CN1090108C - 双动力车辆的驱动力传动装置 - Google Patents

双动力车辆的驱动力传动装置 Download PDF

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Publication number
CN1090108C
CN1090108C CN98119232A CN98119232A CN1090108C CN 1090108 C CN1090108 C CN 1090108C CN 98119232 A CN98119232 A CN 98119232A CN 98119232 A CN98119232 A CN 98119232A CN 1090108 C CN1090108 C CN 1090108C
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motor
propulsive effort
vehicle
generator
engine
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CN1214310A (zh
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铃木修
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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Abstract

一种双动力车辆的驱动力传动装置，以发动机与发电电动机为驱动源，在到达发电电动机和发动机的驱动力合流点的从发动机开始的驱动力传动系统中，配置离心离合器，变速器与单向离合器，构成双动力车辆的驱动力传动装置。可将发电电动机做成电动机并用发动机和发电电动机使车辆前进，可将发电电动机做成发电机并一面用发动机发电一面给蓄电池充电，可将发动机的传动切断，只用发电电动机使车辆前进或后退。

Description

双动力车辆的驱动力传动装置
本发明涉及双动力车辆的驱动力传动装置的改进。
作为双动力车辆的动力装置，已经在例如日本专利申请特开平4-218430号公报的《车辆特别是路面车辆用的双动力推进装置》中公知。
此技术如上述公报的第1图所示，具有内燃机10与电动机20，通过皮带25及离合器14将由该内燃机10产生的驱动力传递到轴16上，从此轴16通过大齿轮17、18及轴19传递到车辆的车轮26，另一方面，将由电动机20产生的驱动力通过作为单向离合器的自由轮24传递到轴16上，以协助内燃机10工作。
但是，在上述技术中，由于电动机的驱动是通过自由轮24(单向离合器)传递到轴16上的，因此，内燃机10一侧的驱动力不能被传递到电动机20一侧。因此，不能将电动机10作为发动机来利用，不能用此电动机10向蓄电池充电。
而且，不能用电动机使将车辆车轮26反转，使车辆后退。
因此，本发明的目的为提供一种双动力车辆的驱动力装置，它能以发电电动机为驱动源使车辆后退，能以发动机为驱动源通过发电电动机对蓄电池充电。
为了实现上述目的，本申请权利要求1的双动力车辆的驱动力传动装置，在以发动机和发电电动机为驱动源的双动力车辆中，在到达发电电动机和发动机的驱动力合流点的从发动机开始的驱动力传动系统中，配置离心离合器、变速器与单向离合器。
将发电电动机作为电动机，就可用发动机和发电电动机使车辆前进。将发电电动机作为发电机，就可以一方面通过发动机用电动机发电，一方面将蓄电池充电。根据需要，可切断发动机的驱动，只用发电电动机使车辆前进或后退。
对附图简单说明如下：
图1为本发明的双动力车辆的侧面图。
图2为本发明的双动力车辆的驱动系统单元的侧面图。
图3为本发明的双动力车辆的驱动力传动装置的剖面图。
图4为本发明的双动力车辆的发动机的剖面图。
图5为本发明的驱动力传动装置的第一作用说明图。
图6为本发明的驱动力传动装置的第二作用说明图。
图7为本发明的驱动力传动装置的第三作用说明图。
图8为本发明的驱动力传动装置的转矩传感器单元的剖面图。
图9为本发明的转矩传感器单元的作用说明图。
下面根据附图说明本发明的实施例。附图是沿符号的方向看去的。
图1为本发明的双动力车辆的侧面图。
双动力车辆1由以下部分组成：车身架2、安装在此车身架2上的车身3、从此车身3的中央部分前方沿上方延伸的前罩4、从车身3的中央部分后方向沿上方延伸的中间支柱5、从此中间支柱5的前端连接前罩4的透明顶逢6、安装在中间支柱5的两侧的侧护板7、7(里面的7未图示)、设在车身3的前面的前保险杠8、设在此前保险杠8的紧后面的散热器格栅9、安装在中央内部的驾驶座11、设在车身后方的后保险杠12、安装在车身架2上的前轮13、13(里面的13未图示)、安装在车身架2上的作为驱动轮的后轮14、14、设在透明顶逢6的两侧的侧反光镜16、16(里面的16未图示)、设在前罩4的两侧的照明灯具类17、17、设在车身3的中央的方向盘18、安装在散热器格栅9的后方的散热器19、装载在车身架2的中央部分上的蓄电池21…(…表示多个，以下相同)、配置在驾驶座11的下部的控制装置22、装载在车身架2后方的驱动系统单元30。M表示驾驶人员。
