CN1270915C

CN1270915C - Blend motor vehecle

Info

Publication number: CN1270915C
Application number: CNB2004100429969A
Authority: CN
Inventors: 堤崎高司; 黒木正宏; 田中邦彦
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2003-06-13
Filing date: 2004-06-14
Publication date: 2006-08-23
Anticipated expiration: 2024-06-14
Also published as: MY135692A; CN1572565A; TW200427608A; TWI242523B

Abstract

The purpose of this invention is to obtain a required power efficiently without strengthening a suspension and a frame. In a hybrid vehicle having an engine and a motor, a first control unit gradually increases a motor power PM with an increase in engine speed Ne as shown by a line LM1 until the engine speed Ne exceeds a first rotational speed N1. After the engine speed Ne exceeds the first rotational speed N1, the first control unit gradually decreases the motor power PM with an increase in engine speed Ne so that the composite power as the sum of the engine power PE and the motor power PM does not exceed a maximum power PE m of the engine.

Description

Hybrid vehicle

Invention field

The present invention relates to a kind ofly have driving engine and as the hybrid vehicle of the motor of propulsion source.

Background technology

Be well known that the pollution that hybrid vehicle is used for reducing consumption of fuel and suppresses to bring owing to the discharging nuisance in the art.This hybrid vehicle can be delivered to drive wheel together with engine power and motor power, and not only is used on the two-wheeled locomotive, and can be used on three-wheel or the four-wheel locomotive.On the two-wheel hybrid vehicle, when the throttle opening angle increases engine speed is brought up to predetermined speed or when higher, motor begins to make a crank shaft rotation, thereby increases the output torque (for example, referring to patent documentation 1) of this crank shaft.

In addition, hybrid vehicle has by utilizing motor to come the structure of auxiliary engine, thereby has reduced consumption of fuel, has suppressed the pollution (for example, referring to patent documentation 2) that causes owing to the discharging nuisance simultaneously.By sucking by the air-fuel mixture of air and fuel composition and making air-fuel mixture in the combustion chamber internal combustion, driving engine produces power.Air-fuel mixture is being drawn onto in the process of combustion chamber, inlet open, and waste gas from combustion chamber in the discharge process, blow off valve is opened.

Disclosed hybrid vehicle is the four-wheel locomotive in patent documentation 2, and according to the driving conditions of locomotive, this locomotive is perhaps driven by motor and driving engine only by motor or only by driving engine.Not only in slowing down or stopping but also travel (cruise and travel) process in constant speed, by operating electrical machines to battery charge.In the constant speed driving process, the engine drive drive wheel drives electrical generator simultaneously and comes battery charge.

(patent documentation 1)

2000-103384 Japanese Patent open file (the 0014th and 0071 section, and Fig. 2 and Figure 14)

(patent documentation 2)

HEl11-220808 Japanese Patent open file (the 0014th and 0019 section, and Fig. 6)

Summary of the invention

(the problem to be solved in the present invention)

In this hybrid vehicle, motor power is as auxiliary power, and therefore the maximum power of locomotive sets high power for.Therefore, can adopt motor with big rated power.Yet in many cases, this motor with big rated power is bigger on size and weight.As a result, when on this locomotive main motor being installed, the problem of bringing is that very difficult design motor needs main body frame is strengthened simultaneously.In such cases, might increase design cost and manufacturing cost.In addition, from effectively utilizing viewpoint of energy, need to improve effective utilization to motor.

Therefore, first purpose of the present invention provides such hybrid vehicle, and wherein this locomotive can obtain the power of needs effectively, and does not need suspension or framework are strengthened.

In hybrid vehicle as mixed-power bicycle, wherein have than the high operation speed h type engine h and adopt the vario valve timing system, such possibility is arranged, promptly air inlet valve and blow off valve all can be opened by stacked system.If should the stack amount bigger, then can turn back to air inlet pipe in the burning chamber waste gas, maybe can rest in the cylinder body.Therefore, possible is that the air-fuel amount that will be drawn in the combustion chamber can reduce.In this case, must increase fuel injection amount,, thereby consumption of fuel be increased with the engine power that needing to obtain.Specifically, when driving engine was in low loading condition, the aperture of throttle gate was less, the new air-fuel mixture smaller volume that will suck in next inspiration stroke simultaneously.Therefore, the above-mentioned negative effect that turns back to air inlet pipe or rest on the waste gas in the cylinder body becomes big.

Therefore, second purpose of the present invention provides such hybrid vehicle, and wherein this locomotive can be avoided the increase of consumption of fuel in predetermined load area, to reduce total consumption of fuel.

(means of dealing with problems)

According to a first aspect of the invention, provide a kind of can from the engine power (as the engine power PE in first preferred embodiment) of driving engine (as the driving engine in first preferred embodiment 20) and from the motor power (as the motor power PM in first preferred embodiment) of motor (as the motor in first preferred embodiment 21) in conjunction with the hybrid vehicle that is delivered to drive wheel (as the trailing wheel WR in first preferred embodiment), this hybrid vehicle have engine speed (as engine speed Ne in first preferred embodiment) according to described driving engine control as described in the first control device (as first control unit 7 in first preferred embodiment) of motor; Wherein said first control device is controlled described motor, thus make synthesized-power (as synthesized-power PC in first preferred embodiment) as described engine power and described motor power sum be less than or equal to as described in the maximum power (as the maximum power PEm in first preferred embodiment) of driving engine.

According to this hybrid vehicle, synthesized-power is no more than in the engine speed range of driving engine maximum power in that engine speed is lower, the motor auxiliary engine.When thereby engine power increases along with engine speed and increases when causing synthesized-power to surpass the driving engine maximum power, motor power reduces or is invalid.Like this, the motor auxiliary engine, thus make synthesized-power be no more than the maximum power of driving engine.Therefore, can adopt the motor that has than low rate power.As a result, motor can reduce dimensionally, and when on locomotive main motor being installed, has guaranteed the installing space of motor effectively.In addition, do not need to change main body frame, thereby reduced manufacturing cost.

According to a second aspect of the invention, provide a kind of can from the engine power of driving engine and from the motor power of motor in conjunction with the hybrid vehicle that is delivered to drive wheel, described hybrid vehicle has the first control device of controlling described motor according to the engine speed of described driving engine; Wherein said first control device is controlled described motor, thereby increase described motor power along with described engine speed increase, reach first rotating speed (as first rotational speed N 1 in first preferred embodiment) up to described engine speed, after described engine speed surpasses described first rotating speed, reduce described motor power simultaneously along with described engine speed increase.

