201100674 六、發明說明： 【發明戶斤屬之技術領域3 本發明係有關於一種傳輸系統，特別是一種用於一混 合式車輛之傳輸系統。 t 混合式車輛是習知的，藉此一車輛設有一種以上之原 動機。通常，一原動機將下一内燃機且另一原動機將是一 電動馬達。依據佔優勢之條件，該電動馬達將單獨操作以 推進該車輛，或該内燃機將單獨操作以推進該車輛，或者 該電動馬達與該内燃機將共同推進該車輛。 US5193634顯示這種混合式車輛推進系統。在這例子 中，一内燃機驅動一與一離心式離合器耦合之連續可變傳 動裝置(CVT)，該離心式離合器在結合時驅動該車輛之車 輪。在一實施例中，一電動馬達可透過一自由轉輪離合器 驅動該車輪，在一第二實施例中，一電動馬達可透過一離 心式離合器驅動該車輪。 但是，這系統不容許該内燃機驅動該電動馬達作為一 發電機且因此將相關電池再充電，並且它亦不容許車輪驅 動該馬達作為一發電機。 【發明内容】 因此，依據本發明，提供一種傳輸系統，包含： 一第一輸入轴； 一第一離心式離合器，其具有一安裝在該第一輸入軸 上之第一驅動部及一被該第一驅動部選擇性地驅動之第一 201100674 離合器鼓； 一第二輸入轴； 一第二離心式離合器，其具有一安裝在該第二輸入軸 上之第二驅動部、及一被該第二驅動部選擇性地驅動之第 二離合器鼓， 該第一離合器鼓係與該第二離合器鼓可轉動地耦合； 及 一自由轉輪離合器，係容許在該第二輸入軸與該第二 離合器鼓之間朝一第一方向相對轉動，但防止在該第二輸 入轴與該第二離合器鼓之間朝一第二方向之相對轉動。 有利地，該自由轉輪離合器容許第一及第二離合器鼓 驅動該第二輸入轴。當該第二輸入軸連接於一電動馬達/發 電機時，該電動馬達/發電機可操作作為一馬達，以在需要 時驅動該第二輸入轴，且當需要時可操作作為一發電機， 並被該第二輸入轴驅動。當這系統設置在一車輛中時，該 第二輸入轴可以被後輪驅動且藉使用該電動馬達/發電機 作為一發電機，該車輛之煞車可以產生作用且亦回收該煞 車能量並將它儲存在一電池中。 以下將參照附圖，僅藉舉例說明本發明，其中： 第1圖是本發明之一車輛之視圖，該車輛包括本發明之 一混合動力單元，該混合動力單元包括本發明之一傳輸系 統5 第2圖是第1圖之平面圖， 第3圖是第1圖之傳輸系統之橫截面圖，及 201100674 第4圖是於箭頭A之方向所取之第1圖之一部份的視圖。201100674 VI. Description of the Invention: [Technical Field of Invention] The present invention relates to a transmission system, and more particularly to a transmission system for a hybrid vehicle. t Hybrid vehicles are conventional in that a vehicle is provided with more than one prime mover. Typically, one prime mover will be the next internal combustion engine and the other prime mover will be an electric motor. Depending on the prevailing conditions, the electric motor will operate alone to propel the vehicle, or the internal combustion engine will operate separately to propel the vehicle, or the electric motor and the internal combustion engine will jointly propel the vehicle. US 5,193,634 shows such a hybrid vehicle propulsion system. In this example, an internal combustion engine drives a continuously variable transmission (CVT) coupled to a centrifugal clutch that drives the wheels of the vehicle when combined. In one embodiment, an electric motor can drive the wheel through a freewheel clutch. In a second embodiment, an electric motor can drive the wheel through a centrifugal clutch. However, this system does not allow the internal combustion engine to drive the electric motor as a generator and thus recharge the associated battery, and it does not allow the wheel to drive the motor as a generator. SUMMARY OF THE INVENTION Accordingly, in accordance with the present invention, a transmission system is provided, comprising: a first input shaft; a first centrifugal clutch having a first drive portion mounted on the first input shaft and a a first driving unit selectively driving the first 201100674 clutch drum; a second input shaft; a second centrifugal clutch having a second driving portion mounted on the second input shaft, and a second a second driving drum selectively driven by the second driving portion, the first clutch drum is rotatably coupled to the second clutch drum; and a free wheel clutch is allowed to be at the second input shaft and the second clutch The drums are relatively rotated in a first direction but prevent relative rotation between the second input shaft and the second clutch drum in a second direction. Advantageously, the free wheel clutch allows the first and second clutch drums to drive the second input shaft. When the second input shaft is coupled to an electric motor/generator, the electric motor/generator is operable as a motor to drive the second input shaft when needed and operable as a generator when needed And driven by the second input shaft. When the system is disposed in a vehicle, the second input shaft can be driven by the rear wheel and by using the electric motor/generator as a generator, the brake of the