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WO2018056270A1 - Vehicle power assist system - Google Patents

Vehicle power assist system Download PDF

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Publication number
WO2018056270A1
WO2018056270A1 PCT/JP2017/033762 JP2017033762W WO2018056270A1 WO 2018056270 A1 WO2018056270 A1 WO 2018056270A1 JP 2017033762 W JP2017033762 W JP 2017033762W WO 2018056270 A1 WO2018056270 A1 WO 2018056270A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
power
motor generator
wheel
assist system
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2017/033762
Other languages
French (fr)
Japanese (ja)
Inventor
光生 川村
健太郎 西川
石河　智海
康之 藤田
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
NTN Corp
Original Assignee
NTN Corp
NTN Toyo Bearing Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2017106330A external-priority patent/JP6976083B2/en
Application filed by NTN Corp, NTN Toyo Bearing Co Ltd filed Critical NTN Corp
Priority to CN201780057810.2A priority Critical patent/CN109789802B/en
Priority to EP17853042.4A priority patent/EP3517343B1/en
Publication of WO2018056270A1 publication Critical patent/WO2018056270A1/en
Priority to US16/358,842 priority patent/US10836247B2/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using AC induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using AC induction motors fed from DC supply lines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention performs power assist and regenerative braking on a driven wheel that is mechanically disconnected from a motor, an internal combustion engine, or a hybrid main drive source that combines these in a vehicle such as front wheel drive or rear wheel drive.
  • the present invention relates to a vehicle power assist system and a vehicle driven wheel regeneration system that improve vehicle performance such as vehicle running performance, braking performance, and fuel consumption.
  • a first motor generator mechanically connected to one of a front wheel and a rear wheel of a vehicle and a second motor generator mechanically connected to either the front wheel or a rear wheel are provided.
  • a vehicle drive device has been proposed (for example, Patent Document 1). According to this, since the first motor generator, the second motor generator and the battery are electrically connected via the control device, energy can be transferred between them. In addition, energy during braking can be recovered from the rear wheels. Therefore, improvement in energy efficiency can be expected.
  • the motor generator mounted on the vehicle can transmit power only to the rear wheel that is not driven by the main power system.
  • the power supply device is configured to supply driving power only to the motor generator and store only regenerative power from the motor generator (for example, Patent Document 2).
  • Patent Document 2 when the regenerative electric power is generated by the first motor generator and the second motor generator at the time of braking of the vehicle, the vehicle does not cause abnormal behavior to stabilize the posture. Since the amount of braking by the front and rear regenerative brakes is adjusted, each regenerative power fluctuates during braking, and in order to store such fluctuating regenerative power in a common battery, the control becomes very complicated. There's a problem. Therefore, in Patent Document 2, by providing a power supply device that supplies driving power only to a motor generator that is capable of transmitting power only to a driven wheel and stores only regenerative power from the motor generator. Proposed a solution to the above problem.
  • Patent Document 2 a battery and a motor generator are connected to the auxiliary power system, and the motor generator transmits power to a driven wheel (tire) via a clutch, a power distribution mechanism, and a drive shaft. It is a mechanism to do. Therefore, by installing the auxiliary power system, as described above, the parts configuration is the same as that of the four-wheel drive vehicle, the structure becomes complicated, and the vehicle weight increases.
  • the clutch is disengaged to disconnect the driven wheel, but since the power distribution mechanism or the drive shaft and the driven wheel are connected, the running resistance increases.
  • the weight of the battery increases, and depending on the state of charge of the battery, fuel consumption may be deteriorated.
  • An object of the present invention is a structure for performing drive assist, regenerative braking, and power generation on a driven wheel, improving vehicle performance such as running performance, braking performance, and fuel consumption, and obtaining auxiliary driving force. It is an object of the present invention to provide a vehicle power assist system that is simple and can suppress an increase in vehicle weight. Another object of the present invention is to further improve the wiring and reliability. Still another object of the present invention is to enable regenerative braking and power generation with driven wheels, improve vehicle performance such as braking performance and fuel consumption, and simplify the structure by reducing the number of parts. Another object of the present invention is to provide a vehicle driven wheel regeneration system that can suppress an increase in vehicle weight.
  • the vehicle power assist system is a vehicle power assist system used in a vehicle 2 having a driven wheel 4 that is mechanically disconnected from a main drive source 5 that drives the drive wheels 3 to travel. 4 is mounted on the wheel bearing 31 that supports the motor 4, and the motor generator 8 for driving assistance capable of rotating the driven wheel 4 by being driven by the rotation of the driven wheel 4 and being supplied with power.
  • the rotor 42 is fixed to the rotating side wheel of the wheel bearing 31 without any speed increasing / decreasing means, and the regenerative power generated by the motor generator is stored, and the stored power is stored in the motor generator. 8 is provided with power storage means for supplying power.
  • the driven wheel 4 is driven by the motor generator 8 but is referred to as a driven wheel that is only auxiliary driving and mechanically disconnected from the main drive source 5.
  • the main drive source 5 may be an internal combustion engine only, or a combination of the internal combustion engine 5a and an electric motor, or only an electric motor.
  • the motor generator 8 that generates power by the rotation of the driven wheel 4 since the motor generator 8 that generates power by the rotation of the driven wheel 4 is provided, the energy that has been converted to heat by the mechanical brake until now is used to generate regenerative power to the battery using the motor generator as a generator. By storing, a braking force can be generated. The braking performance can be improved by using it together with the mechanical brake.
  • the main drive source 5 can be driven at a rotational speed and torque that improve the efficiency, and the running performance is improved.
  • the driving force of the motor generator 8 is assisted during acceleration, and the driving force of the motor generator 8 is added or generated during constant speed running or cruising, so that the main drive source 5 can be driven efficiently.
  • Appropriate regenerative power can be obtained.
  • the main drive source 5 is an internal combustion engine (gasoline engine or diesel engine)
  • the difference in efficiency due to the rotational speed or torque is large, and the efficiency of the main drive source 5 by assisting the driving force of the motor generator 8 is increased.
  • Great improvement effect is possible.
  • the motor generator 8 is mounted on the wheel bearing 31 and has a direct drive type in which the rotor 42 is fixed to the rotating side wheel of the wheel bearing 31 without any speed increasing / decreasing means.
  • a drive shaft or the like is unnecessary, a configuration for providing auxiliary power is simple, and an increase in vehicle weight can be suppressed.
  • vehicle performance such as travel performance, braking performance, and fuel consumption can be improved, and a structure for providing auxiliary power can be simplified.
  • the vehicle 2 has the motor generator 8 for a plurality of driven wheels 4, and has a plurality of individual control means 9 for controlling the motor generator 8 individually by each driven wheel 4. Also good. In the case of this configuration, more stable traveling is possible by individually controlling the motor generator 8 during acceleration or turning for traveling lane change or the like.
  • individual motor generator command means for outputting a command for causing the individual control means 9 of each motor generator 8 to perform drive and regeneration control to the host ECU 10 that performs integrated control of the vehicle 2. 15 may be included. By having the individual motor generator command means 15 in the host ECU 10, it is easy to perform control for supporting the travel lane change and turning by using each motor generator 8 individually.
  • the vehicle 2 is a low voltage battery 20 that serves as a power source for the host ECU 10 that performs integrated control of the vehicle 2, and a medium voltage that is higher than the low voltage battery 20 and that is used as a power source for accessory parts.
  • the medium voltage battery 19 may be the power storage means provided with the battery 19 and connected to the motor generator 8.
  • the core electrical parts such as the host ECU 10 use a 12V battery that has been used for many years. Also, if the voltage of the battery is too high, there is a problem of electric shock when performing maintenance. For this reason, a medium voltage battery 19 different from the 12V low voltage battery 20 serving as a power source for the host ECU 10 is provided and used as a power source for electrical auxiliary equipment other than the basic electrical parts, both for wiring and ensuring reliability. Is desirable.
  • the “accessory part” refers to a part excluding a basic part, which is a part that is essential for traveling, among electric parts of a vehicle.
  • the vehicle power assist system is a low-voltage battery 20 that supplies power to the low-voltage load 22, a storage voltage higher than the low-voltage battery 20, and a higher-voltage load than the low-voltage load 22.
  • the motor generator 8 includes an intermediate voltage battery 19 that supplies power to the intermediate voltage load 23, and a converter 21 that connects the low voltage battery 22 and the intermediate voltage battery 19. Are connected to each other, regenerates by rotation of the driven wheel 4, supplies power to the medium voltage battery 19, and rotates the driven wheel 4 by power supply from the medium voltage battery 19. Also good.
  • the medium voltage battery 19 is provided separately from the low voltage battery 20, and the low voltage load 22 is supplied from the low voltage battery 20 and the medium voltage load 23 is supplied from the medium voltage battery 19.
  • the component to be used it can be used as a low-voltage component or a medium-voltage component, which is excellent in terms of wiring and reliability as described above.
  • the motor generator 8 has a radial direction between a brake caliper 37 that contacts an outer peripheral portion of a brake rotor 36 attached to the rotating wheel of the wheel bearing 31 and an outer ring 32 of the wheel bearing 31. It may be within the range. If the motor generator 8 for driving assistance has a volume that fits between the brake caliper 37 and the wheel bearing, it can be easily attached to the driven wheel of a conventional vehicle by simply modifying the knuckle part. Can be installed without any trouble.
  • FIG. 1 is a block diagram showing a conceptual configuration of a vehicle power assist system or a vehicle driven wheel regeneration system according to an embodiment of the present invention.
  • FIG. 2 is a power supply system diagram as an example of a vehicle equipped with the vehicle power assist system or the vehicle driven wheel regeneration system.
  • the vehicle power assist system 1 includes a driven wheel 4 that is a non-driven wheel such as a front wheel drive or a rear wheel drive, and the driven wheel 4 is mechanically disconnected from the driven wheel 4.
  • the main drive source 5 is an internal combustion engine such as a gasoline engine or a diesel engine, a motor generator (electric motor), or a hybrid drive source that combines both.
  • the “motor generator” refers to an electric motor that can generate power by applying rotation.
  • the vehicle 2 is a front wheel drive vehicle in which the front wheels are drive wheels 3 and the rear wheels are driven wheels 4, and the main drive source 5 is an internal combustion engine 5a and a motor generator 5b on the drive wheels side.
  • It is a hybrid vehicle (hereinafter sometimes referred to as “HEV”). Specifically, it is a mild hybrid type in which the motor generator 5b on the drive wheel side is driven at a medium voltage such as 48V.
  • Hybrids are broadly divided into strong hybrids and mild hybrids. Mild hybrids are the main drive source that is an internal combustion engine, and it is a type that mainly assists driving with a motor when starting or accelerating.
  • the (electric vehicle) mode is distinguished from a strong hybrid by being able to perform normal driving for a while but not for a long time.
  • the internal combustion engine 5a of the example shown in the figure has a clutch 6 and a speed reducer 7 and is connected to the drive shaft of the drive wheel 3, and the drive wheel side motor generator 5b is connected to the speed reducer 7.
  • the vehicle power assist system 1 includes a travel assist motor generator 8 that rotates the driven wheel 4, an individual control unit 9 that controls the motor generator 8, and a host ECU 10 that is provided with the individual control unit. And individual motor generator command means 15 for outputting a command for causing the motor 9 to perform drive and regeneration control.
  • the motor generator 8 is connected to power storage means.
  • a battery storage battery
  • a capacitor a capacitor, or the like can be used as the power storage means, and the type and the mounting position on the vehicle 2 are not limited.
  • the medium voltage battery 19 is the medium voltage battery 19.
  • the motor generator 8 for the driven wheel is a direct drive motor that does not use a transmission, and acts as a motor by supplying electric power, and also acts as a generator that converts the kinetic energy of the vehicle 2 into electric power.
  • the motor generator 8 is configured between a wheel bearing 31 (also referred to as a hub bearing) that supports the driven wheel 4 and a brake caliper 37 of the brake 35.
  • the wheel bearing 31 includes a double-row rolling element 34 provided between an outer ring 32 serving as a fixed ring and an inner ring 33 serving as a hub ring, and the outer ring 32 is fastened with bolts to a suspension frame part 39 such as a knuckle portion.
  • the inner ring 33 has a flange 33 a, and the wheel 4 a of the driven wheel 4 and the brake rotor 36 of the brake 35 are attached to the flange 33 a by a bolt 40.
  • the wheel 4a has a disk-like portion 4aa attached to the inner ring 33 and a tapered cylindrical portion 4ab extending from the outer periphery to the vehicle inner side, and a tire 4b is attached to the cylindrical portion 4ab.
  • the wheel bearing 31 is entirely within the axial width of the wheel 4a.
  • the brake rotor 36 is a disc type, and includes a disc-shaped portion 36a attached to the inner ring 33, an intermediate cylindrical portion 36b extending from an outer peripheral edge thereof so as to surround a part of the outer periphery of the wheel bearing 31,
  • the outer diameter side disk-shaped portion 36c extends from the tip to the outer diameter side, and the outer diameter side disk-shaped portion 36c is sandwiched between a pair of brake pads 37a and 37b opened and closed by the brake caliper 37.
  • the brake caliper 37 may be either a hydraulic type or a mechanical type, and may be an electric motor type.
  • the brake caliper 37 is attached to the underbody frame part 39.
  • the motor generator 8 includes an inner circumferential annular stator 41 and an annular rotor 42 located on the outer circumference thereof.
  • the stator 41 is fitted to the outer ring 32 of the wheel bearing 31. It is fixed integrally by fastening or by fastening with bolts.
  • the motor generator 8 is a synchronous motor such as an IPM motor, and the stator 41 includes a stator core 41a and a stator coil 41b.
  • a stator coil 41b is wound around each tooth of the stator core 41a.
  • the rotor 42 includes a magnetic body 42a and a permanent magnet 42b.
  • the rotor 42 is fixedly attached to the flange portion 33a of the inner ring 33, which is a hub ring, by fitting or fastening with an attachment part 43 at one end in the axial direction. A part of the rotor 42 in the axial direction is accommodated in the intermediate cylindrical portion 36 b of the brake rotor 36.