According to this hybrid vehicle, compare mutually by the engine speed of sensor detection and the engine speed (first rotating speed) that is recorded in advance in the control setup, if the engine speed that sensor detects is less than or equal to first rotating speed, then control setup is along with engine speed increases and the increase motor power.Therefore, can in the engine speed range that is no more than first rotating speed, improve acceleration capability.On the contrary, if the engine speed that sensor detects surpasses first rotating speed, then control setup is along with engine speed increases and the reduction motor power.Therefore, can be in the engine speed range that is no more than first rotating speed, keep synthesized-power with adequate value as engine power and motor power sum.

According to the third aspect present invention that comprises above-mentioned second aspect, described first control device is controlled described motor, thereby make the maximum power that is less than or equal to described driving engine as the synthesized-power of described engine power and described motor power sum, and after described engine speed surpasses described first rotating speed, near described maximum power.

In this hybrid vehicle, first speed setting is the less value of peaked second rotating speed for ratio engine power becomes.In the engine speed range from first rotating speed to second rotating speed, motor power increases and reduces along with engine speed.At this moment, motor is controlled, so that make synthesized-power in the limit that is no more than the driving engine maximum power, become big.Therefore, can adopt the motor that has than low rate power.

According to a forth aspect of the invention, the engine power of a kind of handle from driving engine (as the driving engine in second preferred embodiment 20) and the hybrid vehicle that transmits in conjunction with drive wheel (as the trailing wheel WR in second preferred embodiment) from the motor power of motor (as the motor in second preferred embodiment 21) are provided, and described hybrid vehicle has the second control device (as the second control unit 7a in second preferred embodiment) of described driving engine of control and described motor; Wherein said driving engine has first load area (as the first load area FLA in second preferred embodiment) and second load area (as the second load area SLA in second preferred embodiment), at first load area, consumption of fuel (as the consumption of fuel FC in second preferred embodiment) roughly with as described in the load variation that is directly proportional on the driving engine, and at second load area, along with load reduces and reducing less than the situation at described first load area on consumption of fuel; And when the load on described driving engine drops into second load area, described second control device is operated described motor as electrical generator, and when first load area shown in the load on described driving engine drops into, described second control device with described motor as powered device.

According to this hybrid vehicle, change the load area of driving engine by the operation mode of switch motor, operate in the load area that consumption of fuel increases to avoid driving engine.That is to say, when driving engine when second load area is operated, motor is as electrical generator, thereby increases the load on the driving engine, therefore the load area of driving engine changed to first load area.Can utilize the electric energy that obtains by electric power generation, with auxiliary engine.

According to a fifth aspect of the invention, described second load area comprises such load area, and wherein said driving engine is operation at a relatively high speed under low load.

Utilize this structure, under the condition of operating under the low load, by second control device, the load area of driving engine transforms to first load area at the driving engine at high speed.Therefore, can avoid in the cruising process driving engine in second load area, to operate.

Description of drawings

Fig. 1 is the local transparent side view of hybrid vehicle according to the preferred embodiment of the invention;

Fig. 2 is the horizontal sectional drawing of first or second power unit in the hybrid vehicle in first or second preferred embodiment;

Fig. 3 is the block scheme of hybrid vehicle in first preferred embodiment;

Fig. 4 is the brake horse power relevant with engine speed in first preferred embodiment and the curve of brake torque;

Fig. 5 is for having in first preferred embodiment than the drive efficiency of the motor of low rate power and the curve of generating efficiency;

Fig. 6 is the drive efficiency of motor that has higher rate power in first preferred embodiment and the curve of generating efficiency;

Fig. 7 is the block scheme of hybrid vehicle profile in second preferred embodiment;

Fig. 8 is the curve of the relation between brake horse power or brake mean effective pressure and mean effective pressure or the consumption of fuel in second preferred embodiment;

Fig. 9 is the curve of the relation between consumption of fuel and brake horse power or the brake mean effective pressure, and this curve shows the reduction of consumption of fuel in a preferred embodiment.

(label declaration)

7: the first control units (first control device)

7a: second control unit (second control device)

16: air inlet valve

17: throttle gate

18: eductor

19: vacuum sensor

20: driving engine

21: motor

Ne: engine speed

N1: first rotating speed

WR: trailing wheel (drive wheel)

PE: engine power

PM: motor power

PC: synthesized-power

PEm: maximum power

PLA: first load area

SLA: second load area

FC: consumption of fuel

The specific embodiment

(realizing the pattern of invention)

Describe the preferred embodiments of the present invention with reference to the accompanying drawings in detail

As shown in Figure 1, be two-wheeled locomotive or motor bike according to the hybrid vehicle of first and second preferred embodiments, this hybrid vehicle has the front fork 1 at this locomotive front support front-wheel WF.This front fork 1 is supported on the head pipe 2 rotationally, and can turn to handle 3 to turn to by operation.Under manage 4 and extend backward and downwards from this pipe 2, central frame 5 extends back from managing 4 lower end approximate horizontal down.In addition, after-frame 6 from the rear end of this central frame 5 backward and extend upward.Like this, head pipe 2, manage 4 down, central frame 5 and after-frame 6 constituted main body frame 10.The power unit 11 that comprises power supply is supported on the main body frame 10 rotationally at one end (front end).Be pivotally mounted to the other end (rear end) of power unit 11 as the trailing wheel WR of drive wheel.This power unit 11 by be installed on the after-frame 6 rear shock absorber 12 and in its rear suspension, thereby make power unit 11 can center on pivot swinging.In addition, main body frame 10 is coated with main body cover 13.Operator's seat 14 is fixed to the upper surface of main body cover 13 at its rear portion.Present 14 front side is formed on the pars intermedia of main body cover 13 as the pedal 15 of operator's stretcher.

As shown in Figure 3, first power unit 11 comprises the driving engine 20 as combustion engine, is used for obtaining energy by burning inflammable air-fuel mixture.In addition, on the coaxial crank shaft 22 that is arranged on driving engine 20 of the motor 21 of engine installation or electrical generator, the change-speed box of continuous variable (CVT) 23 is connected on the crank shaft 22.Be delivered to trailing wheel WR from the output of at least one in driving engine 20 and the motor 21 through CVT23 and crank shaft 22.

