CN115143067A - Drive unit for vehicle oil pump - Google Patents

Abstract

The present invention provides a drive device for an oil pump for a vehicle that can simplify the oil pump and suppress battery power consumption. The second motor (21) has: a first rotor (23) having a given plurality of magnetic poles (23a); a stator (22) generating a given plurality of armature magnetic poles and generating a rotating magnetic field; and a second rotor ( 24), with a given number of soft magnetic bodies (24a), the ratio of the number of armature poles to the number of magnetic poles and the number of soft magnetic bodies is set to 1: m: (1+m)/2 (m≠1.0), The first rotor (23) is connected to the input shaft (6) from the first electric motor (11) to the transmission (4), and the second rotor (24) is connected to the oil pump (5). selectively executing a first control using the power of the input shaft (6) to drive the oil pump (5) by the second rotor (24), a second control using the electric power from the battery (32) to the stator (22), and A third control using both power from the input shaft (6) and power from the battery (32).

Description

Drive unit for vehicle oil pump

technical field

The present invention relates to a drive device for a vehicle oil pump that drives an oil pump that supplies hydraulic oil pressure to a transmission mounted on a vehicle.

Background technique

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

Prior art literature]

Patent Literature

Patent Document 1: Japanese Patent Laid-Open No. 2004-67001

SUMMARY OF THE INVENTION

(The problem to be solved by the invention)

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

The present invention has been made in order to solve the above-mentioned problems, and an object of the present invention is to provide a drive device for an oil pump for a vehicle, which can reduce the weight of the vehicle, the manufacturing cost of the oil pump, and the installation space by simplifying the oil pump. The power consumption of the battery is suppressed.

(Means for solving problems)

In order to achieve the above object, the invention according to claim 1 is a driving device for an oil pump for a vehicle, which has an input shaft 6 to which power from a power source is input and drives the oil pump 5, and is characterized by comprising a first electric motor 11, It has a rotatable rotor 13 connected to the input shaft 6; a second electric motor 21 connected to the oil pump 5; and a control unit (the ECU2 in the embodiment (hereinafter the same as this item)) that controls the second electric motor 21. The second electric motor 21 includes a stator 22 connected to a battery (driving battery 32 ), and a first rotor 23 that faces the stator 22 in the radial direction, is rotatable in the circumferential direction, and is connected to the input shaft 6 and the second rotor 23, which is arranged between the stator 22 and the first rotor 23, is rotatable in the circumferential direction, and is connected to the oil pump 5, and the first rotor 23 has a magnetic pole row, which is arranged in the circumferential direction. A given plurality of magnetic poles (permanent magnets 23a) are arranged so that two adjacent magnetic poles have mutually different polarities, and the stator 22 has an armature row composed of a plurality of electric poles arranged in the circumferential direction. The armature (iron core 22a, U-phase, V-phase, and W-phase coils 22c, 22d, 22e) is constituted, and is arranged to face the magnetic pole row, and a plurality of electric currents are generated between the armature row and the magnetic pole row. A rotating magnetic field that rotates in the circumferential direction with a given plurality of armature magnetic poles generated by the armature, the second rotor 24 has a soft magnetic body row, and the soft magnetic body row is composed of a given plurality of magnetic bodies arranged in the circumferential direction at a distance from each other. The number of soft magnetic bodies (magnetic cores 24a) is formed and arranged between the magnetic pole row and the armature row. The ratio of the number of armature magnetic poles to the number of magnetic poles and the number of soft magnetic bodies is set to 1:m:(1+ m)/2 (m≠1.0), the control unit selectively executes the first control, the second control and the third control, the first control uses the power generated by the synchronous rotation of the first rotor 23 and the input shaft 6 to make the first control The second rotor 24 rotates and drives the oil pump 5 (step 6 in FIG. 8 ). The second control causes the second rotor 24 to rotate by supplying electric power from the battery to the stator 22 and drives the oil pump 5 (step 3 in FIG. 8 ). The third control rotates the second rotor 24 and drives the oil pump 5 using both the power of the first rotor 23 and the electric power supplied from the battery to the stator 22 (step 5 in FIG. 8 ).

