JP3373778B2 - Hybrid drive system - Google Patents
Hybrid drive systemInfo
- Publication number
- JP3373778B2 JP3373778B2 JP06964598A JP6964598A JP3373778B2 JP 3373778 B2 JP3373778 B2 JP 3373778B2 JP 06964598 A JP06964598 A JP 06964598A JP 6964598 A JP6964598 A JP 6964598A JP 3373778 B2 JP3373778 B2 JP 3373778B2
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- generator
- electric motor
- drive system
- output
- 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.)
- Expired - Fee Related
Links
- 230000005540 biological transmission Effects 0.000 claims description 30
- 230000007246 mechanism Effects 0.000 claims description 25
- 239000003638 chemical reducing agent Substances 0.000 claims description 9
- 238000001514 detection method Methods 0.000 claims description 8
- 238000010248 power generation Methods 0.000 description 4
- 230000009467 reduction Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 230000006872 improvement Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
Classifications
-
- 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
- Y02T10/62—Hybrid vehicles
-
- 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
Landscapes
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Transmission Device (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Description
【0001】[0001]
【発明の属する技術分野】この発明は、車両のハイブリ
ッド駆動システムの改良に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to improvement of a hybrid drive system for vehicles.
【0002】[0002]
【従来の技術】車両の排気エミッションを改善するた
め、エンジンと電動モータを組み合わせるハイブリッド
駆動システムとして、エンジンで発電機のみを駆動し、
発電された電力をバッテリの充電と電動機の駆動に用
い、車両の駆動力については電動機の出力にのみ依存す
るタイプのものが知られている。2. Description of the Related Art In order to improve exhaust emission of a vehicle, a hybrid drive system combining an engine and an electric motor, in which only the generator is driven by the engine,
It is known that the generated electric power is used to charge a battery and drive an electric motor, and the driving force of a vehicle depends only on the output of the electric motor.
【0003】[0003]
【発明が解決しようとする課題】このようなハイブリッ
ド駆動システムでは、電動機の定出力で運転できる回転
速度範囲が限られるため、変速機を用いないと、車両に
必要な最大駆動力と最高速度を両立させにくいという問
題があった。なお、特開平9ー154204号公報に
は、バッテリの充電率が十分に高い状態においても、車
両の要求駆動力に対し電動機の出力が不足する場合、発
電機を駆動するようにしたものが開示されているが、バ
ッテリから電動機への電力に発電機からの電力がプラス
されても、電動機の出力性能(最大トルク)を越える駆
動力は得られない。In such a hybrid drive system, since the range of rotational speed at which the electric motor can be operated at a constant output is limited, the maximum driving force and the maximum speed required for the vehicle can be obtained without using the transmission. There was a problem that it was difficult to make them compatible. JP-A-9-154204 discloses that a generator is driven when the output of the electric motor is insufficient with respect to the required driving force of the vehicle even when the charging rate of the battery is sufficiently high. However, even if the electric power from the generator is added to the electric power from the battery to the electric motor, a driving force exceeding the output performance (maximum torque) of the electric motor cannot be obtained.
【0004】この発明はこのような問題点に着目してな
されたものであり、電動機の出力特性を変えず、かつ変
速機を用いることなく、車両に必要な最高速度と最大駆
動力を確保できるハイブリッド駆動システムの提供を目
的とする。The present invention has been made in view of these problems, and it is possible to secure the maximum speed and maximum driving force required for a vehicle without changing the output characteristics of the electric motor and without using a transmission. The purpose is to provide a hybrid drive system.
【0005】[0005]
【課題を解決するための手段】第1の発明では、発電機
を駆動するエンジンと、発電機によりコンバータを介し
て充電される電池と、電池および発電機を電源にインバ
ータを介して駆動される車両用の電動機と、電動機の出
力を減速機,プロペラシャフト,デファレンシャル,ア
クスルを介して車輪へ伝達する駆動系装置と、を備える
車両において、エンジン側の入力軸と発電機側の出力軸
との間に所定の歯数比でかみ合う歯車を介装する増速機
を設け、補助動力の伝達機構として、補助プロペラシャ
フトの一端を増速機のエンジン側の入力軸に連結し、補
助プロペラシャフトの他端を駆動系装置の減速機の入力
軸に連結する傘歯車と、増速機の入力軸の歯車を挟む前
後に介装されるクラッチと、を備える一方、車速を検出
する手段と、車両の要求駆動力を検出する手段と、これ
らの検出信号に基づいて車速が電動機の定出力領域へ移
行する所定値以下の低速領域で車両の要求駆動力が電動
機の最大トルク以上のときに発電機を電動機として作動
させるように発電機のコンバータおよび増速機の入力軸
の歯車を挟む前後のクラッチを制御する手段と、を設け
る。According to a first aspect of the invention, an engine for driving a generator, a battery charged by the generator through a converter, and a battery and a generator driven by an inverter via an inverter. The electric motor for the vehicle and the output of the electric motor are reduced by a reducer, a propeller shaft, a differential, and an
In a vehicle including a drive system device that transmits to a wheel via a axle, an input shaft on an engine side and an output shaft on a generator side
A gearbox with a gear that meshes with the gear at a specified ratio
Is installed as an auxiliary power transmission mechanism.