3a为前盖板部分，3b为后盖板部分，人可以来坐在这些盖板部分3a、3b上，通过此盖板部分3a、3b可以从前后的任一方容易地进入驾驶座11。
图2为本发明的双动力车辆的驱动系统单元的侧面图，它示出了驱动系统单元30的主要部件。
也就是说，31为燃料箱，32为燃料泵，33为空气滤清器，34为节流轮、35为伺服电机、36a为补给用喷射器，36b为主喷射器，37为凸轮轴，38为与凸轮轴37一体回转的主泵，39为头盖，41为气缸体，42为气缸头，43为作为发电电动机的电动机，44为排气管，45为金属催化物质，46为消音器，47为尾管，48为作为变速器的锥形元级变速器，49为枢轴，51为后车轴，52为无级变速器轴，53为作为驱动力合流点的电动机轴，54为曲轴，56为起动电动机，57为进气岐管。
图3为本发明的双动力车辆的驱动力传动装置的剖面图。
双动力车辆1(参看图1)的驱动传动装置60由以下部分组成：发动机61，安装在此发动机61的离合器轴54上的离心离合器62的内体62a，与此内体62a离合的离心离合器62的外体62b，通过扭矩限制器63与此外体62b连接的锥形无级变速器48，通过单向离合器65与此锥形离合器48连接的第一传动齿轮66，与前述发动机61同时驱动双动力车辆1(参看图1)的电动机43，成为驱动力的合流点的电动机轴53，与装在此电动机轴53上的第一传动齿轮66啮合的传动齿轮67，安装在电动机轴53上的发动机侧的第一斜齿轮68及电动机侧的第一斜齿轮69，与这些齿轮68、69分别啮合的发动机侧的第二斜齿轮71及电动机侧的第二斜齿轮72，支承这些齿轮71、72的副轴73，设在此副轴73的两端的压力传感器74a、74b(参看图8)，安装在副轴73上的输出齿轮75，与此输出齿轮75相连的驱动轴76，通过差动齿轮78与此驱动轴76相连的后车轴51，装在此后车轴51上的后轮(参看图1)。
起动电动机56通过此电动机轴56a上的皮带79、链条81及单向离合器82使曲轴54回转。
图4为本发明的双动力车辆的发动机的剖面图。
发动机61由以下部分组成并设有与凸轮轴37同轴回转的机械泵。即，气缸体41，在此气缸体41往复运动的活塞83，装在此活塞83上的连杆84，盖住气缸体41的气缸头42，设在此气缸头42上的吸气辅助阀84及排气阀85，装在气缸头42上的火花塞86。另外，37a为凸轮链条，37b为凸轮链轮。
由加速器的开度，通过控制装置22及伺服电机35调整节流轮34，从而可以调整混合气的供给量并控制发动机61的输出。
在只用电动机行走时，如果在打开加速器时要求有发动机的输出，则不管加速器的开度如何，都可以通过伺服电机35关闭节流轮34，使发动机61的启动良好。
另一方面，从喷射器36a供给的混合气体的一部分从进气岐管37分岐，用机械泵38补给，在点火之前从吸气辅助泵84向气缸体41内注入，提高发动机的输出。
用图5～图7说明双动力车辆1(参看图1)的驱动力传动装置60的作用。
图5(a)、5(b)为本发明的驱动力传动装置的第一作用说明图。
5(a)为用发动机61与电动机43的合力驱动后轮14的场合。
发动机61按照离心离合器的内体62a、外体62b、锥形无级变速器48、单向离合器、第一传动齿轮66、装在成为发动机与电动机43的驱动力的合流点的电动机轴53上的第二传动齿轮67及发动机侧的第一斜齿轮68、发动机侧的第二斜齿轮69、输出齿轮75、驱动轴76、差动齿轮78、后车轴51的顺序如箭头①驱动后轮14。
另一方面，电动机43按照电动机轴53、电动机侧的第一斜齿轮69、电动机侧的第二斜齿轮72、输出齿轮75、驱动轴76、差动齿轮78、后轴51的顺序如箭头②驱动后轮14。
当发动机61发动时，可通过离心离合器62平滑地、渐渐地传递转矩，使双动力车辆1(参看图1)发动。
由于将离心离合器62配置在锥形无级变速器48的前段上，故可以使离合器的容量比配置在后段的场合少。由于可以不相反地从锥形无级变速器48直接受到发动机61的过大的转矩，故可以保护锥形无级变速器48。尤其是，在用湿式使用离合器的场合，由于接触压力变小，如将离心离合器62配置在锥形无级变速器48的后段，就必须有更大的离合器容量，使装置大型化。
由于通过转矩限制器63将锥形无级变速器48连接至离心离合器62的外体62a上，故可以使发动机61不会受到来自后轮14的反转矩。
5(b)为只用电动机43驱动后轮14的场合。
电动机43按照电动机轴53、电动机侧的第一斜齿轮69、电动机侧的第二斜齿轮72、输出齿轮75、驱动轴76、差动齿轮78、后轴51的顺序如箭头③驱动后轮14。
由于发动机61停止，故单向离合器65成为断开状态。
由于紧接在与电动机43的驱动力合流点之前配置单向离合器65，故在只用电动机43驱动后轮14时，不会带动成为负荷侧的锥形无级变速器48与离心离合器62的外体62b等回转。因此，可以节约蓄电池21的耗费，可以确保更长的运行时间。