  • the rotor 42 is attached to the inner ring 33 that is a hub wheel. Therefore, when a current is applied (powered) from the medium voltage battery 19 to the motor generator 8, the inner ring 33 is rotationally driven. At the time of power regeneration, regenerative power can be obtained by loading an induced voltage, and power can be supplied to the medium voltage battery 19.
  • the motor generator 8 is configured between the outer periphery of the wheel bearing 31 and the brake caliper 37, more specifically, between the intermediate cylindrical portion 36b of the brake rotor 36. Does not require a change in the structure of the damping device around the driven wheel. Further, with regard to the wheel bearing 31, existing products other than the outer ring 32 such as the inner ring 33 can be used. In addition, although the illustrated wheel bearing 31 shows an example of application to the third generation type of the inner ring rotation type, it can also be applied to an axle bearing such as an outer ring rotation type or a first or second generation type. .
  • the illustrated motor generator 8 is an outer rotor type IPM motor, but may be an inner rotor type.
  • the motor generator 8 can be various motors such as an SPM motor, an IM, and an SR motor.
  • the coil may be either distributed winding or concentrated winding.
  • the wheel bearing 31 is provided with a rotation detecting device 45 between the flange portion 33 a of the inner ring 33 and the outer ring 32.
  • the rotation detecting device 45 includes an encoder part 45a provided on the inner ring 33 and a sensor part 45b attached to the outer ring 32 and reading the encoder part 45a.
  • the rotation detection device 45 may be of any type and mounting position, such as a resolver, a Hall element, an optical type, and a magnetic type.
  • the host ECU 13 is means for performing integrated control of the vehicle 2, and includes torque that generates a torque command in accordance with operation amount signals respectively input from an accelerator operating means 46 such as an accelerator pedal and a brake operating means 47 such as a brake pedal.
  • Command generation means 13 is provided.
  • the vehicle 2 includes an internal combustion engine 5a and a motor generator 5b on the drive wheel side as a main drive source 5, and two motor generators 8 that drive the two driven wheels 4 and 4, respectively.
  • the upper ECU 13 is provided with a torque command distribution means 14 for distributing a command according to a rule determined for each of the drive sources 5a, 5b, 8, and 8.
  • a torque command for the internal combustion engine 5a is transmitted to the internal combustion engine control means 17, and is used by the internal combustion engine control means 17 for valve opening control and the like.
  • the torque command for the drive wheel side motor generator 5b is transmitted to the drive wheel side motor generator control means 18 and executed.
  • Torque commands for the motor generators 8 and 8 on the driven wheel side are transmitted to the individual control means 9 and 9.
  • a portion of the torque command distribution means 14 that outputs to the individual control means 9, 9 is referred to as an individual motor generator command means 15.
  • This individual motor generator command means 15 gives to the individual control means 9 a torque command that serves as a braking force command for the motor generator 8 to share braking by regenerative braking in response to an operation amount signal of the brake operation means 47. It also has functions.
  • the individual control means 9 is an inverter device, and an inverter 11 that converts the DC power of the medium voltage battery 19 into a three-phase AC voltage, and a control unit 12 that controls the output of the inverter 11 by PWM control or the like according to the torque command or the like. And have.
  • the inverter 11 includes a bridge circuit (not shown) using a semiconductor switching element and the like, and a charging circuit (not shown) that charges the regenerative power of the motor generator 8 to the medium voltage battery 19.
  • the individual control means 9 is individually provided for the two motor generators 8 and 8, but is configured to be housed in one housing and share the control unit 12 between the two individual control means 9 and 9. May be.
  • FIG. 2 is an electrical system diagram of the (mild) hybrid vehicle shown in FIG.
  • a low voltage battery 20 and a medium power battery 19 are provided as batteries, and both batteries 19 and 20 are connected via a DC / DC converter 21.
  • the motor generator 5b on the drive wheel side in FIG. 1 is connected to the middle power system in parallel with the motor generator 8 on the driven wheel side.
  • a low voltage load 22 is connected to the low voltage system, and a medium voltage load 23 is connected to the medium voltage system.
  • the low voltage battery 20 is a battery generally used for various automobiles as a power source for a control system or the like, and is, for example, 12V or 24V.
  • the low voltage load 22 includes basic parts such as a starter motor of the internal combustion engine 5a, lights, a host ECU 10 and other ECUs (not shown).
  • the low voltage battery 20 may be referred to as an auxiliary battery for electrical accessories, and the medium voltage battery 19 may be referred to as an auxiliary battery for an electric system.
  • the medium voltage battery 19 is higher in voltage than the low voltage battery 20 and lower than a high voltage battery (100 V or more, for example, about 200 to 400 V) used in a strong hybrid vehicle or the like.
  • a 48V battery that has a voltage that does not cause a problem and that has been used in mild hybrid vehicles in recent years is preferable.
  • the medium voltage battery 19 such as a 48V battery can be mounted on a vehicle equipped with a conventional internal combustion engine relatively easily, and as a mild hybrid system, fuel consumption can be reduced by power assist or regeneration using electric power.
  • the medium voltage load 23 of the 48V system is the accessory part, and is a higher voltage load than the low voltage load 22.
  • the medium voltage load 23 of the 48V system is a power assist motor which is the motor generator 5b on the driving wheel side, and an electric pump, an electric power steering, a supercharger, an air compressor and the like.
  • the output of power assist is lower than that of high voltage (such as a strong hybrid vehicle of 100V or more), but the risk of electric shock to passengers and maintenance workers can be reduced. it can.
  • the insulating coating of the electric wire can be thinned, the weight and volume of the electric wire can be reduced.
  • the volume of the electric motor or generator can be reduced. From these things, it contributes to the fuel consumption reduction effect of a vehicle.
  • the vehicle power assist system of this embodiment is suitable for accessory parts of such mild hybrid vehicles, and is applied as power assist and power regeneration parts.
  • a motor generator is mounted between the internal combustion engine and the transmission, or between the gear box and the rear differential (referred to as CMG, GMG), or a belt-driven starter motor is mounted directly on the internal combustion engine ( (Neither of these are shown in the drawings)
  • CMG, GMG gear box and the rear differential
  • a belt-driven starter motor is mounted directly on the internal combustion engine (Neither of these are shown in the drawings)
  • these are power assist and regenerative to the internal combustion engine and the power unit, they are affected by the efficiency of the transmission unit, the speed reducer, and the like.
  • the vehicle power assist system 1 of this embodiment is mounted on the driven wheel 4, it is separated from a main drive source such as an internal combustion engine 5b or an electric motor (not shown), and power regeneration. In this case, the kinetic energy of the vehicle body 1 can be directly used by performing regeneration by rotation of the driven wheel 4.
  • the motor generator 8 when the motor generator 8 is mounted between the power transmission portions from the internal combustion engine 5b to the tire, it is necessary to incorporate it from the design stage of the vehicle 2 and it is difficult to retrofit, but the driven wheel 4
  • the motor generator 8 of the vehicle power assist system 1 that fits in can be installed with the same number of man-hours as parts replacement even for a complete vehicle, and constitutes a 48V system for a complete vehicle with only the internal combustion engine 5b. be able to.
  • another motor generator 5b may be mounted on a vehicle on which the vehicle power assist system 1 of this embodiment is mounted as in the example of FIG. At that time, the power assist amount and the regenerative power amount for the vehicle 2 can be increased, which further contributes to fuel consumption reduction.
  • the operations and effects of the vehicle power assist system 1 configured as described above are summarized as follows.
  • (1) During braking The energy that has been converted to heat by the mechanical brake until now is stored in the medium voltage battery 19 that is electrically connected to the motor generator 8 using the motor generator 8 as a generator. By generating the braking force, it is possible to recover the energy that has been discarded.
  • (2) During acceleration and steady running In the case of the vehicle 2 having the internal combustion engine (engine) 5a in the main drive source 5, the engine speed is improved in accordance with the running state of the vehicle 2 (vehicle speed, running resistance, etc.). The motor generator 8 is driven so as to obtain torque. As a result, the engine efficiency is improved, which can contribute to the improvement of fuel consumption.
  • the driving force can be added or the power can be generated in the driving force assist of the motor generator 8 at the time of acceleration, constant speed running, or cruising.
  • Driving on a low-friction road surface When starting or stopping on a low-friction road surface such as in the rain or on a snowy road, the traction of the tire is controlled by the motor generator 8 to enable stable driving. Since the motor generator 8 is provided in the tire 4b close to the road surface, the operability has good responsiveness.
  • a rotation detecting device 45 (see FIG. 3) is provided, and an in-vehicle brake sensor or the like can be omitted.
  • the present invention may be applied to a vehicle in which the main drive source 5 is only an internal combustion engine or a vehicle in which the main drive source 5 is only an electric motor. it can.
  • the vehicle power assist system 1 includes the motor generator 8, and the motor generator 8 generates power by the rotation of the driven wheel 4 and rotationally drives the motor generator 8 by feeding. Indicated.
  • a modified example of the vehicle power assist system 1 may be a vehicle driven wheel regeneration system 1 that has a function of generating power but does not perform rotational driving by power feeding.
  • the vehicle driven wheel regeneration system 1 includes a vehicle 2 having a driven wheel 4 that is mechanically disconnected from a main drive source 5 that drives the driving wheel 3.
  • the driven wheel 4 is supported by the wheel bearing 31, and the generator 8 that generates power by the rotation of the driven wheel 4 is mounted on the wheel bearing 31.
  • a rotor 42 is fixed to the inner ring (rotation side wheel) 33 of the wheel bearing 31 without any speed increasing / decreasing means, and a medium voltage battery (storage means) for storing regenerative power generated by the generator 8 is stored. 19 is provided.
  • the energy that has been discarded up to now can be recovered, as in the above-described embodiment. That is, by storing the regenerative power generated by the generator 8 in the medium voltage battery 19, a braking force can be generated.
  • the braking performance can be improved by using together with or using the mechanical brake 35.
  • the generator 8 Since the generator 8 is mounted on the wheel bearing 31 for the driven wheel, it is easy to secure a space for mounting the generator 8, and the generator 8 can be provided without greatly designing and deforming the existing wheel bearing. . Thereby, the versatility of the vehicle driven wheel regeneration system 1 can be improved.
  • the generator 8 is mounted on the wheel bearing 31 and has a direct drive type in which the rotor 42 is fixed to the inner ring (rotating side wheel) 33 of the wheel bearing 31 without any speed increasing / decreasing means.
  • a distribution mechanism, a drive shaft, etc. are unnecessary.
  • the structure can be simplified by reducing the number of parts, and an increase in vehicle weight can be suppressed. Since the structure can be simplified, the cost can be reduced. Moreover, since the increase in vehicle weight can be suppressed, fuel consumption can be suppressed.
  • the individual control means 9 can be configured as an AC / DC converter device (not shown) instead of an inverter device.
  • the AC / DC converter device has a function of charging the regenerative power of the generator 8 to the medium voltage battery 19 by converting a three-phase AC voltage to a DC voltage, and the control method is easier than an inverter. Miniaturization is possible.
  • the motor generator 8 of the above-described embodiment is used only for power generation, and in this case, the motor generator 8 may be expressed as a generator 8.
  • Aspect 1 is a vehicle power assist system that assists the power of the vehicle, and includes a low-voltage battery that supplies power to a low-voltage load, a storage voltage higher than that of the low-voltage battery, and a higher voltage than that of the low-voltage load.
  • a medium voltage battery for supplying power to a medium voltage load as a load; a converter for connecting the low voltage battery and the medium voltage battery; and a wheel bearing for a driven wheel of the vehicle.
  • a motor-generator that is connected to the motor-generator, the motor-generator performs regeneration by rotating the driven wheel, supplies power to the medium voltage battery, and supplies the driven wheel to the medium-voltage battery. Rotating drive.
  • drive assist, regenerative braking, and power generation can be performed on the driven wheels, and vehicle performance such as running performance, braking performance, and fuel consumption can be improved, and assistance can be provided.
  • a structure for obtaining the driving force is simple, and an increase in vehicle weight can be suppressed.
  • the medium voltage battery is provided separately from the low voltage battery, the low voltage load is fed from the low voltage battery, and the medium voltage load is fed from the medium voltage battery. Accordingly, it is possible to selectively use a low-voltage component or a medium-voltage component, which is excellent in terms of securing the wiring surface and reliability as in the above embodiment.
  • Aspect 2 is a vehicle driven wheel regeneration system having a driven wheel that is mechanically disconnected from a main drive source that drives the driving wheel.
  • the driven wheel is supported by a wheel bearing, and the driven wheel
  • a generator that generates power by rotation is mounted on the wheel bearing, and the generator is configured such that the rotor is fixed to the rotating side wheel of the wheel bearing without any speed increasing / decreasing means, and the regenerative power generated by the generator is generated.
  • the main drive source may be only the internal combustion engine, or a combination of the internal combustion engine and the electric motor, or only the electric motor.
  • the generator that generates electric power by the rotation of the driven wheel since the generator that generates electric power by the rotation of the driven wheel is provided, the energy that has been discarded up to now can be recovered. That is, the braking force can be generated by storing the regenerative power generated by the generator in the power storage means. The braking performance can be improved by using it together with the mechanical brake or using it properly. Since the generator is mounted on the wheel bearing for the driven wheel, it is easy to secure a space for mounting the generator, and the generator can be provided without greatly changing the design of the existing wheel bearing. Since the generator is a direct drive type that is mounted on a wheel bearing and the rotor is fixed to the rotating side wheel of the wheel bearing without any speed increasing / decreasing means, a clutch, a power distribution mechanism, a drive shaft, etc. It is unnecessary.
  • the structure can be simplified by reducing the number of parts, and an increase in vehicle weight can be suppressed. Since the structure can be simplified, the cost can be reduced. Moreover, since the increase in vehicle weight can be suppressed, fuel consumption can be suppressed.

