The THS-1 system can comprehensively use two kinds of power-engine and MGZ according to the driving conditions of the vehicle, in which the engine provides the main power. The power of the engine is divided into two parts, one is the power distributed to the wheels by the planetary gear sets in the hybrid transaxle, and the other is the power provided to the generator MGI. Under the cooperation of MGI, MGZ and planetary gear sets, the THS-n drives the front wheels through a continuously variable transmission to make the vehicle run smoothly. The MGZ is organically connected to the front wheels via gears and chain drives.
The transmission system between the front wheels and the MGZ is called a clutchless system. The purpose is to cut off the power transmitted to the wheels when the vehicle is in neutral during driving. When the vehicle is in a neutral state, the gear sensor outputs an N-range signal, at which time HvEcu controls turning off all the power transistors in the inverter (connecting MGI and MG2). In this way, the MGI and MGZ are turned off and the power to drive the wheels is zero. In this state, even if the MGI is rotated by the engine or the MGZ is rotated by the drive wheels, no electric power is generated because the MGI and the MGZ do not operate. Therefore, when the vehicle is in the "N" range, the OC (charging state) of the HV battery drops.
MGI and MGZ.MGI and MGZ are three-phase AC permanent magnet synchronous motor generators, as shown. They serve as an auxiliary power source to power the vehicle, enabling the vehicle to achieve excellent dynamic performance, including smooth start-up and acceleration. The engine, MGI, and MGZ are organically connected through mechanisms such as planetary gear sets. The MGI can charge the HV battery and power the MGZ while also acting as a starter to start the engine. In addition, by adjusting the power generation (changing the speed of the generator), MGI can effectively control the transmission ratio of the transaxle continuously variable. The MGZ is connected to a differential gear (for drive wheels) via a drive train and gears. After starting the regenerative braking function, the MGZ converts the kinetic energy of the vehicle during deceleration to electrical energy and stores it in the HV battery.
In order to improve the performance of MGI and MGZ, the system is equipped with forced water-cooled MGI and MGZ cooling systems. The cooling system radiator is integrated in the engine radiator. In this way, the structure of the radiator is simplified and the space is effectively utilized. Speed/angle sensor. The speed/rotation sensor is mounted on the end cap on the right side of the MGI to accurately detect the rotor pole position. The stator of the sensor contains three coils, and the output coils B and C are phase-interleaved 90. Since the permanent magnet rotor is elliptical, the distance between the stator and the rotor changes with the rotation of the rotor.
In this way, after the alternating current generated by the change of the magnetic flux passes through the coil A, the alternating current generated by the coils B and C corresponding to the position of the sensor rotor will follow. The phase difference between the coil B and the coil A is 120, coils B and C The coils produce a 90" phase difference. HvEcu detects these signals and can resolve the rotor's absolute position cyan turns from its phase difference. In addition, the HVECU calculates the rotational speed of the rotor based on the position change of the rotor over a certain period of time. This makes the sensor function as a speed sensor.When the vehicle is braking or decelerating, the kinetic energy of the vehicle is recovered and converted into electrical energy, and the Hv battery is charged through the MCZ. This function is called the regenerative braking function. The vehicle uses kinetic energy to generate electricity, and it uses the working resistance generated during power generation to increase the braking effect.
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