JP2011126447A - Auxiliary driving mechanism of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide the auxiliary driving mechanism of a hybrid vehicle securing an action of auxiliaries regardless of a traveling condition, and smoothly switching power transmitted from a traveling motor and power transmitted from an auxiliary driving motor. <P>SOLUTION: This mechanism is provided with a driving force pick-up mechanism (20) picking up a power from a traveling drive system (D), and an auxiliary machine (11) is connected to the driving force pick-up mechanism (20). A first one-way clutch (C1) capable of transmitting a power only to the auxiliary machine (11) is interposed between the driving force pick-up mechanism (20) and the auxiliary machine (11), and an auxiliary driving motor (auxiliary motor 12) is connected to a side opposite to the driving pick-up mechanism (20) of the auxiliary machine (11). A second one-way clutch (C2) transmitting a power only to the auxiliary machine (11) is interposed between the auxiliary machine (11) and the auxiliary driving motor (12). <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a mechanism for driving various auxiliary machines in a hybrid vehicle (hybrid electric vehicle) in which there is a case where the vehicle travels only with a driving force generated by an electric motor (travel motor).

In an ordinary vehicle 100J that is not a hybrid vehicle, as shown in FIG. 10, the auxiliary machine 11 is mounted on the engine 1, and the auxiliary machine 11 rotates the engine 1 via the driving force transmission mechanism 20. Used for driving.
10, the rotation of the engine 1 in the vehicle 100J is transmitted in the order of the clutch 2, the transmission 3, the propeller shaft 4, the differential device 5, the rear axle 6, and the rear wheel 7.
In the example of FIG. 10, since the auxiliary drive source is the engine 1, when the engine 1 is stopped, the auxiliary machine does not operate and, for example, inconveniences such as suddenly heavy steering occur.

  Even in a hybrid vehicle, when driving, a refrigerant that is driven by a pump that drives a power steering (so-called “power steering pump”), a compressor that supplies compressed air used in a brake or the like (so-called “air compressor”), or a vehicle air conditioner. An auxiliary machine such as a compressor (so-called “cooler compressor”) for compressing the compressor must be driven, and driving of various auxiliary machines must be ensured.

In order to drive such an auxiliary machine, for example, in the hybrid vehicle 101J shown in FIG. 11, the auxiliary machine 11 mounted on the engine 1 is connected via the driving force transmission mechanism 20 in the same manner as the normal vehicle 100J shown in FIG. It is driven using the rotational force of the engine 1.
Reference numeral 8 in FIG. 11 denotes a motor that also serves as a generator unique to the hybrid vehicle (hereinafter referred to as “traveling motor”). The motor 8 is interposed between the clutch 2 and the transmission 3. Has been. Other configurations are the same as those in FIG.
According to the configuration of FIG. 11, when the engine 1 is stopped and the traveling motor 8 travels for a short time, the auxiliary device 11 is driven by the power of the traveling motor 8 using the engine 1 as a power transmission mechanism for driving the accessory. It is also possible to drive.
However, if the traveling time by the traveling motor 8 is prolonged, the resistance loss when the engine 1 is idling consumes much of the traveling motor drive energy. Therefore, in the example of FIG. 11, the degree of “improvement of fuel consumption” as the original purpose is small.

In addition to the above, in a hybrid vehicle, an accessory drive motor and a travel motor are selectively used for accessory drive, and even if a failure occurs in the accessory drive motor, A technique for ensuring the driving of a kind is disclosed (see Patent Document 1 and Patent Document 2).
However, in Patent Document 1, when the switching timing of the accessory driving motor and the traveling motor is deviated, the degree of power interference between the accessory driving motor and the traveling motor is large. There is a risk of damage to the transmission system from the motor to the accessory.
Alternatively, there are examples in which two systems of auxiliary machines are prepared, one system is driven by a motor for driving auxiliary machines, and the other one system is driven by a traveling motor (see Patent Document 1 and Patent Document 2).
In such an example, since the auxiliary drive is prepared twice, there is no power interference, but the cost is significantly increased.

Japanese Patent No. 3611731 Japanese Patent No. 3685246

  The present invention has been proposed in view of the above-described problems of the prior art, and can ensure the operation of the auxiliary machine in any traveling state and is transmitted from the traveling motor side. An object of the present invention is to provide an accessory drive mechanism for a hybrid vehicle that can smoothly switch between power and power transmitted from the accessory drive motor side.

The auxiliary vehicle drive mechanism (100) for a hybrid vehicle of the present invention includes a drive force take-out mechanism (20) that extracts power from a travel drive system having an engine (1) and a travel motor (8).
An auxiliary machine (11: power steering pump 11A, air compressor 11B, etc.) is connected to the driving force take-out mechanism (20), and an auxiliary machine (11) is connected between the driving force take-out mechanism (20) and the auxiliary machine (11). 11) A first one-way clutch (C1) capable of transmitting power only to the side is interposed,
An auxiliary machine drive motor (auxiliary motor 12) is connected to the side of the auxiliary machine (11) opposite to the drive force take-out mechanism (20), and the auxiliary machine (11) and auxiliary machine drive motor (12) are connected to each other. A second one-way clutch (C2) capable of transmitting power only to the auxiliary machine (11) is interposed between
The rotational speed (Nd) transmitted from the driving force take-out mechanism (20) to the auxiliary machine (11) is transmitted to the auxiliary machine (11) from the auxiliary machine driving motor (12) (stop: Nm). 1), the first one-way clutch (C1) transmits the rotation, and the second one-way clutch (C2) does not transmit the rotation.
The number of revolutions (Nm) transmitted from the accessory drive motor (12) to the accessory (11) is the number of revolutions (Nd) transmitted from the driving force take-out mechanism (20) to the accessory (11) (stop: Nd The second one-way clutch (C2) transmits rotation, and the first one-way clutch (C1) does not transmit rotation.