Connect one end of the gear to the input shaft on the engine side of the speed increaser to
Input the other end of the auxiliary propeller shaft to the drive system gear reducer.
Before sandwiching the bevel gear connected to the shaft and the gear of the input shaft of the gearbox
A clutch to be installed later, a means for detecting the vehicle speed, a means for detecting the required driving force of the vehicle, and a predetermined value at which the vehicle speed shifts to the constant output region of the electric motor based on these detection signals. an input shaft of the generator converter and the speed increaser to actuate the generator as a motor when the required driving force of the vehicle in the low speed range is greater than or equal to the maximum torque of the electric motor
And means for controlling the front and rear clutches that sandwich the gear .
【0006】第2の発明では、発電機を駆動するエンジ
ンと、発電機によりコンバータを介して充電される電池
と、電池および発電機を電源にインバータを介して駆動
される車両走行用の電動機と、電動機の出力を車輪に伝
達する駆動系装置と、を備える車両において、発電機と
車両の駆動系装置とにエンジンを選択的に連結する補助
動力の伝達機構と、車速を検出する手段と、車両の要求
駆動力を検出する手段と、これらの検出信号に基づいて
車速が電動機の定出力領域へ移行する所定値以下の低速
領域で車両の要求駆動力が電動機の最大トルク以上のと
きにエンジンの出力を車両の駆動系装置に伝えるように
補助動力の伝達機構を制御する手段と、を設ける。According to the second aspect of the invention, an engine for driving the generator, a battery charged by the generator through the converter, and an electric motor for driving the vehicle driven by the battery and the generator via the inverter. A drive system device for transmitting the output of the electric motor to the wheels; and, in a vehicle, an auxiliary power transmission mechanism for selectively connecting the engine to the generator and the drive system device for the vehicle, and means for detecting the vehicle speed, A means for detecting the required driving force of the vehicle and an engine when the required driving force of the vehicle is equal to or higher than the maximum torque of the electric motor in a low speed region below a predetermined value at which the vehicle speed shifts to the constant output region of the electric motor based on these detection signals. Means for controlling the transmission mechanism of the auxiliary power so as to transmit the output of the above to the drive system device of the vehicle.
【0007】第3の発明では、第1の発明または第2の
発明における補助動力の伝達機構は、逆転機構を備え
る。In the third invention, the auxiliary power transmission mechanism in the first invention or the second invention is provided with a reverse rotation mechanism.
【0008】第4の発明では、第1の発明または第2の
発明における補助動力の伝達機構は、無段変速機を備え
る。In the fourth invention, the auxiliary power transmission mechanism in the first invention or the second invention comprises a continuously variable transmission.
【0009】[0009]
【発明の効果】第1の発明では、電動機の出力は駆動系
装置(動力伝達経路を構成する)を介して車輪(駆動
輪)に伝達される。車速が所定値以下の低速領域におい
ては、車両の要求駆動力が電動機の最大トルクを越える
と、発電機が電動機として作動するようにコンバータお
よび補助動力の伝達機構が制御される。これにより、発
電機の出力は駆動系装置に伝達され、車両の駆動力とし
て電動機の出力にプラスされるため、電動機の最大トル
クを越える駆動力が得られる。この結果、駆動系装置の
総減速比は、従前と同じく車両に必要な最高速度が出せ
るように設定する一方、既述のように発電機を電動機と
して作動させることにより、電動機の出力特性を変え
ず、かつ変速機を用いることなく、必要な最大駆動力の
確保も可能になる。According to the first aspect of the invention, the output of the electric motor is transmitted to the wheels (driving wheels) via the drive system device (which constitutes the power transmission path). In the low speed region where the vehicle speed is equal to or lower than a predetermined value, when the required driving force of the vehicle exceeds the maximum torque of the electric motor, the converter and the auxiliary power transmission mechanism are controlled so that the generator operates as the electric motor. As a result, the output of the generator is transmitted to the drive system device and added to the output of the electric motor as the driving force of the vehicle, so that a driving force exceeding the maximum torque of the electric motor can be obtained. As a result, the total reduction ratio of the drive system device is set so that the maximum speed required for the vehicle can be obtained as before, while the output characteristic of the electric motor is changed by operating the generator as the electric motor as described above. In addition, the required maximum driving force can be secured without using a transmission.
