JP2006311784A - Vehicle power transmission mechanism for electric vehicles - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle power transmission mechanism for electric vehicles wherein even when other power sources are inoperative, power can be transmitted to driving wheels to drive the vehicle. <P>SOLUTION: The vehicle power transmission mechanism includes a first power source 1 and a second power source 2 as multiple power sources; and a planet gear mechanism (power transfer mechanism) 15 the multiple input shafts I1 and I2 of which are respectively inputted with driving force from the multiple power sources 1 and 2. The planet gear mechanism 15 is capable of producing outputs to multiple output shafts O1 and O2. At least either of the multiple output shafts O1 and O2 is connected to driving wheels 9, and one of the other output shafts is connected to accessories 8. The multiple power sources 1 and 2 are capable of transmitting power to the driving wheels 9 and the accessories 8 through the planet gear mechanism 15. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle power transmission mechanism for an electric vehicle.

  For example, a fuel cell vehicle is provided with various auxiliary devices for supplying fuel gas, oxidant gas, and the like to the fuel cell, and has an auxiliary device driving device for driving these auxiliary devices ( For example, see Patent Document 1).

In the accessory drive device described in Patent Document 1, a vehicle drive power source, an accessory drive source that drives an accessory system, and a planetary gear mechanism (power distribution mechanism) are combined to provide a part of the power of the vehicle drive power source. Is supplied to the carrier of the power distribution mechanism and added to the driving force of the auxiliary machine system to perform torque assist of the auxiliary machine drive source.
JP 2002-247701 A (3rd page, FIG. 1)

  However, in the accessory drive device described in Patent Document 1, the accessory can be driven from either the vehicle drive power source or the accessory power source, but the vehicle is driven only by the vehicle drive power source. When the vehicle driving power source is locked, the driving force cannot be transmitted to the driving wheels, and the vehicle cannot travel. On the other hand, when the power source for driving the vehicle is in a free state, a part of the torque of the auxiliary drive source can be transmitted to the drive wheel via the planetary gear, but there is a problem that sufficient drive force cannot be obtained. is there.

  The present invention is a vehicle power transmission mechanism for an electric vehicle comprising a plurality of power sources, drive wheels, and a power distribution mechanism having a plurality of input shafts to which power is respectively input from the plurality of power sources, The power distribution mechanism is capable of outputting to a plurality of output shafts, at least one of the plurality of output shafts is connected to the drive wheel, and the inputs of the plurality of input shafts are connected to the drive via the power distribution mechanism. The gist is to enable transmission as an output to the wheel.

  According to the vehicle power transmission mechanism for an electric vehicle of the present invention, outputs can be taken out to a plurality of output shafts through a power distribution mechanism using a plurality of power sources. Therefore, even when one of the plurality of power sources does not operate, at least one of the plurality of output shafts is connected to the drive wheels by the power distribution mechanism, so that the vehicle can travel. effective.

  Hereinafter, specific embodiments to which the present invention is applied will be described in detail with reference to the drawings. In addition, each Example demonstrated below is an example which applied the vehicle power transmission mechanism of the electric vehicle which concerns on this invention to the fuel cell vehicle. In the following embodiments, the power distribution mechanism is an example of a planetary gear mechanism, and only the components necessary for the present invention are shown, and details of the planetary gear case, bearings, and the like are omitted.

  FIG. 1 is a configuration diagram showing a main part of the fuel cell vehicle of the first embodiment. In the fuel cell vehicle of the present embodiment, a fuel cell (not shown) is mounted on the vehicle, and the electric power necessary for traveling from the fuel cell is passed through the first controller 3 and the second controller 4 respectively. It is supplied to the power source 1 and the second power source 2.

  On the other hand, a fuel cell generates power by supplying a reactive gas such as hydrogen serving as a fuel or oxygen (air) serving as an oxidizer. Auxiliary machines and the like are provided for maintenance, and these are represented by the auxiliary machine 8.

  Specifically, the auxiliary machine 8 includes, for example, a compressor that supplies air to the fuel cell, a fuel pump that recirculates unreacted fuel gas discharged from the fuel cell, a coolant pump that circulates coolant through the fuel cell, and the like. included.

  Further, the fuel cell vehicle has a battery (not shown) connected in parallel with the fuel cell, and the battery is charged with the generated power of the fuel cell according to the running state. The electric power charged in the battery is supplied to the first power source 1 and the second power source 2 through the first controller 3 and the second controller 4 as necessary. The first power source 1 and the second power source 2 are, for example, permanent magnet type synchronous motors.

  The vehicle controller 5 includes the first controller 3 and the second controller based on the state information of the power sources 1 and 2 detected and stored by the first controller 3 and the second controller 4. 4 sends a control command. The vehicle controller 5 includes, for example, a motor controller having a motor monitoring function.

  The first controller 3 and the second controller 4 are, for example, based on the control command received from the vehicle controller 5, for example, the three-phase according to the rotational speed of each motor using the supplied DC power. An inverter for converting to an alternating current is provided, and an alternating current three-phase current is output to the first power source 1 and the second power source 2.

  The vehicle controller 5 monitors the motor temperature, leakage detection, control detection, an error from the control command, and the like. In the present invention, the vehicle controller 5 particularly refers to the abnormality detection information of the motor, and refers to whether there is a history of motor lock or control failure. The determination of the motor lock state is made when the command value and the actual value are remarkably different and no rotation is detected, and the determination of uncontrollability is made when the command value and the actual value are remarkably different (for example, determination by the number of rotations).

  The control command transmitted from the vehicle controller 5 to the first controller 3 and the second controller 4 is a drive command for transmitting a torque command or a rotational speed command to each of the power sources 1 and 2.

  The vehicle controller 5 obtains the required driving force and required output of the vehicle mainly from the accelerator pedal depression information (required driving force of the vehicle) and the vehicle speed. Then, how much output the fuel cell should be operated from the required output of the vehicle based on the driving power of the auxiliary machine, energy management (whether battery charging is requested, etc.), information on warm air (fuel cell power generation information), etc. Judging. The required output of the vehicle and the power generation command of the fuel cell are built in the vehicle controller 5.

  Then, the load (how much torque or rotation should be applied to the axle and the compressor (auxiliary machine 8)) is mainly determined from these two pieces of information. In the normal case where both motors are independent, the control command may be issued separately for each motor. However, in the present invention, since the power distribution mechanism is provided, the power after passing through the power distribution mechanism is equal to the command value. Modify to be street. Here, a control map that provides optimum fuel consumption is prepared, and when there are command values of axle drive (A) and compressor drive (B), the first power source 1 is set to (C), the second The power source 2 is recreated to a command value for driving at (D).

  Based on the output command from the vehicle controller 5, the electric power generated by the fuel cell is converted into alternating current by the inverters provided in the first controller 3 and the second controller 4, respectively, and the current value is adjusted and the first value is adjusted. 1 power source 1 and second power source 2 are supplied. The first controller 3 controls the first power source 1, and the second controller 4 controls the second power source 2.

  In the fuel cell vehicle of this embodiment, the first power source 1, the second power source 2, the drive wheel 9 and the auxiliary machine 8 are mechanically coupled via a planetary gear mechanism (power distribution mechanism) 15, The power for operating the drive wheels 9 can be output from both the first power source 1 and the second power source 2, and the driving force generated by the first power source 1 and the second power source 2 is It is transmitted to the drive wheel 9 via a differential gear (not shown).