  Here, the auxiliary machine (11) compresses refrigerant by a pump (so-called “power steering pump” 11A) for driving power steering, a compressor (so-called “air compressor” 11B) for supplying compressed air, and an air conditioner. Preferably includes an air conditioning compressor (so-called “cooler compressor” 11C). The above-mentioned ones are typical ones, but as other auxiliary machines, an alternator, an engine oil pump, a water pump and the like are also required depending on the situation.

  A first auxiliary system (M1) connected to the pump (so-called “power steering pump” 11A) and a compressor (so-called “air compressor” 11B) for supplying compressed air from the driving force take-out mechanism (20); The power is transmitted to the second auxiliary system (M2) connected to the air conditioning compressor (11C), and the first auxiliary system (M1) has a first auxiliary drive motor (power steering pump and air). The compressor auxiliary drive motor 12A) is connected and the first and second one-way clutches (C11, C12) are interposed, and the second auxiliary system (M2) is connected to the second auxiliary system (M2). It is preferable that a machine drive motor (auxiliary machine drive motor 12C for an air conditioning compressor) is connected and the first and second one-way clutches (C21, C22) are interposed.

  In the present invention, a rotational speed measuring device (52) for measuring the rotational speed of the travel drive system and a control device (50) are provided, and the control device (50) has a measurement result of the rotational speed measuring device (52). (The rotational speed of the traveling drive system) is input, and the control device (50) has the measurement result (the rotational speed Nd of the traveling drive system) of the rotational speed measuring device (52) is the set rotational speed (near the engine idling rotational speed). The first and second auxiliary motors (12A, 12C) are stopped, and the measurement result of the rotation speed measuring device (52) is below the set rotation speed (N1). Thus, it is preferable that the first auxiliary machine driving motor (12A) has a function of driving.

  Further, a signal indicating whether or not the air conditioner is operating (ON / OFF signal 53 of the air conditioner) is input to the control device (50), and the measurement result of the rotation speed measuring device (52) is set as the set rotation speed. If the air conditioner is below (N1) and the air conditioner is operating (the ON signal 53 of the air conditioner is input to the control device 50), the second accessory drive motor (12C) It is preferable to have a function of driving.

In the present invention, the driving force take-out mechanism (20) includes an auxiliary system (M3) connected to the pump (so-called “power steering pump” 11A) and a compressor (so-called “air compressor” 11B) for supplying compressed air. Have
Between the pump (so-called “power steering pump” 11A) and the compressor (so-called “air compressor” 11B) for supplying compressed air and the second one-way clutch (C2) in the auxiliary system (M3) A power distribution mechanism (32) for taking out
The power distribution mechanism (32) is connected to the air conditioning compressor (11C), and a clutch (electromagnetic clutch 40) is provided between the power distribution mechanism (32) and the air conditioning compressor (11C). Is preferred.

In the present invention, a rotational speed measuring device (52) for measuring the rotational speed of the travel drive system (D) and a control device (50) are provided.
The control device (50) receives the measurement result of the rotational speed measuring device (52) (the rotational speed of the travel drive system) and a signal indicating whether the air conditioner is operating (ON / OFF signal 53 of the air conditioner). ,
If the measurement result of the rotation speed measurement device (52) (the rotation speed Nd of the traveling drive system D) is equal to or greater than the set rotation speed (low rotation N1 near the engine idling rotation speed), the control device (50) The machine drive motor (12A) is stopped, and the first accessory drive motor (12A) is driven if the measurement result of the rotation speed measurement device (52) is lower than the set rotation speed (N1). And
When the air conditioner is not operating (the air conditioner OFF signal 53 is input to the control device 50), the clutch (40) is disconnected and the air conditioner is operating (the air conditioner ON signal 53). Is preferably input to the control device 50), the clutch (40) is preferably connected.

  According to the present invention having the above-described configuration, since the accessory drive motor (12) is provided, for example, in various facilities or commercial areas, the hybrid vehicle is not driven by the internal combustion engine but only by the travel motor (8). When traveling, the power steering pump (11A), the air compressor (11B), and the cooler compressor (11C) can be operated.

Further, according to the present invention, by using the first and second one-way clutches (C1, C2), transmission is performed from the traveling drive system (D: internal combustion engine or traveling motor side) with a simple configuration. When switching between power and power transmitted from the accessory drive motor (12), an error in switching timing can be allowed.
In addition, the power transmitted from the travel drive system (D) and the power transmitted from the accessory drive motor (12) do not interfere with each other, and the power transmission system (M) is forcedly damaged. Is prevented.

  Here, when the auxiliary drive motor (12) is converted into the rotation of the traveling drive system (D), for example, the rotational speed is slightly higher than the rotational speed corresponding to the low rotational speed N1 in the vicinity of the idling rotational speed of the engine. As long as the degree is ensured, the power consumed by the accessory drive motor (12) can be minimized.

  Thus, according to the present invention, by simplifying the structure and control, the reliability of the mechanism can be improved, and the introduction cost can be reduced.