图6(a)、6(b)为本发明的驱动力传动装置的第二作用说明图。
6(a)为只用发动机61驱动后轮14的场合。
发动机61按照离心离合器62的内体62a、外体62b、锥形无级变速器48、单向离合器65、第一传动齿轮66、第二传动齿轮67的顺序如箭头④驱动电动机轴53。也就是说，电动机作为发电机起作用，可以将蓄电池21(参看图1)充电。
发动机61进而按发动机侧的第一斜齿轮68、发动机侧的第二斜齿轮71、输出齿轮75、驱动轴76、差动齿轮78、后车轴51的顺序如箭头⑤驱动后轮14。
6(b)为用电动机43使双动力车辆1(参看图1)后退的场合。
使电动机43反转，按照电动机轴53、电动机侧的第一斜齿轮69、电动机侧的第二斜齿轮72、输出轴75、驱动轴76、差动齿轮78、后车轴51的顺序如箭头⑥传至后轮14，使后轮反转。
由于使发动机61停止而电动机43反转，故电动机的驱动力如箭头⑦传至与单向离合器65连接的锥形无级变速器48、离心离合器62的外体62b，但是不会通过离心离合器62带动发动机61回转。
图7为本发明的驱动力传动装置的第三作用说明图，它示出了双动力车辆1(参看图1)在减速时的驱动力的传动情况。
在双动力车辆1(参看图1)减速时，如箭头⑧按照后轮14、后车轴51、差动齿轮78、驱动轴76、电动机侧的第二斜齿轮72、电动机侧的第一斜齿轮69、电动机轴53的顺序传递至电动机43上，电动机轴53作为发电机起作用。此时，由于单向离合器65成为切断的，故可以有效地将减速时的驱动力传至电动机43上，将蓄电池21(参看图1)充电。
图8为本发明的驱动力传动装置的转矩传感器单元的剖面图。
转矩传感器单元88是由前面说明的副轴73安装在此副轴的两端上的压力传感器74a、74b、安装在副轴上的发动机侧的第二斜齿轮71及电动机侧的第二斜齿轮72、与这些齿轮71、72啮合的发动机侧的第一斜齿轮68及电动机侧的第一斜齿轮69构成。现根据下面的图说明转矩传感器单元88的作用。
图9(a)、9(b)为本发明的转矩传感器的作用说明图。
9(a)示出了加速时的转矩传感器单元88的作用。
在加速时，驱动力从发动机61(参看图3)或电动机侧43传递至后轮14。也就是说，由于发动机侧的第一斜齿轮68及电动机侧的第一斜齿轮69成为驱动侧，而发动机侧的第二斜齿轮71及电动机侧的第二斜齿轮72成为从动侧，故这些齿轮71、72如箭头a所示在副轴73上产生应力Fa。此应力Fa用压力传感器74a测出。
9(b)示出了减速时的转矩传感器单元88的作用。
在减速时，驱动力从后轮14侧传递至电动机43侧。也就是说，由于发动机侧的第二斜齿轮71及电动机侧的第二斜齿轮72成为驱动侧，而发动机侧的第一斜齿轮68及电动机侧的第一斜齿轮69成为从动侧，故这些齿轮如箭头b所示在副轴73上产生应力Fb。此应力Fb用压力传感器74b测出。
也就是说，用这些压力传感器74a、74b测出驱动力的大小及传动方向，进行反馈控制，将成为驱动源的发动机61或电动机43(参看图2)的驱动力组合，可以高效地驱动双动力车辆1(参看图1)。
由于转矩传感器单元88是由副轴73、装在此副轴的两端上的压力传感器74a、74b、装在副轴73上的发动机侧的第二斜齿轮71及电动机侧的第二斜齿轮72、与这些齿轮71、72啮合的发动机侧的第一斜齿轮68及电动机侧的第一斜齿轮69构成，故可以小型化地使可靠性高的高转矩测量机构具体化。
本发明通过上述构造可以发挥以下的效果。
由于可将发电电动机做成电动机并用发动机和发电电动机使车辆前进，将发电电动机做成发电机并使发动机一面发电一面给蓄电池充电，并根据需要，将发动机的传动切断，只用发电电动机使车辆前进或后退，以发电电动机为驱动源使车辆后退，以发动机为驱动源，通过发电电动机实现蓄电池的充电，因此双动力车辆的使用情况良好。

Claims (4)

1.一种双动力车辆的驱动力传动装置，它以发动机(61)和发电电动机(43)作为驱动源，其特征在于：在从发动机(61)开始一直到发电电动机(43)与发动机(61)的驱动力合流点(53)的驱动力传动路径中，可以从发动机(61)向发电电动机(43)传递驱动力地配置有离心离合器(62)、变速器(48)、单向离合器(65)。
2.如权利要求1所述的驱动力传动装置，其特征在于：将发电电动机(43)的电动机轴(53)作为驱动力合流点(53)。
3.如权利要求1或2所述的驱动力传动装置，其特征在于：离心离合器(62)配置在上述驱动力传动路径中的变速器(48)的前面。
4.如权利要求3所述的驱动力传动装置，其特征在于：离心离合器(62)安装在发动机(61)的曲轴(54)上。
CN98119232A 1997-09-13 1998-09-11 双动力车辆的驱动力传动装置 Expired - Fee Related CN1090108C (zh)

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