【0010】第2の発明においては、電動機の出力は駆
動系装置(動力伝達経路を構成する)を介して車輪(駆
動輪)に伝達される。車速が所定値以下の低速領域にお
いては、車両の要求駆動力が電動機の最大トルクを越え
ると、エンジンの出力を駆動系装置に伝えるように補助
動力の伝達機構が制御される。これにより、車両の駆動
力として電動機の出力にエンジンの出力もプラスされる
ため、電動機の最大トルクを越える駆動力が得られる。
この結果、駆動系装置の総減速比は、従前と同じく車両
に必要な最高速度が出せるように設定する一方、既述の
ように発電機を電動機として作動させることにより、電
動機の出力特性を変えず、かつ変速機を用いることな
く、必要な最大駆動力の確保も可能になる。In the second aspect of the invention, the output of the electric motor is transmitted to the wheels (driving wheels) via the drive system device (which constitutes the power transmission path). In the low speed region where the vehicle speed is equal to or lower than the predetermined value, when the required driving force of the vehicle exceeds the maximum torque of the electric motor, the auxiliary power transmission mechanism is controlled so as to transmit the output of the engine to the drive system device. As a result, the output of the engine is added to the output of the electric motor as the driving force of the vehicle, so that the driving force exceeding the maximum torque of the electric motor can be obtained.
As a result, the total reduction ratio of the drive system device is set so that the maximum speed required for the vehicle can be obtained as before, while the output characteristic of the electric motor is changed by operating the generator as the electric motor as described above. In addition, the required maximum driving force can be secured without using a transmission.
【0011】第3の発明においては、車両の前進時だけ
でなく、後退時にも電動機の最大トルクを越える駆動力
が得られる。According to the third aspect of the invention, the driving force exceeding the maximum torque of the electric motor can be obtained not only when the vehicle is moving forward but also when the vehicle is moving backward.
【0012】第4の発明においては、補助動力の伝達時
に無段変速機を介してエネルギ効率の最良点付近で発電
機またはエンジンを運転させることが可能になる。In the fourth aspect of the invention, it becomes possible to operate the generator or the engine near the best point of energy efficiency via the continuously variable transmission during transmission of the auxiliary power.
【0013】[0013]
【発明の実施の形態】図1において、1は発電用のエン
ジンであり、その出力軸に増速機2を介して発電機3の
駆動軸が連結される。発電機3で発電される交流電力は
コンバータ4を介して直流電力に変換され、バッテリ2
1(電池)の充電や電動機5,6の駆動に供給される。DESCRIPTION OF THE PREFERRED EMBODIMENTS In FIG. 1, reference numeral 1 is an engine for power generation, the output shaft of which is connected to a drive shaft of a generator 3 via a speed increaser 2. The AC power generated by the generator 3 is converted into DC power via the converter 4, and the battery 2
It is supplied to charge 1 (battery) and drive the electric motors 5 and 6.
【0014】7は駆動輪8の車軸(アクスル)であり、
その中間部にデファレンシャル9が介装される。デファ
レンシャル9のドライブピニオンにプロペラシャフト1
0を介して減速機11の出力軸が連結される。Reference numeral 7 denotes an axle of the drive wheel 8,
The differential 9 is interposed in the middle part. Propeller shaft 1 on the drive pinion of differential 9
The output shaft of the speed reducer 11 is connected via 0.
【0015】減速機11には1つの出力軸を挟む2つの
入力軸が設けられ、これらのそれぞれに電動機5,6が
連結される。そして、各入力軸と出力軸との間に同じ歯
数比でかみ合う歯車11a,11bが介装される。The speed reducer 11 is provided with two input shafts sandwiching one output shaft, and electric motors 5 and 6 are connected to each of them. Further, gears 11a and 11b that are engaged with each other at the same gear ratio are provided between each input shaft and the output shaft.
