The auxiliary generator 1040 is a general generator of, for example, about 12 V and 2 kW, and the driving high-output generator 1001 is
This is a generator that can provide higher output than the auxiliary generator 1040, and is, for example, a generator of about 36 V and 6 kW.

The output of engine 1009 is controlled by an electronically controlled throttle 152 driven by a command from engine control unit (ECU) 150.
The electronic control throttle 152 includes an accelerator opening sensor 1
54 is provided to detect the accelerator opening. When an accelerator pedal and a throttle of a mechanical link are used instead of the electronic control throttle, an accelerator opening sensor can be provided on the accelerator pedal. Further, ECU 150 controls transmission 1022. The transmission 1022 is an automatic transmission and includes a select lever 1023.
Is automatically controlled to achieve the selected gear ratio. The position of the select lever 1023 is detected by a gear position detection sensor 125. The transmission 1022 may be a transmission using a manual transmission.

The brakes 1028A, 1028B, 1038A, and 1038B provided on the front wheels 1051A and 1051B and the rear wheels 1052A and 1052B have anti-brake (ABS) controlled by an anti-lock brake (ABS) control unit 155. )
Actuators 1029A, 1029B, 1039A,
1039B is provided. Also, the front wheels 1051A,
A rotation sensor 156 that detects a rotation speed and a rotation direction is provided on each of the wheels 1051B and the rear wheels 1052A and 1052B.
A, 156B, 158A and 158B are provided.
The ABS control unit 155 includes the rotation sensor 15
6A, 156B, 158A, 158B, etc., the friction coefficient μ of the road surface is calculated, and the braking force corresponding to the value of the friction coefficient μ is applied to the brakes 1028A, 1028B, 10B.
Actuator 10 as given to 38A, 1038B
29A, 1029B, 1039A, and 1039B are operated. Note that the rotation sensors 156A, 156B, 158
A and 158B are provided for each wheel, but may be arranged on one or both of the front wheel shaft and the rear wheel shaft.

Drive generator output voltage control circuit (GCU)
160 is the rotation sensor 156A, 156B, 158A,
Wheels 1051A, 1051 detected by 158B
The vehicle speed is calculated based on the rotation speeds of B, 1052A, and 1052B, and the high-power driving generator 1001 and the AC motor 1002 are controlled based on the calculated vehicle speed. GCU 160 controls a field current supplied to a field winding of AC motor 1002.

The accessory battery 1042 is a 12V battery, and constitutes a normal charge / discharge system between the accessory generator 1040 and various electric loads for the 12V power supply.

The power line of the clutch 1032 is
By being connected to the auxiliary battery 1042 and controlling the on / off of the clutch 1032, the four-wheel drive function is not required without depending on the power generated by the driving high-power generator 1001 whose generated power constantly changes. At times, the mechanical connection between rear wheels 1052A and 1052B and AC motor 1002 can be forcibly disconnected. The clutch 10
Since the AC motor 1002 is not used in a state where the power supply 32 is disconnected, the driving high-power generator 1001 can be switched by a switch and used as a power source for a charging device and other auxiliary machines.

When the motor 1002 is running at high speed or downhill,
Is used as a power generator, and a facility for charging or consuming power generated by the electric motor 1002 is provided in the vehicle, so that a braking force such as regenerative braking and power generation braking can be obtained.

Next, referring to FIGS. 9 and 10, two generators 1040, 1 used in the vehicle drive device according to the present embodiment will be described.
The mounting state of 001 will be described.

FIGS. 9 and 10 are explanatory views of the mounting state of two generators used in the vehicle drive device according to one embodiment of the present invention. FIG. 9 is a side view and FIG. 10 is a front view. is there.

FIG. 9 shows an electric power steering system in which a power steering system used for improving the steerability of wheels is equipped with an electric motor that rotates a drive shaft of the power steering with an electric motor without using hydraulic pressure. The mounting state of the engine room ER of the vehicle as viewed from the side of the vehicle is shown. First generator 1040
Is connected and driven by an engine 1009 and a belt 1101 and is located at a position higher than the second generator 1001.
The generator 1001 is located at a lower position by using the vicinity where a hydraulic system device such as a hydraulic pump is conventionally installed. Since the second generator 1001 is located at a lower position in the vicinity of the first generator 1040, the belt drive is similarly facilitated, and the engine 1009, the first generator 1040, and the second generator 1
By laying out 001 at the staggered position, the installation space in the engine room can be further reduced, and the mountability can be increased.