Referring to Fig. 2, driving engine 20 comprises that process pipe link 24 is connected to the piston 25 on the crank shaft 22, and wherein this crank shaft 22 has the axle that extends laterally at locomotive.Piston 25 slidably be formed on cylinder block 26 in cylinder 27 cooperate.The axle that this cylinder block 26 is designed to cylinder 27 extends in vertical general horizontal direction of locomotive.Cylinder head 28 is fixed to the front end surface of cylinder block 26.The combustion chamber 20a of burned air-fuel mixture is formed by cylinder head 28, cylinder 27 and piston 25.

Cylinder head 28 has air inlet valve and blow off valve (not shown), and these two valves are used for control air-fuel mixture and enter into combustion chamber 20a or discharge from combustion chamber 20a, and cylinder head 28 also has light-up plug 29 simultaneously.Open or close air inlet valve or blow off valve by the rotation that is supported on the camshaft 30 on the cylinder head 28.Driven sprocket 31 is fixed to an end of camshaft 30, and drive sprocket 32 is fixed on the crank shaft 22.Convex annular endless chain 33 is around between driven sprocket 31 and the drive sprocket 32.Therefore, camshaft 30 can rotate together along with crank shaft 22.In addition, the water pump 34 of cooled engine 20 is arranged on an end of camshaft 30.Water pump 34 has the S. A. 35 integrally formed with camshaft 30.Therefore, when camshaft 30 rotations, water pump 34 can be operated.

Water pump 34 has the shell 38 with S. A. 35 rotor rotated 36 and formation stator.A plurality of magnet 37 are arranged on the inner periphery of rotor 36, and a plurality of magnet 39 also are arranged on the inside face of shell 38 simultaneously, thus the rotation of secondary rotor 36.Between rotor 36 and shell 38, define the space.This space is as pressure chamber 41, and this pressure chamber 41 is used to utilize the impeller 40 that is installed on the rotor 36 to come cooling water expansion tank is pressurizeed.This cooling water expansion tank is incorporated in the pressure chamber 41 from the inlet 42 of an end of water pump 34, and is discharged into driving engine 20 from the outlet 43 of water pump 34 other ends.Calorstat 44 is arranged on the upstream of outlet 43, thereby according to the temperature of cooling water expansion tank flow of cooling water is stopped.This calorstat 44 comprises sealing member 45, be arranged on the wax 46 in the sealing member 45 and sealing member 45 is carried out the spring 47 of bias voltage.When expanding along with wax 46 temperature build-ups, sealing member 45 is pressed to spring 47 and is moved, thereby guarantees that cooling water expansion tank passes through.

Motor 21 is arranged on the stator case 49, and this stator case 49 is connected with the side of the crank case 48 that supports crank shaft 22.This motor 21 is an external-rotor motor, and its stator has coil 51, and this coil 51 comprises tooth 50 that is fixed on the stator case 49 and the conductor that is wrapped on the tooth 50.This motor 21 comprises the rotor 52 that is fixed on the crank shaft 22.This rotor 52 have be roughly cylindric, thereby can be looped around on the excircle of stator.Magnet 53 is arranged on the inner circumferential surface of rotor 52.The fan 54 of cooling motor 21 is installed on the rotor 52.When fan 54 rotated along with the rotation of crank shaft 22, coolant air can be from the cover 55 side 55a that pass stator case 49 and the air intake that forms and introducing.

Motor 21 increases the engine installation of power as start the engine 20 or auxiliary engine 20, simultaneously also as the rotation transformation of crank shaft 22 being become electric energy and this electric energy being charged to charger (electrical generator) in the storage battery (not illustrating among Fig. 2).PWM (pulse width modulation) signal of control motor 21 is input to terminal 56, and reproducible electric energy is from terminal 56 outputs simultaneously.What will describe in detail in the back is that motor 21 has than the little maximum power that is installed in motor on the common hybrid vehicle of this type.

Stator case 49 has the rotor sensor 57 of surveying rotor 52 rotating speeds.When rotor 52 rotations, the periodic impulse singla of these rotor sensor 57 outputs.These rotor 52 band projections, this projection is periodically along the hand of rotation setting, to export this impulse singla.Owing to rotor 52 along with crank shaft 22 rotates, and no matter the operation mode of motor 21, the rotating speed of crank shaft 22 then, promptly engine speed Ne can utilize rotor sensor 57 to detect.

The CVT 23 that is used for the rotation of crank shaft 22 is delivered to trailing wheel WR is banding pattern CVT, and this CVT comprises driving pulley 58, driven pulley 62 and around the annular V-shaped band 63 between driving pulley 58 and the driven pulley 62.Driving pulley 58 is connected to the other end that reaches the crank shaft 22 outside the crank case 48.This driven pulley 62 is installed on the driven shaft 60 by centrifugal clutch 61, and wherein this driven shaft 60 supports on the change speed gear box 59 rotationally.Driven shaft 60 extends in parallel with crank shaft 22.

Driving pulley 58 comprises being fixed to fixes half sheet belt wheel 58a and can be along the movable in axial sliding half sheet belt wheel 58c of crank shaft 22 by centrifugal mechanism 58b on the crank shaft 22.Annular V-shaped band 63 cooperates with the groove of fixing between half sheet belt wheel 58a and the movable half sheet belt wheel 58c respect to one another.

On the other hand, driven pulley 62 comprises fixes half sheet belt wheel 62a and movable half sheet belt wheel 62b, wherein this is fixed half sheet belt wheel 62a and rotatably is installed on the driven shaft 60, and movable half sheet belt wheel 62b by spring 64 driven shaft 60 axially towards fixing half sheet belt wheel 62a bias voltage.Annular V-shaped band 63 be formed on the groove of fixing between half sheet belt wheel 62a and the movable half sheet belt wheel 62b respect to one another and cooperate.

