JP2000142134A - Hybrid automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To switch the power transmitting form as occasion demands by selectively switching, by a control circuit, a first traveling mode for separating the rotating shaft of an internal combustion engine from a drive system for traveling and a second traveling mode for connecting the rotating shaft of the internal combustion engine to the drive system for traveling. SOLUTION: A control circuit 4 controls a first inverter 11, when a first traveling mode set signal is received from a traveling mode set switch 5, to drive a first electric generator 1 as generator by the driving force of an internal combustion engine 10, and converts the generated AC electric energy to DC electric energy to charge it in a battery 3. It also controls a second inverter 12 to drive a second electric generator 2 as electric motor. The control circuit 4 lays a clutch 15 in the contact state, when a second traveling mode set signal is received from the traveling mode set switch 5, to travel a vehicle by the driving force of the internal combustion engine 10.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] The present invention relates to a hybrid vehicle equipped with an internal combustion engine, a motor generator and a battery for storing energy. In particular, the present invention relates to a traveling mode and a structure of a hybrid vehicle equipped with one internal combustion engine and a plurality of motor generators.

[0002] In this specification, the term "battery" is not limited to a so-called battery that stores electric energy by a chemical reaction.
Capacitors, electric double-layer capacitors, flywheel batteries that store energy in the form of rotary mechanical energy by means of flywheels, and other electric energy generated by motor generators, and supplies this stored electric energy to motor generators Means energy storage means in a broad sense.

[0003]

2. Description of the Related Art A hybrid vehicle (HIMR) manufactured and sold by the present applicant has a battery in which a rotating shaft of a motor generator is directly connected to a rotating shaft of an internal combustion engine to store energy,
An inverter is provided between the battery and the motor generator to move electric energy bidirectionally. The inverter is controlled by a program control circuit. When such a hybrid vehicle needs output for running such as starting, accelerating or climbing a slope, it extracts energy from the battery and operates the motor generator as a motor to serve as an auxiliary output of the internal combustion engine.
During braking, the motor generator is operated as a generator to perform electric braking, and is controlled so as to regenerate energy in the battery (see WO88 / 06107). This hybrid car is a city bus that repeatedly starts and stops,
It is widely used for buses in mountainous areas and sightseeing spots where environmental protection is prioritized, and has been well received.

On the other hand, even in a hybrid vehicle equipped with both an internal combustion engine and a motor generator, the motor generator is connected to the drive shaft of the vehicle, and energy is supplied from the battery to the motor generator during acceleration of the vehicle. When the vehicle decelerates, this motor generator is a so-called electric vehicle that operates as a generator and regenerates energy to the battery.The internal combustion engine is of a type independent of the drive system of the vehicle. There is something. In this type of hybrid vehicle, even if the internal combustion engine is mounted, a generator is connected to the rotating shaft thereof, and is used to charge a battery with electric energy. The mechanical output does not directly drive the axle (Japanese Utility Model Application Laid-Open No. 4-128002, Japanese Patent Application No. 9-1197).
No. 59 (not published at the time of filing the present application)).

In the former type, since the internal combustion engine is operated in parallel with the motor generator, the "parallel system" is used. In the latter type, energy flows from the internal combustion engine to the battery and then to the motor generator. Series method ”.

[0006]

In the parallel system, the mechanical rotational energy generated in the internal combustion engine is used for driving the automobile as it is, so that the energy utilization efficiency is high. On the other hand, in the series system, the energy generated in the internal combustion engine is always converted into electric energy and then converted into mechanical rotational energy. Therefore, two energy conversions are required, and the energy utilization efficiency is low. .
However, in the parallel system, the internal combustion engine is always operated as the vehicle travels.Therefore, the noise of the internal combustion engine always accompanies.However, in the series system, as long as energy is stored in the battery, the internal combustion engine is stopped and the vehicle is driven. Therefore, when it is not desirable to generate noise, the vehicle can be driven with extremely low running noise. In addition, a clutch and a transmission gear are necessary to drive the axle by the internal combustion engine, but a clutch and a transmission gear are not required in principle to drive the axle by the electric motor. There is an advantage that the mechanical configuration is simplified and the operation is also simplified.

[0007] In addition, the above-mentioned parallel system and series system each have advantages and disadvantages, and it cannot be unambiguously determined which is more advantageous depending on the use form.