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Abstract

Provided is a vehicle power assist system capable of providing drive assist using a driven wheel, capable of providing regenerative braking and power generation, capable of improving vehicle performance such as driving performance, braking performance, and fuel consumption, having a simple structure for obtaining auxiliary driving power, and capable of suppressing increase in vehicle weight. This vehicle power assist system is applied to vehicles having driven wheels (4) that are not mechanically coupled to a main drive source (5) such as an internal combustion engine. The driven wheels (4) are supported by wheel bearings (31) having an electric generator (8) for driving assist mounted thereupon. The electric generators (8) have a rotor that is directly fixed to a rotation-side wheel for the wheel bearings (31), without having an acceleration/deceleration means therebetween. The vehicle power assist system comprises an electricity storage means (19) that: stores regenerative power generated by the electric generators (8); and supplies the stored power to the electric generators (8).

Description

車両動力補助システムVehicle power assist system 関連出願Related applications

　この出願は、２０１６年９月２１日出願の特願２０１６－１８４２９４、および２０１７年５月３０日出願の特願２０１７－１０６３３０の優先権を主張するものであり、その全体を参照によりこの出願の一部をなすものとして引用する。 This application claims the priority of Japanese Patent Application No. 2016-184294 filed on September 21, 2016, and Japanese Patent Application No. 2017-106330 filed on May 30, 2017, which is incorporated herein by reference in its entirety. Quote as part of it.

　この発明は、前輪駆動または後輪駆動などの車両において、モータ、内燃機関、またはこれらを組合せたハイブリッド形式の主駆動源とは機械的に非連結である従動輪に動力補助および回生制動を行い、車両の走行性能、制動性能、燃料消費量等の車両性能を向上させる車両動力補助システムおよび車両従動輪回生システムに関する。 The present invention performs power assist and regenerative braking on a driven wheel that is mechanically disconnected from a motor, an internal combustion engine, or a hybrid main drive source that combines these in a vehicle such as front wheel drive or rear wheel drive. The present invention relates to a vehicle power assist system and a vehicle driven wheel regeneration system that improve vehicle performance such as vehicle running performance, braking performance, and fuel consumption.

　従来、車両の前輪及び後輪のいずれか一方と機械的に接続される第１電動発電機と、前輪及び後輪のいずれか他方と機械的に接続される第２電動発電機とを備えた車両用駆動装置が提案されている（例えば、特許文献１）。これによると、第１電動発電機と第２電動発電機とバッテリーとが制御装置を介して電気的に接続されているので、これらの間で相互にエネルギーの受け渡しが可能となっており、前輪及び後輪から制動時のエネルギーを回収することができる。そのため、エネルギー効率の改善が期待できる。 2. Description of the Related Art Conventionally, a first motor generator mechanically connected to one of a front wheel and a rear wheel of a vehicle and a second motor generator mechanically connected to either the front wheel or a rear wheel are provided. A vehicle drive device has been proposed (for example, Patent Document 1). According to this, since the first motor generator, the second motor generator and the battery are electrically connected via the control device, energy can be transferred between them. In addition, energy during braking can be recovered from the rear wheels. Therefore, improvement in energy efficiency can be expected.

　また、複雑な制御を行うことなくエネルギー効率をより改善できる補助動力システムとして、車両に搭載された電動発電機が、主動力システムによって駆動されない後輪リアホイールとの間でのみ動力を伝達可能とされ、電源装置が電動発電機にのみ駆動電力を供給しかつ電動発電機からの回生電力のみ蓄えるように構成された提案がある（例えば、特許文献２）。 In addition, as an auxiliary power system that can improve energy efficiency without complicated control, the motor generator mounted on the vehicle can transmit power only to the rear wheel that is not driven by the main power system. There is a proposal in which the power supply device is configured to supply driving power only to the motor generator and store only regenerative power from the motor generator (for example, Patent Document 2).

特許第５８９９００９号公報Japanese Patent No. 5899090 特開２０１６－２５７８９号公報Japanese Unexamined Patent Publication No. 2016-25789

　特許文献１に記載された構成では、例えば、車両の制動時に第１電動発電機と第２電動発電機とによって回生電力を発生させるところ、車両が異常な挙動を起こさず姿勢を安定させるために前後の回生ブレーキによる制動量を調整するので、制動中にそれぞれの回生電力が変動し、このような変動する回生電力を共通のバッテリーに蓄えるためには、制御が非常に複雑になってしまうという問題がある。そこで、特許文献２では、従動輪との間でのみ動力を伝達可能に設けられた電動発電機にのみ駆動電力を供給し、かつ、電動発電機からの回生電力のみ蓄える電源装置を備えることによって、上記問題の解決を提案している。 In the configuration described in Patent Document 1, for example, when the regenerative electric power is generated by the first motor generator and the second motor generator at the time of braking of the vehicle, the vehicle does not cause abnormal behavior to stabilize the posture. Since the amount of braking by the front and rear regenerative brakes is adjusted, each regenerative power fluctuates during braking, and in order to store such fluctuating regenerative power in a common battery, the control becomes very complicated. There's a problem. Therefore, in Patent Document 2, by providing a power supply device that supplies driving power only to a motor generator that is capable of transmitting power only to a driven wheel and stores only regenerative power from the motor generator. Proposed a solution to the above problem.

　しかし、特許文献２の構成によると、補助動力システムはバッテリーと電動発電機とが接続されており、前記電動発電機がクラッチ、動力配分機構、ドライブシャフトを介して従動輪（タイヤ）と動力伝達する機構となっている。そのため、補助動力システムを搭載することによって、上記の通り、４輪駆動車と同等な部品構成となり、構造が複雑化するとともに、車両重量も増加する。 However, according to the configuration of Patent Document 2, a battery and a motor generator are connected to the auxiliary power system, and the motor generator transmits power to a driven wheel (tire) via a clutch, a power distribution mechanism, and a drive shaft. It is a mechanism to do. Therefore, by installing the auxiliary power system, as described above, the parts configuration is the same as that of the four-wheel drive vehicle, the structure becomes complicated, and the vehicle weight increases.

　また、電動発電機の不要時にはクラッチを切ることで従動輪と非結合になるが、動力配分機構やドライブシャフトと従動輪とが連結されているため、走行抵抗が増加してしまう。さらに、電動発電機専用のバッテリーを搭載するため、その分の重量が増加するとともに、バッテリーの充電状態によっては、燃費が悪化することが考えられる。 Also, when the motor generator is not required, the clutch is disengaged to disconnect the driven wheel, but since the power distribution mechanism or the drive shaft and the driven wheel are connected, the running resistance increases. In addition, since a dedicated battery for the motor generator is mounted, the weight of the battery increases, and depending on the state of charge of the battery, fuel consumption may be deteriorated.

　この発明の目的は、従動輪での駆動アシスト、回生制動、発電が行えて、走行性能、制動性能、燃料消費量等の車両性能を向上させることができ、かつ補助駆動力を得るための構造が簡易で済み、車両重量の増大も抑えることができる車両動力補助システムを提供することである。この発明の他の目的は、さらに、配線面および信頼性確保の面で優れるものとすることである。この発明のさらに他の目的は、従動輪での回生制動、発電が行えて、制動性能、燃料消費量等の車両性能を向上させることができ、かつ部品点数の低減を図って構造を簡易化し、車両重量の増大も抑えることができる車両従動輪回生システムを提供することである。以下、この発明の概要について、実施形態を示す図面中の符号を用いて説明する。 An object of the present invention is a structure for performing drive assist, regenerative braking, and power generation on a driven wheel, improving vehicle performance such as running performance, braking performance, and fuel consumption, and obtaining auxiliary driving force. It is an object of the present invention to provide a vehicle power assist system that is simple and can suppress an increase in vehicle weight. Another object of the present invention is to further improve the wiring and reliability. Still another object of the present invention is to enable regenerative braking and power generation with driven wheels, improve vehicle performance such as braking performance and fuel consumption, and simplify the structure by reducing the number of parts. Another object of the present invention is to provide a vehicle driven wheel regeneration system that can suppress an increase in vehicle weight. Hereinafter, the outline of the present invention will be described using reference numerals in the drawings showing embodiments.