【0016】電動機5,6はインバータ12から交流電
力を受けると駆動される。その出力は減速機11、プロ
ペラシャフト10、デファレンシャル9、アクスル7を
介して車輪8へ伝達される。つまり、減速機11,プロ
ペラシャフト10,デファレンシャル9,アクスル7が
電動機5,6の出力を車輪8へ伝える駆動系装置13
(動力伝達機構)を構成する。The electric motors 5 and 6 are driven when AC power is received from the inverter 12. The output is transmitted to the wheels 8 via the reduction gear 11, the propeller shaft 10, the differential 9, and the axle 7. That is, the drive system device 13 in which the speed reducer 11, the propeller shaft 10, the differential 9, and the axle 7 transmit the outputs of the electric motors 5 and 6 to the wheels 8.
(Power transmission mechanism).
【0017】増速機2はエンジン1側の入力軸と発電機
3側の出力軸との間に所定の歯数比でかみ合う歯車2
a,2bを介装したものであり、その入力軸に補助動力
の伝達機構23を構成するものとして補助プロペラシャ
フト14の一端が連結される。また、入力軸の歯車2a
を挟む前後にクラッチ15,16が介装され、補助プロ
ペラシャフト14の他端は傘歯車17a,17bを介し
て減速機11の一方の入力軸に連結される。The gearbox 2 is a gear 2 that meshes between an input shaft on the engine 1 side and an output shaft on the generator 3 side with a predetermined gear ratio.
a and 2b are interposed, and one end of the auxiliary propeller shaft 14 is connected to the input shaft thereof as a component of the auxiliary power transmission mechanism 23. Also, the input shaft gear 2a
Clutches 15 and 16 are provided in front of and behind the pinion, and the other end of the auxiliary propeller shaft 14 is connected to one input shaft of the speed reducer 11 via bevel gears 17a and 17b.
【0018】クラッチ15,16および発電機3のコン
バータ4を電動機5,6のインバータ12とともに制御
するコントローラ18が設けられ、車両の走行速度(車
速)を検出する車速センサ19と、アクセルペダルの踏
み量を検出するアクセル開度センサ20と、バッテリ2
1の充電状態を検出する手段(図示せず)と、を備え
る。A controller 18 for controlling the clutches 15 and 16 and the converter 4 of the generator 3 together with the inverters 12 of the electric motors 5 and 6 is provided, a vehicle speed sensor 19 for detecting the traveling speed (vehicle speed) of the vehicle, and an accelerator pedal depression. Accelerator opening sensor 20 for detecting the amount, and battery 2
And a means (not shown) for detecting the state of charge of the battery 1.
【0019】コンバータ4はコントローラ18からの信
号により、発電機3で発電される交流電力をバッテリ2
1やインバータ12への直流電力に変換する発電モード
と、バッテリ21の直流電力を発電機3への交流電力に
変換する電動モードと、に切り替えられる。The converter 4 receives the signal from the controller 18 and converts the AC power generated by the generator 3 into the battery 2
1 and the power generation mode for converting the DC power to the inverter 12 and the electric mode for converting the DC power of the battery 21 to the AC power for the generator 3.
【0020】クラッチ15,16はコントローラ18か
らの信号により、コンバータ4の発電モード時にエンジ
ン1の出力を補助プロペラシャフト14へ伝達せず、増
速機2を介して発電機3に入力する一方、コンバータ4
の電動モード時はエンジン1から発電機3を切り離し、
電動機として運転される発電機3の出力を補助プロペラ
シャフト14へ伝達するように制御される。In response to a signal from the controller 18, the clutches 15 and 16 do not transmit the output of the engine 1 to the auxiliary propeller shaft 14 in the power generation mode of the converter 4 and input it to the generator 3 via the speed increaser 2, while Converter 4
In the electric mode of, disconnect the generator 3 from the engine 1,
The output of the generator 3 that operates as an electric motor is controlled to be transmitted to the auxiliary propeller shaft 14.
【0021】図2において、Aはバッテリ21の与え得
る最高出力ライン、Bは電動機5,6の最高出力ライン
であり、電動機5,6はその容量(最大トルク)との関
係から、車速が所定値P以下の低速領域では定トルク運
転に制御される。また、電動機5,6の定出力領域(車
速が所定値を越える中高速域)では、バッテリ21のみ
を電源に駆動される場合、バッテリ21の最高出力ライ
ンAに沿う駆動力を発生させる一方、バッテリ21およ
び発電機3を電源に駆動されると、発電機3の電力増加
分(右上がり斜線領域C)だけ駆動力を高められるよう
に設定される。In FIG. 2, A is the maximum output line that can be given by the battery 21, B is the maximum output line of the electric motors 5, 6, and the electric motors 5, 6 have a predetermined vehicle speed in relation to their capacity (maximum torque). In the low speed region below the value P, the constant torque operation is controlled. Further, in the constant output region of the electric motors 5 and 6 (medium / high speed region where the vehicle speed exceeds a predetermined value), when only the battery 21 is driven as a power source, a driving force along the maximum output line A of the battery 21 is generated, When the battery 21 and the generator 3 are driven by the power source, the driving force is set to be increased by the amount of increase in the electric power of the generator 3 (hatched region C rising to the right).