The inventors of the present application faced the following problems in designing a low-floor bus convenient for passengers getting on and off. With low-floor buses, it is difficult to accommodate a large internal combustion engine under the floor, so the entire internal combustion engine can be downsized as a hybrid vehicle, and motor generators can be installed on multiple axles or wheels. We decided to disperse the power. Although this is a series system in the above classification, such a hybrid vehicle becomes inoperable when the connection of the battery circuit is disconnected during maintenance of the battery or the like. This is very inconvenient for operating vehicles at the bus terminal. In addition, if a failure occurs in the control circuit, the vehicle cannot travel at that point, and there is a possibility that a failure in the control circuit or the electric system may cause a road failure. Therefore, even in such a hybrid car,
Temporarily, it was necessary to make it possible to run on an internal combustion engine.

The present invention has been made in such a background, and a hybrid vehicle capable of switching between a parallel system and a series system in accordance with the use form even in a single vehicle. The purpose is to provide.

[0010]

SUMMARY OF THE INVENTION According to the present invention, a hybrid vehicle equipped with an internal combustion engine and a motor generator can be driven in a complex manner by mechanical energy and electric energy, and can be driven only by electric energy. It is characterized by a structure capable of switching the power transmission mode at any time according to the usage mode.

That is, the present invention provides an internal combustion engine, a motor generator, a battery, an inverter for bidirectionally transferring electric energy between the motor generator and the battery, and a control circuit for controlling the inverter. In the hybrid vehicle provided with the above, two or more motor generators are provided, the rotation shaft of the first motor generator is connected to the rotation shaft of the internal combustion engine, and the rotation shaft of the second motor generator is The control circuit is connected to a drive system, and the control circuit is configured to connect the drive shaft to the drive system while connecting the drive shaft to the first drive mode in which the drive shaft is separated from the drive shaft of the internal combustion engine. And means for selectively switching between the second traveling mode and the second traveling mode.

The rotating shaft of the second motor generator is connected to an axle via a gear, and a reciprocal motor can be used as the second motor generator. Further, the rotating shaft of the second motor generator can be connected to any one of an angle drive, a propeller shaft, and a differential gear.

Further, the first motor generator and the rotating shaft of the internal combustion engine are connected to a first axle (one of a front shaft and a rear shaft), and the rotating shaft of the second motor generator is a second shaft. Is desirably connected to the axle (the other of the front axle and the rear axle), a plurality of the second motor generators are provided, and a rotating shaft of the internal combustion engine is connected to the axle, and each of the plurality of motor generators is A load sensor for each axle or wheel, which can be connected to a rotating shaft of a different wheel, and the control circuit includes means for controlling the distribution of the output torque for each axle or wheel according to the output of the load sensor. be able to.

When the control circuit needs more output in addition to the driving force of the internal combustion engine when starting, accelerating, or traveling uphill, the control circuit controls the inverter to extract the electric energy stored in the battery, and Is operated as an electric motor to provide an auxiliary output to the internal combustion engine. Further, at the time of braking, the inverter is controlled to operate the motor generator as a generator to perform electric braking and regenerate energy to the battery.

According to the present invention, there are provided two types of motor generators for each application in the hybrid vehicle configured as described above, and the rotation shaft of the first motor generator is connected to the rotation shaft of the internal combustion engine.
By connecting the rotary shaft of the second motor generator to the drive system, by controlling these two types of motor generators, it is possible to switch between hybrid and electric vehicles by switching. Is what you do.

That is, in the first traveling mode, the first motor generator and the drive system are disconnected from each other by setting the clutch disengaged or the transmission gear to the neutral position, and disconnecting the first motor generator. Is driven by an internal combustion engine as a generator to charge a battery, and at the same time, the second motor generator is operated as a motor, and the vehicle is driven as an electric vehicle by the driving force of the second motor generator.

In the first running mode in which such control is performed, the output of the internal combustion engine is controlled so as to output a substantially constant output required for charging without largely changing even when the vehicle is accelerated or decelerated. Therefore, the so-called puffing sound is eliminated and the noise is extremely reduced. On the other hand, since all of the output energy of the internal combustion engine is once converted into electric energy, the energy loss caused by converting mechanical energy into electric energy and further converting this electric energy into mechanical energy increases.

In the second traveling mode, during normal traveling, the rotating shaft of the internal combustion engine and the drive system are connected by a clutch and a transmission gear, and the vehicle is driven by the driving force of the internal combustion engine. When the acceleration operation is performed, the first motor-generator and the second motor-generator are driven as electric motors by electric energy of a battery, and auxiliary driving is performed on the internal combustion engine and the driving system by the driving force. When the deceleration operation is performed, the first motor generator and the second motor generator are driven as generators to apply electric braking to the internal combustion engine and the drive system, and the generated energy is regenerated to the battery.

In the second traveling mode, the output of the internal combustion engine increases during acceleration, so that loud noise is generated intermittently. On the other hand, the mechanical energy generated by the internal combustion engine is transmitted as it is as running energy, so that the energy use efficiency can be increased.