  The planetary gear mechanism 15 includes an input shaft I1 to which power is input from the first power source 1, an input shaft I2 to which power is input from the second power source 2, and a sun gear S1 fixed to the input shaft I1, The sun gear S2 fixed to the input shaft I2, the planetary pinions P1 and P3 that rotate while revolving around the sun gear S1, and the planetary pinions P2 and P4 that mesh with the sun gear S2 and the planetary pinion P1 and revolve around the sun gear S2 A ring gear R1 meshing with the planetary pinions P2 and P4, a carrier C1 that pivotally supports each of the planetary pinions P1 to P4, an output shaft O1 that extracts the output from the carrier C1, and an output shaft O2 that extracts the output from the ring gear R1.

  In addition, the output generated by the first power source 1 in this fuel cell vehicle is input to the sun gear S1 via the input shaft I1. The output generated by the second power source 2 is input to the sun gear S2 via the gear 6 and the input shaft I2.

  In the planetary pinion P2 and the planetary pinion P4, the rotation speed of the sun gear S2 and the planetary pinion P1 and the planetary pinion P3 and the rotation of the sun gear S1 through the planetary pinion P3 and the gear ratio of each gear determine the rotation speed of rotation and revolution in the ring gear R1. At the same time, the rotation speed of the ring gear R1 is also determined by the rotation speed of these planetary pinions.

  Here, the planetary pinion P1, the planetary pinion P2, the planetary pinion P3 and the planetary pinion P4 are finally connected to the drive wheel 9 via the carrier C1 and the output shaft O1, and the ring gear R1 is connected to the output shaft O2 and the gear 7 As a result, the rotation of the drive wheel 9 and the auxiliary device 8 is controlled to a desired number of rotations by controlling the rotation of the input shaft I1 and the input shaft I2 as a result. it can.

  Further, the input shaft I1 and the input shaft I2 are configured coaxially, and similarly, the output shaft O1 and the output shaft O2 are configured coaxially. The planetary pinion P2 and the planetary pinion P4 mean that two equal gears are inserted between the sun gear S2 and the ring gear R1, and the planetary pinion P1 and the planetary pinion P3 are also equal gears between the sun gear S1 and the planetary pinions P2, P4. It is the meaning to put two.

  In this case, as schematically shown in FIG. 2, the first power source 1 and the second power source 2 are controlled to appropriate rotation speeds by the first controller 3 and the second controller 4. The auxiliary machine 8 and the drive wheel 9 can be controlled to a desired rotational speed. The straight line is a line indicating the combination of the rotational speeds of the respective devices. The rotational speeds of the auxiliary machine 8 and the drive wheels 9 with respect to the rotational speeds of the first power source 1 and the second power source 2 are the gear ratios of the respective gears. Determined by.

  2 to 4 are operation state diagrams schematically showing operation states in each operation state in the first embodiment, and FIGS. 5 to 10 are control flowcharts of the first embodiment.

  The vehicle activation control process starts at the start of vehicle activation in step ST1, and the first power source at the previous key-off (when the fuel cell system is stopped) recorded by the first controller 3 in the process of step ST2. The vehicle controller 5 determines whether 1 is not locked. Similarly, in the process of step ST3, the vehicle controller 5 determines whether the second power source 2 has not been locked at the time of the previous key-off recorded by the second controller 4.

  The locked state refers to a state in which the motor cannot rotate at all due to physical defects such as dropping off of parts inside the motor and peeling of resin.

  Then, the vehicle controller 5 confirms that both the first power source 1 and the second power source 2 are not locked, and turns on the travel permission lamp in the next step ST4. After the lighting, the vehicle start-up process is completed in the process of step ST5. When this activation process is completed, the process proceeds to the next step ST6, where a process for starting the vehicle operation of the fuel cell vehicle is performed.

  A lamp indicating that the power sources 1 and 2 are in a locked state as shown in FIGS. 6 and 7 if there is a power source in a locked state at one of the previous key-offs when the vehicle is started. Allow to drive after lights up. Moreover, the state of the 1st power source 1 and the 2nd power source 2 is grasped | ascertained also at the time of vehicle driving, and when either becomes a locked state, it switches to the driving | operation only of the operating power source. At this time, since the rotational speed of the power source that is locked during operation is fixed to 0 (zero), the vehicle can travel by adjusting the rotational speed of the other controllable power source.

  When both the power sources are locked at the time of key-off at the time of starting the vehicle, or when both power sources are locked during operation, the travel impossible lamp is turned on as shown in FIGS. Turn on the light to inform the driver that driving is not possible. By turning off a vehicle key (not shown) in any state, the state of the first power source 1 is recorded in the first controller 3 and the state of the second power source 2 is recorded in the second controller 4. To finish driving the vehicle.

  FIG. 3 shows an operation state when the first power source 1 is in a locked state, and FIG. 4 shows an operation state when the second power source 2 is in a locked state.

  The process will be described in detail. When the first controller 3 has a record in which the first power source 1 is locked at the time of stop in the process of step ST2, the process proceeds to the process of step ST7 in the flowchart of FIG. Here, a lamp indicating that the first power source 1 is in the locked state is turned on. Then, in the process of the next step ST8, when the second controller 4 does not have a record that the second power source 2 is locked at the time of stop, the lamp permitting traveling is turned on in the process of step ST9. Thereafter, the vehicle start-up process is completed in the process of step ST10, and the process proceeds to the process of step ST11 in which only the second power source 2 is operated.

  In the process of step ST8, when there is a record in the second controller 4 that the second power source 2 is locked at the time of stop, the lamp that disables traveling is turned on in the process of step ST12. Then, it is determined whether or not the key is turned off in the next step ST13. If the key is turned off, the process proceeds to step ST14, and the states of the first power source 1 and the second power source 2 are recorded. This vehicle activation control process is terminated. If the key is not turned off, the process of step ST13 is repeated.

  If the second controller 4 has a record in which the second power source 2 is locked at the time of stop in the process of step ST3, the process proceeds to the process of step ST15 in the flowchart of FIG. A lamp indicating that 2 is locked is turned on. Then, after the travel permission lamp is turned on in the next step ST16, the vehicle start-up process is completed in step ST17, and the process proceeds to step ST18 where only the first power source 1 is operated.

  FIG. 8 shows a flowchart during operation, FIG. 9 shows a flowchart when operating only with the second power source, and FIG. 10 shows a flowchart when operating only with the first power source.

  In the process of starting the operation of the vehicle in step ST6, the vehicle controller 5 determines whether or not the first power source 1 is locked in the next step ST19, as shown in FIG. If it is not locked, the process proceeds to the next step ST20, and if it is locked, the process proceeds to the operation process for only the second power source 2 in step ST11.

  In the process of step ST20, the vehicle controller 5 determines whether or not the second power source 2 is locked. If it is not locked, the process proceeds to the next step ST21, and if it is locked, step ST18. The operation process of only the first power source 1 is advanced. In the process of step ST21, the vehicle controller 5 determines whether or not the key is turned off. If the key is not turned off, the first power source 1 and the first power source 1 are compared with each other based on the accelerator opening signal of the driver in the next step ST23. The power source 2 of 2 is controlled independently, and vehicle operation (normal driving | operation) is performed. If the key is off, the states of the first power source 1 and the second power source 2 in step ST22 are recorded and the process ends.