When the rotating speed of crank shaft 22 increased, centnifugal force was applied on the centrifugal weight of centrifugal mechanism 58b on the driving pulley 58, thereby movable half sheet belt wheel 58c is slided towards fixing half sheet belt wheel 58a.As a result, being formed on the width of fixing the groove between half sheet belt wheel 58a and the movable half sheet belt wheel 58c has reduced and the cooresponding amount of movable half sheet belt wheel 58c slippage.Therefore, the contact position between driving pulley 58 and the annular V-shaped band 63 radially moves to driving pulley 58 outsides, thereby increases at the cooling diameter of the annular V-shaped band 63 of driving pulley 58.Associated, also increase at the width of fixing the groove that forms between half sheet belt wheel 62a and the movable half sheet belt wheel 62b of driven pulley 62.Like this, the cooling diameter of annular V-shaped band 63 can change continuously according to the rotating speed of crank shaft 22, and whereby, CVT 23 can change the gear ratio automatically and in stepless mode according to the rotation of crank shaft 22.

The change speed gear box 59 of this CVT 23 has with kickpedal bonded assembly pedal spindle 66 with according to kickpedal the rotation of pedal spindle 66 to be delivered to and kicks actuator 67 on the crank shaft 22.

In addition, reduction gear train 69 is between the CVT 23 and axle 68 of trailing wheel WR.This reduction gear train 69 has the gear 71 and 72 that is contained in the gear case 70, and wherein gear case 70 side direction are connected to the rear end of change speed gear box 59, thereby the rotation of driven shaft 60 is delivered on the parallel with it axle 68.

In first preferred embodiment, first control unit, 7 control driving engine 20 and the motors 21 shown in Fig. 3.This first control unit 7 is for having the first control device of CPU (central processing unit), ROM (read-only memory (ROM)) and RAM (random access memory).7 inputs of this first control unit are from the detectable signal of the engine load sensor 8 that is used to survey the throttle gate opening angle, locomotive speed sensor 9 and rotor sensor 57, and predetermined control signal are outputed on ignition device 73 (see figure 2)s of light-up plug 29 on the driving circuit of drive motor 21 and the operation driving engine 20.In the preferred embodiment, first control unit 7 is controlled motor 21 (see figure 4)s by utilizing the engine speed Ne as parameter.More particularly, power from motor 21 increases and increases along with engine speed Ne, reach predetermined rotating speed up to engine speed Ne, and after engine speed Ne surpasses desired speed, further increase and reduce along with engine speed Ne from the power of motor 21.

Storage battery 74 is for being provided to electrical energy supply device on the motor 21 to electric energy by discharge.For example, storage battery 74 can be a nickel metal mixed electrokinetic cell.The regenerated energy that obtains by generating in motor 21 can be charged to electric energy on the storage battery 74.In addition, in this hybrid vehicle, electric energy can be charged to storage battery 74 from external charger 75.When the regenerated energy that only obtains by motor 21 generating filled into quantity not sufficient in the storage battery 74, external charger 75 was used for additionally from socket etc. electric energy being charged to storage battery 74.External charger 75 can be the parts of hybrid vehicle, perhaps needs, and also can be the self contained system that is releasably attached on the hybrid vehicle.

The control of 7 pairs of driving engines 20 of first control unit and motor 21 in first preferred embodiment is described below with reference to Fig. 4.In Fig. 4, horizontal shaft is represented engine speed Ne (rpm), and vertical axis is represented the brake horse power PS (kW) and the brake torque T (N.m) of crank shaft 22.In addition, line LM1 represents motor power PM, and line LM2 represents the output torque TM of motor 21.This line LE1 represents engine power PE, and line LE2 represents the output torque TE of driving engine 20.Line LC1 represents the synthesized-power PC of engine power PE and motor power PM sum.

Shown in Fig. 4 center line LE1, engine power PE increases along with engine speed Ne and increases gradually from lower speed without load NO (for example 3000rpm is to 4000rpm).When engine speed Ne surpasses first rotational speed N, 1 arrival, second rotational speed N 2 (for example 7500rpm is to 8500rpm), just obtained maximum power PEm.Shown in line LE2, the output torque TE of driving engine 20 has maxim than second rotational speed N, 2 low engine speed Ne places.In this driving engine 20, do not carry out the shut-down operation of cylinder.

Shown in LM1, motor power PM increases along with engine speed Ne and increases gradually from lower speed without load NO.Reach first rotational speed N 1 up to engine speed Ne, and when engine speed Ne surpasses first rotational speed N 1, reduce gradually with that.Shown in line LM2, along with the increase of engine speed Ne, the output torque TM of motor 21 does not almost change, and reaches first rotational speed N 1 up to engine speed Ne, and after engine speed Ne surpasses first rotational speed N 1, then reduces gradually.Before engine speed Ne reaches second rotational speed N 2, the motor power PM of motor 21 and output torque TM vanishing.

Shown in line LC1,, also increase by the composite power PC that assists increase engine power PE to obtain with motor power PM along with from than the increase of low idle speed N0 to the engine speed Ne of first rotational speed N 1.In the scope of first rotational speed N, 1 to second rotational speed N 2, engine power PE increases, but motor power PM is little by little along with engine speed Ne increases and the minimizing that is inversely proportional to.Therefore, this synthesized-power PC increases seldom amount or increase hardly in this range of speed.In addition, motor power PM becomes zero before engine speed Ne arrives second rotational speed N 2, and wherein in this second rotational speed N 2, engine power PE becomes maximum power PEm.As a result, synthesized-power PC does not surpass the maximum power PEm of driving engine 20.

The process of setting motor power PM in first control unit 7 comprises that for example, Ne multiply by pre-determined factor to engine speed.In this case, pre-determined factor is included in from the coefficient that increases gradually that adopts in first rotational speed N, 1 scope than low idle speed NO and the coefficient that reduces gradually that adopts in than the bigger scope of first rotational speed N 1.These coefficients are stored in the ROM of first control unit 7 in advance.This first control unit 7 is searched for ROM by utilizing the engine speed Ne as the address, with the coefficient that needing to obtain.The coefficient of Zeng Jiaing has predetermined value gradually, and is little thereby the ratio first rotational speed N 1 bigger interior synthetic energy of engine speed range becomes the maximum power PEm of ratio engine 20, simultaneously near this maximum power PEm.

First rotational speed N 1 is roughly corresponding with engine speed Ne, and wherein this engine speed quickens to obtain increasing to locomotive under idling conditions by the manual pull-button (not shown) of operation throttle gate.For example, the engine speed in 70% to 80% scope of this first rotational speed N 1 and second rotational speed N 2 is corresponding.By setting first rotating speed in this way, can improve the acceleration capability in the engine speed range lower (in low engine speed range or medium engine speed scope) than first rotational speed N 1.If it is bigger than above-mentioned given value that this first speed setting becomes, then synthesized-power can surpass the maximum power PM of driving engine 20 undesirably easily.In Fig. 4, at the motor power PM of first rotational speed N 1 maximum power PMm corresponding to motor 21.