【0022】図3はコントローラ18の制御内容を説明
するフローチャートであり、キースイッチのオンで起動
される。ステップ1で車速センサ19の検出信号に基づ
いて電動機5,6の運転領域を判定する。定出力領域の
ときは、ステップ6へ飛び、クラッチ15をオン(接
続)するとともにクラッチ16をオフ(切断)する一
方、コンバータ4を発電モードに切り替える。FIG. 3 is a flow chart for explaining the control contents of the controller 18, which is started by turning on the key switch. In step 1, the operating regions of the electric motors 5 and 6 are determined based on the detection signal of the vehicle speed sensor 19. In the constant output region, the process jumps to step 6 to turn on (connect) the clutch 15 and turn off (disengage) the clutch 16 while switching the converter 4 to the power generation mode.
【0023】エンジン1の出力はクラッチ15および増
速機2を介して発電機3に入力され、補助プロペラシャ
フト14へは伝達されない。発電機3で発電される交流
電力はコンバータ4を介して直流電力に変換される。The output of the engine 1 is input to the generator 3 via the clutch 15 and the gearbox 2 and is not transmitted to the auxiliary propeller shaft 14. The AC power generated by the generator 3 is converted into DC power via the converter 4.
【0024】ステップ7では、車速センサ19の検出信
号とアクセル開度センサ20の検出信号とに基づいて、
電動機5,6の所要電力(車速とアクセル開度との積で
求められる)を計算し、その計算値がバッテリ21の最
高出力ラインA(図2参照)以下のときは、ステップ8
でバッテリ21の充電状態に応じてエンジン1で発電機
3を駆動する一方、ステップ9でバッテリ21のみで電
動機5,6を運転するようにインバータ12を制御す
る。発電された電力量は、バッテリ21に充電される。In step 7, based on the detection signal of the vehicle speed sensor 19 and the detection signal of the accelerator opening sensor 20,
The required electric power of the electric motors 5 and 6 (obtained by the product of the vehicle speed and the accelerator opening) is calculated, and when the calculated value is less than the maximum output line A of the battery 21 (see FIG. 2), step 8
In step 9, the engine 1 drives the generator 3 in accordance with the state of charge of the battery 21, while in step 9, the inverter 12 is controlled so that the battery 21 alone drives the electric motors 5, 6. The battery 21 is charged with the generated electric energy.
【0025】電動機5,6の所要電力がバッテリ21の
最高出力ラインAを越えるときは、ステップ7からステ
ップ10へ飛び、不足電力をエンジン1で発電機3を駆
動するとともに、ステップ11で電動機5,6をその最
高出力ラインB(図2参照)を越えない範囲で運転する
ようにインバータ12を制御する。When the required power of the electric motors 5 and 6 exceeds the maximum output line A of the battery 21, the process jumps from step 7 to step 10 to drive the generator 3 with the insufficient electric power by the engine 1 and the electric motor 5 in step 11. , 6 are operated so that the maximum output line B (see FIG. 2) is not exceeded.
【0026】電動機5,6の定トルク領域のときは、ス
テップ1からステップ2へ進み、バッテリ21のみを電
源にする。そして、ステップ3において、アクセル開度
センサ20の検出信号から要求駆動力(アクセル開度)
の大きさを判定する。When the electric motors 5 and 6 are in the constant torque region, the process proceeds from step 1 to step 2 and only the battery 21 is used as a power source. Then, in step 3, the required driving force (accelerator opening) is detected from the detection signal of the accelerator opening sensor 20.
Determine the size of.
【0027】要求駆動力が電動機5,6の最大トルク以
下のときは、ステップ3からステップ8へ飛び、バッテ
リ21の充電状態に応じてエンジン1で発電機3を駆動
する一方、ステップ9でバッテリ21のみで電動機5,
6を運転するようにインバータ12を制御する。When the required driving force is less than or equal to the maximum torque of the electric motors 5 and 6, the routine jumps from step 3 to step 8 and the generator 1 is driven by the engine 1 in accordance with the charging state of the battery 21, while the battery is step 9 21 only electric motor 5,
Inverter 12 is controlled to drive 6.