  In the operation process of only the second power source 2 in step ST11, as shown in FIG. 9, the lamp indicating that the first power source 1 is in the locked state is turned on in the process of step ST24. In the next step ST25, the vehicle controller 5 determines whether or not the second power source 2 is locked. If it is not locked, the process proceeds to the next step ST29. If it is locked, the travel impossible lamp is turned on in step ST26. After the travel impossible lamp is lit, the vehicle controller 5 determines whether or not the key is turned off in the process of the next step ST27. If the key is turned off, the process proceeds to the process of step ST28 and the first power source 1 and the second power. The state of the source 2 is recorded and the process is terminated. If the key is not turned off, the process of step ST27 is repeated.

  Further, in the process of step ST29, the vehicle controller 5 determines whether the key is not turned off. If the key is not turned off, a warning lamp for warning of insufficient driving force or low speed is turned on in the next step ST30. The vehicle is operated by controlling only the second power source 2 based on the driver's accelerator opening signal while warning that the driving force is insufficient. If the key is off, the process proceeds to step ST28.

  In the operation process of only the first power source 1 in step ST18, as shown in FIG. 10, the lamp indicating that the second power source 2 is in the locked state is turned on in the process of step ST31. Then, in the next step ST32, the vehicle controller 5 determines whether the first power source 1 is locked. If it is not locked, the process proceeds to the next step ST36. If it is locked, the travel impossible lamp is turned on in step ST33. After the non-running lamp is lit, the vehicle controller 5 determines whether or not the key is turned off in the process of the next step ST34. If the key is turned off, the process proceeds to the process of step ST35 and the first power source 1 and the second power. The state of the source 2 is recorded and the process is terminated. If the key is not turned off, the process of step ST34 is repeated.

  Further, in the process of step ST36, the vehicle controller 5 determines whether the key is not turned off. If the key is not turned off, a warning lamp for warning of insufficient driving force or low speed is turned on in the next step ST37. The vehicle is operated by controlling only the first power source 1 on the basis of the driver's accelerator opening signal while warning that the driving force is insufficient. If the key is off, the process proceeds to step ST35.

  FIG. 11 is a configuration diagram showing a main part of the fuel cell vehicle of the second embodiment. In the fuel cell vehicle of the second embodiment, in addition to the configuration of the first embodiment shown in FIG. 1, a lock mechanism 10 that locks the rotation on the output shaft O2 is provided. Other configurations are the same as those in the first embodiment, and the same components are denoted by the same reference numerals, and the description thereof is omitted.

  When the first power source 1 or the second power source 2 is in a free state in which the first power source 1 or the second power source 2 rotates freely with no load, the power source in the free state cannot be maintained at a desired rotational speed, and thus results drive It becomes difficult to control the wheel 9 and the auxiliary machine 8 to a desired rotational speed. In particular, when the vehicle starts, the drive wheels 9 have running resistance and do not rotate unless further driving force can be generated. Therefore, even if the rotation of the operating power source is increased, the rotation speed of the drive wheels 9 is fixed to 0 (zero). As a result, only the auxiliary machine 8 rotates.

  It should be noted that the free state defined here is the above-described uncontrollable state, that is, a state in which the command is stopped and no torque is applied because it cannot move according to the command value. As a result, the state that rotates according to the rotational force from the outside is defined as a free state.

  At this time, for example, if the output shaft O2 is locked by the lock mechanism 10, the rotation of the portion of the output shaft O2 can be fixed to 0 (zero) as shown in FIG. The vehicle can be driven by controlling the normal operation of the second power source 2 so that the drive wheels 9 have a desired rotational speed. At this time, the power source in the free state is rotated at a rotational speed determined according to the target rotational speed of the drive wheel 9 and the ratio of each gear, and the rotational speed of the power source operating normally. In the second embodiment, since the auxiliary machine 8 cannot be driven by fixing the output shaft O2, the supply of generated power from the fuel cell cannot be expected. Therefore, the first power source 1 or The second power source 2 is driven.

  As a modification of the second embodiment, the lock mechanism 10 shown in FIG. 11 is constituted by the housing 12 of the planetary gear mechanism (power distribution mechanism) 15 shown in FIG. 19 and the clutch 13 that fixes the ring gear R1. You can also. With this configuration, the rotation of the ring gear R1 can be fixed by connecting the clutch 13 and fixing the ring gear R1 to the housing 12, and the output shaft O2 can be locked. If comprised in this way, the brake clutch or brake band used for the conventional stepped automatic transmission can be diverted, for example.

  12 to 17 show control flowcharts in this embodiment. This control flowchart is a case where it is detected that the power sources 1 and 2 are in a free state in the start-up process and the process at the time of operation of each flowchart of FIGS. 5 to 10 described in the first embodiment. The warning lamp lighting and the operation of the lock mechanism 10 are added. As a result, the vehicle can travel even when the power source is in the locked state or in the free state.

  Here, the flowchart of the operation only with the second power source in FIG. 16 different from the first embodiment and the flowchart of the operation with only the first power source in FIG. 17 will be described.

  In the operation process of only the second power source 2, as shown in FIG. 16, the vehicle controller 5 determines whether or not the first power source 1 is in the locked state in the process of step ST71, and enters the locked state. If yes, the process proceeds to step ST72, and the lamp indicating that the first power source 1 is in the locked state is turned on. On the other hand, if the first power source 1 is not in the locked state in the process of step ST71, a warning lamp indicating that the first power source 1 is in the free state is turned on in the next process of step ST73. Thereafter, the lock mechanism 10 is turned on in the process of step ST74.

  In step ST75, the vehicle controller 5 determines whether the second power source 2 is locked. If it is not locked, the process proceeds to the next step ST76. If it is locked, the travel impossible lamp is turned on in step ST79. After the non-running lamp is lit, the vehicle controller 5 determines whether or not the key is turned off in the process of the next step ST80. If the key is turned off, the process proceeds to the process of step ST81 and the first power source 1 and the second power. The state of the source 2 is recorded and the process is terminated. If the key is not turned off, the process of step ST80 is repeated.

  In the process of step ST76, the vehicle controller 5 determines whether or not the second power source 2 is in a free state, and if it is not in a free state, the process proceeds to the next step ST77 and is in a free state. In this case, the travel impossible lamp is turned on in step ST79.

  In the process of step ST77, the vehicle controller 5 determines whether the key is not turned off. If the key is not turned off, the second step ST78 warns the warning lamp with a warning lamp and outputs the second The vehicle is operated by controlling only the power source 2. If the key is off, the process proceeds to step ST81.

  In the driving process of only the first power source 1, as shown in FIG. 17, the vehicle controller 5 determines whether or not the second power source 2 is locked in the process of step ST82, and enters the locked state. If so, a lamp indicating that the second power source 2 is in the locked state is turned on in the process of step ST83. On the other hand, when the second power source 2 is not in the locked state in the process of step ST82, a warning lamp indicating that the second power source 2 is in the free state is turned on in the next process of step ST84. Thereafter, the lock mechanism 10 is turned on in the process of step ST85.

  In step ST86, the vehicle controller 5 determines whether the first power source 1 is locked. If it is not locked, the process proceeds to the next step ST87. If it is locked, the travel impossible lamp is turned on in step ST90. After the non-running lamp is lit, the vehicle controller 5 determines whether or not the key is turned off in the next step ST91. If the key is turned off, the process proceeds to the step ST92 and the first power source 1 and the second power. The state of the source 2 is recorded and the process is terminated. If the key is not turned off, the process of step ST91 is repeated.

  In the process of step ST87, the vehicle controller 5 determines whether or not the second power source 2 is in a free state, and if it is not in a free state, the process proceeds to the next step ST88 and is in a free state. In this case, the travel impossible lamp is turned on in step ST90.