　この発明の車両動力補助システムは、駆動輪３の走行駆動を行う主駆動源５と機械的に非連結である従動輪４を持つ車両２に用いられる車両動力補助システムであって、前記従動輪４を支持する車輪用軸受３１に、この従動輪４の回転で発電を行いかつ給電されることによって前記従動輪４を回転駆動可能な走行補助用の電動発電機８が搭載され、前記電動発電機８は、ロータ４２が前記車輪用軸受３１の回転側輪に増減速手段を介することなく固定され、さらに、前記電動発電機が発電した回生電力を蓄電しその蓄電した電力を前記電動発電機８に給電する蓄電手段を備える。なお、前記従動輪４は前記電動発電機８によって駆動されるが、補助的な駆動だけであり、また主駆動源５と機械的に非連結である、従動輪と称した。前記主駆動源５は内燃機関のみ、または内燃機関５ａと電動モータとの併用であってもよく、電動モータのみであってもよい。 The vehicle power assist system according to the present invention is a vehicle power assist system used in a vehicle 2 having a driven wheel 4 that is mechanically disconnected from a main drive source 5 that drives the drive wheels 3 to travel. 4 is mounted on the wheel bearing 31 that supports the motor 4, and the motor generator 8 for driving assistance capable of rotating the driven wheel 4 by being driven by the rotation of the driven wheel 4 and being supplied with power. In the machine 8, the rotor 42 is fixed to the rotating side wheel of the wheel bearing 31 without any speed increasing / decreasing means, and the regenerative power generated by the motor generator is stored, and the stored power is stored in the motor generator. 8 is provided with power storage means for supplying power. The driven wheel 4 is driven by the motor generator 8 but is referred to as a driven wheel that is only auxiliary driving and mechanically disconnected from the main drive source 5. The main drive source 5 may be an internal combustion engine only, or a combination of the internal combustion engine 5a and an electric motor, or only an electric motor.

　この構成によると、従動輪４の回転で発電を行う電動発電機８を備えるため、今まで機械式ブレーキで熱変換していたエネルギーを、電動発電機を発電機として、前記バッテリーに回生電力を蓄えることにより、制動力を発生させることができる。機械式ブレーキと併用や使い分けで、制動性能も向上させることができる。 According to this configuration, since the motor generator 8 that generates power by the rotation of the driven wheel 4 is provided, the energy that has been converted to heat by the mechanical brake until now is used to generate regenerative power to the battery using the motor generator as a generator. By storing, a braking force can be generated. The braking performance can be improved by using it together with the mechanical brake.

　また、車両２の車速や走行抵抗等の走行状態に併せて電動発電機８を駆動させることで、主駆動源５を効率が良くなる回転数・トルクとなるように駆動でき、走行性能を向上させることができる。例えば、加速時に電動発電機８の駆動力補助を行い、また定速走行やクルージング状態で電動発電機８の駆動力の付加もしくは発電作用させることで、主駆動源５を効率良く駆動でき、また適切な回生電力が得られる。特に、前記主駆動源５が内燃機関（ガソリンエンジンやディーゼルエンジン）の場合、回転数やトルクによる効率の違いが大きく、前記電動発電機８の駆動力補助を行うことによる主駆動源５の効率向上の効果が大きい。 In addition, by driving the motor generator 8 in accordance with the running state of the vehicle 2 such as the vehicle speed and running resistance, the main drive source 5 can be driven at a rotational speed and torque that improve the efficiency, and the running performance is improved. Can be made. For example, the driving force of the motor generator 8 is assisted during acceleration, and the driving force of the motor generator 8 is added or generated during constant speed running or cruising, so that the main drive source 5 can be driven efficiently. Appropriate regenerative power can be obtained. In particular, when the main drive source 5 is an internal combustion engine (gasoline engine or diesel engine), the difference in efficiency due to the rotational speed or torque is large, and the efficiency of the main drive source 5 by assisting the driving force of the motor generator 8 is increased. Great improvement effect.

　前記電動発電機８は、車輪用軸受３１に搭載され、そのロータ４２が車輪用軸受３１の回転側輪に増減速手段を介することなく固定されたダイレクトドライブ形式であるため、クラッチ、動力配分機構、ドライブシャフト等が不要であり、補助動力を与えるための構成が簡易で済み、車両重量の増加も抑えられる。このように、走行性能、制動性能、燃料消費量等の車両性能を向上させることができるうえ、補助動力を与えるための構造が簡易で済む。 The motor generator 8 is mounted on the wheel bearing 31 and has a direct drive type in which the rotor 42 is fixed to the rotating side wheel of the wheel bearing 31 without any speed increasing / decreasing means. In addition, a drive shaft or the like is unnecessary, a configuration for providing auxiliary power is simple, and an increase in vehicle weight can be suppressed. Thus, vehicle performance such as travel performance, braking performance, and fuel consumption can be improved, and a structure for providing auxiliary power can be simplified.

　この発明において、前記車両２が複数の従動輪４に対して前記電動発電機８を有し、各従動輪４で個々に前記電動発電機８を制御する複数の個別制御手段９を備えていてもよい。この構成の場合、走行レーンチェンジ等のための加速時や旋回時において、電動発電機８を個々に制御することにより、より安定した走行が可能となる。 In the present invention, the vehicle 2 has the motor generator 8 for a plurality of driven wheels 4, and has a plurality of individual control means 9 for controlling the motor generator 8 individually by each driven wheel 4. Also good. In the case of this configuration, more stable traveling is possible by individually controlling the motor generator 8 during acceleration or turning for traveling lane change or the like.

　この構成の場合に、前記車両２の統合制御を行う上位ＥＣＵ１０に、前記各電動発電機８の前記各個別制御手段９に駆動および回生の制御を行わせる指令を出力する個別電動発電機指令手段１５を有していてもよい。上位ＥＣＵ１０に前記個別電動発電機指令手段１５を有することで、各電動発電機８を個別に用いて上記走行レーンチェンジや旋回の支援をする制御が行い易い。 In the case of this configuration, individual motor generator command means for outputting a command for causing the individual control means 9 of each motor generator 8 to perform drive and regeneration control to the host ECU 10 that performs integrated control of the vehicle 2. 15 may be included. By having the individual motor generator command means 15 in the host ECU 10, it is easy to perform control for supporting the travel lane change and turning by using each motor generator 8 individually.

　この発明において、前記車両２が、この車両２の統合制御を行う上位ＥＣＵ１０の電源となる低電圧バッテリー２０と、この低電圧バッテリー２０よりも蓄電電圧が高くてアクセサリー部品の電源として用いられる中電圧バッテリー１９とを備え、前記電動発電機８と接続された前記蓄電手段が前記中電圧バッテリー１９であってもよい。 In the present invention, the vehicle 2 is a low voltage battery 20 that serves as a power source for the host ECU 10 that performs integrated control of the vehicle 2, and a medium voltage that is higher than the low voltage battery 20 and that is used as a power source for accessory parts. The medium voltage battery 19 may be the power storage means provided with the battery 19 and connected to the motor generator 8.

　車両のアクセサリー部品を駆動する場合、電圧が高い方が電流が小さくて済み、配線の太さや被覆等の面で配線上好ましい。しかし、上位ＥＣＵ１０等の基幹電気部品は、長年使用されている１２Ｖバッテリーを用いることが、信頼性の面から好ましい。また、バッテリーの電圧が高過ぎると、保守を行うときの感電の問題がある。このため、上位ＥＣＵ１０の電源となる１２Ｖの低電圧バッテリー２０とは別の中電圧バッテリー１９を備え、基幹電気部品以外の電装補機類の電源として用いることが、配線面、信頼性確保の両面から望ましい。このような中電圧バッテリー１９を備える場合、前記走行補助用の電動発電機８で回生発電や駆動に用いる電源は、前記中電圧バッテリー１９を用いることが、配線等の面で優れる。なお、この明細書で「アクセサリー部品」とは、車両の電装部品のうち、走行に必須となる部品である基幹部品を除く部品を言う。 When driving accessory parts of a vehicle, a higher voltage requires less current, which is preferable in terms of wiring thickness and covering. However, it is preferable from the viewpoint of reliability that the core electrical parts such as the host ECU 10 use a 12V battery that has been used for many years. Also, if the voltage of the battery is too high, there is a problem of electric shock when performing maintenance. For this reason, a medium voltage battery 19 different from the 12V low voltage battery 20 serving as a power source for the host ECU 10 is provided and used as a power source for electrical auxiliary equipment other than the basic electrical parts, both for wiring and ensuring reliability. Is desirable. When such a medium voltage battery 19 is provided, it is excellent in terms of wiring and the like that the medium voltage battery 19 is used as a power source used for regenerative power generation and driving by the motor generator 8 for driving assistance. In this specification, the “accessory part” refers to a part excluding a basic part, which is a part that is essential for traveling, among electric parts of a vehicle.

　この発明において、前記車両動力補助システムは、低電圧負荷２２に給電を行う低電圧バッテリー２０と、前記低電圧バッテリー２０よりも蓄電電圧が高く、前記低電圧負荷２２よりも高電圧の負荷である中電圧負荷２３に給電を行う中電圧バッテリー１９と、前記低電圧バッテリー２２と前記中電圧バッテリー１９とを接続するコンバータ２１と、を備え、前記電動発電機８は、前記中電圧バッテリー１９と電気的に接続されて、前記従動輪４の回転により回生を行い、前記中電圧バッテリー１９に給電を行うとともに、前記中電圧バッテリー１９からの給電により、前記従動輪４を回転駆動するものであってもよい。 In the present invention, the vehicle power assist system is a low-voltage battery 20 that supplies power to the low-voltage load 22, a storage voltage higher than the low-voltage battery 20, and a higher-voltage load than the low-voltage load 22. The motor generator 8 includes an intermediate voltage battery 19 that supplies power to the intermediate voltage load 23, and a converter 21 that connects the low voltage battery 22 and the intermediate voltage battery 19. Are connected to each other, regenerates by rotation of the driven wheel 4, supplies power to the medium voltage battery 19, and rotates the driven wheel 4 by power supply from the medium voltage battery 19. Also good.

　この構成によっても、前記と同様に、従動輪４での駆動アシスト、回生制動、発電が行えて、走行性能、制動性能、燃料消費量等の車両性能を向上させることができ、かつ補助駆動力を得るための構造が簡易で済み、車両重量の増大も抑えることができる。また、この構成の場合、低電圧バッテリー２０とは別に中電圧バッテリー１９を備え、低電圧負荷２２は低電圧バッテリー２０より、中電圧負荷２３は中電圧バッテリー１９より給電するため、車両に搭載される部品に応じて低電圧の部品とするか中電圧部品とするかを使い分けることができ、前記と同様に、配線面、および信頼性確保の面で優れる。 Also with this configuration, drive assist, regenerative braking, and power generation at the driven wheel 4 can be performed as described above, and vehicle performance such as travel performance, braking performance, and fuel consumption can be improved, and auxiliary driving force The structure for obtaining the vehicle can be simplified, and the increase in vehicle weight can be suppressed. Further, in this configuration, the medium voltage battery 19 is provided separately from the low voltage battery 20, and the low voltage load 22 is supplied from the low voltage battery 20 and the medium voltage load 23 is supplied from the medium voltage battery 19. Depending on the component to be used, it can be used as a low-voltage component or a medium-voltage component, which is excellent in terms of wiring and reliability as described above.

　この発明において、前記電動発電機８が、前記車輪用軸受３１の前記回転輪に取付けられたブレーキロータ３６の外周部に接するブレーキキャリパ３７と前記車輪用軸受３１の外輪３２との間の径方向範囲に収まるようにしてもよい。走行補助用の電動発電機８がブレーキキャリパ３７と車輪用軸受間に収まる容積であると、ナックル部の改造のみで、従来形式の車両の従動輪に簡単に取付けることができ、また車種を問わず取付けることができる。 In this invention, the motor generator 8 has a radial direction between a brake caliper 37 that contacts an outer peripheral portion of a brake rotor 36 attached to the rotating wheel of the wheel bearing 31 and an outer ring 32 of the wheel bearing 31. It may be within the range. If the motor generator 8 for driving assistance has a volume that fits between the brake caliper 37 and the wheel bearing, it can be easily attached to the driven wheel of a conventional vehicle by simply modifying the knuckle part. Can be installed without any trouble.

　請求の範囲および／または明細書および／または図面に開示された少なくとも２つの構成のどのような組み合わせも、この発明に含まれる。特に、請求の範囲の各請求項の２つ以上のどのような組み合わせも、この発明に含まれる。 Any combination of at least two configurations disclosed in the claims and / or the specification and / or the drawings is included in the present invention. In particular, any combination of two or more of each claim in the claims is included in the invention.