  Furthermore, in the present invention, if a signal indicating whether or not the air conditioner is operating (ON / OFF signal 53 of the air conditioner) is input to the control device (50), the operating state or The power required to drive the auxiliary equipment for the air conditioner that is in an inoperative state (cooler compressor 11C that compresses the refrigerant by the air conditioner) is the driving power system (D) or the auxiliary drive motor dedicated to air conditioning (12C ) Is reliably transmitted.

It is a block diagram of a 1st embodiment of the present invention. It is a block diagram of the auxiliary machinery drive system in FIG. It is a block diagram which shows the control system of 1st Embodiment. It is a flowchart which shows control of the auxiliary machine drive of 1st Embodiment. It is a characteristic view which shows the action | operation pattern of the auxiliary machine in 1st Embodiment. It is a block diagram of the auxiliary machinery drive system of 2nd Embodiment. It is a block diagram of the control system of 2nd Embodiment. It is a flowchart which shows control of the auxiliary machine drive of 2nd Embodiment. It is a block diagram of a 3rd embodiment. It is the block diagram which showed the auxiliary machine drive layout in the normal vehicle which is not a hybrid vehicle. It is the block diagram which showed the auxiliary machine drive layout in the conventional hybrid vehicle.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
First, a first embodiment will be described with reference to FIGS.
In FIG. 1, an auxiliary machine drive mechanism for a hybrid vehicle, indicated as a whole by reference numeral 100, includes an engine 1, a travel drive system D, a drive force take-out mechanism 20, and an auxiliary machine system M.
The travel drive system D includes a clutch 2, a travel motor that also serves as a generator (hereinafter referred to as “travel motor”) 8, a transmission 3, a propeller shaft 4, a differential 5, a rear axle 6, and a rear wheel 7. have.
The traveling motor 8 functions as a motor when starting, and functions as a generator when decelerating.

In the example of FIG. 1, the driving force take-out mechanism 20 includes a first pulley 21, a second pulley 22, and a belt 23 that engages with the two pulleys 21 and 22.
The first pulley 21 is fixed to a shaft Sd that connects the traveling motor 8 and the transmission 3. On the other hand, the second pulley 22 is fixed to one end of a shaft group Sm connected on the same axis of the auxiliary machine system M. Here, the shaft group Sm is composed of a plurality of shafts. However, in FIG. 1, the shaft group Sm is represented as a single shaft for the sake of simplicity.
The driving force extraction mechanism 20 is not limited to the belt transmission mechanism, and may be another winding transmission mechanism or other rotation transmission mechanism.

The auxiliary machine system M includes an auxiliary machine 11 interposed in the shaft group Sm, an auxiliary machine driving motor 12 that drives the auxiliary machine 11, a first one-way clutch C1, and a second one-way clutch C2.
The accessory drive motor 12 is connected to the other end of the shaft group Sm. Here, the accessory drive motor 12 comprehensively represents accessory drive motors (two in FIG. 2) connected to each of a plurality of types of accessory systems.
An auxiliary machine 11 is interposed between the second pulley 22 and the auxiliary motor 12 in the shaft group Sm. For example, as shown in FIG. 2, there are actually a plurality of auxiliary machines 11, and the auxiliary machine 11 in FIG. 1 comprehensively represents the plurality of auxiliary machines.

In a region between the second pulley 22 and the auxiliary machine 11 in the shaft group Sm, a first one-way clutch C1 (actually, one exists in each of two auxiliary machine systems: see FIG. 2) is interposed. ing. Further, a second one-way clutch C2 (actually, one exists in each of the two auxiliary systems: see FIG. 2) is interposed in the region between the auxiliary machine 11 and the auxiliary motor 12 in the shaft group Sm. ing.
The first one-way clutch C1 transmits power only from the driving force take-out mechanism 20 to the auxiliary machine 11 side (transmits only power in the right direction in FIG. 1).
On the other hand, the second one-way clutch C2 transmits power only from the accessory drive motor 12 to the accessory 11 side (transmits only power in the left direction in FIG. 1).

In the auxiliary machine drive mechanism 100 according to the first embodiment, the rotational speed Nd transmitted from the driving force take-out mechanism 20 to the auxiliary machine 11 is higher than the rotational speed Nm transmitted from the auxiliary machine drive motor 12 to the auxiliary machine 11. When it is high, the first one-way clutch C1 transmits rotation, and the second one-way clutch C2 is configured not to transmit rotation.
On the other hand, when the rotation speed Nm transmitted from the accessory drive motor 12 to the accessory 11 is higher than the rotation speed Nd transmitted from the driving force take-out mechanism 20 to the accessory 11, the second one-way clutch C2 Transmits the rotation, and the first one-way clutch C1 is configured not to transmit the rotation.

As shown in FIG. 2, the auxiliary machine system M of FIG. 1 is composed of, for example, two systems, and includes a first auxiliary machine system M1 and a second auxiliary machine system M2.
In FIG. 2, the first accessory system M1 includes a first one-way clutch C11, a power steering pump 11A, an air compressor 11B, a second one-way clutch C12, and an accessory drive motor 12A interposed in the shaft group Sm1. I have. A gear G1 is fixed to one end of the shaft group Sm1, and an accessory driving motor 12A is connected to the other end.
Here, the term “shaft group Sm1” refers to a shaft connecting the gear G1 and the first one-way clutch C11, a shaft connecting the first one-way clutch C11 and the power steering pump 11A, and a shaft connecting the power steering pump 11A and the air compressor 11B. , A shaft connecting the air compressor 11B and the second one-way clutch C12, and a shaft connecting the second one-way clutch C12 and the accessory driving motor 12A are generically named.