【0028】要求駆動力が電動機5,6の最大トルクを
越えるときは、ステップ4でクラッチ15をオフすると
ともにクラッチ16をオンする一方、ステップ5で発電
機3を電動機として運転するよう、コンバータ4を電動
モードに切り替える。バッテリ21を電源に発電機3は
駆動され、その出力は歯車2a,2b、クラッチ16、
補助プロペラシャフト14、傘歯車17a,17bを介
して駆動系装置13の減速機11に伝達される。When the required driving force exceeds the maximum torque of the electric motors 5 and 6, the clutch 15 is turned off and the clutch 16 is turned on in step 4, while the converter 4 is operated so that the generator 3 is operated as an electric motor in step 5. Switch to electric mode. The generator 3 is driven by the battery 21 as a power source, and its output is the gears 2a, 2b, the clutch 16,
It is transmitted to the speed reducer 11 of the drive system device 13 via the auxiliary propeller shaft 14 and the bevel gears 17a and 17b.
【0029】このような構成により、車速が所定値以下
の低速領域においては、車両の要求駆動力が電動機5,
6の最大トルクを越えると、発電機3が電動機として運
転され、その出力が電動機5,6の出力にプラスされる
ため、電動機5,6の最大トルクを越える駆動力が得ら
れる。With such a structure, in the low speed region where the vehicle speed is equal to or lower than the predetermined value, the required driving force of the vehicle is the electric motors 5, 5.
When the maximum torque of 6 is exceeded, the generator 3 operates as an electric motor and its output is added to the outputs of the electric motors 5 and 6, so that a driving force that exceeds the maximum torque of the electric motors 5 and 6 is obtained.
【0030】図2の右下がり斜線領域Dが発電機3の補
助動力による駆動力の増加分を表す。なお、発電機3は
バッテリ21の電力量で駆動されるため、最大駆動力が
バッテリ21の最高出力ラインAを越えるようなことは
ない。A hatched area D in the lower right of FIG. 2 represents an increase in the driving force by the auxiliary power of the generator 3. Since the generator 3 is driven by the electric power of the battery 21, the maximum driving force does not exceed the maximum output line A of the battery 21.
【0031】駆動系装置13の総減速比は、従前と同じ
く車両に必要な最高速度が出せるように設定する一方、
既述のように発電機3から駆動系装置13への補助動力
が得られるようにすると、電動機5,6の出力特性を変
えず、かつ変速機を用いることなく、必要な最大駆動力
を容易に確保できる。The total reduction ratio of the drive system device 13 is set so that the maximum speed required for the vehicle can be obtained as before.
If the auxiliary power from the generator 3 to the drive system device 13 is obtained as described above, the required maximum driving force can be easily achieved without changing the output characteristics of the electric motors 5 and 6 and without using the transmission. Can be secured.
【0032】図4の実施形態では、車両の前進時だけで
なく、後退時にも発電機3の補助動力で電動機5,6の
最大トルクを越える駆動力が得られるよう、補助動力の
伝達機構23(この場合、補助プロペラシャフト14と
増速機11との中間)に逆転機構25が設けられる。In the embodiment of FIG. 4, the auxiliary power transmission mechanism 23 is provided so that the auxiliary power of the generator 3 can provide a driving force exceeding the maximum torque of the electric motors 5 and 6 not only when the vehicle is moving forward but also when the vehicle is moving backward. A reversing mechanism 25 is provided (in this case, between the auxiliary propeller shaft 14 and the speed increasing gear 11).
【0033】逆転機構25としては、公知の変速機のリ
バースへの切り替え機構と同じものが採用される。詳し
い説明は省略するが、アクチュエータでドグクラッチ付
きのスライディグ・ギヤを選択的に変位させることによ
り、入力回転をそのまま伝達することだけでなく、逆転
して伝達することも可能になっている。As the reversing mechanism 25, the same mechanism as a known mechanism for switching to reverse of a transmission is adopted. Although detailed description is omitted, by selectively displacing the sliding gear with the dog clutch by the actuator, not only the input rotation can be transmitted as it is but also the reverse rotation can be transmitted.
【0034】図示しないが、逆転機構と直列に無段変速
機(たとえば、CVTまたはトルクコンバータ)を介装
すると、エネルギ効率の最良点付近で発電機3を電動機
として運転できる。なお、図1と同じ部品に同じ符号を
付ける。Although not shown, if a continuously variable transmission (for example, a CVT or a torque converter) is provided in series with the reverse rotation mechanism, the generator 3 can be operated as an electric motor near the best point of energy efficiency. The same parts as those in FIG. 1 are designated by the same reference numerals.