　この発明は、添付の図面を参考にした以下の好適な実施形態の説明から、より明確に理解されるであろう。しかしながら、実施形態および図面は単なる図示および説明のためのものであり、この発明の範囲を定めるために利用されるべきものではない。この発明の範囲は添付の請求の範囲によって定まる。添付図面において、複数の図面における同一の符号は、同一または相当する部分を示す。
この発明の一実施形態に係る車両動力補助システムまたは車両従動輪回生システムの概念構成を示すブロック図である。 同車両動力補助システムまたは車両従動輪回生システムを搭載した車両の一例となる電源系統図である。 同車両動力補助システムまたは車両従動輪回生システムにおける電動発電機を搭載した従動輪およびその足回り部を示す縦断面図である。 同従動輪およびその足回り部を示す斜視図である。 同発電機を軸方向に垂直な平面で切断して見た拡大断面図（図３のV-V線断面図）である。 The present invention will be more clearly understood from the following description of preferred embodiments with reference to the accompanying drawings. However, the embodiments and drawings are for illustration and description only and should not be used to define the scope of the present invention. The scope of the invention is defined by the appended claims. In the accompanying drawings, the same reference numerals in a plurality of drawings indicate the same or corresponding parts.
1 is a block diagram showing a conceptual configuration of a vehicle power assist system or a vehicle driven wheel regeneration system according to an embodiment of the present invention. FIG. 2 is a power supply system diagram as an example of a vehicle equipped with the vehicle power assist system or the vehicle driven wheel regeneration system. It is a longitudinal cross-sectional view which shows the driven wheel which mounts the motor generator in the vehicle power assistance system or a vehicle driven wheel regeneration system, and its suspension part. It is a perspective view which shows the driven wheel and its leg part. It is the expanded sectional view (VV sectional view taken on the line of FIG. 3) which saw the generator by cut | disconnecting in the plane perpendicular | vertical to an axial direction.

　この発明の一実施形態を図１～図５と共に説明する。この車両動力補助システム１は、前輪駆動または後輪駆動などの非駆動輪である従動輪４を持つ車両２において、主駆動源５とは、機械的に非連結である従動輪４に対して搭載される。主駆動源５は、ガソリンエンジンまたはディーゼルエンジン等の内燃機関、または電動発電機（電動モータ）、または両者を組み合わせたハイブリッド型の駆動源である。なお、「電動発電機」は、回転付与による発電が可能な電動モータを称す。図示の例では、車両２は、前輪が駆動輪３、後輪が従動輪４となる前輪駆動車であって、主駆動源５が内燃機関５ａと駆動輪側の電動発電機５ｂとでなるハイブッリド車（以下、「ＨＥＶ」と称することがある）である。具体的には、駆動輪側の電動発電機５ｂが４８Ｖ等の中電圧で駆動されるマイルドハイブリッド形式である。 An embodiment of the present invention will be described with reference to FIGS. The vehicle power assist system 1 includes a driven wheel 4 that is a non-driven wheel such as a front wheel drive or a rear wheel drive, and the driven wheel 4 is mechanically disconnected from the driven wheel 4. Installed. The main drive source 5 is an internal combustion engine such as a gasoline engine or a diesel engine, a motor generator (electric motor), or a hybrid drive source that combines both. The “motor generator” refers to an electric motor that can generate power by applying rotation. In the illustrated example, the vehicle 2 is a front wheel drive vehicle in which the front wheels are drive wheels 3 and the rear wheels are driven wheels 4, and the main drive source 5 is an internal combustion engine 5a and a motor generator 5b on the drive wheels side. It is a hybrid vehicle (hereinafter sometimes referred to as “HEV”). Specifically, it is a mild hybrid type in which the motor generator 5b on the drive wheel side is driven at a medium voltage such as 48V.

ハイブリッドはストロングハイブリッドとマイルドハイブリッドとに大別されるが、マイルドハイブリッドは、主要駆動源が内燃機関であって、発進時や加速時等にモータで走行の補助を主に行う形式を言い、ＥＶ（電気自動車）モードでは通常の走行を暫くは行えても長時間行うことができないことでストロングハイブリッドと区別される。同図の例の内燃機関５ａは、クラッチ６および減速機７をして駆動輪３のドライブシャフトに接続され、前記減速機７に前記駆動輪側の電動発電機５ｂが接続されている。 Hybrids are broadly divided into strong hybrids and mild hybrids. Mild hybrids are the main drive source that is an internal combustion engine, and it is a type that mainly assists driving with a motor when starting or accelerating. The (electric vehicle) mode is distinguished from a strong hybrid by being able to perform normal driving for a while but not for a long time. The internal combustion engine 5a of the example shown in the figure has a clutch 6 and a speed reducer 7 and is connected to the drive shaft of the drive wheel 3, and the drive wheel side motor generator 5b is connected to the speed reducer 7.

　車両動力補助システム１は、従動輪４の回転駆動を行う走行補助用の電動発電機８と、この電動発電機８の制御を行う個別制御手段９と、上位ＥＣＵ１０に設けられて前記個別制御手段９に駆動および回生の制御を行わせる指令を出力する個別電動発電機指令手段１５とを備える。前記電動発電機８は、蓄電手段に接続されている。この蓄電手段は、バッテリー（蓄電池）やキャパシタ、コンデンサ等を用いることができ、その形式や車両２への搭載位置は問わないが、この実施形態では、車両２に搭載された低電圧バッテリー２０および中電圧バッテリー１９のうちの中電圧バッテリー１９とされている。 The vehicle power assist system 1 includes a travel assist motor generator 8 that rotates the driven wheel 4, an individual control unit 9 that controls the motor generator 8, and a host ECU 10 that is provided with the individual control unit. And individual motor generator command means 15 for outputting a command for causing the motor 9 to perform drive and regeneration control. The motor generator 8 is connected to power storage means. A battery (storage battery), a capacitor, a capacitor, or the like can be used as the power storage means, and the type and the mounting position on the vehicle 2 are not limited. In this embodiment, the low-voltage battery 20 mounted on the vehicle 2 and The medium voltage battery 19 is the medium voltage battery 19.

　従動輪用の電動発電機８は、変速機を用いないダイレクトドライブモータであり、電力を供給することで電動機として作用し、また車両２の運動エネルギーを電力に変換する発電機としても作用する。 The motor generator 8 for the driven wheel is a direct drive motor that does not use a transmission, and acts as a motor by supplying electric power, and also acts as a generator that converts the kinetic energy of the vehicle 2 into electric power.

　図３、図４に前記電動発電機８を搭載した従動輪４を示す。前記電動発電機８は従動輪４を支持する車輪用軸受（ハブベアリングとも称される）３１とブレーキ３５のブレーキキャリパ３７との間に構成されている。車輪用軸受３１は、固定輪となる外輪３２とハブ輪となる内輪３３との間に複列の転動体３４を設けて成り、外輪３２はナックル部等の足回りフレーム部品３９にボルトで締結されている。内輪３３はフランジ３３ａを有し、このフランジ３３ａに、従動輪４のホイール４ａと前記ブレーキ３５のブレーキロータ３６とが重ね合わせてボルト４０により取付けられている。ホイール４ａは、前記内輪３３に取付けられた円板状部分４ａａとその外周から車両内側へ延びるテーパ状の円筒状部４ａｂとを有し、この円筒状部４ａｂにタイヤ４ｂが取付けられている。前記車輪用軸受３１は、ホイール４ａの軸方向幅内に全体が収まっている。 3 and 4 show the driven wheel 4 on which the motor generator 8 is mounted. The motor generator 8 is configured between a wheel bearing 31 (also referred to as a hub bearing) that supports the driven wheel 4 and a brake caliper 37 of the brake 35. The wheel bearing 31 includes a double-row rolling element 34 provided between an outer ring 32 serving as a fixed ring and an inner ring 33 serving as a hub ring, and the outer ring 32 is fastened with bolts to a suspension frame part 39 such as a knuckle portion. Has been. The inner ring 33 has a flange 33 a, and the wheel 4 a of the driven wheel 4 and the brake rotor 36 of the brake 35 are attached to the flange 33 a by a bolt 40. The wheel 4a has a disk-like portion 4aa attached to the inner ring 33 and a tapered cylindrical portion 4ab extending from the outer periphery to the vehicle inner side, and a tire 4b is attached to the cylindrical portion 4ab. The wheel bearing 31 is entirely within the axial width of the wheel 4a.

ブレーキロータ３６は、ディスク型であって、前記内輪３３に取付けられた円板状部分３６ａと、その外周縁から車輪用軸受３１の外周の一部を囲むように延びる中間円筒状部３６ｂと、その先端から外径側へ延びる外径側円板状部３６ｃとでなり、この外径側円板状部３６ｃが、前記ブレーキキャリパ３７により開閉される一対のブレーキパッド３７ａ，３７ｂで挟み付けられる。ブレーキキャリパ３７は、油圧式および機械式のいずれであっても良く、また電動モータ式であってもよい。ブレーキキャリパ３７は前記足回りフレーム部品３９に取付けられている。 The brake rotor 36 is a disc type, and includes a disc-shaped portion 36a attached to the inner ring 33, an intermediate cylindrical portion 36b extending from an outer peripheral edge thereof so as to surround a part of the outer periphery of the wheel bearing 31, The outer diameter side disk-shaped portion 36c extends from the tip to the outer diameter side, and the outer diameter side disk-shaped portion 36c is sandwiched between a pair of brake pads 37a and 37b opened and closed by the brake caliper 37. . The brake caliper 37 may be either a hydraulic type or a mechanical type, and may be an electric motor type. The brake caliper 37 is attached to the underbody frame part 39.

　図３～図５に示すように、電動発電機８は、内周側の環状のステータ４１とその外周に位置する環状のロータ４２とでなり、ステータ４１は車輪用軸受３１の外輪３２に嵌合により、またはボルトによる締結により一体に固定されている。ステータ４１およびロータ４２は、簡略化して図示しているが、この例では、電動発電機８はＩＰＭモータ等の同期モータであり、ステータ４１はステータコア４１ａとステータコイル４１ｂとで構成される。ステータコア４１ａの各ティースに、ステータコイル４１ｂが巻回されている。ロータ４２は磁性体４２ａと永久磁石４２ｂとで構成される。ロータ４２はハブ輪である内輪３３のフランジ部３３ａに、軸方向の一端で取付部品４３によって嵌合または締結等により固定状態に取付けられている。ロータ４２は、その軸方向の一部がブレーキロータ３６の前記中間円筒状部３６ｂに収まっている。 As shown in FIGS. 3 to 5, the motor generator 8 includes an inner circumferential annular stator 41 and an annular rotor 42 located on the outer circumference thereof. The stator 41 is fitted to the outer ring 32 of the wheel bearing 31. It is fixed integrally by fastening or by fastening with bolts. Although the stator 41 and the rotor 42 are illustrated in a simplified manner, in this example, the motor generator 8 is a synchronous motor such as an IPM motor, and the stator 41 includes a stator core 41a and a stator coil 41b. A stator coil 41b is wound around each tooth of the stator core 41a. The rotor 42 includes a magnetic body 42a and a permanent magnet 42b. The rotor 42 is fixedly attached to the flange portion 33a of the inner ring 33, which is a hub ring, by fitting or fastening with an attachment part 43 at one end in the axial direction. A part of the rotor 42 in the axial direction is accommodated in the intermediate cylindrical portion 36 b of the brake rotor 36.

　前記電動発電機８は、ハブ輪である内輪３３にロータ４２が取付付けられているため、中電圧バッテリー１９から電動発電機８に電流を印加（給電）すると内輪３３が回転駆動され、逆に電力回生時には誘起電圧を負荷することで回生電力を得ることができ、中電圧バッテリー１９に給電を行うことが可能である。 In the motor generator 8, the rotor 42 is attached to the inner ring 33 that is a hub wheel. Therefore, when a current is applied (powered) from the medium voltage battery 19 to the motor generator 8, the inner ring 33 is rotationally driven. At the time of power regeneration, regenerative power can be obtained by loading an induced voltage, and power can be supplied to the medium voltage battery 19.