vehicle can function and also recover the brake energy and Stored in a battery. The invention will now be described by way of example only with reference to the accompanying drawings in which: FIG. 1 is a view of a vehicle of the present invention comprising a hybrid unit of the present invention, the hybrid unit comprising a transmission system 5 of the present invention 2 is a plan view of FIG. 1, FIG. 3 is a cross-sectional view of the transmission system of FIG. 1, and 201100674. FIG. 4 is a view of a portion of FIG. 1 taken in the direction of arrow A.
I：實施方式:J 請參閱第1至4圖，其中顯示一車輛10，在這例子中為 一兩輪之輕型機踏車。該輕型機踏車包括一前輪11及一後 輪12，一混合動力單元14驅動該車輛。該混合動力單元包 括一引擎16(在這例子中為一内燃機)及一電動馬達/發電機 18，一傳輸系統20透過一在這例子中形式為一鏈條22之驅 動結構耦合於該後輪12。 一傳輸系統20可被電動馬達/發電機18選擇性地驅 動。該傳輸系統20可以在這例子中，透過一連續可變傳動 裝置(CVT)24被該引擎16選擇性地驅動。該CVT是習知的且 包括一CVT驅動滑輪26、一CVT帶28及一CVT被驅動滑輪 30。這種CVT系統在輕型機踏車上是習知的，且 US2003A)092529顯示這種CVT系統之一例。但是，簡言之， 該CVT被驅動滑輪30具有兩凸緣31A、31B，凸緣31A、31B 透過一彈簣32被壓在一起，使該滑輪之有效直徑擴大。該 CVT驅動滑輪26包括可被作用在斜面上之球一起推動的兩 凸緣，當該引擎之速度增加，該等球受到向外離心力，使 該CVT驅動滑輪26之兩凸緣被壓在一起，藉此增加該驅動 滑輪2 6之有效直徑且因此減少該被驅動滑輪3 0之有效直 徑。如此，當該引擎16以一相當低之速度運轉時，相較於 該被驅動滑輪30之有效直徑，該驅動滑輪26之有效直徑相 當小。但是，當該引擎16以相當高之速度運轉時，該驅動 滑輪2 6之有效直徑增加且該被驅動滑輪3 0之有效直徑減 201100674 少。舉例而言’在一實施例中，該CVT24之最低率比是2.4， 即，該驅動滑輪26之2.4次轉動產生該被驅動滑輪3〇之1次 轉動。該高比率是0.8 ’即，該驅動滑輪26之0.8次轉動產生 該被驅動滑輪30之1次轉動。 第3圖更詳細地與該C V 丁 2 4 —起顯示傳輸系統2 〇。 §亥傳輸系統20包括一第一輸入軸40、一第二輸入軸 42、一第一離心式（CF )離合器44、一第二離心式離合器46 及一自由轉輪離合器48。 s亥CVT24包括一具有一第一半部50A及一第二半部 50B之兩件式殼體50’該等第一及第二半部被螺栓51連結在 一起。該第一輸入轴40之左端（當觀看第3圖時)被連結在一 軸套53中，該軸套53則安裝在一連結在該第—半部5〇八之軸 承殼體中之軸承54中。該第一輸入軸4〇亦安裝在一軸承55 中’該軸承55安裝在該第二半部50B之一軸承殼體中。該被 驅動滑輪30被可轉動地快速連結（即，可轉動地固定）至該第 一輸入軸40,以在需要時使該CVT帶28可驅動該第一輸入 轴40。 該殼體50連結於該車輛10。 3玄第一輸入軸42包括一被收納在該第一輸入軸4〇之凹 部61内的突起60，該凹部61包括兩滾針轴承56，滾針轴承 56可轉動地支持突起60且因此在其左端（當觀看第3圖時)可 轉動地支持該第二輸入軸42。該第二輸入軸42之右端被支 持在軸承62上，軸承62則被車輛10(示意地顯示）支持。 §亥弟一離心式離合器44包括一第一離合器鼓μ，該第 201100674 二離心式離合器46包括一第二離合器鼓66。該第一離合器 鼓64透過多數螺栓68連結於該第二離合器鼓66，該第一離 合器鼓64之左側被多數軸承65支持，且軸承65則被支持在 該第一輸入軸40上。如以下將進一步說明者，該第二離合 器鼓66之右側被該自由轉輪離合器48支持。該第二離合器 鼓66包括一延伸部70，鏈輪71安裝在延伸部7〇上且接著驅 動鏈條22。 0 安裝在該第一輸入軸4〇之右端的是該第一離心式離合 器44之一第一驅動部74，該第一驅動部74包括一板75A，一 銷76A安裝在板75A上。一離合器塊77A可樞轉地安裝在該銷 76A上，一彈簧（圖未示）偏壓該塊之一工作表面（圖未示）徑 向向内’遠離該第一離合器鼓64之一内表面。當該第—輸 入軸40之速度增加時’離心力將偏壓該離合器塊77A之工作 表面徑向向外，直到它結合該第一離合器鼓64之内表面且 因此結合該第一離心式離合器時為止。 §玄第·一離心式離合為4 6亦包括一以一類似於該第一驅 動部74之方式操作之驅動部79，如此，該驅動部79包括一 板75B，且一銷76B安裝在板75B上。一離合器塊77B可樞轉 地安裝在該銷76B上，且一彈簧（圖未示)偏壓該塊之一工作 表面遠離該第二離合器鼓66之一内表面。當該第二輸入車由 42之速度增加時，離心力克服該彈簧之偏壓，藉此容許該 離合器塊77B之工作表面結合該第二離合器鼓66之内表面 ' 且因此結合該第二離心式離合器。 自由轉輪離合器（亦為習知之一超速離合器或一單向 7 201100674 離合器）48本身是習知的，一自由轉輪離合器之操作原理是 它容許一外部份相對於一内部份朝一方向自由地轉動，但 防止該外部份相對於該内部份朝相反方向轉動。自由轉輪 離合器48具有一外部份80及一内部份81，第4圖顯示一於箭 頭A之方向（參見第1圖及第3圖）所取之車輛10的視圖。該自 由轉輪離合器48係構形成容許該内部份81可相對該外部份 80順時針轉動，但防止該内部份81相對該外部份80逆時針 轉動。如此，當該車輛10朝一向前方向B移動時，因為該單 向離合器防止該内部份81相對該外部份80逆時針移動，所 以該内部份81亦將朝一順時針方向轉動。換言之，當該車 輛10朝一向前方向移動時，該内部份81必定會至少與該外 部份80—樣快地朝一順時針方向轉動。 該電動馬達/發電機包括一直接耦合於該第二輸入軸 42之右端之動力轴19(參見第3圖），該電動馬達與在這例子 中為一電池17之電能儲存裝置電性耦合。 該傳輸系統20之操作如下： 當該電動馬達/發電機不動且該引擎以一怠速運轉 時，該CVT齒輪比將是2.4: 1且因此該輸入軸將轉動地比該 引擎慢。在這速度下，該第一離心式離合器44將不會結合 且因此引擎動力將不會傳送至後輪。如此，當該引擎空轉 時，該第一輸入軸40將轉動，但是，該第一離合器鼓64、 該第二離合器鼓66及該第二輸入軸42全部是不動的。 當引擎速度增加時，首先因引擎速度增加且再因為該 CVT之齒輪比增加，該第一輸入軸速度將會增加。如此， 201100674 該離合器塊77Α將會被旋轉且徑向向外地離心，以結合且轉 動該第一離合器鼓64，藉此使該第二離合器鼓轉動且接著 轉動該鏈輪71 ’並且因此驅動後輪。請注意當該第二離合 裔鼓66被轉動時，它將接著轉動該自由轉輪離合器之外部 份80，且如上所述，由於該自由轉輪離合器構形成使得該 内部份81至少與該外部份80—樣快地轉動（當觀看第4圖時 Ο Ο 為順時針轉動時），該自由轉輪離合器48將使該第二輸入輛 以與該第一輸入軸相同之速度轉動。如上所述，該電動馬 達/發電機動力軸19直接耦合至該第二輸入轴42，且因此， 在這些情況下，該馬達轉子將會轉動。但是，在這些情況 二’該馬達不作為-發錢，且因此不吸收動力，並^它 =不作為-馬達，且因料傳輪動力。在這些情況下^ :事實上該馬達轉子轉動，但是該車輛僅被引擎推進（但是 =所見的是當該電動馬達/發電機作為—發電機以將: 电池再充電）。 μ 、該車輛亦可單獨被該電動馬連/發電機推進。如此 乂些情況下，該電動馬達/發電機朝一當 任 時針方向直接轉動該第二輸人如2。 :順 〜低迷轉動時,該第二離心式離合^ 由鉍Α 盗將脫離。此外，該白 :輪離合器將在一自由轉輪模式中操作，即 =寺而糊卿以與該電動馬達/發電機相同之速度轉 而該外部份將是不動的。當該 ^ 电動馬達/發電機之诗诗 玲加時，該第二離心式離合器之離人。 