Among the above-mentioned constituent elements of the present invention, the structure of the second motor is the same as the motor disclosed in, for example, Japanese Patent No. 4747184 (hereinafter referred to as "Patent Application A") filed by the applicant, and its function is described in Patent Application A. Since it has demonstrated in detail, it demonstrates briefly below. As described in Patent Application A, in the second motor having the above-described configuration, when a rotating magnetic field is generated by supplying power to the armature of the stator, a soft magnetic field that connects the magnetic poles of the first rotor to the second rotor is generated. The magnetic field lines such as the body and the armature magnetic poles of the stator are connected, and the electric power supplied to the armature is converted into power by the action of the magnetic force generated by the magnetic field lines, and the power is transmitted to the first rotor and the second rotor, and output.

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

ωmf=(α+1)·ωe2−α·ωe1·(1)

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

Tmf=Te1/α=-Te2/(α+1)...(2)

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

Further, in the second electric motor, when power is input to at least one of the first and second rotors to rotate relative to the armature in a state in which no electric power is supplied to the armature, the armature rotates Magnetic field to generate electricity. In this case, too, magnetic lines of force are generated that connect the magnetic poles, the soft magnetic material, and the armature magnetic poles, and by the action of the magnetic force generated by the magnetic lines of force, the relationship between the electrical angular velocity of the above-mentioned equation (1) and the rotation of the equation (2) The moment relationship is established. That is, if a torque equivalent to the generated electric power and the magnetic field electrical angular velocity ωmf is defined as the equivalent torque for power generation, the equivalent torque for power generation, the first and second rotors transmit torques T1 and T2 Between them, the relationship like Equation (2) also holds. Hereinafter, the equivalent torque for driving and the equivalent torque for power generation are collectively referred to as "magnetic field equivalent torque Tmf".

The relationship between the electrical angular velocity and torque represented by the above equations (1) and (2) and the gear ratio of the sun gear and the ring gear are 1:α in the sun gear, the ring gear, and the planetary carrier of the planetary gear unit. The relationship between the rotational speed and the torque is exactly the same. As can be seen from the above, the second electric motor of the present invention has a function equivalent to that of a device composed of a combination of a single-pinion type planetary gear device and a general single-rotor type electric motor. In addition, the second electric motor has the characteristics that the number of parts and the number of shafts of the rotating body is smaller than that of the planetary gear device, and the power transmission between the rotating bodies (or between the rotating body and the rotating magnetic field) is less performed in a non-contact state.

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

In this way, the first control using the power of the input shaft, the second control using the electric power from the battery, and the third control using both the power and the electric power are selectively executed to drive the oil pump, which is different from the conventional device. Differently, the oil pump can be simplified, whereby the weight of the vehicle, the manufacturing cost of the oil pump, and the installation space can be reduced, for example, the interior space of the vehicle can be enlarged. Moreover, compared with the case where the oil pump is always driven by the electric motor connected to the battery, the power consumption of the battery can be suppressed.

In addition, the second electric motor can reduce the number of parts and the number of shafts of the rotating body, compared with a combination of a planetary gear device and a single-rotor type electric motor having an equivalent function. In addition, since there is no contact between the rotating bodies (or between the rotating magnetic field and the rotating bodies), it is possible to eliminate friction and vibration caused by the meshing of gears in the planetary gear device, and the power between the rotating bodies caused by them. Transmission loss, lubrication of gears, etc. Furthermore, unlike the rotor of a normal motor, the rotating magnetic field of the stator does not have inertial mass, so for example, there is no response delay due to inertia relative to the rotational fluctuation of the power of the internal combustion engine, and the responsiveness of driving the oil pump can be improved.

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

According to this configuration, the first electric motor is connected to the internal combustion engine via the clutch, and the second control is executed when the clutch disengagement state is detected and the detected rotational speed of the input shaft is smaller than the predetermined first threshold value. In this way, when the transmission of power from the internal combustion engine to the transmission is cut off and the actual rotational speed of the input shaft is low and the power is insufficient, the oil pump can be driven by the electric power from the battery by executing the second control. For example, before the vehicle is driven by the first electric motor, the oil pump is driven by the second control and the transmission is activated in advance, so that the subsequent driving of the vehicle by the first electric motor can be smoothly performed.