　前記電動発電機８は、車輪用軸受３１の外周とブレーキキャリパ３７との間、より具体的にはブレーキロータ３６の中間円筒状部３６ｂとの間に構成されるため、車両２に搭載する際には従動輪周辺の減衰装置などの構造の変更が必要ない。さらに、車輪用軸受３１についても、外輪３２以外の、内輪３３などの構成部品は既存品を流用できる。なお、図示の車輪用軸受３１は内輪回転タイプの第３世代型への適用例について示しているが、外輪回転タイプや第１、２世代型などの車軸用軸受であっても適用可能である。また、図示の電動発電機８はアウターロータ式のＩＰＭモータであるが、インナーロータ式でもよい。また、電動発電機８は、ＳＰＭモータ、ＩＭ、ＳＲモータなど各種のモータとすることができる。コイルも、分布巻、集中巻のいずれでもよい。 The motor generator 8 is configured between the outer periphery of the wheel bearing 31 and the brake caliper 37, more specifically, between the intermediate cylindrical portion 36b of the brake rotor 36. Does not require a change in the structure of the damping device around the driven wheel. Further, with regard to the wheel bearing 31, existing products other than the outer ring 32 such as the inner ring 33 can be used. In addition, although the illustrated wheel bearing 31 shows an example of application to the third generation type of the inner ring rotation type, it can also be applied to an axle bearing such as an outer ring rotation type or a first or second generation type. . The illustrated motor generator 8 is an outer rotor type IPM motor, but may be an inner rotor type. The motor generator 8 can be various motors such as an SPM motor, an IM, and an SR motor. The coil may be either distributed winding or concentrated winding.

　前記車輪用軸受３１には、内輪３３のフランジ部３３ａと外輪３２との間に回転検出装置４５が設けられている。この回転検出装置４５は、内輪３３に設けられたエンコーダ部４５ａと外輪３２に取付けられて前記エンコーダ部４５ａを読み取るセンサ部４５ｂとでなる。この回転検出装置４５は、レゾルバ、ホール素子、光学式、磁気式など、形式および搭載位置を問わない。 The wheel bearing 31 is provided with a rotation detecting device 45 between the flange portion 33 a of the inner ring 33 and the outer ring 32. The rotation detecting device 45 includes an encoder part 45a provided on the inner ring 33 and a sensor part 45b attached to the outer ring 32 and reading the encoder part 45a. The rotation detection device 45 may be of any type and mounting position, such as a resolver, a Hall element, an optical type, and a magnetic type.

　図１と共に、車両２の制御系を説明する。上位ＥＣＵ１３は車両２の統合制御を行う手段であり、これに、アクセルペダル等のアクセル操作手段４６およびブレーキペダル等のブレーキ操作手段４７からそれぞれ入力される操作量の信号に従ってトルク指令を生成するトルク指令生成手段１３が設けられている。この車両２は、主駆動源５として内燃機関５ａおよび駆動輪側の電動発電機５ｂを備え、また２つの従動輪４，４をそれぞれ駆動する２つの電動発電機８，を備えるため、前記トルク指令を前記各駆動源５ａ，５ｂ，８，８に定められた規則によって分配するトルク指令分配手段１４が前記上位ＥＣＵ１３設けられている。内燃機関５ａに対するトルク指令は内燃機関制御手段１７に伝達され、内燃機関制御手段１７によってバルブ開度制御等に用いられる。駆動輪側の電動発電機５ｂに対するトルク指令は駆動輪側電動発電機制御手段１８に伝達されて実行される。従動輪側の電動発電機８，８に対するトルク指令は、前記個別制御手段９，９に伝達される。前記トルク指令分配手段１４のうち、個別制御手段９，９へ出力する部分を個別電動発電機指令手段１５と称している。この個別電動発電機指令手段１５は、ブレーキ操作手段４７の操作量の信号に対して、電動発電機８が回生制動により制動を分担する制動力の指令となるトルク指令を個別制御手段９へ与える機能も備える。 The control system of the vehicle 2 will be described with reference to FIG. The host ECU 13 is means for performing integrated control of the vehicle 2, and includes torque that generates a torque command in accordance with operation amount signals respectively input from an accelerator operating means 46 such as an accelerator pedal and a brake operating means 47 such as a brake pedal. Command generation means 13 is provided. The vehicle 2 includes an internal combustion engine 5a and a motor generator 5b on the drive wheel side as a main drive source 5, and two motor generators 8 that drive the two driven wheels 4 and 4, respectively. The upper ECU 13 is provided with a torque command distribution means 14 for distributing a command according to a rule determined for each of the drive sources 5a, 5b, 8, and 8. A torque command for the internal combustion engine 5a is transmitted to the internal combustion engine control means 17, and is used by the internal combustion engine control means 17 for valve opening control and the like. The torque command for the drive wheel side motor generator 5b is transmitted to the drive wheel side motor generator control means 18 and executed. Torque commands for the motor generators 8 and 8 on the driven wheel side are transmitted to the individual control means 9 and 9. A portion of the torque command distribution means 14 that outputs to the individual control means 9, 9 is referred to as an individual motor generator command means 15. This individual motor generator command means 15 gives to the individual control means 9 a torque command that serves as a braking force command for the motor generator 8 to share braking by regenerative braking in response to an operation amount signal of the brake operation means 47. It also has functions.

　個別制御手段９はインバータ装置であり、中電圧バッテリー１９の直流電力を３相の交流電圧に変換するインバータ１１と、前記トルク指令等により前記インバータ１１の出力をＰＷＭ制御等で制御する制御部１２とを有する。前記インバータ１１は、半導体スイッチング素子等によるブリッジ回路（図示せず）と、電動発電機８の回生電力を中電圧バッテリー１９に充電する充電回路（図示せず）とを備える。なお、個別制御手段９は、２つの電動発電機８，８に対して個別に設けられるが、一つの筐体内に収められ、制御部１２を両個別制御手段９，９で共有する構成であってもよい。 The individual control means 9 is an inverter device, and an inverter 11 that converts the DC power of the medium voltage battery 19 into a three-phase AC voltage, and a control unit 12 that controls the output of the inverter 11 by PWM control or the like according to the torque command or the like. And have. The inverter 11 includes a bridge circuit (not shown) using a semiconductor switching element and the like, and a charging circuit (not shown) that charges the regenerative power of the motor generator 8 to the medium voltage battery 19. The individual control means 9 is individually provided for the two motor generators 8 and 8, but is configured to be housed in one housing and share the control unit 12 between the two individual control means 9 and 9. May be.

　図２は、図１に示した（マイルド）ハイブリッド車の電気系統図である。同図の例では、バッテリーとして低電圧バッテリー２０と中電力バッテリー１９とが設けられ、両バッテリー１９，２０は、ＤＣ／ＤＣコンバータ２１を介して接続されている。電動発電機８は二つあるが、代表して一つで図示している。また、図１の駆動輪側の電動発電機５ｂは、図２では図示を省略しているが、従動輪側の電動発電機８と並列に中電力系統に接続されている。低電圧系統には低電圧負荷２２が接続され、中電圧系統には中電圧負荷２３が接続される。低電圧負荷２２および中電圧負荷２３は、それぞれ複数あるが、代表して一つで示している。 FIG. 2 is an electrical system diagram of the (mild) hybrid vehicle shown in FIG. In the example of the figure, a low voltage battery 20 and a medium power battery 19 are provided as batteries, and both batteries 19 and 20 are connected via a DC / DC converter 21. There are two motor generators 8, but one is shown as a representative. Further, although not shown in FIG. 2, the motor generator 5b on the drive wheel side in FIG. 1 is connected to the middle power system in parallel with the motor generator 8 on the driven wheel side. A low voltage load 22 is connected to the low voltage system, and a medium voltage load 23 is connected to the medium voltage system. There are a plurality of low-voltage loads 22 and medium-voltage loads 23, respectively, but one is representatively shown.

　低電圧バッテリー２０は、制御系等の電源として各種の自動車一般に用いられているバッテリーであり、例えば１２Ｖまたは２４Ｖとされる。前記低電圧負荷２２としては、内燃機関５ａのスタータモータや、灯火類、上位ＥＣＵ１０やその他のＥＣＵ（図示せず）等の基幹部品がある。低電圧バッテリー２０は電装補機類用補助バッテリー、中電圧バッテリー１９は電動システム用補助バッテリー等と称してもよい。 The low voltage battery 20 is a battery generally used for various automobiles as a power source for a control system or the like, and is, for example, 12V or 24V. The low voltage load 22 includes basic parts such as a starter motor of the internal combustion engine 5a, lights, a host ECU 10 and other ECUs (not shown). The low voltage battery 20 may be referred to as an auxiliary battery for electrical accessories, and the medium voltage battery 19 may be referred to as an auxiliary battery for an electric system.

　中電圧バッテリー１９は、低電圧バッテリー２０よりも電圧が高く、かつストロングハイブリッド車等に用いられる高圧バッテリー（１００Ｖ以上、例えば２００～４００Ｖ程度）よりも低く、かつ作業時に感電による人体への影響が問題とならない程度の電圧であり、近年マイルドハイブリッド車に用いられている４８Ｖバッテリーが好ましい。４８Ｖバッテリー等の中電圧バッテリー１９は、従来の内燃機関を搭載した車両に比較的容易に搭載することができ、マイルドハイブリッドシステムとして電力による動力アシストや回生により、燃費低減することができる。 The medium voltage battery 19 is higher in voltage than the low voltage battery 20 and lower than a high voltage battery (100 V or more, for example, about 200 to 400 V) used in a strong hybrid vehicle or the like. A 48V battery that has a voltage that does not cause a problem and that has been used in mild hybrid vehicles in recent years is preferable. The medium voltage battery 19 such as a 48V battery can be mounted on a vehicle equipped with a conventional internal combustion engine relatively easily, and as a mild hybrid system, fuel consumption can be reduced by power assist or regeneration using electric power.

　前記４８Ｖ系統の中電圧負荷２３は前記アクセサリー部品であり、低電圧負荷２２よりも高電圧の負荷である。前記４８Ｖ系統の中電圧負荷２３は、前記駆動輪側の電動発電機５ｂである動力アシストモータや、この他に電動ポンプ、電動パワーステアリング、スーパーチャージャ、エアーコンプレッサなどである。アクセサリーによる負荷を４８Ｖ系統で構成することで、高電圧（１００Ｖ以上のストロングハイブリッド車など）よりも動力アシストの出力が低くなるものの、乗員やメンテナンス作業者への感電の危険性を低くすることができる。電線の絶縁被膜を薄くすることができるので、電線の重量や体積を減らすことができる。また、１２Ｖよりも小さな電流量で大きな電力量を入出力することができるため、電動機や発電機の体積を小さくすることができる。これらのことから、車両の燃費低減効果に寄与する。 The medium voltage load 23 of the 48V system is the accessory part, and is a higher voltage load than the low voltage load 22. The medium voltage load 23 of the 48V system is a power assist motor which is the motor generator 5b on the driving wheel side, and an electric pump, an electric power steering, a supercharger, an air compressor and the like. By configuring the load by the accessories with a 48V system, the output of power assist is lower than that of high voltage (such as a strong hybrid vehicle of 100V or more), but the risk of electric shock to passengers and maintenance workers can be reduced. it can. Since the insulating coating of the electric wire can be thinned, the weight and volume of the electric wire can be reduced. In addition, since a large amount of electric power can be input / output with a current amount smaller than 12 V, the volume of the electric motor or generator can be reduced. From these things, it contributes to the fuel consumption reduction effect of a vehicle.

　この実施形態の車両動力補助システムは、こうしたマイルドハイブリッド車のアクセサリー部品に好適であり、動力アシストや電力回生部品として適用される。なお、従来よりマイルドハイブリッド車において、内燃機関とトランスミッション間やギアボックスとリアデフ間に電動発電機を搭載することや（ＣＭＧ、ＧＭＧと称す）、内燃機関に直接ベルト駆動式スタータモータを搭載する（いずれも図示せず）ことがあるが、これらはいずれも、内燃機関や動力装置に対して動力アシストや回生するため、伝達装置や減速機などの効率の影響を受ける。これに対してこの実施形態の車両動力補助システム１は従動輪４に対して搭載されるため、内燃機関５ｂや電動モータ（図示せず）等の主駆動源とは切り離されており、電力回生の際には、従動輪４の回転により回生を行うことで、車体１の運動エネルギーを直接利用することができる。 The vehicle power assist system of this embodiment is suitable for accessory parts of such mild hybrid vehicles, and is applied as power assist and power regeneration parts. Conventionally, in mild hybrid vehicles, a motor generator is mounted between the internal combustion engine and the transmission, or between the gear box and the rear differential (referred to as CMG, GMG), or a belt-driven starter motor is mounted directly on the internal combustion engine ( (Neither of these are shown in the drawings) However, since these are power assist and regenerative to the internal combustion engine and the power unit, they are affected by the efficiency of the transmission unit, the speed reducer, and the like. On the other hand, since the vehicle power assist system 1 of this embodiment is mounted on the driven wheel 4, it is separated from a main drive source such as an internal combustion engine 5b or an electric motor (not shown), and power regeneration. In this case, the kinetic energy of the vehicle body 1 can be directly used by performing regeneration by rotation of the driven wheel 4.