A power steering pump 11A and an air compressor 11B are interposed in a region between the gear G1 and the accessory driving motor 12A in the shaft group Sm1. The positional relationship between the power steering pump 11A and the air compressor 11B in FIG. 2 may be opposite to that shown in FIG.
A first one-way clutch C11 is interposed between the gear G1 and the power steering pump 11A in the shaft group Sm1. Further, a second one-way clutch C12 is interposed between the air compressor 11B and the accessory driving motor 12A in the shaft group Sm1.

The second accessory system M2 includes a first one-way clutch C21, a cooler compressor 11C, a second one-way clutch C22, and an accessory driving motor 12C that are interposed in the shaft group Sm2. A gear G2 is fixed to one end of the shaft group Sm2, and an accessory driving motor 12C is connected to the other end.
Here, the term “shaft group Sm2” means that the shaft connecting the gear G2 and the first one-way clutch C21, the shaft connecting the first one-way clutch C21 and the cooler compressor 11C, the cooler compressor 11C and the second one-way clutch C22. The connecting shaft and the shaft connecting the second one-way clutch C22 and the accessory driving motor 12C are generically named.

A cooler compressor 11C is interposed in a region between the gear G2 and the accessory driving motor 12C in the shaft group Sm2.
A first one-way clutch C21 is interposed between the gear G2 and the cooler compressor 11C in the shaft group Sm2. In addition, a second one-way clutch C22 is interposed between the cooler compressor 11C and the accessory driving motor 12C in the shaft group Sm2.
The gear G0 is fixed to the shaft S0 of the second pulley 22 in the driving force take-out mechanism 20, and the gear G1 and the gear G2 are engaged with the gear G0.

The hybrid vehicle accessory drive mechanism 100 of FIG. 1 includes a control unit 50 that is a control means, and a motor rotation speed detection sensor 52.
The motor rotation speed detection sensor 52 is attached to the traveling motor 8 and detects the rotation speed of the traveling motor 8. Here, the traveling motor 8 rotates both when the vehicle is traveling by the engine 1 and when the vehicle is traveling by the traveling motor 8.

In FIG. 3, the control unit 50 includes a calculation unit 500, input units 501, 502, and 503, and output units 504 and 505.
The input unit 501 inputs the ON / OFF signal detected by the ignition switch detection unit 51 to the calculation unit 500. The ignition switch detection means 51 detects ON / OFF of the ignition switch.
The input unit 502 inputs the motor rotation number detected by the motor rotation number detection sensor 52 to the calculation unit 500.
The input unit 503 inputs the air conditioner ON / OFF signal detection device 53 to the calculation unit 500. The air conditioner ON / OFF signal detection device 53 detects the ON / OFF signal of the vehicle air conditioner.

Based on the calculation result of the calculation means 500, the output means 504 is an auxiliary machine drive motor 12A (power steering) that drives the power steering pump 11A and the air compressor 11B (see FIG. 2) interposed in the first auxiliary machine system M1. And an air compressor motor).
Based on the calculation result of the calculation means 500, the output means 505 is an auxiliary machine drive motor 12C (cooler compressor motor) that drives the cooler compressor 11C (see FIG. 2) interposed in the second auxiliary machine system M2. In response to this, an ON / OFF control signal is transmitted.

FIG. 5 shows control characteristics (control patterns) of the rotational speed Nm1 of the power steering and air compressor motor and the rotational speed Nm2 of the cooler compressor motor in the first embodiment.
In other words, FIG. 5 shows the rotation of the auxiliary drive motor 12A (power steering and air compressor motor) with respect to the rotational speed Nd of the travel motor 8 after the hybrid vehicle equipped with the auxiliary drive mechanism 100 starts. The relationship between the number Nm1 and the rotational speed Nm2 of the accessory drive motor 12C (cooler compressor motor) is shown.
Here, the pulley ratio of the driving force extraction mechanism 20 of FIG. 2 and the gear ratios of the gears G0, G1, and G2 are determined on a case-by-case basis and are not necessarily 1.0. Depending on the gear ratio, there is a case where the rotational speed Nm1 is higher than the rotational speed Nm2.
In the following description, the rotational speed Nm1 of the power steering / air compressor motor 12A and the rotational speed Nm1 of the cooler compressor motor 12C are both considered in consideration of the pulley ratio or gear ratio of the route on the way. It is a value corresponding (converted) to Nd.

As shown in FIG. 3, in the first embodiment, information related to the rotational speed of the traveling motor 8 is input from the motor rotational speed detection sensor 52 to the control unit 50.
In FIG. 5, the control unit 50 is used for driving an auxiliary machine if the rotational speed Nd of the traveling motor 8 is equal to or higher than the set rotational speed (the rotational speed N1 near the engine idling rotational speed) from the information of the motor rotational speed detection sensor 52. Control to stop the motors 12A and 12C is performed.
On the other hand, if the measurement result (Nd) of the motor rotation speed detection sensor 52 is below the set rotation speed N1, the control unit 50 performs control to drive the accessory driving motors 12A and 12C.
In FIG. 5, immediately after the start, the cooler compressor driving motor 12C is stopped although the rotational speed Nd of the traveling motor 8 is lower than the set rotational speed N1. This is because a case that is not operated is assumed.
Here, the set rotational speed N1 is appropriately set in terms of the rotational speed of the traveling drive system D (for example, a rotational speed higher by 50 rpm than the idling rotational speed of the engine).