In addition, in the low-speed state of the vehicle where the rotational speed of the input shaft is low, when the oil pump is driven by using the planetary gear device, especially when the first control and the second control are switched, the backlash of the gear tends to occur. The resulting squeak is transmitted to the driver, so the commercial property may deteriorate. On the other hand, in the present invention, by using a gearless, non-contact type second motor, it is possible to prevent the rattling noise and improve the commercial property.

The invention according to claim 3 is characterized in that, in the vehicle oil pump drive device according to claim 2, the control unit is characterized in that when the rotational speed Nin of the input shaft 6 becomes equal to or greater than the first threshold value NREF1 during the execution of the second control , executes the third control.

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

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

According to this configuration, when the rotational speed of the input shaft becomes equal to or greater than the predetermined second threshold value greater than the first threshold value, the first control of the second electric motor is executed. As described above, by executing the first control of the second electric motor when the rotational speed of the input shaft is greatly increased, the rotational speed of the second rotor can be decreased, and the load on the oil pump can be reduced. In addition, by charging the battery with the electric power generated by the first control, it can be used as electric power for the second control and driving electric power for other auxiliary machines.

Furthermore, in order to achieve the above-mentioned object, the invention according to claim 5 is a vehicle oil pump drive device, which has an input shaft 6 to which power from a power source is input to drive the oil pump 5, and is characterized by comprising: a first electric motor 11, which has a rotatable rotor 13, which is connected to the input shaft 6; a second electric motor 21, which is connected to the oil pump 5; The second electric motor 21 includes a stator 22 connected to a battery (driving battery 32 ), and a first rotor 23 that faces the stator 22 in the radial direction, is rotatable in the circumferential direction, and is connected to the oil pump 5 is connected; and a second rotor 23, which is arranged between the stator 22 and the first rotor 23, is rotatable in the circumferential direction, and is connected to the input shaft 6, and the first rotor 23 has a magnetic pole row formed by circumferentially The stator 22 is composed of a predetermined plurality of magnetic poles (permanent magnets 23a) arranged in the circumferential direction, and two adjacent magnetic poles are arranged to have mutually different polarities. The stator 22 has an armature row composed of circumferentially arranged magnetic poles A plurality of armatures (iron cores 22a, U-phase, V-phase, and W-phase coils 22c, 22d, and 22e) are formed, and are arranged so as to face the magnetic pole row. A rotating magnetic field generated by a given plurality of armature magnetic poles in the circumferential direction, the second rotor 24 has a soft magnetic body row, and the soft magnetic body row is composed of a given number of magnetic bodies arranged at intervals in the circumferential direction. It is composed of a plurality of soft magnetic bodies (magnetic cores 24a), and is arranged between the magnetic pole row and the armature row. 1+m)/2 (m≠1.0), the control unit selectively performs the first control, the second control and the third control, the first control uses the power generated by the synchronous rotation of the second rotor 24 with the input shaft 6, The first rotor 23 is rotated to drive the oil pump 5 (step 6 in FIG. 8 ), and the second control is to supply electric power from the battery to the stator 22 to rotate the first rotor 23 and drive the oil pump 5 (step 3 in FIG. 8 ) , the third control uses both the power of the second rotor 24 and the electric power supplied from the battery to the stator 22 to rotate the first rotor 23 and drive the oil pump 5 (step 5 in FIG. 8 ).

In claim 1, the first rotor of the second electric motor is connected to the input shaft (power source), and the second rotor is connected to the oil pump. On the other hand, in claim 5, these connection relationships are reversed, the second rotor is connected to the input shaft (power source), the first rotor is connected to the oil pump, and the other structures are the same as those of claim 1. Therefore, according to claim 5, compared with claim 1, for example, in the collinear diagram shown in FIG.

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

Description of drawings

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

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

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

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

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

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

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

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

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

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

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

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

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

Detailed ways

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 shows the drive device of the oil pump according to the embodiment of the present invention together with other structures of the related vehicle. The vehicle V includes an internal combustion engine 3 and a first electric motor 11 as power sources; a second electric motor 21; a hydraulic transmission 4; an oil pump 5 for supplying hydraulic oil to the transmission 4; ECU (Electronic Control Unit) 2 of two electric motors 11, 21 and the like. In addition, hatching is abbreviate|omitted about the part which shows a cross section in a drawing for convenience.