  In the process of step ST88, the vehicle controller 5 determines whether or not the key is off. If the key is not off, the first step is based on the accelerator opening signal of the driver while warning with a warning lamp in the next step ST89. The vehicle is operated by controlling only the power source 1 of the vehicle. If the key is off, the process proceeds to step ST92.

  FIG. 20 is a configuration diagram showing the main part of the fuel cell vehicle of the third embodiment. In the fuel cell vehicle of the third embodiment, in addition to the configuration of the first embodiment, a connection mechanism 11 for connecting the input shaft I1 and the input shaft I2 and rotating them at the same rotational speed is provided. Other configurations are the same as those in the first embodiment, and the same components are denoted by the same reference numerals, and the description thereof is omitted.

  In the fuel cell vehicle, when the first power source 1 or the second power source 2 is in a free state, it becomes impossible to start as described in the second embodiment, and the drive wheel 9 is set to a desired rotational speed. However, as shown in FIG. 23, if the input shaft I1 and the input shaft I2 are connected and the rotation speeds of the sun gear S1 and the sun gear S2 can be maintained at the same rotation speed, the power source that can be controlled normally is controlled. By doing so, the rotation speed of the drive wheel 9 can be controlled. At this time, the other power source that is in the free state and the auxiliary machine 9 are determined according to the target rotational speed of the drive wheel 9 and the ratio of each gear, and the rotational speed of the power source that is operating normally. It becomes the form rotated by.

  As described above, in this embodiment, the vehicle can travel even when the power source is in the locked state or in the free state. In the present embodiment, the input shaft I1 and the input shaft I2 are connected. However, if two or more systems among the four systems are connected in combination, such as connecting the output shaft O1 and the output shaft O2, the input shaft I1 and the input shaft I2 are connected. The drive wheel 9 can be rotated from a power source that operates normally. Further, since both the auxiliary machine 8 and the drive wheel 9 can be driven as compared with the second embodiment, it is possible to supply fuel gas to the fuel cell according to the situation.

  FIG. 21 and FIG. 22 are control flowcharts in this embodiment, but when it is detected that the start-up process and the process at the time of operation in the flowcharts of FIGS. 5 to 10 described in the first embodiment are in a free state. The warning lamp lighting and the operation of the coupling mechanism 11 are added. In this embodiment, since the processing described in FIGS. 12 to 15 in the second embodiment is the same, the flowcharts in FIGS. 12 to 15 are used. Here, the flowcharts in FIGS. 21 and 22 are different. Only shown.

  In the flowchart of FIG. 21, the process of turning on the locking mechanism 10 in the process of step ST74 described in the second embodiment is replaced with the process of turning on the coupling mechanism 11 (step ST93). In the flowchart of FIG. 22, the process of turning on the locking mechanism 10 in the process of step ST85 described in the second embodiment is replaced with the process of turning on the coupling mechanism 11 (step ST94).

  FIG. 24 is a configuration diagram showing the main configuration of a fuel cell vehicle provided with Example 4 of a vehicle power transmission mechanism for an electric vehicle according to the present invention. In FIG. 24, the fuel cell vehicle of the present embodiment controls the first power source 1 based on the state information of the first power source 1, the second power source 2, and the first power source 1. The state from the first controller 3, the second controller 4 that controls the second power source 2 based on the state information of the second power source 2, and the first and second controllers 3, 4. Receives information, transmits control commands to them, and receives power from the vehicle controller 5 that controls the entire vehicle, and the first and second power sources 1 and 2, respectively, and the auxiliary machine 8 and the drive wheels 9 Is provided with a planetary gear mechanism (power distribution mechanism) 16 that distributes power to each other.

  The planetary gear mechanism 16 includes an input shaft I1 to which power is input from the first power source 31, an input shaft I2 to which power is input from the second power source 32, an output shaft O1 that outputs power to the drive wheels 9, An output shaft O2 for outputting power to the auxiliary machine 8 is provided.

  A tooth groove is formed on the outer peripheral portion of the input shaft I2, and the gear 6 fixed to the output shaft of the second power source 2 is engaged with the tooth groove of the input shaft I2. Power can be transmitted to I2. In addition, a tooth groove is formed on the outer peripheral portion of the output shaft O2, and the gear 7 fixed to the input shaft of the auxiliary machine 8 meshes with the tooth groove of the output shaft O2, thereby transmitting power from the output shaft O2 to the auxiliary machine 8. Communication is possible.

  The planetary gear mechanism 16 uses a sun gear S3 fixed to the input shaft I1, a ring gear R2 fixed to the input shaft I2, and a two-stage gear that rotates while the large gear revolves between the sun gear S3 and the ring gear R2. Planetary pinions P5 and P6, carrier C2 that supports planetary pinions P5 and P6, output shaft O2 that extracts the output from carrier C2, sun gear S4 in which the small gears of planetary pinions P5 and P6 mesh, and small gears of planetary pinions P5 and P6 Are attached to a ring gear R3 and a sun gear S4 that mesh with each other, and an output shaft O1 that transmits power to the drive wheels 9 via a differential gear (not shown) is provided.

  The output of the first power source 1 controlled by the first controller 3 is input to the sun gear S3 connected to the input shaft I1. The output of the second power source 2 controlled by the second controller 4 is input to the input shaft I2 via the gear 6 and rotates the ring gear R2.

  The planetary pinion P5 and the planetary pinion P6 using the two-stage gear mesh with the ring gear R2, the ring gear R3, the sun gear S3, and the sun gear S4, respectively. Therefore, the rotation, the ring gear R2, and the ring gear R3 are rotated according to their rotational speed and gear ratio. The number of revolutions that rotate inside is determined.

  Here, the planetary pinion P5 and the planetary pinion P6 are finally connected to the drive wheels 9 via the sun gear S4 and the output shaft O1. Further, the planetary pinion P5 and the planetary pinion P6 are finally connected to the auxiliary machine 8 via the carrier C2, the output shaft O2 and the gear 7 at the same time, so that the input shaft I1 and the input shaft I2 are respectively input as a result. By controlling the power to be driven, the drive wheel 9 and the auxiliary machine 8 can be controlled to a desired rotational speed.

  The input shaft I1 and the input shaft I2 are coaxially configured, and the output shaft O1 and the output shaft O2 are also coaxially configured. The planetary pinion P5 and the planetary pinion P6 mean that two of the same shape are inserted between the sun gear S3 and the sun gear S4 and the ring gear R2 and the ring gear R3, and the number of planetary pinions is not limited to two. , 4 etc.

  In this embodiment, the planetary gear mechanism 16 has a two-stage configuration, and a clutch (or brake) 13 that stops the rotation of the ring gear R3 is provided between the second-stage ring gear R3 and the housing 12. The vehicle controller 5 detects that either the first power source 1 or the second power source 2 is in a free state through the first controller 3 or the second controller 4, and The clutch 13 inserted between the ring gear R3 and the housing 12 is connected from the controller that does not, and the rotation of the output shaft O2 finally connected to the auxiliary machine 8 and the rotation of the ring gear R3 connected to the output shaft O2 is fixed. To do. As a result, the auxiliary machine 8 and the drive wheels 9 can be driven using a power source that is not in a free state as shown in FIG. 25. In the case of a fuel cell vehicle, the auxiliary machine 8 supplies air to the fuel cell. The vehicle can be driven while the fuel cell continues to generate power.