The driver can drive the vehicle rationally by selecting and setting one of the two driving modes according to the situation at that time. In addition, it can be automatically selected and set.

The driving force of the second motor generator can be transmitted to a drive shaft connected to wheels via gears. When power is transmitted by this gear, a gear train is formed. For example, a power transmission shaft is provided separately from the drive shaft, and the drive shaft and the power transmission shaft are connected by a pair of spur gears. Further, a differential mechanism is provided on the power transmission shaft, and the rotating shaft of the second motor generator is directly connected to the bevel gear of the differential mechanism. Thereby, the driving force of the second motor generator is transmitted from the differential mechanism to the power transmission shaft, and a pair of spur gears fixed to the power transmission shaft are fixed to the drive shaft driving the wheels. Can be transmitted to the spur gear.

A reciprocal motor may be used as the second motor generator. This reciprocal motor has a structure in which a stator portion of a conventional motor has a movable structure, and rotates a stator (outer rotor) and a rotor (inner rotor) in opposite directions. The outer rotor and the inner rotor are supported by bearings independently of each other and rotate in an arbitrary direction. Power supply to the outer rotor is performed via a slip ring. In general, the higher the relative rotation speed, the smaller the size of the bearing can be achieved if the output is the same, and the bearing can be reduced in size as long as it can support the half rotation speed.

By setting a one-to-one reversing gear on the outer rotor or inner rotor side of this reciprocal motor and aligning the rotation directions, it is possible to drive the two wheels. In addition, the use of this reciprocal motor eliminates the need for a differential gear provided on the power transmission shaft,
In addition, the balance of the torque applied to the wheels can be equalized.

As another method of transmitting the driving force of the second motor generator to the drive shaft of the vehicle, an angle drive device can be used. In this case, for example, a bevel gear is attached to the rotating shaft of the second motor generator, and the bevel gear is meshed with a bevel gear directly connected to the transmission in the angle drive device, and the bevel gear is connected to the propeller shaft. Engage the directly connected bevel gear. Thereby, the driving force generated in the second motor generator can be transmitted to the drive shaft via the differential gear.

As another method, it is possible to directly connect or connect the rotating shaft of the second motor generator to the propeller shaft, and to further connect the rotating shaft of the second motor generator to the differential gear. With such a configuration, the driving force generated in the second motor generator can be transmitted to the driving system.

The first motor generator and the rotating shaft of the internal combustion engine are connected to a first axle (one of a front shaft and a rear shaft) driven by the driving force of the internal combustion engine, and the second motor generator has a rotating shaft. The rotating shaft is connected to a second axle (the other of the front shaft and the rear shaft) driven by the driving force of the second motor generator. With this configuration, when the vehicle runs only with the driving force of the internal combustion engine, the first axle (one of the front shaft and the rear shaft) becomes the driving shaft, and the electric power is generated by the driving force of the second motor generator. When traveling as a car, the second axle (the other of the front axle and the rear axle) is the drive shaft. Further, when the vehicle runs as a hybrid vehicle using the driving force of the internal combustion engine and the driving force of the second motor generator, the first axle (one of the front shaft and the rear shaft) becomes a driving shaft by the driving force of the internal combustion engine. , The second axle (the other of the front or rear axle)
Is the drive shaft driven by the driving force of the second motor generator.

A plurality of second motor generators can be provided. Also in this case, the rotating shaft of the internal combustion engine is connected to an axle serving as a drive shaft, and the plurality of second motor generators are connected to rotating shafts of different wheels. Thereby, the driving force transmitted to each wheel can be controlled according to the traveling state of the vehicle, and traveling stability can be improved.

If a load sensor is provided for each axle or wheel, the control circuit controls the distribution of the output torque for each axle or wheel according to the running state at that time using the output of the load sensor as control information. Running stability can be improved. When the vehicle is accelerated, the load moves to the rear wheels. In such a case, control for increasing the driving force on the rear wheel side is performed. At the time of deceleration, the load moves to the front wheels. In such a case, the second motor generator on the front wheel side is operated as a generator to actively collect electric energy. As a result, energy transmission efficiency can be improved, and electric energy can be effectively stored.

As described above, according to the present invention, even if a single vehicle transmits the driving force of a hybrid vehicle, it can be switched between the parallel system and the series system in accordance with the use form. As a result, noise and exhaust gas can be reduced, and energy use efficiency can be improved.

[0030]

BEST MODE FOR CARRYING OUT THE INVENTION

[0031]

Next, an embodiment of the present invention will be described with reference to the drawings.

(First Embodiment) FIG. 1 is a block diagram showing a configuration of a main part of a first embodiment of the present invention.