之速度 結入，货-人 冑合益塊77Β將向外離 〇减第二離合器鼓66之内表面 且 器 使°亥第一離心式離合 201100674 結合且因此㈣車婦進。在這 及該篦一妗Θ弓丨擎、該CVT 别入軸將全部是不動的且該第— 是脫離的。 X弟離心式離合器將 車輛減速時’該電動馬達/發電機可被該後 輪12驅動。如此，#該車輛1(m—定 時，該引擎16可以θ ^ 。則方向Β移動 達操作以㈣ 該㈣馬達/發電機作為一馬 可被切換至;:!輛。當需要煞車時，該電動馬達/發電機 了不換至-發電模式，使該第二輸入轴42被煞車。但是， 該輛之f貝性將繼續使該後輪12朝一當觀看第4圖時之順 夺；向轉動，藉此使該外部份80亦朝-順時針方向轉 動X自由轉輪離合器構形成使得該外部份80之轉動使該 内部份81轉動’藉此在其發電模式中驅動該電動馬達/發電 =Γ車輛之動能可轉換成電能，而該電能接著被儲 存在该電池17中。 輛不2輸系統亦容許倒車。如此，當_不動且該車 輛不動時，該電動馬達/ 力，這將使自由榦㈣人機可朝一相反方向被供給動 a ^ a ^ ^ 〇器結合。在一兩輪車輛上，倒車 ⑽的’㈣’當物^嫩時。 ’可以單獨使㈣擎動力，或單獨使用電力， 或使用兩者之組合來操作該車輛。但是，㈣ 典型之操作模式。 10 201100674 表1 操作條件 引擎(16) CF離合器 (44) 電動馬達/ 發電機 (18) 電池(17) 第二CF離 合器(46) 自由轉輪 離合器 (48) 車輛不動 停止 脫離 不動 — 脫離 不動 車輛由不 動開始移 動 停止 脫離 馬達模式 放電 結合 車輛速度 0-50 km/h 停止 脫離 馬達模式 放電 結合 — 車輛速度 高於50 km/h 電池需要 再充電 啟動 結合 發電機模 式 充電 結合 車輛速度 高於50 km/h 電池已完 全充電 啟動 結合 結合 最大動力 啟動 結合 馬達模式 放電 結合 — 車輛速度 低於50 km/h 電池量低 啟動 結合 發電機模 式 充電 結合 煞車-引擎 啟動 空轉 脫離 發電機模 式 充電 — 結合 煞車-引擎 停止 停止 脫離 發電機模 式 充電 — 結合 倒車 停止 脫離 馬達模式 (倒車） 放電 脫離 結合 當該車輛不動時，該電池未被充電亦未放電。 當該車輛由於該第二輸入軸速度連續地增加而使用電 力由不動開始移動時，該第二離心式離合器將連續地結 合，藉此以與該第二輸入軸相同之速度轉動該第二離合器 鼓。在這些情況下，該外部份80將以與該内部份81相同之 速度轉動，但該自由轉輪離合器將不會傳輸任何動力。 通常，只要環境容許，當車輛速度在0 km/h與50 km/h 11 201100674 之間時，該車輛將只由該馬達供給動力。 高於50 km/h之車輛速度時，將會使用該引擎。如果大 於這速度，該電池需要再充電，則該馬達/發電機可以切換 至發電模式。但是，如果該電池已完全充電，則該第二輸 入軸將以與該第一輸入軸相同之速度轉動，該馬達/發電機 將被切換，使得沒有任何動力被吸收。 對最大動力而言，該引擎可被用來推進該車輛並I該 馬達/發電機可被用來推進該車輛。 在車輛速度低於50 km/h時，當該電池之電力低時，該 引擎可以啟動以推進該車輛並且在一發電模式中驅動該馬 達/發電機以將該電池再充電。 在煞車時（且該引擎啟動或停止），該馬達/發電機巧·切 換至一發電模式，藉此將該車輛之動能轉換成在該電池中 之儲存電能。 由於倒車通常發生在低速，該第二輸入軸將僅在低速 朝一相反方向被驅動且因此該第二離心式離合器將不會結 合。 如上所述’連接該傳輸系統至該後輪之驅動結構是鏈 條22。在其他實施例中，可使用如驅動皮帶或一驅動軸之 替代驅動結構。 各種元件互相相對之實體位置產生一緊密結構，如 此’如第1圖所示’該引擎定位在該傳輸系統20前方且特別 地，該CVT驅動滑輪26定位在該CVT被驅動滑輪30前方。該 電動馬達/發電機18、傳輸系統20、及CVT被驅動滑輪3〇全 12 201100674 部均被定位在該後輪12與該引擎16之間。當考慮第2圖時， §亥鍵條22定位在由該後輪12之中心所界定之一平面右， 上，且該CVT2仪位在該平面之左側。當考慮第3圖時，^ 驅動結構（鏈條22)定位在該鏈條相上之f動馬達/發電 機及均在該舰22之左側上之第―離合1&64m 器鼓66與自由轉輪離合器48之間。I: Embodiment: J Please refer to Figures 1 to 4, which shows a vehicle 10, in this example a two-wheeled light-duty treadmill. The light motorcycle includes a front wheel 11 and a rear wheel 12, and a hybrid unit 14 drives the vehicle. The hybrid unit includes an engine 16 (in this example, an internal combustion engine) and an electric motor/generator 18, a transmission system 20 coupled to the rear wheel 12 via a drive structure in the form of a chain 22 in this example. . A transmission system 20 can be selectively driven by the electric motor/generator 18. The transmission system 20 can be selectively driven by the engine 16 through a continuously variable transmission (CVT) 24 in this example. The CVT is conventional and includes a CVT drive pulley 26, a CVT belt 28, and a CVT driven pulley 30. Such a CVT system is well known in light vehicle treadmills, and US 2003 A) 092529 shows an example of such a CVT system. However, in short, the CVT driven pulley 30 has two flanges 31A, 31B which are pressed together by a magazine 32 to enlarge the effective diameter of the pulley. The CVT drive pulley 26 includes two flanges that can be pushed together by a ball that acts on the ramp. When the speed of the engine increases, the balls are subjected to an outward centrifugal force, causing the two flanges of the CVT drive pulley 26 to be pressed together. Thereby, the effective diameter of the drive pulley 26 is increased and thus the effective diameter of the driven pulley 30 is reduced. Thus, when the engine 16 is operating at a relatively low speed, the effective diameter of the drive pulley 26 is relatively small compared to the effective diameter of the driven pulley 30. However, when the engine 16 is operated at a relatively high speed, the effective diameter of the drive pulley 26 is increased and the effective diameter of the driven pulley 30 is