Next, as shown in FIG.
Generators 1040 and 1001 mounted on the belt 09
Is driven through. In the figure, two generators 1040, 10
01 is driven by one belt B, but a power transmission device such as a belt may be separate. Generator 1
040 is a cooling fan generally used widely as a vehicle generator, which is cooled by introducing outside air, and has a birdcage-shaped ventilation window. On the other hand, the generator 1001 is arranged closer to the ground with respect to the generator 1040, and the generator 1001 with respect to the generator 1040 is wet with sand, dust, However, it is located in a place where it is more susceptible to substances that impair the function of the generator, such as sodium chloride and calcium chloride, which are sprayed on the road in winter to prevent rust when entering the generator, such as sodium chloride or calcium chloride.

[0041]

As described above, according to the present invention, it is possible to supply a drive device for a vehicle constituting a four-wheel drive vehicle using an electric motor without using expensive components such as an inverter.

[Brief description of the drawings]

FIG. 1 is a circuit diagram showing a part of an electric system of an automobile according to an embodiment of the present invention.

FIG. 2 is a drawing showing a mechanical positional relationship of the components of FIG. 1;

FIG. 3 is a sectional structural view of the generator 1 of FIG.

FIG. 4 is a sectional structural view of the induction motor 2 of FIG.

FIG. 5 is a block diagram illustrating an operation of a control circuit 33 of FIG. 1;

FIG. 6 is a circuit diagram showing a part of an electric system of an automobile according to another embodiment of the present invention.

FIG. 7 is a circuit diagram showing a part of an electric system of an automobile according to a third embodiment of the present invention.

FIG. 8 is a system configuration diagram showing an overall configuration of a four-wheel drive vehicle using the vehicle drive device according to one embodiment of the present invention.

FIG. 9 is an explanatory view of a mounted state of two generators using the vehicle drive device according to one embodiment of the present invention, and is a side view.

FIG. 10 is an explanatory view of a mounted state of two generators using the vehicle drive device according to one embodiment of the present invention, and is a front view.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Generator, 2 ... Induction motor, 3 ... Field current control device,
6 ... accelerator device, 7 ... throttle actuator,
9: prime mover, 11: armature winding, 12: field winding, 33
... control circuit, 51 ... front wheel, 52 ... rear wheel.

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (Reference) H02P 9/04 ZHV H02P 9/14 ZHVG 9/14 ZHV B60K 9/00 E (72) Inventor Tatsuyuki Yamamoto Hitachinaka, Ibaraki 2520 Oji Takaba Co., Ltd.Hitachi, Ltd.Automotive Equipment Group (72) Inventor Yuji Maeda Hitachi, Ibaraki Prefecture 2520 Oji Takaba Co., Ltd.Hitachi, Ltd.Automotive Equipment Group (72) Inventor Yoshinori Fukasaku Hitachinaka, Ibaraki 2520 Oaza Takaba Co., Ltd.Hitachi, Ltd.Automotive Equipment Group (72) Inventor Toshiyuki Innan Hitachinaka, Ibaraki Prefecture 2520 Oji Takaba Co., Ltd.Hitachi, Ltd.Automotive Equipment Group (72) Inventor Keisuke Nishidate Hitachinaka, Ibaraki 2520 Oaza Takaba Co., Ltd.Hitachi, Ltd.Automotive Equipment Group (72) Inventor Susumu Susumu Tajima 2520 Oaza Takaba, Hitachinaka City, Ibaraki Pref. Over-flops in the F-term (reference) 3D043 AB01 AB18 EA03 EA05 EA42 EB03 EB07 5H115 PG04 PI24 PU09 RB21 SE02 SE03 SE05 5H575 AA17 BB03 BB06 DD05 HB01 5H590 AA04 CA07 CC01 CC24 DD13

Claims (3)

[Claims] 1. A synchronous alternator driven by a prime mover for driving a first axle of a vehicle and comprising a field winding and an armature winding for generating an electromotive force by a magnetic flux generated from the field winding. And a drive device for a vehicle having a motor driving a second axle of the vehicle, wherein the motor has an induction having the same number of armature windings as the number of armature windings of the AC generator. A motor, and a connection line connecting the armature winding of the AC generator and the armature winding of the induction motor, and a current applied to the field winding, and a voltage applied to the induction motor. A drive device for controlling the torque generated in the induction motor by varying the torque. 2. The vehicle drive device according to claim 1, wherein
A drive device for a vehicle, comprising: a polarity switching device for switching a direction of a current flowing through the field winding, wherein the induction motor rotates in both forward and reverse directions. 3. The vehicle driving apparatus according to claim 1, further comprising a rectifier for converting an AC output of an armature winding of the generator into a DC, and converting the DC output of the rectifier into the DC. A driving device for a vehicle, wherein the driving device is used as a power source for a field winding.