  When one of the first power source 1 or the second power source 2 is in a locked state, the rotation of that portion is fixed, so that the other is driven to rotate to drive both the auxiliary machine 8 and the drive wheels 9. Therefore, in the case of a fuel cell vehicle, it is possible to run the vehicle while operating the auxiliary machine 8 and generating electric power as in the free state.

  FIG. 26 is a configuration diagram showing a configuration of Modification 1 of Embodiment 4 of the vehicle power transmission mechanism of the electric vehicle according to the present invention. This modification has a configuration in which a clutch 40 capable of interrupting power transmission between the gear 7 and the auxiliary machine 8 is added to the configuration of the fourth embodiment shown in FIG. The vehicle controller 5 performs control so that the clutch 40 is engaged and disengaged according to the vehicle state.

  In the fourth embodiment, when one of the first power source 1 or the second power source 2 is free-faulted, the fixed clutch 13 is connected, the rotation of the ring gear R3 is fixed, and the vehicle is moved backward. As shown in FIG. 27, the auxiliary machine 8 connected to the carrier C2 also rotates in the reverse direction. When the auxiliary machine 8 is an air compressor in a fuel cell vehicle, if it rotates in reverse, it will be in a state of sucking air from the auxiliary machine output side, which may adversely affect equipment (for example, fuel cell) on the output side of the auxiliary machine 8 is there. At this time, the clutch 40 may be disconnected by a command from the vehicle controller 5 to prevent the auxiliary machine 8 from rotating backward. Driving the power source that is not in a free state with the electric power of the power storage device is enabled by stopping the auxiliary machine 8 but driving the power source that is not in the free state with the power of the power storage device.

  FIG. 28 is a configuration diagram showing a configuration of a second modification of the fourth embodiment of the vehicle power transmission mechanism of the electric vehicle according to the present invention. In the present modification, a valve 43 is added to the output side piping 42 of the auxiliary machine (compressor) 8 in addition to the configuration of the fourth embodiment shown in FIG. The vehicle controller 5 controls to open and close the valve 43 according to the vehicle state.

  In the present modification of the fourth embodiment, when one of the first power source 1 or the second power source 2 has a free failure and the rotation of the ring gear R3 is fixed by the fixed exclusive clutch 13 to reverse the vehicle, FIG. As shown, when the auxiliary machine 8 connected to the carrier C2 is also rotating in the reverse direction, the vehicle controller 5 issues a command to open the valve 43. Thereby, outside air is taken in from the valve | bulb 43 and it can prevent that a negative pressure is applied to the apparatus in the auxiliary machine output side. If a filter or the like (not shown) is provided on the outside air side of the valve 43, foreign matter can be prevented from entering the pipe. As a result, power generation by the fuel cell becomes impossible, but the vehicle can be driven by driving a power source that is not in a free state by the electric power of the power storage device.

  FIG. 29 is a block diagram showing the main part of the fuel cell vehicle of Example 5, FIGS. 30 to 37 are control flowcharts of Example 5, and FIG. 38 is a diagram schematically showing the operating state of each device.

  Note that the control flowcharts shown in FIGS. 30 to 37 are obtained by adding a driving operation by a third power source to the processing of the flowcharts of FIGS. 12 to 17 described in the second embodiment. The operation of the control flowchart will be described only for parts different from the second embodiment.

  In the fuel cell vehicle of the present embodiment, the configuration of the planetary gear mechanism 16 used as the power distribution mechanism is different from that of the first embodiment, and in addition to the first power source 31 and the second power source 32, the third The power source 33 is provided. Further, a third controller 36 is provided for controlling the third power source 33 and monitoring the driving state thereof.

  In FIG. 29, the planetary gear mechanism 16 in this embodiment includes an input shaft I1 to which power is input from the first power source 31, an input shaft I2 to which power is input from the second power source 32, and a third power. An input shaft I3 to which power is input from the source 33, an output shaft O1 that outputs power to the drive wheels 9, and an output shaft O2 that outputs power to the auxiliary machine 8 are provided.

  The planetary gear mechanism 16 uses a sun gear S3 fixed to the input shaft I1, a ring gear R2 fixed to the input shaft I2, and a two-stage gear that rotates while the large gear revolves between the sun gear S3 and the ring gear R2. Planetary pinions P5 and P6, carrier C2 that supports planetary pinions P5 and P6, output shaft O2 that extracts the output from carrier C2, sun gear S4 in which the small gears of planetary pinions P5 and P6 mesh, and small gears of planetary pinions P5 and P6 Are attached to a ring gear R3 and a sun gear S4 that mesh with each other, and an output shaft O1 that transmits power to the drive wheels 9 via a differential gear (not shown) is provided.

  The output of the first power source 31 controlled by the first controller 34 becomes the input shaft I1 of the power distribution mechanism and is input to the sun gear S3. The output of the second power source 32 controlled by the second controller 35 is input to the input shaft I2 via the gear 38 and rotates the ring gear R2. The output of the third power source 33 controlled by the third controller 36 is input to the input shaft I3 via the gear 39 to rotate the ring gear R3.

  The planetary pinion P5 and the planetary pinion P6 using the two-stage gear mesh with the ring gear R2, the ring gear R3, the sun gear S3, and the sun gear S4, respectively. Therefore, the rotation, the ring gear R2, and the ring gear R3 are rotated according to their rotational speed and gear ratio. The number of revolutions that rotate inside is determined.

  Here, the planetary pinion P5 and the planetary pinion P6 are finally connected to the drive wheels 9 via the sun gear S4 and the output shaft O1. In addition, the planetary pinion P5 and the planetary pinion P6 are finally connected to the auxiliary machine 8 via the carrier C2, the output shaft O2, and the gear 7 at the same time, and as a result, the input shaft I1, the input shaft I2, the input shaft By controlling the power input to I3, the drive wheel 9 and the auxiliary machine 8 can be controlled to a desired rotational speed.

  The input shaft I1 and the input shaft I2 are coaxially configured, and the input shaft I3, the output shaft O1, and the output shaft O2 are also coaxially configured. The planetary pinion P5 and the planetary pinion P6 mean that two of the same shape are inserted between the sun gear S3 and the sun gear S4 and the ring gear R2 and the ring gear R3, and the number of planetary pinions is not limited to two. , 4 etc.

  In this case, as schematically shown in FIG. 38, the first power source 31, the second power source 32, the third power source 31 are controlled by the first controller 34, the second controller 35, and the third controller 36. By controlling the power source 33 to an appropriate rotational speed, the auxiliary machine 8 and the drive wheel 9 can be controlled to a desired rotational speed. The straight line is a line indicating a combination of the rotational speeds of the respective devices, but the rotational speeds of the auxiliary machine 8 and the drive wheels 9 with respect to the rotational speeds of the respective power sources are determined by the gear ratio of each gear.

  When the vehicle is started, as shown in the flowchart of FIG. 30, each power source is locked or free at the previous key-off recorded by the first controller 34, the second controller 35, and the third controller 36. After confirming that all power sources are not in the locked state or the free state, the vehicle controller 5 determines whether or not the vehicle permission has not been reached (steps ST102 to 107) (step ST108). ), The activation is completed (step ST109).

  At the time of starting the vehicle, if any one of the power sources is in the locked state or the free state at the time of key-off last time, the power sources 31, 32, and 33 are displayed as shown in FIGS. 31, 32, and 33. After the lamp indicating the locked state or the free state is turned on (steps ST111, 126, 127, 138, 139, 143), traveling is permitted.