【0035】図1において、発電機3を電動機として作
動させるときにエンジン1を運転して両方のクラッチ1
5,16をオンすると、エンジン1の出力も補助動力と
して駆動系装置13に伝達できる。また、発電機3と増
速機2との間を断続するクラッチを追加すると、発電機
3の出力のみを伝達する場合と、エンジン1の出力のみ
を伝達する場合と、発電機3の出力とエンジン1の出力
との両方を伝達する場合と、の3段階に補助動力を制御
することも可能になる。In FIG. 1, when operating the generator 3 as an electric motor, the engine 1 is operated to operate both clutches 1.
When the valves 5 and 16 are turned on, the output of the engine 1 can also be transmitted to the drive system device 13 as auxiliary power. Further, when a clutch for connecting and disconnecting the generator 3 and the speed increaser 2 is added, the case of transmitting only the output of the generator 3, the case of transmitting only the output of the engine 1, and the output of the generator 3 It is also possible to control the auxiliary power in three stages, that is, when both the output of the engine 1 is transmitted.
【図1】この発明の実施形態を表す構成図である。FIG. 1 is a configuration diagram showing an embodiment of the present invention.
【図2】同じく制御内容を説明する特性図である。FIG. 2 is a characteristic diagram similarly illustrating control contents.
【図3】同じく制御内容を説明するフローチャートであ
る。FIG. 3 is a flow chart for explaining control contents in the same manner.
【図4】別の実施形態を表す要部構成図である。FIG. 4 is a main part configuration diagram showing another embodiment.
1 エンジン 3 発電機 4 コンバータ 5,6 電動機 12 インバータ 13 駆動系装置(動力伝達機構) 14 補助プロペラシャフト 15,16 クラッチ 17a,17b 傘歯車 18 コントローラ 19 車速センサ 20 アクセル開度センサ 21 バッテリ 23 補助動力の伝達機構 25 逆転機構 1 engine 3 generator 4 converter 5,6 electric motor 12 inverter 13 Drive system device (power transmission mechanism) 14 Auxiliary propeller shaft 15,16 clutch 17a, 17b Bevel gear 18 Controller 19 vehicle speed sensor 20 Accelerator position sensor 21 battery 23 Auxiliary power transmission mechanism 25 Reverse mechanism
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.7 識別記号 FI B60K 6/04 551 B60K 6/04 551 B60L 11/12 B60L 11/12 F02D 29/02 F02D 29/02 D F16H 9/00 F16H 9/00 A 61/02 61/02 // F16H 59:18 59:18 59:44 59:44 (58)調査した分野(Int.Cl.7,DB名) B60L 11/14 B60K 6/04 F02D 29/02 F16H 9/00 F16H 61/02 B60L 11/12 ─────────────────────────────────────────────────── ─── Continued Front Page (51) Int.Cl. 7 Identification Code FI B60K 6/04 551 B60K 6/04 551 B60L 11/12 B60L 11/12 F02D 29/02 F02D 29/02 D F16H 9/00 F16H 9/00 A 61/02 61/02 // F16H 59:18 59:18 59:44 59:44 (58) Fields investigated (Int.Cl. 7 , DB name) B60L 11/14 B60K 6/04 F02D 29/02 F16H 9/00 F16H 61/02 B60L 11/12
Claims (4)
りコンバータを介して充電される電池と、電池および発
電機を電源にインバータを介して駆動される車両用の電
動機と、電動機の出力を減速機,プロペラシャフト,デ
ファレンシャル,アクスルを介して車輪へ伝達する駆動
系装置と、を備える車両において、エンジン側の入力軸
と発電機側の出力軸との間に所定の歯数比でかみ合う歯
車を介装する増速機を設け、補助動力の伝達機構とし
て、補助プロペラシャフトの一端を増速機のエンジン側
の入力軸に連結し、補助プロペラシャフトの他端を駆動
系装置の減速機の入力軸に連結する傘歯車と、増速機の
入力軸の歯車を挟む前後に介装されるクラッチと、を備
える一方、車速を検出する手段と、車両の要求駆動力を
検出する手段と、これらの検出信号に基づいて車速が電
動機の定出力領域へ移行する所定値以下の低速領域で車
両の要求駆動力が電動機の最大トルク以上のときに発電
機を電動機として作動させるように発電機のコンバータ
および増速機の入力軸の歯車を挟む前後のクラッチを制
御する手段と、を設けたことを特徴とするハイブリッド
駆動システム。1. An engine for driving a generator, a battery charged by the generator through a converter, an electric motor for a vehicle driven by an inverter using the battery and the generator as power sources, and an output of the electric motor. Reducer, propeller shaft, de
In a vehicle including a drive system device that transmits to a wheel via a differential and an axle, an input shaft on an engine side
Teeth that mesh with the output shaft on the generator side at a specified tooth ratio.