The internal combustion engine (hereinafter referred to as "engine") 3 is, for example, a gasoline engine, and includes a crankshaft 3a for outputting power, a fuel injection valve 3b, a spark plug 3c, and the like. The operations of the fuel injection valve 3b and the spark plug 3c are controlled by the ECU 2 (see FIG. 2 ). Moreover, the crankshaft 3a is coaxially connected to the input shaft 6 via the 1st clutch CL1.

The first electric motor 11 is constituted by, for example, a brushless DC motor, and includes a stationary stator 12 and a rotatable rotor 13 . The stator 12 is composed of three-phase coils and the like, and is fixed to the case CA. The rotor 13 is composed of a plurality of magnets or the like, is provided radially inward of the stator 12 , and is integrally connected to the input shaft 6 coaxially.

As shown in FIG. 3 , the stator 12 is electrically connected to a chargeable and dischargeable driving battery 32 via a first PDU (Power Drive Unit) 31 . The first PDU 31 is constituted by a circuit such as an inverter, and the operation of the first electric motor 11 is controlled by controlling the first PDU 31 by the ECU 2 . Specifically, when electric power is supplied from the driving battery 32 to the stator 12 under the control of the first PDU 31 by the ECU 2 , the electric power is converted into power, and the rotor 13 rotates (power running). Further, when the rotor 13 rotates in a state in which the supply of electric power to the stator 12 is stopped, the motive power is converted into electric power, and power generation (regeneration) is performed. The generated electric power is charged to the drive battery 32 or the like.

The second electric motor 21 is a two-rotor type electric motor configured as described later, and includes a stationary stator 22 , a rotatable first rotor 23 provided radially inward of the stator 22 , and both 22 and 23 provided The second rotor 24 is freely rotatable therebetween. The stator 22 , the first rotor 23 , and the second rotor 24 are arranged concentrically with the input shaft 6 , and the first rotor 23 is integrally connected to the input shaft 6 . Moreover, the output gear G1 is integrally provided in the 2nd rotor 24, and this output gear G1 meshes with the input gear G2 integral with the input shaft 5a of the oil pump 5. As shown in FIG. The configuration and operation of the second electric motor 21 will be described later.

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

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

The stator 22 of the second motor 21 generates a rotating magnetic field, and as shown in FIGS. 4 and 5 , has an iron core 22a and U-phase, V-phase, and W-phase coils 22c, 22d, and 22e provided in the iron core 22a. The iron core 22a is a cylindrical iron core formed by laminating a plurality of steel plates, extends in the axial direction of the input shaft 6 (hereinafter simply referred to as "axial direction"), and is attached to the inner peripheral surface of the case CA. Further, on the inner peripheral surface of the iron core 22a, for example, 12 grooves 22b are formed, and these grooves 22b extend in the axial direction and are arranged at equal intervals in the circumferential direction of the input shaft 6 (hereinafter, simply referred to as "circumferential direction"). . The above-mentioned U-phase to W-phase coils 22c to 22e are wound around the slot 22b by distributed winding (wave winding).

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

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

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

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

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

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

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

ωmf=3·ωe2−2·ωe1...(3)

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

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

Tmf=Te1/2=-Te2/3...(4)

In addition, when power is input to at least one of the first and second rotors 23 and 24 to rotate relative to the stator 22 in a state in which no electric power is supplied to the stator 22, the stator 22 generates power and generates electricity. rotating magnetic field. In this case, too, magnetic lines of force ML connecting the magnet magnetic poles, the soft magnetic body, and the armature magnetic poles are generated, and by the action of the magnetic force of the magnetic lines of force ML, the relationship between the electrical angular velocity shown in Equation (3) and Equation (4) The relationship of torque shown is established.

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

Moreover, the input shaft 6 and the input shaft 5a of the oil pump 5 are provided with an input shaft rotation angle sensor 41 and a pump rotation angle sensor 42, respectively. The input shaft rotation angle sensor 41 detects the rotation angle of the input shaft 6 as the input shaft rotation angle θR1, and the pump rotation angle sensor 42 detects the rotation angle of the input shaft 5a of the oil pump 5 as the pump rotation angle θR2. These detection signals are output to the ECU 2 .