The first embodiment of the present invention is an internal combustion engine 10, a battery 3 for storing electric energy, and operates as an electric motor when starting, accelerating or climbing a hill, and operates as a generator during braking for applying an auxiliary driving force to the internal combustion engine 10. A first motor generator 1 that applies electric braking and regenerates the generated electric energy to the battery 3, and causes the vehicle to run as an electric vehicle by using the electric energy of the battery 3; Motor generator 2 for supplying electric power and regenerating generated electric energy to battery 3
And a first inverter 11 for bidirectionally transferring electric energy between the first motor generator 1 and the battery 3, and a bidirectional electric energy between the second motor generator 2 and the battery 3. And a control circuit 4 for controlling the first inverter 11 and the second inverter 12. In this example, a storage battery that stores electric energy by a chemical reaction is used as the battery 3.

The rotary shaft on the input side of the first motor generator 1 is directly connected to the rotary shaft of the internal combustion engine 10, and the rotary shaft on the output side thereof includes the clutch 15, the transmission 17, and the angle drive 1.
3. It is connected to a first axle (front shaft) 31 via a first propeller shaft 51 and a first differential gear 21. The rotating shaft of the second motor generator 2 is connected to a second axle (rear shaft: an axle that becomes a drive shaft in the case of a multi-shaft) 32 via a second propeller shaft 52 and a second differential gear 22. Linked to

The control circuit 4 is a program control circuit.
It is controlled by software according to signals from operation inputs and sensor inputs. The control circuit 4 connects the rotation axis of the internal combustion engine 10 and the first axle 31 with a means for setting a first traveling mode in which the rotation axis of the internal combustion engine 10 is separated from the first axle 31 for traveling. Means for setting a second traveling mode for causing the vehicle to travel, and a traveling mode setting switch 5 for selectively inputting the first traveling mode and the second traveling mode to the control circuit 4 by operation. .

Further, a load sensor 6 is provided for each axle, and the control circuit 4 includes means for controlling the distribution of torque for each axle according to the output of the load sensor 6.
In the present embodiment, the example in which the load sensor 6 is provided for each axle is shown, but it may be provided for each wheel.

In the case of the first embodiment, the first axle 31 is driven by the internal combustion engine 10 and / or the first motor generator 1 and the second axle 32 is driven by the second motor generator 2. Driven by

The control circuit 4 includes a running mode setting switch 5
When the first drive mode setting signal is received from the
A control signal is sent to the actuator 14 to disconnect the clutch 15 from the drive system, and the first inverter 11 is controlled to drive the first motor generator 1 as a generator by the driving force of the internal combustion engine 10. The battery 3 is charged by converting the generated AC electric energy into DC electric energy.

At the same time, the second inverter 12 is controlled to drive the second motor generator 2 as a motor. The driving force of the second motor generator 2 is transmitted to the second axle 32 via the second propeller shaft 52 and the second differential gear 22.

The disconnection between the internal combustion engine 10 and the drive system can also be performed by the control circuit 4 driving the transmission actuator 16 to set the gear position of the transmission 17 to the neutral position.

In the first traveling mode, even if acceleration or deceleration is performed, the internal combustion engine 10 is disconnected from the drive system and only the first motor generator 1 is driven, so that the output is almost constant. And therefore the noise generated is very low. However, all of the output energy of the internal combustion engine 10 is converted to electric energy and temporarily stored in the battery 3, and the stored electric energy is converted to mechanical energy to become motive power. Losses are greater.

The control circuit 4 has a running mode setting switch 5
, The clutch 15 is brought into the engaged state, and the vehicle is driven by the driving force of the internal combustion engine 10. In the second traveling mode, the driving force of the internal combustion engine 10 is normally transmitted to the first axle 31 via the clutch 15, the transmission 17, the angle drive 13, and the first propeller shaft 51. At the time of acceleration, the first motor generator 1 is driven as an electric motor by the electric energy of the battery 3 to provide auxiliary power to the internal combustion engine 10. Also,
During deceleration, the first motor generator 1 operates as a generator to perform auxiliary braking, and regenerates the generated electric energy to the battery 3.

In the second running mode, the second motor generator 2 is controlled similarly to the first motor generator 1. That is, when the first motor generator 1 performs auxiliary acceleration as a motor, the second motor generator 2 also performs auxiliary acceleration as a motor, and the first motor generator 1 provides auxiliary braking as a generator. In this case, the second motor generator 2 also performs auxiliary braking as a generator to regenerate the generated electric energy to the battery 3.

In the second running mode, the internal combustion engine 10
Generates large noises intermittently due to the increased output during acceleration. However, since the energy generated in the internal combustion engine 10 is directly used as the traveling energy without being converted into electric energy, the energy use efficiency is increased. By selecting the two driving modes according to the driving conditions at that time, the driver can perform an effective driving while minimizing the generation of noise and exhaust gas.