  Further, when one power source is locked or free during operation, the warning lamp is turned on, and the vehicle is operated by adjusting the rotational speed of the other two controllable power sources ( Steps ST122, 134, 142).

  In this way, in the fuel cell vehicle of this embodiment, the remaining two power sources that function normally are controlled regardless of whether one of the power sources is in the locked state or the free state, and the difference in the rotational speed is determined. By attaching it, the drive wheel 9 can be controlled to a desired rotational speed.

  When the two power sources were locked or free at the time of key-off at the time of vehicle startup, or when the two power sources were locked or free during operation, FIG. 31 to FIG. As shown, the travel impossible lamp is turned on to inform the driver that the vehicle cannot travel. In any state, by turning off a vehicle key (not shown), the state of the first power source 1 is changed to the first controller 3, and the state of the second power source 2 is changed to the second controller 4. The state of the third power source 33 is recorded in the third controller 36 and the vehicle operation is terminated.

  FIG. 39 is a configuration diagram showing the main configuration of a fuel cell vehicle provided with Example 6 of a vehicle power transmission mechanism for an electric vehicle according to the present invention. In contrast to the vehicle power transmission mechanism of the electric vehicle according to the first embodiment shown in FIG. 1, in this embodiment, motors of equal size and equal maximum output are used as the first power source 1 and the second power source 2. . The drive control of these power sources is performed by the controller 3, and the controller 3 includes a control control unit using a common 12 V system power source and a power control circuit such as an inverter for driving the first power source 1. A high-power element unit including a drive unit 22 including a power control circuit such as an inverter that drives the unit 21 and the second power source 2 is incorporated in one unit. Since the other configuration is the same as that of the first embodiment shown in FIG. 1, the same components are assigned the same reference numerals and the description thereof is omitted.

  As a result, the controller 3 can be miniaturized rather than arranged separately. In particular, semiconductor devices that make up power control circuits such as inverters, for example, high-power devices such as IGBT devices, have a maximum output current as a parameter, and as the current increases, the size and cost increase in a staircase pattern. Considering the operating point in the vicinity of the staircase portion of the load current range of the motor motor, the effect of downsizing is particularly great.

  At the same time, since the motors that are the first power source 1 and the second power source 2 use the same shape and the same standard with the same maximum output, they can be used in common for expensive parts such as magnets. In addition to being able to reduce, the motor for driving the vehicle can be reduced in size compared to the conventional configuration, and the output can be increased by relatively increasing the size of the motor for driving the auxiliary machinery.

  When the vehicle is started, the vehicle controller 5 determines whether or not each power source was locked at the time of the previous key-off recorded by the controller 3 of FIG. 39 as the state information of the first and second power sources 1 and 2. It discriminate | determines, confirms that both the power sources 1 and 2 are not in a locked state, turns on a travel permission lamp, and completes starting.

  Here, the output generated by the first power source 1 is input to the input shaft I1 of the planetary gear mechanism 15 including the sun gear S1, the sun gear S2, the planetary pinion P1, the planetary pinion P2, the planetary pinion P3, the planetary pinion P4, and the ring gear R1. The sun gear S1 connected to the input shaft I1 is driven. Further, the output generated by the second power source 2 passes through the first power source 1 and is input to the input shaft I2, and drives the sun gear S2 connected to the input shaft I2. In the planetary pinion P2 and the planetary pinion P4, the rotation speed of the sun gear S1 and the planetary pinion P1 and the planetary pinion P1 and the rotation of the sun gear S2 via the planetary pinion P3 and the gear ratio of each gear determine the rotation speed of rotation and revolution in the ring gear R1.

  At the same time, the rotational speed of the ring gear R1 is also determined by the rotational speed of these planetary pinions. Here, the planetary pinion P1, the planetary pinion P2, the planetary pinion P3 and the planetary pinion P4 are finally connected to the drive wheel 9 via the carrier C1 and the output shaft O1, and the ring gear R1 is connected to the output shaft O2 and the gear 7 As a result, the driving wheel 9 and the auxiliary machine 8 are rotated at a desired rotational speed by controlling the power input to the input shaft I1 and the input shaft I2 as a result. Can be controlled.

  Here, it is preferable that the input shaft I1 and the input shaft I2 and the output shaft O1 and the output shaft O2 are coaxially configured in FIG. 39, but in this embodiment, the first power source 1 and the second shaft If the power source 2 of the same size and the same output is used, the arrangement position is not limited.

  The planetary pinion P1 and the planetary pinion P3 mean that two equal gears are inserted between the sun gear S1 and the ring gear R1, and the planetary pinion P2 and the planetary pinion P4 are also equal gears between the sun gear S2 and the planetary pinions P2, P4. It is the meaning to put two.

  Next, a first modification of the sixth embodiment will be described with reference to FIGS. 40 to 43. Modification 1 is characterized by having a coaxial structure in which a plurality of power sources are arranged coaxially. In this modification, the sun gear S2 of the planetary gear mechanism 15 shown in FIG. 39 is used as the input shaft I1, the sun gear S1 as the output shaft O1, the ring gear R1 as the input shaft I2, and the carrier C1 as the output shaft O2.

  As a result, as shown in FIG. 41, the shaft configuration of this modification is configured such that one set of input shaft and one output shaft are arranged on the left and right sides of the planetary gear mechanism 15, respectively. FIG. 40 shows a shaft configuration of a reference example when the first power source 1 and the second power source 2 under this shaft configuration are not averaged.

  As apparent from FIGS. 40 and 41, even with the same shaft configuration, space efficiency can be increased by unifying and sharing the shape of the motor to be used and the maximum output.

  Furthermore, comparing the configuration in which the motor for driving the vehicle, the motor for driving the auxiliary machine, and the vehicle power transmission mechanism are arranged in multiple axes and the coaxial arrangement in the present invention are arranged in a narrow space such as in the motor compartment. You can improve space efficiency.

  Considering the same occupied space as in the case of the multi-axis arrangement, since the effective motor diameter can be made relatively large in the coaxial arrangement, it is a performance index generally indicated from the relationship between the motor radius D and the motor length L. 2 * L (the length multiplied by the square of the radius) increases and the volumetric power density increases. For this reason, if the same output performance is to be obtained, the mounting volume can be reduced by downsizing the motor and arranging it coaxially.

  42 and 43 are diagrams schematically showing the operation state in each state in the sixth embodiment. As schematically shown in FIG. 42, in the shaft configuration in which the sun gear S2 is the input shaft I1, the sun gear S1 is the output shaft O1, the ring gear R1 is the input shaft I2, and the carrier C1 is the output shaft O2, the controller 3 By controlling the power source 1 and the second power source 2 to appropriate rotational speeds, the auxiliary machine 8 and the drive wheels 9 can be controlled to desired rotational speeds. The straight line is a line indicating the combination of the rotational speeds of the respective devices, but the rotational speeds of the auxiliary machine 8 and the drive wheel 9 with respect to the rotational speeds of the first power source 1 and the second power source 2 depend on the gear ratio of each gear. It is determined.

  When the vehicle is started, if there is a power source that has been locked in one of the previous key-off states, for example, if the power source 1 is in a locked state, the first power source 1 (S2 in the figure) is locked. Driving is permitted after the lamp indicating that the vehicle is in a state is lit. Moreover, the state of the 1st power source 1 and the 2nd power source 2 is grasped | ascertained also at the time of vehicle driving, and when either becomes a locked state, it switches to the driving | operation only of the operating power source. At this time, since the rotational speed of the power source that is locked during operation is fixed to 0, the vehicle can be driven by adjusting the rotational speed of the other controllable power source. FIG. 43 shows the operation state when the first power source 1 is in the locked state.