less than 201100674. For example, in one embodiment, the minimum rate ratio of the CVT 24 is 2.4, i.e., 2.4 rotations of the drive pulley 26 produce a one-time rotation of the driven pulley 3〇. The high ratio is 0.8 ′, i.e., 0.8 rotations of the drive pulley 26 produce one rotation of the driven pulley 30. Figure 3 shows the transmission system 2 — in more detail with the C V 248. The transmission system 20 includes a first input shaft 40, a second input shaft 42, a first centrifugal (CF) clutch 44, a second centrifugal clutch 46, and a free wheel clutch 48. The s-CVT 24 includes a two-piece housing 50' having a first half 50A and a second half 50B. The first and second halves are joined together by bolts 51. The left end of the first input shaft 40 (when viewing Fig. 3) is coupled to a bushing 53 which is mounted on a bearing 54 coupled to the bearing housing of the first half 5 in. The first input shaft 4〇 is also mounted in a bearing 55. The bearing 55 is mounted in a bearing housing of the second half 50B. The driven pulley 30 is rotatably coupled (i.e., rotatably fixed) to the first input shaft 40 to enable the CVT belt 28 to drive the first input shaft 40 as needed. The housing 50 is coupled to the vehicle 10. The first input shaft 42 includes a protrusion 60 received in the recess 61 of the first input shaft 4, the recess 61 includes two needle bearings 56, and the needle bearing 56 rotatably supports the protrusion 60 and thus The second input shaft 42 is rotatably supported at its left end (when viewing Fig. 3). The right end of the second input shaft 42 is supported on a bearing 62 which is supported by the vehicle 10 (shown schematically). The Haidi-centrifugal clutch 44 includes a first clutch drum μ, and the 201100674 second centrifugal clutch 46 includes a second clutch drum 66. The first clutch drum 64 is coupled to the second clutch drum 66 via a plurality of bolts 68. The left side of the first clutch drum 64 is supported by a plurality of bearings 65, and the bearing 65 is supported on the first input shaft 40. As will be further explained below, the right side of the second clutch drum 66 is supported by the freewheel clutch 48. The second clutch drum 66 includes an extension 70 that is mounted on the extension 7 and then drives the chain 22. Mounted at the right end of the first input shaft 4A is a first drive portion 74 of the first centrifugal clutch 44. The first drive portion 74 includes a plate 75A, and a pin 76A is mounted on the plate 75A. A clutch block 77A is pivotally mounted on the pin 76A, and a spring (not shown) biases one of the working surfaces (not shown) of the block radially inwardly away from one of the first clutch drums 64. surface. When the speed of the first input shaft 40 increases, the centrifugal force will bias the working surface of the clutch block 77A radially outward until it engages the inner surface of the first clutch drum 64 and thus incorporates the first centrifugal clutch. until. The sinusoidal centrifugal clutch 46 also includes a drive portion 79 that operates in a manner similar to the first drive portion 74. Thus, the drive portion 79 includes a plate 75B and a pin 76B is mounted to the plate. 