(Second Embodiment) FIG. 2 is a block diagram showing a configuration of a main part of a second embodiment of the present invention.

In the second embodiment of the present invention, the front axle of the first embodiment shown in FIG.
And the rear wheel becomes the first axle 31, and the internal combustion engine 10 and the first motor generator 1 are connected. Otherwise, the configuration is the same as in the first embodiment, and the same operation is performed.

(Third Embodiment) FIG. 3 is a block diagram showing a configuration of a main part of a third embodiment of the present invention.

The third embodiment of the present invention relates to the second motor generator 2
Are connected to the axle via gears. The configuration is such that, in addition to the configuration of the first embodiment, a third differential gear 23 directly connected to the second motor generator 2 is provided, and a pair of power transmission gears attached to the third differential gear 23 is provided. 7 and a pair of drive gears 8 attached to the second axle 32 and meshing with the power transmission gear 7.

When the first driving mode is set,
The driving force of the second motor generator 2 is transmitted to the power transmission gear 7 via the third differential gear 23 and the power transmission shaft 9.
And transmitted from the power transmission gear 7 to the drive gear 8
To drive the second axle 32.

When the second running mode is set, the driving force of the second motor generator 2 is increased by the third differential gear 23, the power transmission shaft 9, the power transmission gear 7, and the drive gear 8 during acceleration. And is transmitted to the second axle 32 through the auxiliary acceleration. At the time of braking, auxiliary braking is applied to the second axle 32 through a similar route.

Otherwise, the configuration is the same as that of the first embodiment, and the same operation is performed.

(Fourth Embodiment) FIG. 4 is a block diagram showing a configuration of a main part of a fourth embodiment of the present invention.

The fourth embodiment of the present invention relates to the second motor generator 2
Are connected to the second axle 32 via the gear train in the third embodiment, and the other components are configured in the same manner as in the first embodiment.

In the case of the fourth embodiment, in the first traveling mode, the internal combustion engine 10 is disconnected from the driving system, and the driving force of the second motor generator 2 is increased during acceleration to the third differential gear. 23, power transmission shaft 9, power transmission gear 7,
The power is transmitted to the first axle 31 via the drive gear 8 and the first differential gear 21.

At this time, the first motor generator 1 operates as a generator and charges the battery 3. Further, at the time of braking, the second motor generator 2 operates as a generator, performs electric braking, and regenerates the generated electric energy to the battery 3.

In the second running mode, during acceleration, the first motor generator 1 and the second motor generator 2 operate as motors to perform auxiliary acceleration for the internal combustion engine 10. The driving force of the first motor generator 1 is directly transmitted to the internal combustion engine 10, and the driving force of the second motor generator 2 is the same as in the first traveling mode, the third differential gear 23 and the power transmission shaft. The power is transmitted to the first axle 31 via the power transmission gear 7, the drive gear 8, the first propeller shaft 51 and the first differential gear 21.

In the case of the fourth embodiment, the vehicle runs with only the driving force transmitted to the first axle 31.

(Fifth Embodiment) FIG. 5 is a block diagram showing a configuration of a main part of a fifth embodiment of the present invention.

In the fifth embodiment of the present invention, a reciprocal motor 18 is provided in place of the second motor generator 2 of the fourth embodiment shown in FIG. Other configurations are the same as in the third embodiment.

FIG. 6 is a partial sectional view showing the structure of a main part of a reciprocal motor used in the fifth embodiment of the present invention. The reciprocal motor 18 includes a housing 40, an inner rotor 43 (a portion indicated by a solid line) supported in the housing 40 by a pair of first bearings 41, and rotatably inscribes the inner rotor 43 in a second direction. Rotor 44 supported by the bearing 42
(A portion shown by a broken line) and a slip ring 45 for supplying electric power to the outer rotor 44.

The inner rotor 43 and the outer rotor 44 are independently supported by the first bearing 41 and the second bearing 42, and can rotate in any direction. By providing the one-to-one reversing gear 19 on the inner rotor 43 or the outer rotor 44 side, the rotation directions can be made uniform, and thus the third differential gear 23 becomes unnecessary.

In the fifth embodiment constructed as described above, in the first running mode, the reciprocal motor 18 is driven to rotate by the electric power supplied from the battery 3 via the second inverter 12, and the driving force is generated. Are the reversing gear 19, the power transmission shaft 9,
The power is transmitted to the first axle 31 via the power transmission gear 7, the drive gear 8, and the first differential gear 21 to drive the front shaft. At this time, the first motor generator 1 is driven by the internal combustion engine 10 as a generator, and the generated AC electric energy is converted into DC electric energy by the first inverter 11 to charge the battery 3.