  Further, when the ON / OFF signal 53 of the air conditioner is input to the control unit 50 and the measurement result of the motor rotation speed detection sensor 52 is lower than the set rotation speed N1, the control unit 50 controls to drive the cooler compressor motor 12C. To do.

Based on the flowchart of FIG. 4, the control of the accessory drive mechanism 100 according to the first embodiment will be described with reference to FIGS. 1 to 3 as well.
In step S1 in FIG. 4, the state of the ignition switch is examined to determine whether the ignition switch is ON or OFF. If the ignition switch is OFF (step S1 is OFF), the vehicle does not travel, so that the accessory driving motor remains stopped (step S2) and control is not performed. On the other hand, if the ignition switch is ON (step S1 is ON), the rotational speed of the traveling motor 8 is read by the motor rotational speed detection sensor 52 in step S3, and the process proceeds to step S4.
In step S4, it is determined whether the air conditioning equipment (air conditioner) of the vehicle is operating (ON / OFF). That is, an air conditioner ON / OFF signal is read. Then, the process proceeds to step S5.

In step S5, the control unit 50 determines whether or not the rotational speed Nd of the traveling motor 8 is less than a predetermined value N1.
Here, the predetermined value N1 is a rotational speed in the vicinity of the idling rotational speed of the engine 1, and is a rotational speed slightly higher (for example, 50 rpm) than the idling rotational speed.
When the rotational speed Nd of the traveling motor 8 is less than the predetermined value N1 (YES in step S5), the process proceeds to step S6, and when the rotational speed Nd of the traveling motor 8 is equal to or greater than the predetermined value N1 (NO in step S5). ) Proceeds to step S7.

In step S6, the power steering pump 11A and the air compressor 11B (see FIG. 2) interposed in the first auxiliary machine system M1 are not rotated by the engine 1 or the traveling motor 8, but the power steering and air compressor motor 12A. Is determined to be in a state to be rotated. Therefore, the power steering and the air compressor motor 12A are driven. Then, the process proceeds to step S8.
On the other hand, in step S7, the power steering pump 11A, the air compressor 11B, and the cooler compressor 11C (see FIG. 2) are to be driven by the engine 1 or the traveling motor 8 instead of the accessory driving motors 12A and 12C. It is judged. Therefore, auxiliary machine drive motors 12A and 12C are stopped, and the process returns to step S1.
After returning to step S1, step S1 and subsequent steps are repeated.
Here, the process of step S4 may be performed after the process of step S6.

In step S8, the control unit 50 determines whether an air conditioner (not shown) is ON (operation) or OFF (non-operation) based on an air conditioner ON / OFF signal.
When the air conditioner is ON (operation) (YES in step S8), the cooler compressor drive motor 12C is driven (step S9), the process returns to step S1, and step S1 and the subsequent steps are repeated again.
When the air conditioner is OFF (inactive) (NO in step S8), the cooler compressor driving motor 12C is stopped (step S10), the process returns to step S1, and step S1 and subsequent steps are repeated again.

Although not clearly shown, the control unit 50 is also used when the rotational speed Nd of the traveling motor 8 is equal to or greater than the predetermined value N1 and the auxiliary motors 12A and 12C are stopped (NO in step S5). Determines whether an air conditioner (not shown) is ON (actuated) or OFF (non-actuated) based on an air conditioner ON / OFF signal.
When the air conditioner is ON (actuated), the cooler compressor 11C is driven by the engine 1 or the traveling motor 8 from the driving force take-off mechanism 20 via the one-way clutch C21.

  According to the first embodiment, since the accessory drive motor 12 (12A, 12C) is provided, for example, in various facilities or commercial areas, the hybrid vehicle is not driven by the engine (internal combustion engine) but only by the travel motor 8. Even when traveling, the power steering pump 11A, the air compressor 11B, and the cooler compressor 11C can be operated.

In addition, according to the first embodiment, by using the first and second one-way clutches C1 and C2, the power transmitted from the travel drive system D, the auxiliary drive motor 12A, When switching to the power transmitted from 12C, an error in switching timing can be allowed.
In addition, the power transmitted from the traveling drive system D and the power transmitted from the accessory drive motors 12A and 12C do not interfere with each other, and the power transmission system M is prevented from being forced and damaged. .

  Here, when converted to the rotation of the power transmission system D, the accessory drive motors 12A and 12C have, for example, a rotational speed slightly higher than the rotational speed corresponding to the low rotational speed N1 near the engine idling rotational speed. As long as it is ensured, the power consumed by the accessory drive motors 12A and 12C can be minimized.

  Further, according to the first embodiment, since the structure and control are simple, the reliability of the mechanism can be improved and the introduction cost can be reduced.

  Further, since the ON / OFF signal of the air conditioner is input to the control unit 50, the motive power required to drive the cooler compressor 11C that is activated or deactivated regardless of the traveling state is generated by the traveling drive system D. Alternatively, it is reliably transmitted from the cooler compressor driving motor 12C.

Next, a second embodiment will be described with reference to FIGS.
In the first embodiment, as shown in FIG. 2, auxiliary machine motors 12A and 12C are provided in each of auxiliary machine systems M1 and M2 divided into two systems.
On the other hand, in the second embodiment shown in FIG. 6, the auxiliary machine system is divided into two systems, M3 and M4, but there is only one auxiliary drive motor (12A).