75B. A clutch block 77B is pivotally mounted on the pin 76B and a spring (not shown) biases a working surface of the block away from an inner surface of the second clutch drum 66. When the speed of the second input vehicle is increased by 42, the centrifugal force overcomes the bias of the spring, thereby allowing the working surface of the clutch block 77B to engage the inner surface of the second clutch drum 66 and thus incorporate the second centrifugal clutch. A freewheel clutch (also known as one of the overspeed clutches or a one-way 7 201100674 clutch) 48 is known per se. The principle of operation of a freewheel clutch is that it allows an external component to be oriented in one direction relative to an internal component. Rotate freely, but prevents the outer part from rotating in the opposite direction relative to the inner part. The freewheel clutch 48 has an outer portion 80 and an inner portion 81. Fig. 4 shows a view of the vehicle 10 taken in the direction of the arrow A (see Figs. 1 and 3). The freewheeling clutch 48 is configured to allow the inner portion 81 to rotate clockwise relative to the outer portion 80, but prevents the inner portion 81 from rotating counterclockwise relative to the outer portion 80. Thus, when the vehicle 10 is moved in a forward direction B, since the one-way clutch prevents the inner portion 81 from moving counterclockwise relative to the outer portion 80, the inner portion 81 will also rotate in a clockwise direction. In other words, when the vehicle 10 is moved in a forward direction, the internal portion 81 must be rotated clockwise at least as quickly as the outer portion 80. The electric motor/generator includes a power shaft 19 (see Fig. 3) coupled directly to the right end of the second input shaft 42, the electric motor being electrically coupled to an electrical energy storage device of a battery 17 in this example. The transmission system 20 operates as follows: When the electric motor/generator is stationary and the engine is operating at an idle speed, the CVT gear ratio will be 2.4:1 and thus the input shaft will rotate more slowly than the engine. At this speed, the first centrifugal clutch 44 will not engage and therefore engine power will not be transmitted to the rear wheels. Thus, when the engine is idling, the first input shaft 40 will rotate, but the first clutch drum 64, the second clutch drum 66, and the second input shaft 42 are all stationary. As the engine speed increases, the first input shaft speed will increase first as the engine speed increases and because the gear ratio of the CVT increases. Thus, 201100674 the clutch block 77Α will be rotated and centrifuged radially outward to engage and rotate the first clutch drum 64, thereby rotating the second clutch drum and then rotating the sprocket 71' and thus driving wheel. Please note that when the second clutch drum 66 is rotated, it will then rotate the free wheel clutch outer portion 80, and as described above, the inner portion 81 is at least The external portion 80 rotates rapidly (when 观看 Ο is rotated clockwise when viewing Fig. 4), the free wheel clutch 48 will cause the second input vehicle to rotate at the same speed as the first input shaft . As described above, the electric motor/generator power shaft 19 is directly coupled to the second input shaft 42, and thus, in these cases, the motor rotor will rotate. However, in these cases, the motor does not act as a money, and therefore does not absorb power, and it does not act as a motor, and is driven by the power of the wheel. In these cases ^: In fact the motor rotor is rotating, but the vehicle is only propelled by the engine (but = what is seen is when the electric motor/generator acts as a generator to: recharge the battery). μ, the vehicle can also be propelled by the electric motor/generator alone. In such a case, the electric motor/generator directly rotates the second input, such as 2, in the direction of the hour hand. : 顺 ~ When the downturn is turned, the second centrifugal clutch ^ will be detached by the thief. In addition, the white: wheel clutch will operate in a freewheel mode, i.e., the temple will be at the same speed as the electric