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

Next, the drive control processing of the oil pump 5 executed by the ECU 2 will be described with reference to FIG. 8 . This process is repeatedly executed at a predetermined cycle. In this process, first, in step 1 (shown as "S1". The same applies hereinafter), it is determined whether or not the first clutch flag F_CL1 is "1". The first clutch flag F_CL1 is set to "1" when the first clutch CL1 arranged between the engine 3 and the first electric motor 11 is in the connected state.

When the determination result of step 1 is "NO" and the first clutch CL1 is in the disengaged state, the process proceeds to step 2, and it is determined whether the detected input shaft rotational speed Nin is smaller than the predetermined first threshold value NREF1 which is close to the value 0. When the determination result is YES and the input shaft rotational speed Nin is a low value near 0, the process proceeds to step 3, the second control of the second electric motor 21 (see FIG. 9 ) is executed, and the present process ends.

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

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

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

Te2 = Te2b+ΔTe2 (5)

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

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

Therefore, in the second control, the second rotor transmission torque Te2 corresponds to the load of the oil pump 5, and the first rotor 23 is connected to the input shaft 6 for transmitting the vehicle driving force, so the reaction force Te1 of Te2 acts. Then, in such a state, electric power is supplied to the stator 22 based on the magnetic field equivalent torque Tmf, the rotating magnetic field is rotated forward, and it functions as a driving equivalent torque. Thereby, the pump rotation speed Nop increases. Also, as described above, the magnetic field equivalent torque Tmf is calculated by feedback control so that the pump rotational speed Nop becomes the target pump rotational speed Nopt, and thus the pump rotational speed Nop is maintained at the target pump rotational speed Nopt, whereby the oil pump 5 can be driven satisfactorily . As described above, in the second control, the oil pump 5 is driven using only the power of the second electric motor 21 .

Returning to FIG. 8 , when the determination result in step 1 is “Yes” and the first clutch CL1 is in the connected state, or when the determination result in step 2 is “No” and the input shaft rotational speed Nin is equal to or greater than the first threshold value NREF1 , Proceeding to step 4, it is determined whether or not the input shaft rotational speed Nin is equal to or greater than a predetermined second threshold value NREF2 larger than the first threshold value NREF1. When the determination result is NO, NREF1≤Nin<NREF2 holds, and the input shaft rotational speed Nin rises to the vicinity of the target pump rotational speed Nopt, the process proceeds to step 5, and the third control of the second electric motor 21 is executed (refer to FIG. 9 ) to end this process.

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

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

Returning to FIG. 8 , when the determination result of step 4 is “Yes” and the input shaft rotational speed Nin is equal to or greater than the second threshold value NREF2, it is considered that the input rotational speed Nin has significantly increased, and the process proceeds to step 6, where the second electric motor 21 is executed. After a control (refer to FIG. 9 ), the present process ends.

In this first control, by making the magnetic field equivalent torque Tmf act as the equivalent torque for power generation, the rotating magnetic field is reversed, the magnetic field rotation speed Nef is kept at a negative value, and the input via the first rotor 23 and the input are used. The power generated by the synchronous rotation of the shaft 6 rotates the second rotor 24 and drives the oil pump 5 . As a result, by using the power of the input shaft 6 to generate electricity by the stator 22 , as shown in FIG. 13 , the input shaft rotational speed Nin decreases and the pump rotational speed Nop decreases accordingly. In addition, by charging the drive battery 32 with the generated electric power, it can be used as the electric power for the second control and the driving electric power of other auxiliary machines.

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

In addition, the second electric motor 21 can reduce the number of parts and the number of shafts of the rotating body compared to a device in which a planetary gear device having an equivalent function and a single-rotor type electric motor are combined. In addition, since there is no contact between the rotating bodies (or between the rotating magnetic field and the rotating bodies), it is possible to eliminate friction and vibration caused by the meshing of gears in the planetary gear device, and the power between the rotating bodies caused by them. Transmission loss, lubrication of gears, etc. Furthermore, unlike the rotor of a normal motor, the rotating magnetic field of the stator 22 does not have inertial mass, so there is no response delay due to inertia when the rotation of the input shaft 6 fluctuates, for example, and the responsiveness of driving the oil pump 5 can be improved.