A speed increaser for the vehicle is installed to provide an auxiliary power transmission mechanism.
The end of the auxiliary propeller shaft to the engine side of the gearbox.
Drive the other end of the auxiliary propeller shaft by connecting to the input shaft of
Of the bevel gear connected to the input shaft of the speed reducer
It is equipped with a clutch that is inserted between the front and rear of the input shaft gear.
On the other hand , the means for detecting the vehicle speed, the means for detecting the required driving force of the vehicle, and the required driving force for the vehicle in a low speed region below a predetermined value at which the vehicle speed shifts to the constant output region of the electric motor based on these detection signals. Is a maximum torque of the electric motor or more, the converter of the generator and a means for controlling the clutch before and after sandwiching the gear of the input shaft of the speed increaser so as to operate the generator as the electric motor, are provided. Hybrid drive system.
りコンバータを介して充電される電池と、電池および発
電機を電源にインバータを介して駆動される車両走行用
の電動機と、電動機の出力を車輪に伝達する駆動系装置
と、を備える車両において、発電機と車両の駆動系装置
とにエンジンを選択的に連結する補助動力の伝達機構
と、車速を検出する手段と、車両の要求駆動力を検出す
る手段と、これらの検出信号に基づいて車速が電動機の
定出力領域へ移行する所定値以下の低速領域で車両の要
求駆動力が電動機の最大トルク以上のときにエンジンの
出力を車両の駆動系装置に伝えるように補助動力の伝達
機構を制御する手段と、を設けたことを特徴とするハイ
ブリッド駆動システム。2. An engine for driving a generator, a battery charged by the generator via a converter, an electric motor for vehicle running driven by an inverter using the battery and the generator as power sources, and an output of the electric motor. In a vehicle including a drive system device that transmits power to a wheel, an auxiliary power transmission mechanism that selectively connects an engine to a generator and a drive system device of the vehicle, a means for detecting a vehicle speed, and a required drive device for the vehicle. A means for detecting the force, and based on these detection signals, when the vehicle drive speed is in a low speed region below a predetermined value at which the vehicle speed shifts to the constant output region of the electric motor, when the required driving force of the vehicle is equal to or higher than the maximum torque of the electric motor, the output of the engine And a means for controlling the transmission mechanism of the auxiliary power so as to transmit it to the drive system device.
ことを特徴とする請求項1または請求項2に記載のハイ
ブリッド駆動システム。3. The hybrid drive system according to claim 1, wherein the auxiliary power transmission mechanism includes a reverse rotation mechanism.
たことを特徴とする請求項1または請求項2に記載のハ
イブリッド駆動システム。4. The hybrid drive system according to claim 1, wherein the auxiliary power transmission mechanism includes a continuously variable transmission.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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JP06964598A JP3373778B2 (en) | 1998-03-19 | 1998-03-19 | Hybrid drive system |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP06964598A JP3373778B2 (en) | 1998-03-19 | 1998-03-19 | Hybrid drive system |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH11275710A JPH11275710A (en) | 1999-10-08 |
JP3373778B2 true JP3373778B2 (en) | 2003-02-04 |
Family
ID=13408802
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JP06964598A Expired - Fee Related JP3373778B2 (en) | 1998-03-19 | 1998-03-19 | Hybrid drive system |
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Families Citing this family (4)
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DE19963400B4 (en) * | 1999-12-28 | 2010-06-10 | Robert Bosch Gmbh | Method for controlling a switching process in a drive unit for a motor vehicle and drive unit |
JP5720893B2 (en) * | 2011-09-01 | 2015-05-20 | 三菱自動車工業株式会社 | Control device for hybrid vehicle |
JP5949731B2 (en) * | 2013-11-18 | 2016-07-13 | トヨタ自動車株式会社 | Hybrid vehicle |
KR102514624B1 (en) * | 2022-08-19 | 2023-03-30 | 하은주 | Uninterruptible emergency power supply and driving method thereof |
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JP3182987B2 (en) * | 1993-06-16 | 2001-07-03 | 株式会社エクォス・リサーチ | Lubrication system for hybrid vehicles |
JP3175423B2 (en) * | 1993-08-27 | 2001-06-11 | 株式会社エクォス・リサーチ | Drive mechanism in hybrid vehicle |
JP3173319B2 (en) * | 1995-04-28 | 2001-06-04 | 株式会社エクォス・リサーチ | Hybrid vehicle |
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1998
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