Being installed in 21 needs of motor on the hybrid vehicle has and is enough to the auxiliary power that is in the driving engine 20 in low engine speed range and the medium engine speed scope.Therefore, have than the motor that is installed to the less maximum power of motor maximum power on other hybrid vehicles of the type and can be used as motor 21.As a result, this motor 21 can reduce on size and weight, and also can go up raising at drive efficiency (electronics is to mechanical switch efficient) and generating efficiency (machinery is to electronic switch efficient).

Below with reference to Fig. 5 and 6 drive efficiency of motor 21 and first instantiation of generating efficiency are described.Among each width of cloth figure, horizontal shaft is represented motor speed (rpm) in Fig. 5 and Fig. 6, and vertical axis is represented outgoing current (A).In addition, be shown in dotted line the drive efficiency curve, and long and two-short dash line shows the generating efficiency curve.Fig. 5 shows as drive efficiency example, that have the motor of 0.6kw maximum power (line ESM1) and generating efficiency (line ESM2) that adopt in the hybrid vehicle in the preferred embodiment, low power motor 21.By contrast, Fig. 6 shows the drive efficiency (line ELM1) and the flourishing efficient (line ELM2) of the motor with 3kw maximum power.In Fig. 6, obtain drive efficiency by input and same current, and obtain generating efficiency by output and same current with motor of 0.6kW maximum power with motor of 0.6kW maximum power.

In efficiency chart shown in Figure 5, from line ESM1 and generating efficiency curve, can know that the drive efficiency at the 4000rpm place is approximately 77%.In addition, from line ESM2 and generating efficiency curve, can know that the generating efficiency at the 4000rpm place is approximately 35%.Similarly, the drive efficiency at the 6000rpm place is approximately 65%, and is approximately 75% in the generating efficiency at 6000rpm place.In addition, the generating efficiency at the 7000rpm place is approximately 60%, and is approximately 85% in the generating efficiency at 7000rpm place.

On the contrary, in efficiency chart shown in Figure 6, from line ELM1 and generating efficiency curve, can know that the drive efficiency at the 4000rpm place is approximately 60%.In addition, from line ELM2 and generating efficiency curve, can know that the generating efficiency at the 4000rpm place is approximately 50%.Similarly, the drive efficiency at the 6000rpm place is approximately 55%, and is approximately 53% in the generating efficiency at 6000rpm place.In addition, the drive efficiency at the 7000rpm place is approximately 40%, and is approximately 60% in the generating efficiency at 7000rpm place.

Compare with motor (see figure 6) with motor (see figure 5) with higher nominal power with low rated power, when when same current is provided with drive motor, have hang down the rated power motor drive efficiency than having the higher of higher nominal power motor.In addition, when obtaining same current by generating, the generating efficiency with low rated power motor is than having the higher of higher nominal power motor.That is to say to have the motor of the low rated power in power limit environs by employing, drive efficiency and generating efficiency all can be improved.Particularly, even than slow speed of revolution the time, the motor with low rated power can obtain the big effective value of drive efficiency and generating efficiency.

The operation that comprises the hybrid vehicle with low rated power motor is described below.

When driving engine 20 travels with startup in starting hybrid vehicle, the cyclical signal that rotor sensor 57 outputs produce along with rotor 52 rotations, and this periodic signal offers first control unit 7.This first control unit 7 comes calculation engine speed Ne by utilizing this cyclical signal input from rotor sensor 57.This first control unit 7 compares the present engine speed Ne of aforementioned calculation with first rotational speed N 1 that is stored in the ROM.If current engine speed Ne is less than or equal to first rotational speed N 1, then first control unit 7 outputs to pwm signal on the motor 21, thereby increases motor power PW gradually along with engine speed Ne increase.Motor 21 comes auxiliary engine 20 according to this pwm signal.

More particularly, thereby when camshaft 30 being rotated and then operation intake ﹠ exhaust valves when air-fuel mixture being drawn in the combustion chamber 20a of driving engine 20, first control unit 7 outputs to ignition device 73 to predetermined timer-operated control signal, with the air-fuel mixture in the 20a of ignition combustion chamber.Therefore, piston 25 can come sliding motion in cylinder 27 by above-mentioned air-oxy-fuel burner.The straight-line motion of piston 25 converts rotatablely moving of crank shaft 22 to.On the other hand, first control unit 7 is fed to coil 51 to electric energy through terminal 56 from storage battery 74, thereby makes rotor 52 rotations.Therefore, the rotation of crank shaft 22 can be auxiliary by rotor 52.Be delivered to axle 68 by the rotation of the auxiliary crank shaft 22 of motor 21 through CVT 23 and reduction gear train 69, thereby make trailing wheel WR rotation.At this moment, the power of hybrid vehicle becomes the synthesized-power PC shown in Fig. 4 center line LC1.

When operating the manual pull-button of throttle gate by the operator with increase engine speed Ne, and the engine speed Ne that is detected by rotor sensor 57 is when surpassing first rotational speed N 1, first control unit 7 outputs to motor 21 to pwm signal, thereby reduces motor power PM gradually along with the increase of engine speed Ne.According to this PM signal, motor 21 auxiliary engines 20.At this moment, along with engine speed Ne increases, motor power PM reduces gradually, thereby is changing littler than the variation that is less than or equal in first rotational speed N, 1 engine speed range than the synthesized-power PC in the bigger engine speed range of first rotational speed N 1.In addition, before engine speed Ne reached second rotational speed N 2, the bid value from first control unit 7 to motor 21 was exported vanishing, thereby had stopped the operation (rotation) of motor 21.Therefore, drive hybrid vehicle by power only from the driving engine 20 of higher engine speed Ne.

In this hybrid vehicle, adopted to have the motor 21 that suppresses maximum power PMm, first control unit 7 is controlled motors 21 simultaneously, thereby makes synthesized-power PC be no more than the maximum power PEm of driving engine 20.Therefore, the maximum power of hybrid vehicle can maintain appropriate value.In addition, owing to do not need to have the motor of big rated power, then do not need main body frame 10 and the suspension that comprises drg are strengthened, thus weight alleviated.Therefore, can utilize traditional main body frame to reduce design cost and manufacturing cost.In addition, this locomotive main can reduce on weight, can guarantee the installing space of motor 21 simultaneously effectively.In addition, the drive efficiency of motor 21 and generating efficiency be than the height of the motor with higher nominal power, thereby reduced consumption of fuel.