In the second traveling mode, the clutch 15 is set in the contact state, so that the driving force of the internal combustion engine 10 is controlled by the first motor generator 1, the clutch 15, the transmission 17, the angle drive 13, the first The power is transmitted to the first axle 31 via the propeller shaft 51 and the first differential gear 21. As a result, the vehicle runs with the driving force of the internal combustion engine 10.

When an acceleration operation is performed during traveling, the control circuit 4 controls the second inverter to convert DC electric energy stored in the battery 3 into AC electric energy and supplies the AC electric energy to the reciprocal motor 18. The reciprocal motor 18 is driven by the supply of the electric energy, and outputs the outputs of the inner rotor 43 and the outer rotor 44 aligned in the same rotational direction by the reversing gear 19 via the power transmission shaft 9, the power transmission gear 7, and the drive gear 8. To the axle 31 of the vehicle.

Thus, the vehicle runs as an electric vehicle. At this time, the first motor generator 1 generates electric power by the driving force of the internal combustion engine 10, and the generated AC electric energy is converted into DC electric energy by the first inverter 11 and charged into the battery 3. The first motor generator 1 does not directly use the mechanical energy required for traveling.

When the braking operation is performed, the control circuit 4
Are the first inverter 11 and the second inverter 12
To drive the first motor generator 1 and / or the second motor generator 2 as a generator to apply electric braking to the vehicle and regenerate the generated electric energy to the battery 3.

Although the fifth embodiment has been described with reference to the front engine type vehicle shown in FIG. 5, the fifth embodiment can also be applied to a rear engine type vehicle shown in FIG. 2, and the same operation can be performed.

(Sixth Embodiment) FIG. 7 is a block diagram showing a configuration of a main part of a sixth embodiment of the present invention.

The sixth embodiment of the present invention relates to the second motor generator 2
Is connected to the angle drive 13, and its driving force is transmitted to the first axle 31 via the first propeller shaft 51 and the first differential gear 21.

FIG. 8 is a perspective view showing an example of attachment of the second motor generator to an angle drive according to the sixth embodiment of the present invention.

The angle drive 13 includes a main shaft bevel gear 24 attached to an end of the main shaft of the transmission 17, and a power transmission bevel gear meshed with the main shaft bevel gear 24 and transmitting power to the first propeller shaft 51. 25. A drive bevel gear 26 is attached to one end of the rotation shaft of the second motor generator 2, and the drive bevel gear 26
Of the main shaft bevel gear 24.

In the case of the sixth embodiment, when the first driving mode is set, the internal combustion engine 10 and the driving system are disconnected, and the electric energy stored in the battery 3 from the second inverter 12 is transferred to the second driving mode. Is supplied to the second motor generator 2.
The second motor generator 2 is rotationally driven as a motor by the supply of the electric energy, and its driving force is a driving bevel gear 26.
From the transmission 17 to the main shaft bevel gear 24 of the transmission 17.

The main shaft bevel gear 24 transmits the transmitted driving force to the power transmission bevel gear 25 as an intermediate gear because the clutch 15 is in the disengaged state or the transmission 17 is set to the neutral position. . The driving force transmitted to the power transmission bevel gear 25 is transmitted to the first axle 31 via the first propeller shaft 51 and the first differential gear 21 to drive the wheels.

In the first traveling mode, the first motor generator 1 operates as a generator by the driving force of the internal combustion engine 10 as in the other embodiments, and the generated electric energy is transmitted through the first inverter 11. And supplied to the battery 3.

When the second driving mode is set, the control circuit 4 sets a state in which the vehicle is driven using the clutch 15 and the transmission 17, so that the driving force of the internal combustion engine 10 is reduced during normal driving. The power is transmitted from the angle drive 13 to the first axle 31 via the first propeller shaft 51 and the first differential gear 21.

At this time, the second motor generator 2 is connected to the transmission 1
The drive power is received from the main shaft bevel gear 24 of the drive unit 7 via the drive bevel gear 26 to drive as a generator to generate electric energy. At the same time, the first motor generator 1 is also driven as a generator to generate electric energy. The generated electric energy is supplied to and stored in the battery 3 via the second inverter 12 and the first inverter 11.

When the vehicle is accelerated, the first motor generator 1 and the second motor generator 2 operate as electric motors under the control of the control circuit 4, and the internal combustion engine 10
Is performed directly, and auxiliary power is applied to the first axle via the first propeller shaft 51 and the first differential gear 21.

When the vehicle is braked, the first motor generator 1 and / or the second motor generator 2 are driven as generators under the control of the control circuit 4, and Electric braking is applied to the engine 10 and the first axle 31, and the generated electric energy is supplied to the battery 3 via the first inverter 11 and the second inverter 12 for regenerative charging.