motor/generator and the external portion will be stationary. When the electric motor/generator is poetry, the second centrifugal clutch is separated from the person. The speed of the knot, the goods-person 胄 益 Β 77 77 77 77 77 77 77 Β Β Β Β Β 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二 第二In this and the 妗Θ 妗Θ 丨 , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , When the X-type centrifugal clutch decelerates the vehicle, the electric motor/generator can be driven by the rear wheel 12. Thus, the vehicle 1 (m-timed, the engine 16 can be θ ^. Then the direction Β moves up to operate (4) the (four) motor/generator can be switched to as a horse;:! When the vehicle needs to be braked, The electric motor/generator does not change to the power generation mode, so that the second input shaft 42 is braked. However, the f-type of the vehicle will continue to make the rear wheel 12 obey the fourth picture; Rotating, whereby the external portion 80 is also rotated in a clockwise direction. The X free wheel clutch is configured such that rotation of the external portion 80 causes the internal portion 81 to rotate 'by thereby driving the electric motor in its power generation mode Motor/Power Generation = The kinetic energy of the vehicle can be converted into electrical energy, which is then stored in the battery 17. The non-two-transmission system also allows reversing. Thus, when the vehicle is stationary and the vehicle is stationary, the electric motor/force This will enable the free-drying (four) man-machine to be supplied in the opposite direction to a ^ a ^ ^ 〇 结合. In a two-wheeled vehicle, the reversing (10) of the '(four)' when the object is tender. 'Can be used alone (four) Power, either using electricity alone, or a combination of the two to operate the vehicle. Yes, (iv) Typical operating mode 10 201100674 Table 1 Operating condition engine (16) CF clutch (44) Electric motor / generator (18) Battery (17) Second CF clutch (46) Freewheel clutch (48) Vehicle Stopping and stopping without moving - Starting from the stationary vehicle, stopping from moving, stopping from the motor mode, discharging in combination with the vehicle speed 0-50 km / h, stopping the motor mode discharge combination - the vehicle speed is higher than 50 km / h. The battery needs to be recharged to start combined with the generator mode. Charging combined with vehicle speeds above 50 km/h Battery fully charged start combined with maximum power start combined with motor mode discharge combination - vehicle speed below 50 km/h Low battery level start combined with generator mode charging combined with brake - engine start idling Generator mode charging - combined with brake - engine stop and stop from generator mode charging - combined with reverse stop motor mode (reverse) discharge disengagement when the vehicle is not moving, the battery is not charged or discharged. Two loses The shaft speed is continuously increased and the second centrifugal clutch is continuously engaged when the electric power is started to move by the movement, thereby rotating the second clutch drum at the same speed as the second input shaft. In these cases, the The external portion 80 will rotate at the same speed as the internal portion 81, but the freewheel clutch will not transmit any power. Typically, as long as the environment allows, when the vehicle speed is between 0 km/h and 50 km/h 11 When between 201100674, the vehicle will only be powered by the motor. This engine will be used when the vehicle speed is higher than 50 km/h. If it is greater than this speed and the battery needs to be recharged, the motor/generator can be switched to the power generation mode. However, if