In FIG. 6, the auxiliary machine drive mechanism according to the second embodiment is denoted by reference numeral 101 as a whole. The accessory drive mechanism 101 includes a drive force take-out mechanism 20, a power distribution mechanism 32, and accessory systems M3 and M4.
The configuration of the driving force extraction mechanism 20 is the same as that in the first embodiment.
A second pulley 22 of the driving force take-out mechanism 20 is fixed to one end of the shaft group Sm3 of the auxiliary machine system M3. The other end of the shaft group Sm3 is connected to the drive shaft of the accessory drive motor 12A.
The power distribution mechanism 32 includes a gear G3 and a gear 4.

  Here, the term shaft group Sm3 refers to a shaft that connects the second pulley 22 of the driving force take-out mechanism 20 and the first one-way clutch C11, a shaft that connects the first one-way clutch C11 and the power steering pump 11A, and a power steering pump. 11A and the shaft connecting the air compressor 11B, the shaft connecting the air compressor 11B and the gear G3 of the power distribution mechanism 32, the shaft connecting the gear G3 and the second one-way clutch C12, and the second one-way clutch C12 and the auxiliary drive The shafts connecting the motors 12A are generically named.

In the shaft group Sm3, a power steering pump 11A and an air compressor 11B are interposed between the second pulley 22 and the accessory driving motor 12A.
In the shaft group Sm3, a first one-way clutch C1 is interposed between the second pulley 22 and the power steering pump 11A.
In the shaft group Sm3, a second one-way clutch C2 is interposed between the air compressor 11B and the accessory drive motor 12A.
In the shaft group Sm3, the gear G3 of the power distribution mechanism 32 is fixed between the air compressor 11B and the second one-way clutch C2.

Here, the rotational speed Nd transmitted from the driving force take-out mechanism 20 to the power steering pump 11A and the air compressor 11B is higher than the rotational speed Nm transmitted from the accessory driving motor 12A to the auxiliary power steering pump 11A and the air compressor 11B. When it is high, only the first one-way clutch C1 transmits rotation, and the second one-way clutch C2 is configured not to transmit rotation.
When the rotational speed Nm transmitted from the accessory drive motor 12A to the power steering pump 11A and the air compressor 11B is higher than the rotational speed Nd transmitted from the driving force take-out mechanism 20 to the power steering pump 11A and the air compressor 11B. Is configured such that only the second one-way clutch C2 transmits rotation, and the first one-way clutch C1 does not transmit rotation.

The auxiliary machine system M4 includes a cooler compressor 11C, a drive shaft Sm4, and an electromagnetic clutch 40.
One end of the drive shaft Sm4 is connected to the cooler compressor 11C, and the gear G4 of the power distribution mechanism 32 is fixed to the other end.
Here, the drive shaft Sm4 is a generic term for a shaft that connects the gear G4 and the electromagnetic clutch 4 and a shaft that connects the electromagnetic clutch G4 and the cooler compressor 11C.
In the drive shaft Sm4, an electromagnetic clutch 40 is interposed between the cooler compressor 11C and the gear G4.

Although not shown in FIG. 6, the accessory drive mechanism 101 of the second embodiment includes a control unit 50 </ b> A and a motor rotation speed detection sensor 52 that are control means.
FIG. 7 shows the configuration of the control unit 50A.
In FIG. 7, the control unit 50 </ b> A includes a calculation unit 500 </ b> A, input units 501, 502, and 503, and output units 504 and 506.
The input unit 501 inputs the ON / OFF signal detected by the ignition switch detection unit 51 to the calculation unit 500A.
The input unit 502 inputs a detection signal of the motor rotation number detected by the motor rotation number detection sensor 52 to the calculation unit 500A.
The input means 503 inputs the air conditioner ON / OFF signal sent from the air conditioner ON / OFF signal detection device 53 to the calculation means 500A.

The output unit 504 transmits an ON / OFF control signal to the power steering and the air compressor motor 12A based on the calculation result of the calculation unit 500A.
Based on the calculation result of the calculation unit 500A, the output unit 506 transmits a control signal “disconnect” or “contact” to the electromagnetic clutch 40 for the cooler compressor.

Next, referring to FIGS. 6 and 7 mainly based on the flowchart of FIG. 8, the operation / non-operation of the accessory drive motor 12A and the "disengagement" and "contact" of the electromagnetic clutch 40 for the cooler compressor are determined. Control will be described.
In step S11 of FIG. 8, the state of the ignition switch is examined to determine whether the ignition switch is ON or OFF.
If the ignition switch is OFF (step S11 is OFF), the vehicle does not travel, the accessory driving motor is stopped (step S12), and control is not performed. On the other hand, if the ignition switch is ON (step S11 is ON), the process proceeds to step S13, and the rotational speed of the traveling motor is read by the motor rotational speed detection sensor 52.
Then, the process proceeds to step S14, and the air conditioner ON / OFF is determined based on the signal from the air conditioner ON / OFF signal detecting device 53. Then, the process proceeds to step S15.

In step S15, the control unit 50A determines whether or not the rotational speed Nd of the traveling motor is less than a predetermined value N1.
As in the first embodiment, the predetermined value N1 is a rotational speed slightly higher (for example, 50 rpm) than the idling rotational speed of the engine 1.
If the rotational speed Nd of the traveling motor is less than the predetermined value N1 (YES in step S15), the process proceeds to step S16. On the other hand, when the rotational speed Nd of the traveling motor is greater than or equal to the predetermined value N1 (NO in step S15), the process proceeds to step S17.
In step S16, it is determined that the power steering pump 11A and the air compressor 11B should be driven not by the engine or the driving motor but by the accessory driving motor 12A, and the power steering and air compressor motor 12A is driven. Then, the process proceeds to step S18.
On the other hand, in step S17, it is determined that the power steering pump 11A and the air compressor 11B should be driven by the engine or the traveling motor instead of the auxiliary driving motor 12A, and the auxiliary driving motor 12A is stopped. Proceed to step S18.
Here, the process of step S14 may be performed after the process of step S16.