　また、内燃機関５ｂからタイヤまでの動力伝達部間に電動発電機８を搭載する際には、車両２の設計段階から考慮して組み込む必要があり、後付けすることが難しいが、従動輪４内に収まるこの車両動力補助システム１の電動発電機８は、完成車であっても部品交換と同等の工数で取り付けることができ、内燃機関５ｂのみの完成車に対しても４８Ｖのシステムを構成することができる。また、この実施形態の車両動力補助システム１を搭載した車両に、図１の例のように別の電動発電機５ｂが搭載されていても構わない。その際は車両２に対する動力アシスト量や回生電力量を増加させることができ、さらに燃費低減に寄与する。 Further, when the motor generator 8 is mounted between the power transmission portions from the internal combustion engine 5b to the tire, it is necessary to incorporate it from the design stage of the vehicle 2 and it is difficult to retrofit, but the driven wheel 4 The motor generator 8 of the vehicle power assist system 1 that fits in can be installed with the same number of man-hours as parts replacement even for a complete vehicle, and constitutes a 48V system for a complete vehicle with only the internal combustion engine 5b. be able to. Further, another motor generator 5b may be mounted on a vehicle on which the vehicle power assist system 1 of this embodiment is mounted as in the example of FIG. At that time, the power assist amount and the regenerative power amount for the vehicle 2 can be increased, which further contributes to fuel consumption reduction.

　上記構成の車両動力補助システム１の動作及び作用効果を整理して次に示す。
　(1) 制動時
　今まで機械式ブレーキで熱変換していたエネルギーを、電動発電機８を発電機として、電動発電機８と電気的に接続している前記中電圧バッテリー１９に電力を蓄え、制動力を発生させることにより、今まで捨てられていたエネルギーを回収することができる。
　(2) 加速、定常走行時
　主駆動源５に内燃機関（エンジン）５ａを持つ車両２の場合、車両２の走行状態（車速、走行抵抗など）に併せて、エンジン効率が良くなる回転数・トルクとなるように電動発電機８を駆動させる。これにより、エンジン効率がよくなり、燃費改善に貢献できる。例えば、加速時に電動発電機８の駆動力補助や定速走行やクルージング状態で駆動力付加もしくは発電作用させることができる。
　(3) 走行性能の向上
　レーンチェンジのための加速時や旋回時において、電動発電機８を個々に制御することにより、より安定した走行が可能となる。
　(4) 低摩擦路面の走行
　雨天時や雪道などの低摩擦路面での動き出しや停止の際、電動発電機８によりタイヤのトラクションを制御し、安定した走行が可能となる。路面に近いタイヤ４ｂ内に電動発電機８を備えるため、応答性のよい操作性となる。回転検出装置４５（図３参照）を備えており、車載のブレーキセンサなどを省略できる。
　(5) 取付性
　従来形式の一般的な内燃機関駆動の自動車において、足回りフレーム部品３９の簡単な変更程の設計変更により、足回りフレーム部品３９に取付けるだけの簡単な取付方法が採れる。 The operations and effects of the vehicle power assist system 1 configured as described above are summarized as follows.
(1) During braking The energy that has been converted to heat by the mechanical brake until now is stored in the medium voltage battery 19 that is electrically connected to the motor generator 8 using the motor generator 8 as a generator. By generating the braking force, it is possible to recover the energy that has been discarded.
(2) During acceleration and steady running In the case of the vehicle 2 having the internal combustion engine (engine) 5a in the main drive source 5, the engine speed is improved in accordance with the running state of the vehicle 2 (vehicle speed, running resistance, etc.). The motor generator 8 is driven so as to obtain torque. As a result, the engine efficiency is improved, which can contribute to the improvement of fuel consumption. For example, the driving force can be added or the power can be generated in the driving force assist of the motor generator 8 at the time of acceleration, constant speed running, or cruising.
(3) Improvement of traveling performance More stable traveling is possible by individually controlling the motor generator 8 during acceleration or turning for lane change.
(4) Driving on a low-friction road surface When starting or stopping on a low-friction road surface such as in the rain or on a snowy road, the traction of the tire is controlled by the motor generator 8 to enable stable driving. Since the motor generator 8 is provided in the tire 4b close to the road surface, the operability has good responsiveness. A rotation detecting device 45 (see FIG. 3) is provided, and an in-vehicle brake sensor or the like can be omitted.
(5) Mounting In a conventional internal combustion engine-driven automobile of a conventional type, a simple mounting method can be adopted in which the mounting is simply performed on the undercarriage frame part 39 by a design change of a simple change of the undercarriage frame part 39.

　なお、前記実施形態は、ハイブリッド車に適用した例につき説明したが、この発明は、主駆動源５が内燃機関のみの車両や、主駆動源５が電動モータのみの車両にも適用することができる。 Although the above embodiment has been described with reference to an example applied to a hybrid vehicle, the present invention may be applied to a vehicle in which the main drive source 5 is only an internal combustion engine or a vehicle in which the main drive source 5 is only an electric motor. it can.

　上述した実施形態においては、車両動力補助システム１が、電動発電機８を備え、電動発電機８は、従動輪４の回転で発電を行うとともに、給電により電動発電機８を回転駆動する例を示した。しかしながら、車両動力補助システム１の変形例として、発電を行う機能を有するが、給電による回転駆動をしない車両従動輪回生システム１としてもよい。 In the embodiment described above, the vehicle power assist system 1 includes the motor generator 8, and the motor generator 8 generates power by the rotation of the driven wheel 4 and rotationally drives the motor generator 8 by feeding. Indicated. However, a modified example of the vehicle power assist system 1 may be a vehicle driven wheel regeneration system 1 that has a function of generating power but does not perform rotational driving by power feeding.

　すなわち、図１～図３に示すように、この車両従動輪回生システム１は、駆動輪３の走行駆動を行う主駆動源５と機械的に非連結である従動輪４を持つ車両２において、従動輪４が車輪用軸受３１で支持され、従動輪４の回転で発電を行う発電機８が車輪用軸受３１に搭載されている。この発電機８は、ロータ４２が車輪用軸受３１の内輪（回転側輪）３３に増減速手段を介することなく固定され、発電機８が発電した回生電力を蓄電する中電圧バッテリー（蓄電手段）１９を備える。 That is, as shown in FIGS. 1 to 3, the vehicle driven wheel regeneration system 1 includes a vehicle 2 having a driven wheel 4 that is mechanically disconnected from a main drive source 5 that drives the driving wheel 3. The driven wheel 4 is supported by the wheel bearing 31, and the generator 8 that generates power by the rotation of the driven wheel 4 is mounted on the wheel bearing 31. In this generator 8, a rotor 42 is fixed to the inner ring (rotation side wheel) 33 of the wheel bearing 31 without any speed increasing / decreasing means, and a medium voltage battery (storage means) for storing regenerative power generated by the generator 8 is stored. 19 is provided.

　このような構成であっても、上述した実施形態と同様に、今まで捨てられていたエネルギーを回収することができる。すなわち発電機８が発電した回生電力を中電圧バッテリー１９に蓄えることにより、制動力を発生させることができる。機械式のブレーキ３５と併用や使い分けで、制動性能も向上させることができる。 Even with such a configuration, the energy that has been discarded up to now can be recovered, as in the above-described embodiment. That is, by storing the regenerative power generated by the generator 8 in the medium voltage battery 19, a braking force can be generated. The braking performance can be improved by using together with or using the mechanical brake 35.

　従動輪用の車輪用軸受３１に発電機８が搭載されるため、発電機８を搭載するスペースを確保し易く、既存の車輪用軸受を大きく設計変形することなく発電機８を設けることができる。これにより、車両従動輪回生システム１の汎用性を高めることができる。 Since the generator 8 is mounted on the wheel bearing 31 for the driven wheel, it is easy to secure a space for mounting the generator 8, and the generator 8 can be provided without greatly designing and deforming the existing wheel bearing. . Thereby, the versatility of the vehicle driven wheel regeneration system 1 can be improved.

　発電機８は、車輪用軸受３１に搭載され、そのロータ４２が車輪用軸受３１の内輪（回転側輪）３３に増減速手段を介することなく固定されたダイレクトドライブ形式であるため、クラッチ、動力配分機構、ドライブシャフト等が不要である。このため、部品点数の低減を図って構造を簡易化し、車両重量の増大も抑えることができる。構造を簡易化できるため、コスト低減を図れる。また車両重量の増大を抑えることができるため、燃料消費量を抑制し得る。 The generator 8 is mounted on the wheel bearing 31 and has a direct drive type in which the rotor 42 is fixed to the inner ring (rotating side wheel) 33 of the wheel bearing 31 without any speed increasing / decreasing means. A distribution mechanism, a drive shaft, etc. are unnecessary. For this reason, the structure can be simplified by reducing the number of parts, and an increase in vehicle weight can be suppressed. Since the structure can be simplified, the cost can be reduced. Moreover, since the increase in vehicle weight can be suppressed, fuel consumption can be suppressed.

　このように発電を行う機能に限定した場合、個別制御手段９はインバータ装置ではなく、AC/DCコンバータ装置（図示せず）として構成することができる。前記AC/DCコンバータ装置は、３相交流電圧を直流電圧に変換することで、発電機８の回生電力を中電圧バッテリー１９に充電する機能を備え、インバータと比較すると制御方法が容易であり、小型化が可能となる。尚、上述の実施形態の電動発電機８を発電にのみ使用しており、この場合、電動発電機８は発電機８と表記してもよい。 Thus, when limited to the function of generating power, the individual control means 9 can be configured as an AC / DC converter device (not shown) instead of an inverter device. The AC / DC converter device has a function of charging the regenerative power of the generator 8 to the medium voltage battery 19 by converting a three-phase AC voltage to a DC voltage, and the control method is easier than an inverter. Miniaturization is possible. In addition, the motor generator 8 of the above-described embodiment is used only for power generation, and in this case, the motor generator 8 may be expressed as a generator 8.

　以上、この発明を実施するための形態を説明したが、ここで開示した実施形態はすべての点で例示であって制限的なものではない。この発明の範囲は上記した説明ではなくて請求の範囲によって示され、請求の範囲と均等の意味および範囲内でのすべての変更が含まれることが意図される。 As mentioned above, although the form for implementing this invention was demonstrated, embodiment disclosed here is an illustration and restrictive at no points. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

　なお、前記実施形態には、次の態様１，２が含まれる。すなわち、
（態様１)
態様１は、車両の動力を補助する車両動力補助システムであって、低電圧負荷に給電を行う低電圧バッテリーと、前記低電圧バッテリーよりも蓄電電圧が高く、前記低電圧負荷よりも高電圧の負荷である中電圧負荷に給電を行う中電圧バッテリーと、前記低電圧バッテリーと前記中電圧バッテリーとを接続するコンバータと、前記車両の従動輪の車輪用軸受に設けられ、前記中電圧バッテリーと電気的に接続する電動発電機とを備え、前記電動発電機は、前記従動輪の回転により回生を行い、前記中電圧バッテリーに給電を行うとともに、前記中電圧バッテリーからの給電により、前記従動輪を回転駆動する。 The embodiment includes the following aspects 1 and 2. That is,
(Aspect 1)
Aspect 1 is a vehicle power assist system that assists the power of the vehicle, and includes a low-voltage battery that supplies power to a low-voltage load, a storage voltage higher than that of the low-voltage battery, and a higher voltage than that of the low-voltage load. A medium voltage battery for supplying power to a medium voltage load as a load; a converter for connecting the low voltage battery and the medium voltage battery; and a wheel bearing for a driven wheel of the vehicle. A motor-generator that is connected to the motor-generator, the motor-generator performs regeneration by rotating the driven wheel, supplies power to the medium voltage battery, and supplies the driven wheel to the medium-voltage battery. Rotating drive.