Although the sixth embodiment has been described with reference to the front engine type vehicle in FIG. 7 as an example, the sixth embodiment can also be applied to a rear engine type vehicle shown in FIG. be able to.

(Seventh Embodiment) FIG. 9 is a block diagram showing a configuration of a main part of a seventh embodiment of the present invention.

The seventh embodiment of the present invention relates to the second motor generator 2
Are connected to the first prop shaft 51, and the other components are configured as in the sixth embodiment. Also, the operation is performed in the same manner as in the sixth embodiment except that the driving force of the second motor generator 2 is transmitted to the angle drive 13 shown in FIG.

(Eighth Embodiment) FIG. 10 is a block diagram showing a configuration of a main part of an eighth embodiment of the present invention.

The eighth embodiment of the present invention relates to the second motor generator 2
Are provided, the rotating shaft of the internal combustion engine 10 is connected to the axle, and the plurality of second motor generators 2 are connected to rotating shafts of different wheels.

In FIG. 10, two second motor generators 2 are provided, and the rotating shaft of the internal combustion engine is the first propeller shaft 5.
1, two first motor generators 2 are connected to the first axle 31 that drives the left and right rear wheels, respectively, An example in which the second inverter 12 is individually connected to each of the two second motor generators 2 is shown.

FIGS. 11A to 11D are views showing an example of attachment of the second motor generator to a rotating shaft according to the eighth embodiment of the present invention.

FIG. 11A shows that the rotor 2a of the second motor generator 2 is fixed in the disk 33,
Is directly connected to a wheel hub 34, the first axle 31 is connected to the wheel hub 34, and the fixed winding 2b is attached to the outer periphery of the axle housing 35 corresponding to the rotor 2a. I have.

FIG. 11B shows a state in which a disk 33 is mounted on a first axle 31 via a bearing, and a second motor generator 2 and a planetary gear 36 are disposed inside the disk 33, An example is shown in which the fixed winding 2b of the motor generator 2 is fixed inside the disk 33, and the rotor 2a is fixed to the outer periphery of the first axle 31 corresponding to the fixed winding 2b.

FIG. 11C shows an example in which the second motor generator 2 and the planetary gear 36 are mounted outside the disk 33 by the support housing 37.

Further, in FIG. 11D, the first axle 31 serving as the rotation axis of the drive wheels and the rotation axis of the second motor generator 2 are arranged on a straight line parallel to each other, The motor generator 2 is arranged separately, its rotating shaft and the first axle 31
Are connected by a spur gear 38.

According to the eighth embodiment of the present invention, when the first driving mode is set, the electric energy stored in the battery 3 is supplied to the second inverter 12 under the control of the control circuit 4. The second motor generator 2 is individually supplied to the second motor generator 2 via the second motor generator 2, and drives the first axle 31 as a motor. In the first traveling mode, the internal combustion engine 10 and the drive system are separated from each other, so that the first motor generator 1 receives the driving force of the internal combustion engine 10 and drives as a generator, and the generated electric energy is the first electric power. It is stored in the battery 3 via the inverter 11.

When the second traveling mode is set,
During normal traveling, traveling using the clutch 15 and the transmission 17 is performed, so that the driving force of the internal combustion engine 10 is transmitted to the first axle 31 via the first propeller shaft 51 and the first differential gear 21. Is transmitted.

At the time of acceleration, the first motor generator 1 and the second motor generator 2 are supplied with electric energy from the battery 3 via the first inverter 11 and the second inverter 12, so that they operate as motors. Then, the first motor generator 1 performs auxiliary acceleration of the internal combustion engine 10, and the second motor generator 2 performs auxiliary acceleration of the first axle 31.

During braking, the first motor generator 1 and / or the second motor generator 2 operate as generators under the control of the control circuit 4, and the internal combustion engine 10 and the first axle Electric braking is applied to the battery 31, and the generated electric energy is regeneratively charged in the battery 3 via the first inverter 11 and the second inverter 12.

Although the eighth embodiment shown in FIG. 10 has been described by taking a front engine type vehicle as an example, it can be similarly applied to a rear engine type vehicle.

[0095]

As described above, according to the present invention, there is provided a series system in which even a single vehicle travels as an electric vehicle with the clutch disengaged or the transmission gear set in the neutral position, The driver uses a clutch and a transmission to travel, and during acceleration or deceleration, a motorized generator performs auxiliary acceleration or auxiliary braking. Can be used. As a result, it is possible to select an operation in which the amount of generated noise and exhaust gas is reduced and priority is given to reducing pollution, and to select an efficient operation in which energy conversion loss is small. Can be.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of a main part of a first embodiment of the present invention.