In step S18, the control unit 50A determines whether an air conditioner (air conditioner) (not shown) is ON (operation) or OFF (non-operation) based on an air conditioner ON / OFF signal.
When the air conditioner is ON (operation) (YES in step S18), the electromagnetic clutch 40 for the cooler compressor is connected (S19), the process returns to step S11, and step S11 and subsequent steps are repeated again.
When the air conditioner is OFF (inactive) (NO in step S18), the electromagnetic clutch 40 for the cooler compressor is disconnected (step S20), the process returns to step S11, and step S1 and subsequent steps are repeated again.

Here, in the operation and non-operation of the air conditioner, “disconnection” and “contact” of the electromagnetic clutch 40 are indispensable.
Therefore, in the control shown in FIG. 8, the control of steps S18 to S20 is executed even when the accessory driving motor 12A is driven (step S16) or not (step S17).

The second embodiment shown in FIGS. 6 to 8 has an initial cost lower than that of the first embodiment because one auxiliary drive motor is reduced compared to the first embodiment shown in FIGS. Can be reduced.
The configurations and operational effects of the second embodiment shown in FIGS. 6 and 7 other than those described above are the same as those of the first embodiment.

FIG. 9 shows a third embodiment.
In the second embodiment of FIG. 6, the driving force take-out mechanism 20, one auxiliary machine drive motor 12 </ b> A, and the power distribution mechanism 32 are used as power sources for driving the auxiliary machines.
On the other hand, in the third embodiment of FIG. 9, the power distribution mechanism 34 and the two auxiliary motors 12A and 12C are used as the power source for driving the auxiliary machinery.
The third embodiment will be described below based on FIG.

In FIG. 9, an auxiliary machine drive mechanism generally indicated by reference numeral 102 includes a travel drive system D, two auxiliary machine systems M1 (first auxiliary machine system), M2 (second auxiliary machine system), and a power distribution mechanism 34. have.
The power distribution mechanism 34 includes three gears G5, G6, and G7.
The gear G5 is fixed between the traveling motor 8 and the transmission 3 in the traveling drive system D.
Here, the power distribution mechanism 34 is not limited to the gear transmission mechanism. A winding transmission mechanism or the like may be used.

The first auxiliary machine system M1 includes a first one-way clutch C11, a power steering pump 11A, an air compressor 11B, a second one-way clutch C12, and an auxiliary machine driving motor 12A interposed in the shaft group Sm1. A gear G6 is fixed to one end of the shaft group Sm1, and an accessory driving motor 12A is connected to the other end.
A power steering pump 11A and an air compressor 11B are interposed in a region between the gear G6 and the auxiliary motor 12A in the shaft group Sm1. The positional relationship between the power steering pump 11A and the air compressor 11B in FIG. 9 may be the reverse of the example in FIG.

Here, the shaft group Sm1 and the shaft group Sm2 are comprehensive expressions of a plurality of shafts, respectively, as in the first embodiment.
A first one-way clutch C11 is interposed between the gear G6 and the power steering pump 11A in the shaft group Sm1. A second one-way clutch C12 is interposed between the air compressor 11B and the auxiliary motor 12A in the shaft group Sm1.

The second auxiliary machine system M2 includes a first one-way clutch C21, a first electromagnetic clutch 61, a cooler compressor 11C, a second electromagnetic clutch 62, a second one-way clutch C22, and an auxiliary unit that are interposed in the shaft group Sm2. A machine drive motor 12C is provided.
A gear G7 is fixed to one end of the shaft group Sm2, and an accessory driving motor 12C is connected to the other end.
A cooler compressor 11C is interposed in a region between the gear G7 and the auxiliary motor 12C in the shaft group Sm2.
Between the gear G7 and the cooler compressor 11C in the shaft group Sm2, a first one-way clutch C21 is interposed on the gear G7 side, and a first electromagnetic clutch 61 is interposed on the cooler compressor 11C side.
In addition, a second electromagnetic clutch 62 is interposed on the cooler compressor 11C side between the cooler compressor 11C and the accessory drive motor 12C in the shaft group Sm2, and a second one-way on the accessory drive motor 12C side. A clutch C22 is interposed.
Both the gear G6 and the gear G7 mesh with the gear G5.

Here, in the first auxiliary machine drive system M1, the rotational speed Nd transmitted from the driving force take-out mechanism 20 to the power steering pump 11A and the air compressor 11B is changed from the auxiliary machine driving motor 12A to the auxiliary power steering pump 11A and the air compressor 11B. When the rotation speed is higher than the transmission speed Nm, only the first one-way clutch C1 transmits the rotation, and the second one-way clutch C2 does not transmit the rotation.
On the other hand, when the rotational speed Nm transmitted from the accessory drive motor 12A to the power steering pump 11A and the air compressor 11B is higher than the rotational speed Nd transmitted from the driving force take-out mechanism 20 to the power steering pump 11A and the air compressor 11B. Only the second one-way clutch C2 transmits rotation, and the first one-way clutch C1 is configured not to transmit rotation.