　この態様１によると、前記実施形態と同様に、従動輪での駆動アシスト、回生制動、発電が行えて、走行性能、制動性能、燃料消費量等の車両性能を向上させることができ、かつ補助駆動力を得るための構造が簡易で済み、車両重量の増大も抑えることができる。また、この態様１の構成の場合、低電圧バッテリーとは別に中電圧バッテリーを備え、低電圧負荷は低電圧バッテリーより、中電圧負荷は中電圧バッテリーより給電するため、車両に搭載される部品に応じて低電圧の部品とするか中電圧部品とするかを使い分けることができ、前記実施形態と同様に、配線面、および信頼性確保の点で優れる。
（態様２）
　態様２は、駆動輪の走行駆動を行う主駆動源と機械的に非連結である従動輪を持つ車両従動輪回生システムであって、前記従動輪が車輪用軸受で支持され、前記従動輪の回転で発電を行う発電機が前記車輪用軸受に搭載され、前記発電機は、ロータが前記車輪用軸受の回転側輪に増減速手段を介することなく固定され、前記発電機が発電した回生電力を蓄電する蓄電手段を備える。なお、前記主駆動源は内燃機関のみ、または内燃機関と電動モータとの併用であってもよく、電動モータのみであってもよい。 According to this aspect 1, as in the above-described embodiment, drive assist, regenerative braking, and power generation can be performed on the driven wheels, and vehicle performance such as running performance, braking performance, and fuel consumption can be improved, and assistance can be provided. A structure for obtaining the driving force is simple, and an increase in vehicle weight can be suppressed. In addition, in the case of the configuration of this aspect 1, since the medium voltage battery is provided separately from the low voltage battery, the low voltage load is fed from the low voltage battery, and the medium voltage load is fed from the medium voltage battery. Accordingly, it is possible to selectively use a low-voltage component or a medium-voltage component, which is excellent in terms of securing the wiring surface and reliability as in the above embodiment.
(Aspect 2)
Aspect 2 is a vehicle driven wheel regeneration system having a driven wheel that is mechanically disconnected from a main drive source that drives the driving wheel. The driven wheel is supported by a wheel bearing, and the driven wheel A generator that generates power by rotation is mounted on the wheel bearing, and the generator is configured such that the rotor is fixed to the rotating side wheel of the wheel bearing without any speed increasing / decreasing means, and the regenerative power generated by the generator is generated. Power storage means for storing power. The main drive source may be only the internal combustion engine, or a combination of the internal combustion engine and the electric motor, or only the electric motor.

　この態様２によると、従動輪の回転で発電を行う発電機を備えるため、今まで捨てられていたエネルギーを回収することができる。すなわち発電機が発電した回生電力を蓄電手段に蓄えることにより、制動力を発生させることができる。機械式ブレーキとの併用や使い分けで、制動性能も向上させることができる。従動輪用の車輪用軸受に発電機が搭載されるため、発電機を搭載するスペースを確保し易く、既存の車輪用軸受を大きく設計変更することなく発電機を設けることができる。前記発電機は、車輪用軸受に搭載され、そのロータが車輪用軸受の回転側輪に増減速手段を介することなく固定されたダイレクトドライブ形式であるため、クラッチ、動力配分機構、ドライブシャフト等が不要である。このため、部品点数の低減を図って構造を簡易化し、車両重量の増大も抑えることができる。構造を簡易化できるため、コスト低減を図れる。また、車両重量の増大を抑えることができるため、燃料消費量を抑制し得る。 According to this aspect 2, since the generator that generates electric power by the rotation of the driven wheel is provided, the energy that has been discarded up to now can be recovered. That is, the braking force can be generated by storing the regenerative power generated by the generator in the power storage means. The braking performance can be improved by using it together with the mechanical brake or using it properly. Since the generator is mounted on the wheel bearing for the driven wheel, it is easy to secure a space for mounting the generator, and the generator can be provided without greatly changing the design of the existing wheel bearing. Since the generator is a direct drive type that is mounted on a wheel bearing and the rotor is fixed to the rotating side wheel of the wheel bearing without any speed increasing / decreasing means, a clutch, a power distribution mechanism, a drive shaft, etc. It is unnecessary. For this reason, the structure can be simplified by reducing the number of parts, and an increase in vehicle weight can be suppressed. Since the structure can be simplified, the cost can be reduced. Moreover, since the increase in vehicle weight can be suppressed, fuel consumption can be suppressed.

１…車両動力補助システム（車両従動輪回生システム）
２…車両
３…駆動輪
４…従動輪
４ａ…ホイール
５…主駆動源
５ａ…内燃機関
５ｂ…駆動輪側の電動発電機
８…従動輪側の電動発電機（発電機）
９…個別制御手段
１０…上位ＥＣＵ
１３…トルク指令手段
１４…トルク指令分配手段
１５…個別電動発電機指令手段
１９…中電圧バッテリー（蓄電手段）
２０…低電圧バッテリー
２１…ＤＣ／ＤＣコンバータ
２３…中電圧負荷（アクセサリー部品）
３１…車輪用軸受
３２…外輪
３３…内輪
３５…ブレーキ
３７…ブレーキキャリパ
３６…ブレーキロータ
３９…足回りフレーム部品
４１…ステータ
４２…ロータ
４５…回転検出装置 1 ... Vehicle power assist system (vehicle driven wheel regeneration system)
DESCRIPTION OF SYMBOLS 2 ... Vehicle 3 ... Drive wheel 4 ... Driven wheel 4a ... Wheel 5 ... Main drive source 5a ... Internal combustion engine 5b ... Drive wheel side motor generator 8 ... Driven wheel side motor generator (generator)
9 ... Individual control means 10 ... Host ECU
13 ... Torque command means 14 ... Torque command distribution means 15 ... Individual motor generator command means 19 ... Medium voltage battery (power storage means)
20 ... Low voltage battery 21 ... DC / DC converter 23 ... Medium voltage load (accessory part)
DESCRIPTION OF SYMBOLS 31 ... Wheel bearing 32 ... Outer ring 33 ... Inner ring 35 ... Brake 37 ... Brake caliper 36 ... Brake rotor 39 ... Suspension frame component 41 ... Stator 42 ... Rotor 45 ... Rotation detection device

Claims (7)

　駆動輪の走行駆動を行う主駆動源と機械的に非連結である従動輪を持つ車両に用いられる車両動力補助システムであって、前記従動輪を支持する車輪用軸受に、この従動輪の回転で発電を行いかつ給電されることによって前記従動輪を回転駆動可能な走行補助用の電動発電機が搭載され、前記電動発電機は、ロータが前記車輪用軸受の回転側輪に増減速手段を介することなく固定され、前記電動発電機が発電した回生電力を蓄電しその蓄電した電力を前記電動発電機に給電する蓄電手段を備える車両動力補助システム。 A vehicle power assist system for use in a vehicle having a driven wheel that is mechanically disconnected from a main drive source for driving the driving wheel, wherein the driven wheel is rotated by a wheel bearing that supports the driven wheel. A driving assist motor generator capable of rotating and driving the driven wheel by being supplied with electric power is mounted, and the motor generator has a rotor on the rotating side wheel of the wheel bearing. A vehicle power assist system comprising a power storage unit that is fixed without intervention and stores regenerative power generated by the motor generator and supplies the stored power to the motor generator. 　請求項１に記載の車両動力補助システムにおいて、前記主駆動源が内燃機関を含む車両動力補助システム。 2. The vehicle power assist system according to claim 1, wherein the main drive source includes an internal combustion engine. 　請求項１または請求項２に記載の車両動力補助システムにおいて、前記車両が複数の従動輪に対して前記電動発電機を有し、各従動輪で個々に前記電動発電機を制御する複数の個別制御手段を備える車両動力補助システム。 The vehicle power assist system according to claim 1 or 2, wherein the vehicle has the motor generator for a plurality of driven wheels, and each of the driven wheels individually controls the motor generator. A vehicle power assist system comprising a control means. 　請求項３に記載の車両動力補助システムにおいて、前記車両の統合制御を行う上位ＥＣＵに、前記各電動発電機の前記各個別制御手段に駆動および回生の制御を行わせる指令を出力する個別電動発電機指令手段を有する車両動力補助システム。 4. The vehicle power assist system according to claim 3, wherein an individual motor generator that outputs a command for causing the individual ECU of each motor generator to perform drive and regeneration control to a host ECU that performs integrated control of the vehicle. Vehicle power assist system having machine command means. 　請求項１ないし請求項４のいずれか一項に記載の車両動力補助システムにおいて、前記車両が、この車両の統合制御を行う上位ＥＣＵの電源となる低電圧バッテリーと、この低電圧バッテリーよりも蓄電電圧が高くてアクセサリー部品の電源として用いられる中電圧バッテリーとを備え、前記電動発電機と接続された前記蓄電手段が前記中電圧バッテリーである車両動力補助システム。 5. The vehicle power assist system according to claim 1, wherein the vehicle has a low-voltage battery that serves as a power source for a host ECU that performs integrated control of the vehicle, and stores more power than the low-voltage battery. A vehicle power auxiliary system comprising a medium voltage battery having a high voltage and used as a power source for accessory parts, wherein the power storage means connected to the motor generator is the medium voltage battery. 　請求項１ないし請求項４のいずれか一項に記載の車両動力補助システムにおいて、
　低電圧負荷に給電を行う低電圧バッテリーと、
　前記低電圧バッテリーよりも蓄電電圧が高く、前記低電圧負荷よりも高電圧の負荷である中電圧負荷に給電を行う中電圧バッテリーと、
　前記低電圧バッテリーと前記中電圧バッテリーとを接続するコンバータと、を備え、
前記電動発電機は、前記中電圧バッテリーと電気的に接続されて、前記従動輪の回転により回生を行い、前記中電圧バッテリーに給電を行うとともに、前記中電圧バッテリーからの給電により、前記従動輪を回転駆動する車両動力補助システム。 The vehicle power assist system according to any one of claims 1 to 4,
A low voltage battery that feeds a low voltage load; and
A medium voltage battery having a higher storage voltage than the low voltage battery and feeding a medium voltage load that is a higher voltage load than the low voltage load; and
A converter connecting the low voltage battery and the medium voltage battery,
The motor generator is electrically connected to the intermediate voltage battery, regenerates by rotation of the driven wheel, supplies power to the intermediate voltage battery, and supplies power from the intermediate voltage battery to the driven wheel. A vehicle power assist system that drives the vehicle. 　請求項１ないし請求項５のいずれか一項に記載の車両動力補助システムにおいて、前記電動発電機が、前記車輪用軸受の前記回転輪に取付けられたブレーキロータの外周部に接するブレーキキャリパと前記車輪用軸受の外輪との間の径方向範囲に収まる車両動力補助システム。
  The vehicle power assist system according to any one of claims 1 to 5, wherein the motor generator includes a brake caliper that contacts an outer peripheral portion of a brake rotor attached to the rotating wheel of the wheel bearing; A vehicle power assist system that fits in the radial range between the outer ring of the wheel bearing.
PCT/JP2017/033762 2016-09-21 2017-09-19 Vehicle power assist system Ceased WO2018056270A1 (en)

Priority Applications (3)

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CN201780057810.2A CN109789802B (en) 2016-09-21 2017-09-19 Vehicle power assist system
EP17853042.4A EP3517343B1 (en) 2016-09-21 2017-09-19 Vehicle power assist system
US16/358,842 US10836247B2 (en) 2016-09-21 2019-03-20 Vehicle power assist system

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JP2016184294 2016-09-21
JP2016-184294 2016-09-21
JP2017-106330 2017-05-30
JP2017106330A JP6976083B2 (en) 2016-09-21 2017-05-30 Vehicle power assist system and vehicle driven wheel regeneration system

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EP3970264A1 (en) * 2019-05-15 2022-03-23 Carlo ROSMINO A system and a method for recharging batteries of electric and hybrid vehicles

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JP2019205241A (en) * 2018-05-22 2019-11-28 Ntn株式会社 Three-phase permanent magnet synchronous motor, vehicle power device including the same, and generator and generator-equipped wheel bearing including the same
EP3970264A1 (en) * 2019-05-15 2022-03-23 Carlo ROSMINO A system and a method for recharging batteries of electric and hybrid vehicles

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