FIG. 2 is a block diagram showing a configuration of a main part of a second embodiment of the present invention.

FIG. 3 is a block diagram showing a configuration of a main part of a third embodiment of the present invention.

FIG. 4 is a block diagram showing a configuration of a main part of a fourth embodiment of the present invention.

FIG. 5 is a block diagram showing a configuration of a main part of a fifth embodiment of the present invention.

FIG. 6 is a partial cross-sectional view showing a configuration of a main part of a reciprocal motor used in a fifth embodiment of the present invention.

FIG. 7 is a block diagram showing a configuration of a main part of a sixth embodiment of the present invention.

FIG. 8 is a perspective view showing an example of attachment of a second motor generator to an angle drive according to a sixth embodiment of the present invention.

FIG. 9 is a block diagram showing a configuration of a main part of a seventh embodiment of the present invention.

FIG. 10 is a block diagram showing a configuration of a main part of an eighth embodiment of the present invention.

FIGS. 11A to 11D are views showing an example of mounting a second motor generator on a rotating shaft of a wheel of a second motor generator according to an eighth embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 1st motor generator 2 2nd motor generator 2a rotor 2b fixed winding 3 battery 4 control circuit 5 driving mode setting switch 6 load sensor 7 power transmission gear 8 drive gear 9 power transmission shaft 10 internal combustion engine 11th One inverter 12 Second inverter 13 Angle drive 14 Clutch / actuator 15 Clutch 16 Transmission actuator 17 Transmission 18 Reciprocal motor 19 Reversing gear 21 First differential gear 22 Second differential gear 23 Third differential gear 24 Main shaft Bevel gear 25 power transmission bevel gear 26 drive bevel gear 31 first axle 32 second axle 33 disk 34 wheel hub 35 axle housing 36 planetary gear 37 support housing 38 spur gear 40 housing 41 first shaft Receiver 42 Second bearing 43 Inner rotor 44 Outer rotor 45 Slip ring 51 First propeller shaft 52 Second propeller shaft

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60K 8/00 (72) Inventor Toshihide Miyajima 3-1-1, Hinodai, Hino-shi, Tokyo Hino Motors, Ltd. (72) Inventor Nobuo Takigashira 3-1-1, Hinodai, Hino-shi, Tokyo Hino Motors Industry Co., Ltd. (72) Inventor Atsushi Masuda 3-1-1, Hinodai, Hino-shi, Tokyo Hino Motors F term (reference) 3D039 AA02 AA03 AA04 AA05 AB27 AC01 AC21 AC24 AC65 AD01 AD06 AD22 AD53 5H115 PA05 PA11 PG04 PI16 PI29 PO17 PU08 PU19 PU22 PU24 PU27 PV10 QI04 RB08 SE03

Claims (9)

[Claims] 1. An internal combustion engine, a motor generator, a battery, an inverter for bidirectionally transferring electric energy between the motor generator and the battery, and a control circuit for controlling the inverter. In a hybrid vehicle, two or more motor generators are provided, a rotating shaft of a first motor generator is connected to a rotating shaft of the internal combustion engine, and a rotating shaft of a second motor generator is connected to a driving system. The control circuit, the first traveling mode in which the rotating shaft of the internal combustion engine and the drive system are separated and travels, and the second traveling mode in which the rotating shaft of the internal combustion engine and the drive system are connected to each other A hybrid vehicle comprising means for selectively switching between a driving mode and a driving mode. 2. The hybrid vehicle according to claim 1, wherein a rotating shaft of the second motor generator is connected to an axle via a gear. 3. The hybrid vehicle according to claim 2, wherein said second motor generator is a reciprocal motor. 4. The hybrid vehicle according to claim 1, wherein a rotation shaft of said second motor generator is connected to an angle drive. 5. The hybrid vehicle according to claim 1, wherein a rotating shaft of said second motor generator is connected to a propeller shaft. 6. The hybrid vehicle according to claim 1, wherein a rotation shaft of said second motor generator is connected to a differential gear. 7. The rotating shaft of the first motor generator and the internal combustion engine is connected to a first axle, and the rotating shaft of the second motor generator is connected to a second axle. The hybrid vehicle as described. 8. The motor vehicle according to claim 1, wherein a plurality of the second motor generators are provided, a rotating shaft of the internal combustion engine is connected to an axle, and the plurality of motor generators are respectively connected to rotating shafts of different wheels. Hybrid car. 9. A load sensor for each axle or wheel,
9. The hybrid vehicle according to claim 7, wherein said control circuit includes means for controlling distribution of output torque for each axle or wheel according to the output of said load sensor.