Further, the second control is executed when the first clutch CL1 provided between the first electric motor 11 and the engine 3 is in the disengaged state and the detected input shaft rotational speed Nin is smaller than the first threshold value NREF1. Thereby, when the transmission of power from the engine 3 to the transmission 4 is cut off and the actual rotation speed of the input shaft 6 is low and the power is insufficient, the oil pump 5 can be driven by the electric power from the driving battery 32 . For example, before the vehicle V is driven by the first electric motor 11, the oil pump 5 is driven by the second control and the transmission 4 is activated in advance, whereby the subsequent driving of the vehicle V by the first electric motor 11 can be smoothly performed.

In addition, when the oil pump is driven using the planetary gear device in the low-speed state of the vehicle V in which the rotational speed of the input shaft 6 is low, particularly at the time of switching between the third control and the second control, the gear shift is likely to occur. The rattling noise caused by the backlash is transmitted to the driver, so the commercial property may be deteriorated. On the other hand, in the embodiment, by using the second electric motor 21 of the non-contact type without gears, it is possible to prevent the rattling noise and improve the commercial property.

In addition, in the execution of the second control, when the input shaft rotational speed Nin becomes equal to or greater than the first threshold value NREF1, the switching to the third control is performed. Accordingly, when the rotational speed of the input shaft 6 increases and the power thereof is sufficiently increased, the power of the input shaft 6 can be effectively used to drive the oil pump 5, and the power consumption of the driving battery 32 can be reduced.

Furthermore, when the input shaft rotational speed Nin is equal to or greater than the second threshold value NREF2, the magnetic field rotational speed of the second electric motor 21 is kept at a negative value, and the first control is executed. In this way, when the rotational speed of the input shaft 6 is greatly increased, the first control is executed, whereby the rotational speeds of the first rotor 23 and the second rotor 24 of the second electric motor 21 can be decreased, thereby reducing the load on the oil pump 5 . In addition, by charging the electric power generated by the first control to the driving battery 32 or the like, it can be used as electric power for the second control and driving electric power for other auxiliary machines.

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

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

Further, in the embodiment, the input shaft 6 is provided with the input shaft rotation angle sensor 41, and the input shaft 5a of the oil pump 5 is provided with the pump rotation angle sensor 42, but between the input shaft rotational speed Nin and the pump rotational speed Nop, the equation Since a certain relationship as shown in (3) and the like is established, one of the two sensors 41 and 42 may be omitted.

In addition, the number of armatures of the stator 22 of the second electric motor 21, the number of magnetic poles of the first rotor 23, and the number of soft magnetic bodies of the second rotor 24 in the embodiment are merely examples, as long as the requirements of claim 1 are satisfied. The stated conditions can be combined in any number. In addition, the structure of a detail part can be suitably changed within the range of the summary of this invention.

Symbol Description

V vehicle

2 ECU (control unit, clutch state acquisition unit)

3 Engine (internal combustion engine)

4 derailleurs

5 Oil pump

11 The first motor

13 Rotor

21 Second motor

22 Stator

22a iron core (armature)

22c U-phase coil (armature)

22d V-phase coil (armature)

22e W-phase coil (armature)

23 first rotor

23a Permanent magnet (pole)

24 Second rotor

24a magnetic core (soft magnetic body)

32 battery for driving (battery)

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

CL1 first clutch (clutch)

Nin input shaft speed (input shaft speed)

NREF1 first threshold

NREF2 Second threshold.

Claims (8)

1. A drive device for a vehicle oil pump, which has an input shaft to which power of a power source is input and drives the oil pump, is characterized by comprising:

a first motor having a rotor that is rotatably coupled to the input shaft;

a second electric motor coupled to the oil pump; and

a control unit that controls the second motor,

the second motor has: a stator connected with the battery; a first rotor that is radially opposed to the stator, is rotatable in a circumferential direction, and is coupled to the input shaft; and a second rotor disposed between the stator and the first rotor, rotatable in the circumferential direction, and coupled to the oil pump,

the first rotor has a magnetic pole row composed of a given plurality of magnetic poles arranged in the circumferential direction and arranged such that adjacent two of the magnetic poles have mutually different polarities,