In addition, motor 21 is auxiliary from the power than the driving engine 20 in lower speed range (than low engine speed range) and the moderate velocity scope (medium range of speed) that is in driving engine 20.Therefore, even utilize the operational ton of the manual pull-button of less throttle gate, also can obtain higher acceleration capability, thereby can shorten the time gap that reaches target vehicle velocity.Thereby when first control unit 7 control motors 21 after than the bigger fair speed scope inside brake of first rotational speed N 1, can realize generating by motor 21, promptly generating has more then further reduced consumption of fuel.

Hybrid vehicle can be three-wheel locomotive or four-wheel locomotive, rather than two-wheeled locomotive or motor bike shown in Figure 1.

But the real engine power of first control unit, 7 calculation engines 20 and the deviation between the maximum power, and control is from the power of motor 21, thus make this deviation vanishing.In addition, first control unit 7 can calculate target power from motor 21 by engine power PE being multiply by pre-determined factor.At this moment, need in the ROM of first control unit 7, store following two coefficients, i.e. coefficient that when being not more than the engine speed of first rotational speed N 1, increases gradually and the coefficient that greater than the engine speed of first rotational speed N 1 time, reduces gradually.

Then, second preferred embodiment has been shown among Fig. 7.Power unit 11A in second preferred embodiment comprises the driving engine 20 as combustion engine, and this combustion engine obtains power by burned air-fuel mixture.In addition, on the coaxial crank shaft 22 that is arranged on driving engine 20 of the motor 21 of engine installation or electrical generator, continuous variable transmitting device 23 (CVT) are connected on the crank shaft 22 simultaneously.Be delivered to trailing wheel WR from one of at least output in driving engine 20 and the motor 21 through CVT23.In addition, storage battery 74 is connected on the motor 21.When motor 21 during as engine installation, this storage battery 74 is used for electric energy is provided to motor 21, perhaps when motor 21 during as electrical generator, and the power recharge of this storage battery 74 usefulness regeneration.Driving engine 20 and motor 21 are controlled by the second control unit 7a as second control device.

Air-fuel mixture by air and fuel composition is drawn in the driving engine 20 through air inlet pipe 16, then in driving engine 20 internal combustion.Throttle gate 17 is used to control the amount of air that is drawn in the driving engine 20, and this throttle gate 17 can be rotatably set in the air inlet pipe 16.Throttle gate 17 rotates according to the operational ton of the manual pull-button (not shown) of the throttle gate of being operated by the operator.The eductor 18 of burner oil and detection vacuum sensor 19 of degree of vacuum in air inlet pipe 16 are arranged between throttle gate 17 and the driving engine 20.When the operational ton of the manual pull-button of throttle gate was big, the open angle of throttle gate 17 was also big, thereby bigger through air inlet pipe 16 inlet air amounts, so the intake vacuum that is detected by vacuum sensor 19 is just less simultaneously.Therefore, air and the fuel quantity that is drawn in the driving engine 20 is very big.On the contrary, when the operational ton of the manual pull-button of throttle gate hour, the open angle of throttle gate 17 is also little, thereby less through air inlet pipe 16 inlet air amounts, so the intake vacuum that is detected by vacuum sensor 19 is just bigger simultaneously.Therefore, air and the fuel quantity that is drawn in the driving engine 20 is very little.

Stator case 49 has the rotor sensor 57 that is used to survey rotor 52 rotating speeds.Because rotor 52 is along with crank shaft 22 rotations, so can utilize rotor sensor 57 to come detecting engine rotational speed N e.

Being used at the second control unit 7a of centring control driving engine 20 and motor 21 is the second control device with CPU (central processing unit), ROM (read-only memory (ROM)) and RAM (random access memory).This second control unit 7a input is from the detectable signal of throttle gate opening sensor (not shown), vacuum sensor 19 and the rotor sensor 57 of the open angle of surveying throttle gate 17, and predetermined control signal is outputed on the driving circuit of motor 21 and ignition device 73, wherein ignition device 73 is used to operate the light-up plug 29 on the driving engine 20.The second control unit 7a comprises the device that calculates the load on driving engine 20 according to the intake vacuum of driving engine 20, come the device of calculation engine speed Ne according to detectable signal from rotor sensor 57, by engine speed Ne be multiply by the device that pre-determined factor is calculated brake horse power PS, determine whether above-mentioned load on driving engine 20 falls within the device in the second load area SLA that will describe in detail the back, and according to the device that the operation mode of motor 21 is switched to engine installation pattern or generator mode by definite result of above-mentioned definite device.

In the operation of the hybrid vehicle of said structure, motor 21 is used for making crank shaft 22 rotations when start the engine 20 in having second preferred embodiment.By making crank shaft 22 rotations, piston 25 moves in cylinder 27 slidably, and simultaneously, by the rotation of crank shaft 22, camshaft 30 rotates by means of convex annular endless chain 33.By rotating cam axle 30, air inlet valve and blow off valve open and close with preset time.When the operator operate the manual pull-button of throttle gate open throttle gate 17 air inlet pipe 16 in the time, the air of measuring according to throttle gate 17 opening angles is inhaled in the combustion chamber 20a of driving engine 20.At this moment, the second control unit 7a comes the computing fuel emitted dose by inlet being multiply by predetermined air-fuel ratio, to spray the fuel of this calculated amount from eductor 18.Therefore, suction air and fuel mix, thereby obtain air-fuel mixture.

Being drawn into air-fuel mixture in the combustion chamber 20a is compressed by piston 25 and is then lighted by light-up plug 29.By the burning of air-fuel mixture, piston 25 returns towards crank shaft 22, thereby makes crank shaft 22 rotations.As a result, produce brake horse power PS at crank shaft 22.This brake horse power PS roughly be drawn into combustion chamber 20a in air-fuel mixture be that the volume of consumption of fuel FC is directly proportional.

Through CVT23 and reduction gear train 69, the rotation of crank shaft 22 is delivered to 68, thereby makes trailing wheel WR rotation.When blow off valve was opened, the air-fuel mixture after burning was discharged in combustion chamber 20a as waste gas.