  Next, a control method of the first power source 1 and the second power source 2 in the sixth embodiment and its modification will be described with reference to the motor operation diagrams of FIGS. 44 to 47 below.

  These drawings show a motor as a power source for mainly supplying power for driving a vehicle, and a supplementary device used for a vehicle power transmission mechanism of an electric vehicle that obtains a plurality of outputs from a plurality of power sources via a planetary gear mechanism. It shows the operation of a motor as a power source for supplying power for driving the machine.

  In describing the effect of the present invention in a complicated driving scene, an example of characteristic movement in a fuel cell vehicle will be described in which driving and stopping are repeated from when the vehicle is idle during driving in a traffic jam.

  FIG. 44 is a diagram showing the motor operation in the conventional example. When the motor for driving the vehicle and the motor for driving the accessory are independently connected to the respective output shafts, the motor for driving the vehicle ( An example of the relationship between output and operation during travel of the first power source 1) and the accessory driving motor (second power source 2) is shown. Both the first power source 1 and the second power source 2 repeat an operation of small acceleration (A, C, E) and stop (B, D, F).

  FIG. 45 shows the movement on the efficiency point map of a general motor in the motor operation at this time. The iso-efficiency line of the first power source 1 indicated by the solid line is often used for driving the vehicle, and thus is often required to have a high output and high-speed operation, and is maximum in comparison with the second power source 2 indicated by the broken line. Since the output tends to increase, the physique of the motor is large, and a high efficiency region (so-called “efficiency centerpiece”) exists on the high rotation, high torque side. Since such a motor repeats small accelerations and stops as seen in driving during traffic jams, the efficiency operating point moves as a result in the low efficiency point region.

  Also for the second power source 2 indicated by the broken line, as a measure for improving the fuel consumption, the operation of the auxiliary machine is stopped when the vehicle is stopped, for example, when the engine is idle stopped. For this reason, since the operation pattern repeats the small output operation and the stop similarly to the first power source 1, the efficiency operation point is often the operation at the low efficiency point outside the high efficiency region. .

  In order to cope with these problems, FIGS. 46 and 47 show the effects of the sixth embodiment of the present invention. 46 shows the operation of the motor, and FIG. 47 shows the movement on the efficiency point map of the motor.

In the vehicle power transmission mechanism of the electric vehicle, the shape and the maximum output of the two motors of the first power source 1 and the second power source 2 are averaged or equalized, and in the operation in the traffic jam as described above Only one power source among a plurality of power sources is driven at the time of vehicle low-load operation such as when starting and stopping are repeated from when the vehicle is idle.

  In this embodiment, since the input is described in two systems, only the second power source 2 (mainly a motor as a power source for supplying power for driving auxiliary equipment) is shown as an example.

  The first power source 1 is stopped and the second power source 1 (S2) is locked by performing the same operation as the first power source 1 (S2) locked state as shown in FIG. By performing vehicle travel driving and auxiliary machine driving only with the motor of the power source 2, the required output and torque to the motor to be operated (in this case, the second power source 2) are the same as those of the first power source 1 in the conventional operation. As a result, the output during operation increases, and the motor sizes of the first power source 1 and the second power source 2 are averaged as shown in the sixth embodiment. As a result of considering that both motors are made the same size, the so-called “efficiency centerpiece” area of the motor is lowered to a low rotation, low torque area compared to that for vehicle driving, As shown by points B, D, and F in FIG. High efficiency point, it is possible to operate in the area "centerpiece efficiency" called. Thereby, it is possible to improve the vehicle fuel consumption in the driving scene in which the start and stop are repeated in a traffic jam.

  As a specific example, it is considered that the conventional configuration has a 2-motor configuration of 150 kW for driving and 50 kW for auxiliary machinery, and a 2-motor configuration of 100 kW + 100 kW in the configuration of the present invention.

  As a feature of the fuel cell vehicle, an output required for driving the vehicle and an output required for driving the accessory are independently requested and controlled. For this reason, in a scene where running and stopping are repeatedly performed while performing idle stop, for example, when there is a traffic jam, conventionally (for example) 30 kW for driving (20% of the maximum output), 20 kW for auxiliary equipment (maximum output) 40%) on / off operation, driving the auxiliary motor only at 50 kW (50% relative to the maximum output) without operating the drive motor makes the motor output more efficient. High operating points can be used.

  The embodiments described above are described in order to facilitate understanding of the present invention, and are not described in order to limit the present invention. Accordingly, each element disclosed in the above embodiment is intended to include all design changes belonging to the technical scope of the present invention.

  For example, the number of inputs and outputs described in the sixth embodiment is only described for the case of 2 inputs and 2 outputs. However, even if the number of inputs and outputs increases to 3 and 4, the function decreases. However, as the number increases, the share of contributions to other functions at the time of failure is reduced, so that the performance at the time of failure and control can be improved.

  Similarly, the relationship between the two-input and two-output shafts shown in FIG. 39 is not fixed, and the positional relationship between the shafts and the input / output shafts can be changed by changing the configuration of the gears and pinions in the planetary gear mechanism. The performance can be varied.

  In the sixth embodiment, the first power source 1 side is stopped when the vehicle traveling load is low. However, this is not a thing that restricts stopping the second power source 2 side, When there are three or more power sources, a method of stopping an arbitrary power source is also possible.

  Further, the efficiency map in the motor shown in the sixth embodiment is a general example, and the motor performance is not specifically restricted regarding the efficiency.