Further, in the second auxiliary machine drive system M2, the rotational speed Nd transmitted from the driving force extraction mechanism 20 to the cooler compressor 11C is higher than the rotational speed Nm transmitted from the auxiliary machine drive motor 12C to the cooler compressor 11C. In this case, only the first one-way clutch C21 transmits rotation, and the second one-way clutch C22 does not transmit rotation.
On the other hand, when the rotational speed Nm transmitted from the accessory drive motor 12C to the cooler compressor 11C is higher than the rotational speed Nd transmitted from the driving force extraction mechanism 20 to the cooler compressor 11C, only the second one-way clutch C22 is provided. Transmits the rotation, and the first one-way clutch C21 is configured not to transmit the rotation.

  The configurations and operational effects of the modification of FIG. 9 other than those described above are the same as those of the second embodiment of FIGS.

  The illustrated embodiment is merely an example, and is not intended to limit the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Clutch 3 ... Transmission 8 ... Traveling motor 11 ... Auxiliary machine 11A ... Power steering pump 11B ... Air compressor 11C ... Cooler compressor 12 ... Auxiliary drive motor 12A ... Power steering air compressor drive motor 12C ... Cooler presser drive motor 20 ... Driving force extraction mechanism 32 ... Driving force distribution mechanism 50 ... Control means / control Unit 51 ... Ignition switch detection means 52 ... Motor rotation speed detection means / Motor rotation speed detection sensor 53 ... Air conditioner ON / OFF signal 100 ... Hybrid vehicle accessory drive mechanism / auxiliary drive mechanism 541 ... Input means 500 ... Calculation means 556 ... Detection means 56 ... Auxiliary drive motor drive means / power steering air conditioner Sa drive means 57 ... auxiliary machine drive motor driving means / cooler compressor drive means M1 ... first auxiliary lines M2 ... second auxiliary line

Claims (7)

A driving force extraction mechanism for extracting power from a traveling drive system having an engine and a traveling motor;
An auxiliary machine is connected to the driving force take-off mechanism, and a first one-way clutch capable of transmitting power only to the auxiliary machine is interposed between the driving force take-out mechanism and the auxiliary machine,
An auxiliary drive motor is connected to the side opposite to the drive force take-out mechanism of the auxiliary machine, and a second one-way capable of transmitting power only to the auxiliary machine side between the auxiliary machine and the auxiliary machine drive motor. A clutch is installed,
When the rotational speed transmitted from the driving force take-out mechanism to the accessory is higher than the rotational speed transmitted from the accessory driving motor to the accessory, the first one-way clutch transmits the rotation, and the second one-way The clutch does not transmit rotation,
When the rotational speed transmitted from the accessory drive motor to the accessory is higher than the rotational speed transmitted from the driving force take-out mechanism to the accessory, the second one-way clutch transmits the rotation, and the first one-way The auxiliary drive mechanism for a hybrid vehicle, wherein the clutch does not transmit rotation.   The auxiliary machine drive mechanism for a hybrid vehicle according to claim 1, wherein the auxiliary machine includes a pump for driving a power steering, a compressor for supplying compressed air, and an air conditioning compressor for compressing a refrigerant by an air conditioner.   Power is transmitted from the driving force extraction mechanism to the first auxiliary system connected to the pump and the compressor for supplying compressed air, and to the second auxiliary system connected to the air conditioning compressor. A first accessory drive motor is connected to the machine system and the first and second one-way clutches are interposed, and a second accessory drive motor is connected to the second accessory system. The auxiliary drive mechanism for a hybrid vehicle according to claim 2, wherein the first and second one-way clutches are interposed.   A rotation speed measurement device that measures the rotation speed of the traveling drive system and a control device are provided, and a measurement result of the rotation speed measurement device is input to the control device, and the control device is a measurement result of the rotation speed measurement device. If the rotation speed is equal to or higher than the set rotational speed, the first and second accessory driving motors are stopped. If the measurement result of the rotational speed measuring device is lower than the set rotational speed, the first accessory driving motor is stopped. The accessory driving mechanism for a hybrid vehicle according to claim 3, which has a driving function.   A signal indicating whether or not the air conditioner is operating is input to the control device, the measurement result of the rotational speed measuring device is below the set rotational speed, and the air conditioner is operating, 5. The hybrid vehicle accessory drive mechanism according to claim 4, which has a function of driving the second accessory drive motor. The driving force take-out mechanism has an auxiliary system connected to the pump and a compressor that supplies compressed air,
A power distribution mechanism for extracting power is interposed between the pump and the compressor for supplying compressed air in the auxiliary system and the second one-way clutch,
The auxiliary drive mechanism for a hybrid vehicle according to claim 2, wherein a power distribution mechanism is connected to the air conditioning compressor, and a clutch is provided between the power distribution mechanism and the air conditioning compressor. A rotational speed measuring device for measuring the rotational speed of the traveling drive system, and a control device;
The control device receives the measurement result of the rotation speed measurement device and a signal indicating whether the air conditioner is operating,
The control device stops the accessory driving motor if the measurement result of the rotation speed measurement device is equal to or higher than the set rotation speed, and if the measurement result of the rotation speed measurement device is lower than the set rotation speed, the first auxiliary device is stopped. It has a function to drive the machine drive motor,
The accessory drive mechanism for a hybrid vehicle according to claim 6, wherein the clutch driving mechanism is disconnected when the air conditioner is not operating, and the clutch is connected when the air conditioner is operating.

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