When driving engine 20 is when being operated by the vario valve timing system than high operation speed type and air inlet valve and blow off valve, such situation has appearred, and promptly air inlet valve and blow off valve are all opened, and that is to say, have occurred overlapping.If this lap is bigger, then the exhaust after burning can turn back in the air inlet pipe 16, perhaps can rest in the cylinder 27, in this case, the volume that will be drawn into the air-fuel mixture in the combustion chamber 20a in ensuing inspiration stroke reduces, thereby brake horse power PS reduces.Therefore, must suck air-fuel mixture (fuel) amount that increases, with the brake horse power PS that needing to obtain, thereby the proportional relationship between brake horse power PS and the consumption of fuel FC can not keep.

Following mask body concerns between the relation between description brake horse power PS and the consumption of fuel FC and brake horse power PS and the mean effective pressure MEP referring to Fig. 8.In Fig. 8, the brake mean effective pressure BMEP (kPa) that horizontal shaft is represented brake horse power PS (KW) or is directly proportional with it basically.Vertical axis is represented mean effective pressure MEP (kPa) and consumption of fuel FC (g/h).

Line LMP shows mean effective pressure MEP.Shown in line LMP, this mean effective pressure MEP increases and reduces along with brake horse power PS.Mean effective pressure MEP is made up of suction loss PMEP and mechanical wear FMEP, wherein aspirate loss PMEP and produced by the windstream restriction that is drawn into by 17 pairs of throttle gates in the driving engine 20, and mechanical wear FMEP is formed by the traction resistance of crank shaft 22.Mechanical wear FMEP is essentially constant, and irrelevant with brake horse power PS, but suction loss PMEP increases and reduces along with brake horse power PS.

On the contrary, consumption of fuel FC increases along with brake horse power PS and is tending towards increasing.Shown in dotted line LECi, initial, consumption of fuel FC need increase and increase along with brake horse power PS with constant rate of speed.Yet shown in line LFCr, in fact consumption of fuel FC has such feature, and promptly it is tending towards roughly being directly proportional with brake horse power PS at middle load area with than heavy load, and at low load area, it is bigger than initial consumption of fuel that consumption of fuel FC becomes simultaneously.In being described below, the first load area FLA is limited more than or equal to the load area of scheduled volume (as 0.8kw to 0.9kw) by brake horse power PS, special fuel consumption simultaneously (as in consumption of fuel FC along with the variation of brake horse power PS) roughly be constant, thereby load on driving engine 20 and consumption of fuel FC are roughly proportional.On the contrary, the second load area SLA is limited less than the load area of above-mentioned scheduled volume by brake horse power PS, and special fuel consumption simultaneously increases and increases along with brake horse power PS, thereby makes at the load and the consumption of fuel FC of driving engine 20 not proportional.

The second load area SLA is corresponding with such state, promptly in fair speed, throttle gate 17 is set at the open angle near the aperture that opens out the throttle fully, simultaneously should the zone stay zone in the cylinder 27 for waste gas in inspiration stroke next, therefore, the amount that suck the new air-fuel mixture in the cylinder 27 reduces.In the second load area SLA, need consumption of fuel be increased than the more consumption of fuel FC (seeing line LECr) of consumption of fuel in linear approximation (seeing line LFCi) situation.

In order to tackle this situation, the second control unit 7a control operation is in the first load area FLA rather than at driving engine 20 and the motor 21 of the second load area SLA.That is to say that when brake horse power PS dropped into the second load area SLA, this second control unit 7a was to the driving circuit output control signal of motor 21, so that the operation mode of motor 21 is switched to generator mode.When motor 21 starts when producing electric energy, increase to drop in the first load area FLA in the load of driving engine 20.At this moment, consumption of fuel FC increases temporarily.Yet, be stored in electric energy that produce by motor 21 in the storage battery 74 and be used to operate motor 21 in the back as engine installation, thus the rotation of auxiliary engine 20.As a result, consumption of fuel FC has reduced fully.

Come this effect of more detailed description referring to second instantiation shown in Figure 9.Fig. 9 shows consumption of fuel FC in the situation that engine speed Ne is set at 3000rpm, and this air-to-fuel ratio sets 14.7 for, and hybrid vehicle is with 20km/h operation 1 hour, afterwards with 50km/h operation 1 hour.In Fig. 9, horizontal shaft is represented brake horse power PS (kw) or brake mean effective pressure BMEP (kpa), and vertical axis is represented consumption of fuel FC (g/h).

In the situation of prior art, shown in an A1, promptly hybrid vehicle is operated under 20km/h, does not change the load of driving engine 20 simultaneously, and brake horse power PS is approximately 0.3kw, and consumption of fuel is 245g/h.As when shown in the A2, operate with under the 50km/h at hybrid vehicle, brake horse power PS is approximately 1.2kw, and consumption of fuel is 420g/h.As a result, whole in the prior art consumption of fuel is 665g/h.

On the contrary, the second control unit 7a operation in second preferred embodiment is as the motor 21 of electrical generator, thus the load of raising on driving engine 20.For example, when motor 21 as electrical generator, locomotive speed remains on 20km/h simultaneously, it is the amount of 0.5kw that the load on driving engine 20 increases corresponding to brake horse power PS.Increase in load is corresponding to the variation along the some A1 of LFCr to A3 like this.At an A3, consumption of fuel FC is 320g/h..Like this, in the process that hybrid vehicle travels with 20km/h, when motor 21 during as electrical generator, consumption of fuel FC has increased 75g/h.The generating efficiency of supposing motor 21 is 0.81, then is stored in the electric energy that is produced by motor 21 in the storage battery 74 and becomes 0.4kw.

In the situation of travelling with 50km/h, the electric energy that is stored in the 0.4kw in the storage battery 74 is used for making motor 21 rotations, thus auxiliary engine 20.Drive efficiency at motor 21 is 0.81 o'clock, by the electric energy of 0.4kw is provided, by the output of motor 21 generation 0.32kw.That is to say that when brake horse power PS remained on a some A2, the load on driving engine 20 reduced 0.32kW from the brake horse power PS at 50km/h, this 0.32kW is auxiliary and produce by motor 21.Therefore, need obtain load on the driving engine 20 of 50km/h can reduce to corresponding in the load of the brake horse power PS of A4 place.As a result, consumption of fuel FC is reduced to 332g/h.Like this, when this hybrid vehicle keeps the moving velocity of 50km/h, 21 down auxiliary, the consumption of fuel FC of driving engine 20 reduces 88g/h.