the stator has an armature row configured by a plurality of armatures arranged in the circumferential direction and disposed so as to face the magnetic pole row, and a rotating magnetic field that rotates in the circumferential direction by a given plurality of armature magnetic poles generated by the plurality of armatures is generated between the armature row and the magnetic pole row,

the second rotor has a soft magnetic element row composed of a plurality of soft magnetic elements arranged in the circumferential direction at intervals, and disposed between the magnetic pole row and the armature row,

the ratio of the number of armature magnetic poles to the number of soft magnetic bodies is set to 1: m: (1 + m)/2, wherein m is not equal to 1.0,

the control unit selectively executes a first control of rotating the second rotor and driving the oil pump using power generated by the first rotor rotating in synchronization with the input shaft, a second control of rotating the second rotor and driving the oil pump by supplying electric power from the battery to the stator, and a third control of rotating the second rotor and driving the oil pump using both the power of the first rotor and the electric power supplied from the battery to the stator.

2. The drive device of an oil pump for a vehicle according to claim 1,

the first electric motor is coupled to the internal combustion engine via a clutch,

the drive device further includes:

a clutch state acquisition unit that acquires a state of connection/disconnection of the clutch; and

an input shaft rotation speed detection unit that detects a rotation speed of the input shaft,

the control unit executes the second control when the disconnected state of the clutch is detected and the rotation speed of the input shaft is less than a given first threshold value.

3. The drive device of an oil pump for a vehicle according to claim 2,

the control means executes the third control when the rotation speed of the input shaft becomes equal to or higher than the first threshold value during execution of the second control.

4. The drive device of an oil pump for a vehicle according to claim 3,

the control means performs the first control while keeping the magnetic field rotation speed of the second electric motor at a negative value when the rotation speed of the input shaft is equal to or higher than a predetermined second threshold value that is greater than the first threshold value.

5. A drive device for a vehicle oil pump that has an input shaft to which power of a power source is input and drives the oil pump, the drive device comprising:

a first motor having a rotor that is rotatably coupled to the input shaft;

a second electric motor coupled to the oil pump; and

a control unit that controls the second motor,

the second motor has: a stator connected with the battery; a first rotor that is radially opposed to the stator, is rotatable in a circumferential direction, and is connected to the oil pump; and a second rotor disposed between the stator and the first rotor, rotatable in the circumferential direction, and coupled to the input shaft,

the first rotor has a magnetic pole row composed of a given plurality of magnetic poles arranged in the circumferential direction and arranged such that adjacent two of the magnetic poles have mutually different polarities,

the stator has an armature row configured by a plurality of armatures arranged in the circumferential direction and disposed so as to face the magnetic pole row, and a rotating magnetic field that rotates in the circumferential direction by a given plurality of armature magnetic poles generated by the plurality of armatures is generated between the armature row and the magnetic pole row,

the second rotor has a soft magnetic element row composed of a plurality of soft magnetic elements arranged in the circumferential direction at intervals, and disposed between the magnetic pole row and the armature row,

the ratio of the number of armature magnetic poles to the number of soft magnetic bodies is set to 1: m: (1 + m)/2, wherein m is not equal to 1.0,

the control unit selectively executes a first control of rotating the first rotor and driving the oil pump using power generated by the second rotor rotating in synchronization with the input shaft, a second control of rotating the first rotor and driving the oil pump by supplying electric power from the battery to the stator, and a third control of rotating the first rotor and driving the oil pump using both the power of the second rotor and the electric power supplied from the battery to the stator.

6. The drive device of an oil pump for a vehicle according to claim 5,

the first electric motor is coupled to the internal combustion engine via a clutch,

the drive device further includes:

a clutch state acquisition unit that acquires a state of connection/disconnection of the clutch; and

an input shaft rotation speed detection unit that detects a rotation speed of the input shaft,

the control unit executes the second control when the disconnected state of the clutch is detected and the rotation speed of the input shaft is less than a given first threshold value.

7. The vehicular oil pump drive device according to claim 6,

the control means executes the third control when the rotation speed of the input shaft becomes equal to or higher than the first threshold value during execution of the second control.

8. The drive device of an oil pump for a vehicle according to claim 7,

the control means performs the first control while keeping the magnetic field rotation speed of the second electric motor at a negative value when the rotation speed of the input shaft is equal to or higher than a predetermined second threshold value that is greater than the first threshold value.

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