1 is a configuration diagram showing a main part of a fuel cell vehicle of Example 1. FIG. In the fuel cell vehicle of Example 1, it is a figure which shows the operation state at the time of a normal driving | running state. In the fuel cell vehicle of Example 1, it is a figure which shows the operation state at the time of the 1st power source lock state. In the fuel cell vehicle of Example 1, it is a figure which shows the operation state at the time of the 2nd power source lock state. 4 is a flowchart showing a control process at startup in the fuel cell vehicle of Example 1. 6 is a flowchart showing a continuation of the flowchart of FIG. 5 in the fuel cell vehicle of Example 1. FIG. 6 is a flowchart showing a further continuation of the flowchart of FIG. 5 in the fuel cell vehicle of Example 1. FIG. 5 is a flowchart showing a control process during driving in the fuel cell vehicle of Example 1. FIG. 5 is a flowchart showing an operation process using only a second power source in the fuel cell vehicle of the first embodiment. 5 is a flowchart showing an operation process using only the first power source in the fuel cell vehicle of the first embodiment. FIG. 3 is a configuration diagram showing a main part of a fuel cell vehicle of Example 2. 6 is a flowchart showing a control process at startup in the fuel cell vehicle of Example 2. FIG. 13 is a flowchart showing a continuation of the flowchart of FIG. 12 in the fuel cell vehicle of Example 2. FIG. FIG. 13 is a flowchart showing a further continuation of the flowchart of FIG. 12 in the fuel cell vehicle of Example 2. FIG. 6 is a flowchart showing a control process during driving in the fuel cell vehicle of Example 2. 7 is a flowchart showing an operation process using only a second power source in the fuel cell vehicle of Example 2. 6 is a flowchart showing an operation process using only the first power source in the fuel cell vehicle of the second embodiment. In the fuel cell vehicle of Example 2, it is a figure which shows the operation state in a lock mechanism ON state. FIG. 6 is a configuration diagram showing a main part of a fuel cell vehicle according to a modification of Example 2. FIG. 6 is a configuration diagram showing a main part of a fuel cell vehicle of Example 3. 7 is a flowchart showing an operation process only with a second power source in the fuel cell vehicle of Example 3. 7 is a flowchart showing an operation process using only a first power source in the fuel cell vehicle of Example 3. In the fuel cell vehicle of Example 3, it is a figure which shows the operation state in a connection state. FIG. 6 is a configuration diagram showing a main part of a fuel cell vehicle of Example 4. In the fuel cell vehicle of Example 4, it is an operation state figure in the state where the fixed exclusive part was fixed. In the fuel cell vehicle of Example 4, it is a principal part block diagram which shows the example which provides a clutch in an auxiliary machine input shaft, and prevents auxiliary machine reverse rotation. In the fuel cell vehicle of Example 4, it is an operation state figure in the state where the fixed exclusive part is fixed and the vehicle is moving backward. In the fuel cell vehicle of Example 4, it is a figure explaining the structure which provided the opening-and-closing valve downstream of the auxiliary machine (compressor), and prevented that a negative pressure was applied downstream of an auxiliary machine at the time of auxiliary machine reverse rotation. FIG. 10 is a configuration diagram showing a main part of a fuel cell vehicle of Example 5. In the fuel cell vehicle of Example 5, it is a flowchart which shows the control processing at the time of starting. FIG. 31 is a flowchart showing a continuation of the flowchart of FIG. 30 in the fuel cell vehicle of Example 5. FIG. FIG. 31 is a flowchart showing a further continuation of the flowchart of FIG. 30 in the fuel cell vehicle of Example 5. FIG. FIG. 31 is a flowchart showing a further continuation of the flowchart of FIG. 30 in the fuel cell vehicle of Example 5. FIG. 7 is a flowchart showing a control process during driving in the fuel cell vehicle of Example 5. In the fuel cell vehicle of Example 5, it is a flowchart which shows the driving | running process by the 2nd power source and the 3rd power source. In the fuel cell vehicle of Example 5, it is a flowchart which shows the driving | running process by the 2nd power source and the 3rd power source. In the fuel cell vehicle of Example 5, it is a flowchart which shows the driving | running process by the 1st power source and the 2nd power source. It is a figure which shows the operation state in the fuel cell vehicle of Example 5. FIG. 10 is a configuration diagram showing a main part of a fuel cell vehicle of Example 6. It is a layout figure of the reference example from which the dimension and output of a 1st power source and a 2nd power source differ. In the fuel cell vehicle of Example 6, it is a layout diagram showing an example in which a first power source and a second power source are coaxially arranged across a power distribution mechanism. It is a figure which shows the operation state in the fuel cell vehicle of Example 6. In the fuel cell vehicle of Example 6, it is a figure which shows the operation state at the time of the 1st power source lock state. It is a motor operation | movement figure at the time of the driving stop repetition for a short time in the reference example of FIG. FIG. 41 is an operation diagram showing motor efficiency at the time of repeated running stop for a short time in the reference example of FIG. 40. FIG. 10 is a motor operation diagram at the time of repeated short-time running stop in the fuel cell vehicle of Example 6. It is an operation | movement figure which shows the motor efficiency at the time of the driving stop repeated for a short time in the fuel cell vehicle of Example 6.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1, 31 ... 1st power source 2, 32 ... 2nd power source 3, 34 ... 1st controller 4, 35 ... 2nd controller 5, 37 ... Vehicle controller 6, 7 ... Gear 8 ... Auxiliary machine 9 ... Driving wheel 10 ... Lock mechanism 11 ... Connection mechanism 12 ... Housing 13 ... Clutch 15, 16 ... Planetary gear mechanism (power distribution mechanism)
33 ... Third power source 36 ... Third controller S1, S2 ... Sun gear C1, C2 ... Carrier R1, R2, R3 ... Ring gear P1-P6 ... Planetary pinions I1-I3 ... Input shaft O1, O2 ... Output shaft

Claims (11)

Multiple power sources,
Driving wheels,
A vehicle power transmission mechanism for an electric vehicle comprising: a power distribution mechanism having a plurality of input shafts each receiving power from the plurality of power sources;
The power distribution mechanism can output to a plurality of output shafts,
At least one of the plurality of output shafts is connected to the drive wheel,
A vehicle power transmission mechanism for an electric vehicle, wherein inputs of the plurality of input shafts can be transmitted as outputs to the drive wheels via the power distribution mechanism. In the vehicle power transmission mechanism of the electric vehicle according to claim 1,
The plurality of input shafts are two input shafts, and the plurality of output shafts are two output shafts,
A vehicle power transmission mechanism for an electric vehicle, wherein one of the two output shafts drives a vehicle auxiliary machine. In the vehicle power transmission mechanism of the electric vehicle according to claim 1,
The plurality of input shafts are three input shafts, and the plurality of output shafts are two output shafts,
A vehicle power transmission mechanism for an electric vehicle, wherein one of the two output shafts drives a vehicle auxiliary machine. In the vehicle power transmission mechanism of the electric vehicle according to any one of claims 1 to 3,
A vehicle power transmission mechanism for an electric vehicle, comprising a mechanism for locking the drive of the vehicle auxiliary machine. The vehicle power transmission mechanism for an electric vehicle according to claim 2,
An electric vehicle comprising a mechanism for connecting any two or more of the four shafts including the two input shafts and the two output shafts of the power distribution mechanism and rotating them at the same rotational speed. Vehicle power transmission mechanism. The vehicle power transmission mechanism for an electric vehicle according to claim 2,
A vehicle power transmission mechanism for an electric vehicle, wherein the power distribution mechanism has one or more fixed rotation parts. The vehicle power transmission mechanism for an electric vehicle according to claim 6,
The vehicle auxiliary machine is a compressor for supplying air to the fuel cell,
A power storage device that supplies electric power to the power source instead of the fuel cell when the compressor cannot supply air necessary for the fuel cell;
A clutch for intermittently connecting an output shaft connected to the compressor of the power distribution mechanism;
A vehicle power transmission mechanism for an electric vehicle characterized by comprising: The vehicle power transmission mechanism for an electric vehicle according to claim 6,
The vehicle auxiliary machine is a compressor for supplying air to the fuel cell,
A power storage device that supplies electric power to the power source instead of the fuel cell when the compressor cannot supply air necessary for the fuel cell;
A valve capable of taking air into the air piping downstream of the compressor;
A vehicle power transmission mechanism for an electric vehicle characterized by comprising: In the vehicle power transmission mechanism of the electric vehicle according to any one of claims 1 to 3,
The vehicle power transmission mechanism for an electric vehicle, wherein the plurality of power sources are motors having the same shape and rated output. The vehicle power transmission mechanism for an electric vehicle according to claim 9,
When the driving load of the driving wheel is low, only the motor that is one of the plurality of power sources is operated, and the driving wheel driving and the vehicle auxiliary device are performed via the power distribution mechanism. Drive and
A vehicle power transmission mechanism for an electric vehicle, characterized in that an operation region of a motor to be operated is an operation region with higher efficiency than when a plurality of motors are operated. In the vehicle power transmission mechanism of the electric vehicle according to any one of claims 1 to 3,
A vehicle power transmission mechanism for an electric vehicle, wherein at least two of the plurality of power sources are arranged coaxially.

Images