the battery is fully charged, the second input shaft will rotate at the same speed as the first input shaft and the motor/generator will be switched so that no power is absorbed. For maximum power, the engine can be used to propel the vehicle and the motor/generator can be used to propel the vehicle. When the vehicle speed is below 50 km/h, when the battery power is low, the engine can be started to propel the vehicle and drive the motor/generator in a power generation mode to recharge the battery. At the time of braking (and the engine is started or stopped), the motor/generator is switched to a power generation mode whereby the kinetic energy of the vehicle is converted into stored electrical energy in the battery. Since reversing typically occurs at low speeds, the second input shaft will be driven only in a reverse direction at a low speed and thus the second centrifugal clutch will not engage. The drive structure connecting the transmission system to the rear wheel as described above is the chain 22. In other embodiments, an alternative drive structure such as a drive belt or a drive shaft can be used. The physical positions of the various components relative to each other create a compact structure, as shown in Fig. 1 . The engine is positioned in front of the transport system 20 and, in particular, the CVT drive pulley 26 is positioned in front of the CVT driven pulley 30. The electric motor/generator 18, the transmission system 20, and the CVT driven pulley 3 are all positioned between the rear wheel 12 and the engine 16. When considering Fig. 2, the hack key 22 is positioned to the right of one of the planes defined by the center of the rear wheel 12, and the CVT2 level is to the left of the plane. When considering Fig. 3, the drive structure (chain 22) is positioned on the chain phase of the motor motor/generator and the first clutch 1 & 64m drum 66 and free wheel on both sides of the ship 22 Between the clutches 48.
G ❹ -適當控制系統被設置絲控制該”及該電動馬達 /發電機。該控制單元將連同該電動馬達/發電機之操作模 式-起控制該引擎之操作，特別是如表i之各種操作模式中 所不者。該控制器將監測或估計電池電力且依需要將該带 動馬達/發電機之操作模式設定至馬達模式或發電：： 式。必要時’該控制器亦可朝相反方向驅動該電動馬達。、 第3圖顯不該傳輸系統2 0之一變化例，甘Ώ a J ，、另包括一離合 器90(示意賴*)。在這例子巾，_合糊是—摩擦離 合器，該摩擦離合器具有被-如碟形彈簧塾圈之彈菁裝置 偏壓在一起的摩擦板。該離合器之一側舖接至該第入 轴40且該離合器之另一側連接於該第二輪入軸犯。位 第一輸入軸40及該第二輸入軸42之相對速度，該離八器卯 被設計成可滑動。如此，當該引擎不動且該車輛被 馬達/發電機驅動時，該離合器90將滑動。當該車輛被， 擎驅動時，如上所述，由於該自由轉輪離合器之操作g妗 合的且因此離合器90不會發生滑動，所以該第二輸入軸4 將以與該第一輸入軸40相同之速度轉動。離合器卯之優點 是它容許引擎在該車輛不動時，對在發電模式中a 。 之n亥電動 13 201100674 馬達/發電機供給動力。如此，當該引擎空轉時且該車輛不 動時，該CVT被驅動滑輪30將在該引擎每2. 4轉時轉動1轉。 在這速度時，該第一離心式離合器44未結合。但是，該離 合器90可傳送足夠之力矩以轉動該第二輸入軸42，且由於 該電動馬達/發電機在發電模式，該電池可被再充電。在這 些情況下，該第二輸入轴42將以與該第一輸入軸40相同之 速度轉動且這是一在該第二離心式離合器46未結合時之速 度。 如上所述，該等第一與第二離合器鼓透過多數螺栓68 連結在一起，即，它們被一固定齒輪比連結在一起，該齒 輪比在這例子中為1比1。在其他實施例中，該等第一與第 二離合器可以藉一除了 1比1之齒輪比以外的齒輪比耦合。 特別地，該等第一與第二離合器可以藉一可變齒輪比耦合。 如上所述，該電能儲存裝置是一電池，但是在其他實 施例中，可使用如電容器等替代形式之電能儲存裝置。 I：圖式簡單說明3 第1圖是本發明之一車輛之視圖，該車輛包括本發明之 一混合動力單元，該混合動力單元包括本發明之一傳輸系 統， 第2圖是第1圖之平面圖， 第3圖是第1圖之傳輸系統之橫截面圖，及 第4圖是於箭頭A之方向所取之第1圖之一部份的視圖。 【主要元件符號說明】 10...車輛 11...前輪 14 201100674 12...後輪 51...螺栓 14...混合動力單元 53...轴套 16...引擎 54,55...轴承 17...電池 56...滾針軸承 18...電動馬達/發電機 60...突起 19…動力轴 61…凹部 20...傳輸系統 62…轴承 22...鏈條 64…第一離合器鼓G ❹ - the appropriate control system is set to control the wire and the electric motor / generator. The control unit will control the operation of the engine together with the operating mode of the electric motor / generator, in particular the various operations as shown in Table i In the mode, the controller will monitor or estimate the battery power and set the operating mode of the motor/generator to the motor mode or power generation as needed: if necessary, the controller can also be in the opposite direction The electric motor is driven. Fig. 3 shows a