As a result, when being increased in the situation of load on the driving engine 20 by generating electricity from motor 21, whole consumption of fuel FC becomes 652g/h.This consumption of fuel FC corresponding to traditional fuel in the situation that does not increase load by generating consume FC (=665g/h) about 98%.Like this, the comparable prior art of consumption of fuel FC improves about 2%.It should be noted that above-mentioned particular value only is schematically, can change according to locomotive type and driving conditions.

As mentioned above, hybrid vehicle has the first load area FLA and second area SLA, wherein in the first area, consumption of fuel FC roughly is directly proportional with brake horse power PS and the load on driving engine 20, and, not satisfying this proportionate relationship at second area, the consumption of fuel FC that needs simultaneously increases.In this hybrid vehicle, when brake horse power PS drops into this second load area SLA, this second control unit 7a operation is as the motor 21 of electrical generator, thereby therefore the load of raising on driving engine 20 maintain the interior driving engine 20 of the first load area FLA and the load area of motor 21.According to brake horse power PS, the operation mode of the second control unit 7a switching engine 21, thereby the load of change on driving engine 20 are so can avoid the operation of the driving engine 20 on the second load area SLA.In passing through the power generation process of motor 21, consumption of fuel FC increases temporarily.Yet, coming auxiliary engine 20 by utilizing the electric energy that produces by this generating, whole consumption of fuel FC can reduce.The result who causes like this is that the consumption of fuel FC in whole load area can be inhibited.In addition, when the second load area SLA is set at driving engine 20 load area of rotation at a relatively high speed under low load, feeling of travelling improves.

The example that is controlled at the process of load on the driving engine 20 is described below.

Distribute by the power that from brake horse power PS, deducts motor 21, the second control unit 7a in second preferred embodiment calculates the load on driving engine 20, and whether the load of definite aforementioned calculation falls among the first load area FLA or the second load area SLA.When the load at driving engine 20 falls within the first load area FLA, there be not under the situation of change operation driving engine 20, operate motor 21 as engine installation simultaneously with auxiliary engine 20.The output of the motor 21 of auxiliary engine 20 is set at and is less than or equal to poor between the brake horse power PS that needs and the brake horse power PS maxim in the second load area SLA.The reason of She Dinging is like this, stops the load on driving engine 20 to drop in the second load area SLA by assisting of motor 21.On the contrary, when the load on driving engine 20 dropped among this second load area SLA, motor 21 was operated as electrical generator.Become such value by the load set on the driving engine 20 that increases that generates electricity from motor 21, by this value, synthetic engine loading drops in the first load area FLA, that is to say, this value more than or equal to corresponding to before generating the brake horse power PS of load on the driving engine 20 and poor between the minimum value of the first load area FLA inside brake horsepower PS.

This hybrid vehicle can be three-wheel or the four-wheel locomotive that comprises than high operation speed h type engine h 20.Particularly, this hybrid vehicle is suitable for sporting automobile, ATV (all-terrain vehicle), sled and PWC (individual water ship).

(invention effect)

According to a first aspect of the invention, the motor assist engine, thus make starting of being assisted Mechanomotive force is no more than the engine maximum power. Therefore, can adopt the electricity that has than low rate power Machine. As a result, locomotive main can reduce in weight, and the installing space of motor can be effectively simultaneously Guarantee. In addition, the drive efficiency of motor and generating efficiency can improve, and disappear thereby reduced fuel Consumption.

According to a second aspect of the invention, when engine speed is less than or equal to first rotating speed, This motor power increases and increases along with engine speed, thus low engine speed and in Between under the engine speed acceleration can be improved, therefore improved response feature. On the contrary, When engine speed surpassed first rotating speed, motor power increased and reduces along with engine speed, Thereby can avoid the generation of extra auxiliary force. In addition, locomotive main can reduce in weight, with The time motor installing space also effectively guaranteed.

According to a third aspect of the invention we, first control device control motor, thus make synthetic moving It is bigger that power becomes, in the engine power limit but be no more than maximum power. Therefore, can adopt Has the motor than low rate power. As a result, locomotive main can reduce in weight, simultaneously electricity The installing space of machine is also effectively guaranteed.

According to a forth aspect of the invention, drop into second when engine load region in operation In the time of in the load area, the load on this engine increases, to operate in first load area Engine. Although fuel consumption increases temporarily, can avoid the combustion in this second load area Increase on material consumes is started with auxiliary by the electric energy that is used to obtain from electric power generation simultaneously Machine can reduce the fuel consumption on first load area. As a result, whole fuel consumption can be fallen Low.

According to a fifth aspect of the invention, at second load area, the inoperation engine. Therefore, Reduce whole fuel consumption, improved simultaneously the sensation on travelling.

Claims

1. hybrid vehicle, can from the engine power of driving engine and from the motor power of motor in conjunction with being delivered to drive wheel, described hybrid vehicle has the first control device of controlling described motor power according to the engine speed of described driving engine;

Wherein said first control device is controlled described motor, thereby along with described engine speed increases and increases described motor power, reaches first rotating speed up to described engine speed; And after described engine speed surpasses described first rotating speed, reduce described motor power along with described engine speed increase.

2. according to the hybrid vehicle of claim 1, wherein said first control device is controlled described motor, thereby make the maximum power that is less than or equal to described driving engine as the synthesized-power of described engine power and described motor power sum, and after described engine speed surpasses described first rotating speed, near described maximum power.

3. hybrid vehicle, can from the engine power of driving engine and from the motor power of motor in conjunction with being delivered to drive wheel, described hybrid vehicle has the second control device of described driving engine of control and described motor power;

Wherein said driving engine has first load area and second load area, at first load area, the consumption of fuel variation that roughly is directly proportional with load on described driving engine, and at second load area, reducing on consumption of fuel along with the minimizing of load less than situation at described first load area; And

When the load on described driving engine drops into second load area, described second control device is operated described motor as electrical generator, and when the load on described driving engine drops into described first load area, described the two or two control setup with described motor as powered device.

4. according to the hybrid vehicle of claim 3, wherein said second load area comprises such load area, and wherein said driving engine is operation at a relatively high speed under low load.