variation of the transmission system 20, Ganzi a J , and another clutch 90 (indicated by *). In this example, the towel is a friction clutch. The friction clutch has a friction plate biased together by a spring-like device such as a disc spring ring. One side of the clutch is laterally laid to the first input shaft 40 and the other side of the clutch is coupled to the second The wheel is engaged in. The relative speed of the first input shaft 40 and the second input shaft 42 is designed to be slidable. Thus, when the engine is stationary and the vehicle is driven by the motor/generator, The clutch 90 will slide. When When the vehicle is driven by the engine, as described above, since the operation of the freewheel clutch is engaged and therefore the clutch 90 does not slip, the second input shaft 4 will be identical to the first input shaft 40. The speed of rotation. The advantage of the clutch 是 is that it allows the engine to supply power to the motor/generator in the power generation mode when the vehicle is stationary. Thus, when the engine is idling and the vehicle is stationary The CVT driven pulley 30 will rotate 1 revolution every 2. 4 revolutions of the engine. At this speed, the first centrifugal clutch 44 is uncoupled. However, the clutch 90 can transmit sufficient torque to rotate the first Two input shafts 42, and since the electric motor/generator is in a power generation mode, the battery can be recharged. In these cases, the second input shaft 42 will rotate at the same speed as the first input shaft 40 and this Is the speed at which the second centrifugal clutch 46 is uncoupled. As described above, the first and second clutch drums are coupled together by a plurality of bolts 68, that is, they are coupled by a fixed gear ratio. The gear ratio is 1:1 in this example. In other embodiments, the first and second clutches may be coupled by a gear ratio other than a gear ratio of 1:1. In particular, the first The second clutch can be coupled by a variable gear ratio. As described above, the electrical energy storage device is a battery, but in other embodiments, an alternative electrical storage device such as a capacitor can be used. 3 is a view of a vehicle of the present invention including a hybrid unit of the present invention, the hybrid unit including a transmission system of the present invention, and FIG. 2 is a plan view of FIG. 1, and FIG. 3 is a plan view Fig. 1 is a cross-sectional view of the transmission system, and Fig. 4 is a view of a portion of Fig. 1 taken in the direction of arrow A. [Description of main components] 10...Vehicle 11...front wheel 14 201100674 12...rear wheel 51...bolt 14...hybrid unit 53...sleeve 16...engine 54,55...bearing 17...battery 56...needle bearing 18...electric motor/generator 60...protrusion 19...power shaft 61...recess 20...transport system 62 Chain bearing 22 ... 64 ... first clutch drum
24·.·連續可變傳動裝置(CVT) 65…轴承 26...CVT驅動滑輪 66…第二離合器鼓 28...CVT 帶 68…螺栓 30...CVT被驅動滑輪 70…延伸部 31A,31B...凸緣 71…鍵輪 32...彈簧 74…第一驅動部 40...第一輸入轴 75A, 75B…板 42...第二輸入軸 76A，76B …銷 44...第一離心式離合器 77A，77B…離合器塊 46...第二離心式離合器 79…驅動部 48...自由轉輪離合器 80…外部份 50...殼體 8l···内部份 50A...第一半部 90…離合器 50B...第二半部 1524···Continuously variable transmission (CVT) 65...bearing 26...CVT drive pulley 66...second clutch drum 28...CVT belt 68...bolt 30...CVT driven pulley 70...extension 31A 31B...Flange 71...key wheel 32...spring 74...first drive unit 40...first input shaft 75A, 75B...plate 42...second input shaft 76A,76B ...pin 44. .. first centrifugal clutch 77A, 77B...clutch block 46...second centrifugal clutch 79...drive unit 48...freewheel clutch 80...external part 50...housing 8l··· Part 50A...first half 90...clutch 50B...second half 15